Niviuk ICEPEAK 6 User manual

USER’S
MANUAL
ICEPEAK 6

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
WELCOME
Set your new challenges
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 ICEPEAK 6. Niviuk are very proud of this new glider, a glider
carefully designed to bring you maximum pleasure whilst allowing you
learn and progress.
We are really proud of what we have achieved with the IP6 .With this
glider we have applied all our years of knowledge in research design and
technology to create a wing for the new mandatory rules in world class
competitions.
With its new prole,the ICEPEAK 6 was born to high competition
challenges, but at the same time to cross the world in the greatest XC
ights. Once again, our R+D have been able to reduce the aspect ratio
keeping the same performance of our open class gliders.
This is the new glider for the new era. It offers maximum efciency and
compromise.
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 ICEPEAK 6
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 ICEPEAK 6.
Severe injuries to the pilot can be the consequence of the misuse of this
equipment.
Pilots should be able to y at competition level to control this glider
in order to guarantee their security. All instructions in this manual are
informative and focused on prevent possible dangerous ight situations. All
instructions in this manual are informative and focused on prevent possible
dangerous ight situations.

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SUMMARY
WELCOME 2
USER’S MANUAL 2
1. CHARACTERISTICS 4
1.1 WHO IS IT DESIGNED FOR? 4
1.2 CERTIFICATION 4
1.3 IN-FLIGHT BEHAVIOUR 4
1.4 ASSEMBLY, MATERIALS 5
1.5 ELEMENTS, COMPONENTS 6
2. UNPACKING AND ASSEMBLY 6
2.1 CHOOSE THE RIGHT PLACE 6
2.2 PROCEDURE 6
2.3 ASSEMBLY OF THE HARNESS 6
2.4 TYPE OF HARNESS 6
2.5 ASSEMBLY OF THE ACCELERATOR 7
2.6 INSPECTION AND WING INFLATION
ON THE GROUND 7
2.7 ADJUSTING THE BRAKES 7
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 8
3.5 WING INFLATION, CONTROL, AND
TAKE-OFF 8
3.6 LANDING 8
4. IN FLIGHT 8
4.1 FLYING IN TURBULENCE 8
4.2 POSSIBLE CONFIGURATIONS 9
4.3 USING THE ACCELERATOR 10
4.4 FLYING WITHOUT BRAKE LINES 10
4.5 KNOTS IN FLIGHT 11
5. LOSING HEIGHT 11
5.1 EARS 11
5.2 B3 TECHNIQUE 12
5.3 B-LINE STALL 12
5.4 SPIRAL DIVE 12
5.5 SLOW DESCENT TECHNIQUE 13
6. SPECIAL METHODS 13
6.1 TOWING 13
6.2 ACROBATIC FLIGHT 13
7. FOLDING INSTRUCTIONS 13
8. CARE AND MAINTENANCE 13
8.1 MAINTENANCE 13
8.2 STORAGE 14
8.3 CHECKS AND CONTROLS 14
8.4 REPAIRS 14
9. SAFETY AND RESPONSIBILITY 14
10. GUARANTEE 15
11. TECHNICAL DATA 16
11.1 MATERIALS DESCRIPTION 16
11.2 MATERIALS DESCRIPTION 17
11.3 RISERS ARRANGEMENT 18
11.4 LINE PLAN 19
11.5 LENGHTS ICEPEAK 6 21 20
11.6 LENGHTS ICEPEAK 6 23 20
11.7 LENGHTS ICEPEAK 6 24 21
11.8 LENGHTS ICEPEAK 6 26 21
11.9 CERTIFICATION SPECIMEN TEST 22

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The ICEPEAK 6 is aimed for those experienced pilots with a good level of
ying skills. It has been conceived for competition, therefore its capacity
to y kilometre after kilometre with an intensive pace has been proved. Its
strengths are its glide, its excellent rapid ascent in thermals and its speed
when ying. Moreover, it provides to the pilot a perfect transmission of
the air ow and an incomparable security sensation in its category.
Description of the skills and experience required for this glider:
For those pilots used to recovery techniques, active piloting, to y on
turbulent conditions and capable of ying these kind of demanding
gliders.
1.2 CERTIFICATION
The ICEPEAK 6 passed the certication according to European EN / LTF
rules. 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 load test of 8gandcollision test of
1.000daNwithout experiencing any problems.
The certication result achieved on the ICEPEAK 6for all sizes is:
EN D
LTF D
We recommend paying special attention on the ight test report made
by the certication laboratory, and specially attention to the test pilot
comments (Point 25 on the ight test report).
On the ight test report there is all necessary information to know how
the new glider will react on each manoeuvre tested.
It is important to take into account that each size can have a different
reaction on the same manoeuvre. Furthermore, the same size on
maximum load o minimum load can experiment a different behaviour.
Description of ight characteristics on D class:
Paragliders with very demanding ying characteristics and potentially
violent reactions to turbulence and pilot errors. Recommended for
experienced and regularly ying pilots.
The intervention of the pilot is needed to recover a normal ight state.
Check the certication results and gures on the last pages of this
manual or at www.niviuk.com
1.3 IN-FLIGHT BEHAVIOUR
Designing a new high-featured and accessible glider is the result of
years of research and extensive testing ights under all conditions and in
different places in order to provide an easy piloting wing.
The ICEPEAK 6 cells are impregnated with Niviuk technology: equipped
with SLE and RAM air intake technology in the leading edge to gain
performance, speed and stability. The parasitic drag is reduced to the
minimum decreasing the overall length of the suspension lines thanks to
its internal architecture. It offer you more features and more safety with
less aspect ratio and weight.
With an aspect ratio of only 6.9,it is a 2 liner wing that provides clear and
useful information to the pilot; it usually situates itself into the centre of
the thermal or it follows the ascendant (good) air ow. Its air entrances
have been replaced, so the application of the RAM air intake turns the
leading edge in a powerful and key element to its performance. While
ying the ICEPEAK 6 the pilot feels that can reach his full potential.
In thermals, you will realize that you are piloting a glider with a big
capacity to reach the nucleus. Regarding speed and L/D, ICEPEAK 6 is

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surprising; the pilot can feel the glider, through the accelerator pulley,
and can anticipate its movements. Even at high speed the wing is stable
due to the RAM air intake. The accelerator pulley of ICEPEAK 6 works
gradually and lets you enjoy real acceleration without losing L/D in the
rst part of the accelerator. The wing is homogeneous, fast and capable
to y as far as you dreamed possible. The second part of the accelerator
is very accessible and pleasure to use. The glider keeps its excellent
glide angle throughout a full days ying in all conditions.
If you already are a Niviuk pilot the improvements of this glider will
surprise you. If this is the rst time you pilot one of our gliders, just enjoy
it!
1.4 ASSEMBLY, MATERIALS
The ICEPEAK 6has all the technological innovations as used on other
Niviuk gliders.Furthermore it is full of small details destined to enhance
the pilots’ comfort and to improve the performance of the SLE, STE and
RAM AIR INTAKE systems.
The use of the SLE (Structured Leading Edge) allows reinforcement of the
leading edge preventing any deformation during turbulence. The airow
is also vastly improved over the entire front span of the glider.
(See http://niviuk.com/technology.asp?id=JNKPKPN4)
The STE (structured Trailing edge) optimizes the prole without any
distortion, resulting in less resistance and improved performance.
(See http://www.niviuk.com/technology.asp?id=JNKPNQL0)
The RAM AIR INTAKE technology presents and internal situation for the
air entrance to allows an optimal maintenance of the internal pressure as
well as an improving of the laminar ow on intrados. What’s the result?
Gaining turbulent air absorption in the leading edge, more consistent at
every speed and a better performance while assuring maximum security.
(See http://www.niviuk.com/technology.asp?id=JNKQKNP4)
The new generation prole of the ICEPEAK 6 has been conceived to
efciently distribute the total load across the two rows of lines. The
chosen materials and line dimensions have minimum air resistance while
respecting the security and maximum load efciency.
The line plan on the ICEPEAK 6 has a total of 196 unsheathed lines,
which are slightly more exposed to the normal rigours and wear of our
sport. It is strongly recommended that all lines are thoroughly checked by
the pilot prior to every ight and ultimately checked by a service centre
or Niviuk dealer after the rst 30 hours of ight. We should not forget
that we are using materials with great performance but that they need a
rigorous check before every ight.
The fabrics used in the construction of the ICEPEAK 6 have been
carefully selected for their lightweight, UV standards and resilient
properties when used during normal conditions.
Not a single millimetre of error is possible in the manufacturing process
from Olivier’s computer to the cutting of the fabric. An automatic process
controlled by a laser-cutting program cuts each of the sections that
compose the different parts of the wing. This program not only cuts the
pieces of fabric but it also paints the guideline marks that will aid the
assembly; it also numbers the separate pieces of material. All this is
carried out before human handling of the pieces begins. So we eliminate
possible and understandable errors that may occur during this delicate
procedure.
The lines are semi-automatically manufactured and all the sewing is
nished under the supervision of our specialists. The jigsaw puzzle of the
assembly process is made easier using this method. We minimize the
processes while making the quality control more efcient. All the different
parts of the canopy are cut and assembled under the strict conditions
induced by the automation of the whole process.
All NIVIUK gliders go through an extremely thorough and efcient nal

6
inspection.
Every single line of each glider is measured individually once the nal
assembly has concluded. Each wing is then individually inated for the
last visual revision.
Each glider is packaged following the maintenance and conservation
instructions recommended for the advanced materials. NIVIUK gliders
are made of rst class materials as demanded by the performance,
durability, and homologation requirements of the present-day market.
Information about construction materials is given on the last pages of this
manual.
1.5 ELEMENTS, COMPONENTS
The ICEPEAK 6 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 220L, ideal for packing also one
competition harness (such as the Drifter). Capacity and comfort all in
one.
The N-Kare bag which makes easy the glider folding process. Moreover,
it protects 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.
An instruction booklet including the technical data info, the line plan and
some tips.
The user’s manual with the answers all our questions about our new
ICEPEAK 6 is available at www.niviuk.com
2. UNPACKING AND ASSEMBLY
2.1 CHOOSE THE RIGHT PLACE
We recommend that you unpack and assemble your wing on a schooling
slope or a at clear area without too much wind and free of obstacles.
These conditions will allow you to carry out all the steps required for you
to check and inate the ICEPEAK 6.
We recommend that an instructor or a retailer supervises the entire
procedure as only they are competent to resolve any doubt in a safe and
professional way.
2.2 PROCEDURE
Take the paraglider out of the rucksack, open it and spread it open, with
the lines on top of the underside, position the wing as if you were to
inate it. Check the condition of the fabric and the lines, make sure there
are no abnormalities. Check the maillons that attach the lines to the risers
are properly closed. Identify and order the A, B, C lines, the brake lines
and the corresponding risers. Make sure that there are no ties or knots.
2.3 ASSEMBLY OF THE HARNES
Correctly place the risers on the harness karabiners. The risers and lines
should not have any twists and they should be in the right order. Check
that the harness buckles are correctly locked.
2.4 TYPE OF HARNES
The ICEPEAK 6 has been certied on EN D with a harness according to
the following rules:
• 2. DV LuftGerPV §1, Nr. 7 c (LTF)
• European Standard EN1651

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• European Standard EN12491
This certication allows it to be own with most of the harnesses on the
market, even the ones that use cocoon.
We recommend that you adjust the distance of the chest strap according
the homologation from 46 cm between the harness carabineers. This
adjustment will offer the top compromise between safety and feelings.
Incorrect adjustment can seriously affect the piloting of the glider. A
distance, which is too wide between the karabiners, may provide more
feedback but could affect the overall stability of the glider. A distance,
which is too narrow between the karabiners, would provide less feedback
but also increase any risk of developing a twist in during a large collapse.
Any change made to these specications may affect the wing’s
performance and reactions. This would therefore effect the glider’s
conguration and would not conform to the homologation.
2.5 ASSEMBLY OF THE ACCELERATOR
The acceleration mechanism of the ICEPEAK 6 works when you push
with your feet on the accelerator bar.The accelerator bar should be
installed correctly considering that each harness is different and that it is
t by you before ight.
Most harnesses are equipped with a pre-installed 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 pilot’s
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.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
Once you have checked all the equipment and made sure that the wind
conditions are favourable, inate your ICEPEAK 6 as many times as
necessary in order to become acquainted with the wing’s behaviour.
The ICEPEAK 6 inates easily and smoothly. An excess of energy is not
necessary and the wing will inate with minimum pressure on the harness
when you move forward. This may be assisted by using the A lines. Do
not pull on them, just lift to accompany the natural rising movement of
the wing.
We recommend becoming familiar with the air intakes of the ICEPEAK 6.
Getting a slow pre-inated before reaching a good air volume inside the
glider is the best technique.
2.7 ADJUSTING THE BRAKES
The length of the main brake lines is adjusted at the factory to the length
established during homologation. However, the length can be changed
to adapt to the pilots’ ying style. Nevertheless, we recommend that you
y for a while with these, set at the original length. This will allow you
to become accustomed to the ICEPEAK 6’s original ying behaviour. If
you then decide to change the length of the brake lines, untie the knot,
slide the line through the brake link to the desired length, and strongly
re-tie the knot. Qualied personnel should carry out this adjustment. You
must ensure that this adjustment does not slow down the glider without
any pilot input. Both brake lines should be symmetrical and measure the
same length. The most recommended knots are the clove hitch knot or
bowline knot.
When changing the brakes length, it is necessary to check that they do
not act when the accelerator is used. When we accelerate the glider
rotates over the C riser and the trailing edge elevates. We must check
that the brake is adjusted taking in consideration this extra length in
acceleration.

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3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT PLACE
We recommend that the rst ight with your ICEPEAK 6 is made on a
smooth slope (a school slope) or in your usual ying area.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 UNPACKING AND
ASSEMBLY in order to prepare your equipment.
3.3 FLIGHT PLAN
Draw out a ight plan before take-off in order to avoid possible ight
errors.
3.4 PRE-FLIGHT CHECK LIST
Once you are ready, but before you take-off, carry out another equipment
inspection. Ensure correct installation of all equipment and that all lines
are free of hindrances or knots. Check that the weather conditions are
suited for your ying skills.
3.5 WING INFLATION, CONTROL, AND TAKE-OFF
Smoothly and progressively inate the wing (chapter 2.6 INSPECTION
AND WING INFLATION ON THE GROUND). The ICEPEAK 6 inates
easily and does not require excessive energy. It does not tend to over-
take you, so the wing ination phase is carried out without anguish.
These take off characteristics provide a perfect control phase and
enough time for the pilot to decide whether to accelerate and take off.
Whenever the wind speed allows it, we recommend a reverse launch
technique; this type of launch allows you to carry out a better visual
check of the wing. The ICEPEAK 6 is especially easy to control in this
position in strong winds. However, wind speeds up to 25 to 30 km/h
are considered strong and extra consideration should be given to any
thought of ight.
Preparation and positioning of the wing on the take off is especially
important. Choose a location which is appropriate for the direction of the
wind. Position the paraglider as if it were part of a large circle, taking into
account the shape of the canopy in ight. All this will assist in a trouble
free take-off.
3.6 LANDING
The ICEPEAK 6 lands excellently, it transforms the wing speed into lift
on the pilot’s demand, allowing an enormous margin of error. You will
not have to wrap the brake lines around your hand to get greater braking
efciency.
4. IN FLIGHT
4.1 FLYING IN TURBULENCE
The ICEPEAK 6’s prole withstands different turbulent conditions thus
allowing the best piloting and stability. It reacts admirably in passive
ight, thus offering a high level of safety in turbulent conditions.
Nonetheless, the pilot always has to pilot according to the prevailing
weather conditions. The pilot is the ultimate safety factor.
We recommend active piloting, making the necessary ne adjustments to
keep the wing in control. He/she should stop braking to allow it to y at
the required wing speed after a correction is made.
Do not maintain any correction for longer than necessary (braked) this

9
would cause the wing to enter into critical ying situation. Whenever
necessary, control a situation, react to it and then re-establish the
required speed.
4.2 POSSIBLE CONFIGURATIONS
We recommend paying special attention on the ight test report made
by the certication laboratory, and specially attention to the test pilot
comments (Point 25 on the ight test report).
On the ight test report there is all necessary information to know how
the new glider will react on each manoeuvre tested.
It is important to take into account that each size can have a different
reaction on the same manoeuvre. Furthermore, the same size on
maximum load o minimum load can experiment a different behaviour.
Knowing how the glider is going to react when manoeuvring is the best
way to face every possible situation with success.
We recommend that training to master these manoeuvres be carried out
under the supervision of a competent school.
Asymmetric collapse
In spite of the great stability of the prole of the ICEPEAK 6,
heavy turbulent conditions may cause part of the wing to collapse
asymmetrically. This usually happens when the pilot has not foreseen
this possible reaction of the wing. When the wing is about to experience
an asymmetric collapse the brake lines and the harness will transmit a
loss of pressure to the pilot. To prevent the collapse from happening,
pull the brake line corresponding to the compromised side of the wing,
this will increase the angle of incidence. If the collapse does happen
the ICEPEAK 6 will not react violently, the turn tendency is very gradual
and it is easily controlled. Lean your body towards the side that is
still ying in order to counteract the turn and to maintain a straight
course, if necessary slightly slow down the same side. The collapse will
normally open by itself but if that does not happen, pull completely on
the brake line on the side, which has collapsed (100%). Do this with a
rm movement. You may have to repeat this operation to provoke the
re-opening. Take care not to over-brake on the side that is still ying (turn
control) and when the collapse has been solved; remember to let the
wing recover its ying speed.
Symmetric collapse
In normal ying conditions the design of the ICEPEAK 6 ensures that a
symmetric collapse is quite improbable. The prole of the wing has been
designed to widely tolerate extreme changes in the angle of incidence.
A symmetric collapse may occur in heavy turbulent conditions, on entry
or exit of strong thermals or lack of adapting the use of the accelerator
to the prevailing air conditions. Symmetrical collapses usually re-inate
without the glider turning but you can symmetrically apply the brake lines
with a quick deep pump to quicken the re-ination. Release the brake
lines immediately to recover optimum ight speed.
Negative spin
This conguration is out of the normal ight behaviour of the ICEPEAK
6. Certain circumstances however, may provoke this conguration such
as trying to turn when the wing is ying at very low speed (while heavily
braking). It is not easy to give any recommendations about this situation
since it varies depending on the circumstances. Remember that you
should restore the relative air speed over the wing. To achieve this,
progressively reduce the pressure on the brake lines and let the wing gain
speed. The normal reaction would be a lateral surge with a turn tendency
no greater than 360º before restoring to normal ight conditions.
Parachutal stall
The possibility of this happening has been eliminated by the design of
the ICEPEAK 6 and it is highly unlikely to happen on this paraglider. If it
does happen, the feeling would be that the wing would not be advancing;
you would feel a kind of instability and a lack of pressure on the brake

10
lines, although the canopy would appear to be correctly inated. The
correct reaction would be to release the pressure on the brake lines and
push the A lines forward or rather lean your body to any side WITHOUT
PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the ICEPEAK 6 falling into this conguration during
normal ight is very unlikely. This could happen if you are ying at a
very low speed, whilst over steering in a number of manoeuvres and in
turbulent conditions. To provoke a deep stall you have to take the wing
to minimum ight speed by symmetrically pulling the brake lines, when
you reach this point, continue pulling until you reach 100% and then
hold. The glider will rst fall behind you and then situate itself above you,
rocking slightly, depending on how the manoeuvre was carried out. When
you start to provoke a stall, be positive and do not doubt an instant.
Do not release the brake lines when half way through the manoeuvre.
This would cause the glider to surge violently forward with great energy
and may result in the wing below the pilot. it is very important that
the pressure on the brake lines is maintained until the wing is well
established vertical above.
Wing tangle
A wing tangle may happen after an asymmetric collapse, the end of the
wing is trapped between the lines (Cravat). This situation could rapidly
cause the wing to turn, although it depends on the nature of the tangle.
The correction manoeuvres are the same as those applied in the case
of an asymmetrical collapse, control the turn tendency by applying the
opposite brake and lean your body against the turn. Then locate the line
that reaches the stabiliser that is trapped between the other lines. This
line has a different colour and belongs to the external lines of the C riser.
Pull on this line until it is tense, this should help to undo the wing tangle.
If you cannot undo the tangle, y to the nearest possible landing spot,
control the ying course with your body movements and a little pressure
on the opposite brake. Be careful when attempting to undo a tangle if
you are ying near a mountainside or near to other paragliders, you may
lose control of the ying course and a collision may occur.
Over handling
Most ying incidents are caused by wrong actions of the pilot, which
chained one after another create 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 ICEPEAK 6 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, that follow over handling,
are neither due to the input made or the intensity, but the length of time
the pilot continues to over handle. You have to allow the prole to re-
establish normal ight speed after any type of handling.
4.3 USING THE ACCELERATOR
The prole of the ICEPEAK 6 has been designed to y stable through its
entire speed range. It is useful to accelerate when ying in strong winds
or in extreme descending air. When you accelerate the wing, the prole
becomes more sensitive to possible turbulence and closer to a possible
frontal collapse. If you feel a pressure loss, you should stop pushing on
the accelerator and pull slightly on the brake lines to increase the angle
of incidence. Remember that you have to re-establish the ight speed
after correcting the incidence.
It is NOT recommended to accelerate near to the mountainside or in very
turbulent conditions. If necessary you will have to constantly adjust the
movements and pressure on the accelerator whilst constantly adjusting
the pressure applied to the brake lines. This balance is considered to be
“active piloting.”
4.4 FLYING WITHOUT BRAKE LINES
The ICEPEAK 6 is a new generation 2 liner D class glider which allows
piloting with the back risers. The back risers of the ICEPEAK 6 have
handles conceived to do that.
The ICEPEAK 6 allows the classical piloting using only the breaks.

11
However, piloting using the back risers is now a common technique that
allows reaching more control and precision over the wing while keeping
the glider accelerated without utilizing the breaks.
4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to inspect the lines
before you inate the wing for take-off. If you notice a knot before take-
off, immediately stop running and do not take off.
If you have taken off with a knot you will have to correct the drift by
leaning on the opposite side of the knot and apply the brake line on that
side too. You can gently pull on the brake line to see if the knot becomes
unfastened or try to identify the line with the knot in it. The identied line
can then be pulled 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 a greater
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.
We recommend that you learn to use these manoeuvres under the tuition
of a competent school.
5.1 EARS
Big ears are a moderate descent method, reaching –3 or –4 m/s, speed
reduces slightly between 3 and 5 km/h and piloting becomes limited. The
angle of incidence and the surface wing load also increases. Push on
the accelerator to restore the wing’s horizontal speed and the angle of
incidence.
To activate big ears take either the big ear pulley or outer most line
on each A risers and simultaneously, smoothly pull them outward and
downward. The wingtips will fold in. Let go of the lines and the big ears
will re-inate automatically. If they do not re-inate, gently pull on one of
the brake lines and then on the opposite one. We recommend that you
re-inate asymmetrically, not to alter the angle of incidence, more so if
you are ying near the ground or ying in turbulence.
Please, read this carefully: risk of full stall!!!
The ICEPEAK 6 has a relatively short brake travel and it should be
noted that by reaching for the A3 line to make big ears it is possible
to apply brake pressure without realising it. The same happens whilst
pulling down the A3 line to make the ears. This can obviously lead to a
signicant speed decrease.
The ICEPEAK 6 has a new high arch concept and applying ears induces
more resistance. With this new arch, the ears don’t stick but they do tend
to “hang”. Because of this, there will be more resistance, compared to
ears on a standard glider.
The ICEPEAK 6 is designed with little cord, which is good innormal ight
conditions.However on the other hand the glider could get into trouble
when recovering normal speed if it is allowed ears and achieve an
extreme angle of incidence.
These are 3 particularities, which together with turbulent conditions could
cause an unintentional stall.

12
The solution: big ears may still be applied but the pilot must be fully
aware of the above-mentioned points and act accordingly. To avoid the
stall simply use the accelerator halfway (this is sufcient) to increase
the speed, which naturally rises the speed and decreases the angle of
incidence. In this way you will maintain a safe margin and avoid this
phenomenon.Take care not to pull the brakes while making the ears!!
5.2 B3 TECHNIQUE
On the new generation paragliders the application of big ears can create
a high degree of trailing turbulence which in turn creates a signicant loss
of airspeed. When big ears are applied to high aspect ratio wings the ears
tend to “ap” which also adds to the amount of unwanted turbulence.
This new rapid descent technique was rst discovered by our Niviuk team
Pilots in 2009 while ying a competition prototype wing, which because of
its line plan and high aspect ratio would not allow big ears to be applied. In
fact big ears on wings with a prole of 2 lines can often prove difcult.
For all these reasons, we advise the use of the new B3 line descent
technique-2C3 on the ICEPEAK 6. This technique ensures a rapid descent
is achieved whilst forward wing speed is maintained and so the risk of a
deep stall is eliminated.
HOW?
Locate the 2C3 on your risers and as you would when applying big ears
simply pull down rmly and smoothly until you see both wingtips drop
back slightly. The forward speed of the glider speed will then reduce
slightly, quickly stabilize and then increase. You will then experience
a fall rate of around 5-6m/s. Controlled turning of the wing can easily
be maintained by weight shifting the harness, exactly the same as you
would with big ears. We recommend the application of the speed bar
whilst using this technique. To exit the manoeuvre release the lines as
you would with big ears, control the pitch and the wing will quickly adopt
normal ight.
This new technique allows a comfortable and controllable rapid descent
without the risk of experiencing a “cravat” or “deep stall”.
We advise you to rst try this technique in smooth conditions with
sufcient altitude above appropriate terrain.
5.3 B-LINE STALL
This manoeuvre is not possible with this wing.
5.4 SPIRAL DIVE
This is a more effective way for rapidly losing height. You have to
know that, the wing can gain a lot of vertical speed and rotation speed
(G force). This can cause a loss of orientation and consciousness
(blackouts). These are the reasons why it is best to carry out this
manoeuvre gradually so your capacity to resist the G forces increases
and you will learn to fully appreciate and understand the manoeuvre.
Always practice this manoeuvre when ying at high altitude.
To start the manoeuvre, rst lean your bodyweight and pull the brake line
to the side to which you are leaning. You can regulate the intensity of the
turn by applying a little outside brake.
A paraglider ying at its maximum turn speed can reach –20 m/s,
equivalent 70 km/h vertical speed and stabilize in a spiral dive from 15
m/s onwards.
These are the reasons why you should be familiar with and know how to
carry out the exit methods.
To exit this manoeuvre you must progressively release the inside brake
and also momentarily apply outside brake. Whilst doing this you must

13
also lean your bodyweight towards the outside. This exit manoeuvre has
to be carried out gradually and with smooth movements so you can feel
the pressure and speed changes at the same time.
The after effect of the exit manoeuvre is that the glider will rock briey
with lateral surge, depending on how the manoeuvre has been carried
out.
Practice these movements at sufcient altitude and with moderation.
5.5 SLOW DESCENT TECHNIQUE
Using this technique (do not hurry to descend) we will y normally,
without forcing neither the material nor the pilot. It means looking for
descending air areas and turn as it was a thermal – in order to descend.
We have to avoid danger areas when looking for descent zones. Safety is
the most important thing.
6. SPECIAL METHODS
6.1 TOWING
The ICEPEAK 6 does not experience any problem when being towed.
Only qualied personnel should handle the qualied equipment to carry
out this operation. The wing has to be inated in the same way as in
normal ight.
6.2 ACROBATIC FLIGHT
Although the ICEPEAK 6 has been tested by expert acrobatic pilots in
extreme situations, it HAS NOT been designed for acrobatic ight and we
DO NOT recommend continued use in this type of ight. Acrobatic ight
is the youngest discipline in free ight. We consider acrobatic ight to be
any form of piloting that is different to normal ight. To learn safely how
to master acrobatic manoeuvres you should attend lessons which are
carried out by a qualied instructor and over water. Extreme manoeuvres
take you and your wing to centrifugal forces that can reach 4 to 5g.
Materials will wear more quickly than in normal ight. If you do practice
extreme manoeuvres we recommend that you submit your wing to a line
revision every six months.
7. FOLDING INSTRUCTIONS
The ICEPEAK 6 has been equipped with the latest technologies SLE and
RAM AIR INTAKE in the leading edge, SLE in the intrados and DRS in the
trailing edge. 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 ICEPEAK 6 is delivered with the N-Kare bag. It is 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
When the ICEPEAK 6 is folded, the Kargo rucksack is ready to transport
it.
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 with a soft damp cloth.
If your wing gets wet with salty water, immerse it in fresh water and dry it
away from direct sunlight. The sunlight may damage the materials of your

13
14
wing and cause premature aging. Once you have landed, do not leave
the wing in the sun, store it properly.
If you use your wing in a sandy area, try to avoid the sand from entering
through the cell openings of the leading edge. If sand is inside the wing,
remove it before folding.
If it gets wet of sea water, you should submerge it into fresh water and let
it dry far away from the sun
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.
If the ying gear is stored with organic material (such as leaves or insects)
inside, the chemical reaction can cause irreparable damage.
8.3 CHECKS AND CONTROLS
We strongly recommend that all actions on the glider were advised for
professionals.
Always check all the ying equipment before every ight.
In spite of providing much more benets to the pilots, 2 liner gliders need
more care and control of the calibration. The ICEPEAK 6 unsheathed
lines resistance is guaranteed under 150 +/- hours. The resistance to the
UV is one of the highest. With a 2 liner glider every little variation on the
calibration of the lines has a directly effect on the performance of the
wing.
We recommend checking the lines calibration after the rst 30 hours +/-
of ight. This examination must be taken apart from the regular checking
every 100 hours of use or every two years (whichever happens rst).
Why is it necessary?
Thanks to the experience acquired with the 2 liner gliders on the previous
seasons and to the incessant control task of our R&D team over the Abac
Team gliders, we are capable now of predicting how to take appropriately
care of this kind of lines to assure the best performance of the prole.
Following the controls recommended the glider will keep its original
features for longer.
The conditions of the ight zone, the climate area, temperature,
humidity, wing load, …cause a different impact over the wing. That’s
why the calibration would be set taking in consideration these factors.
Only qualied professionals should realize it. Do not modify the wing
considering the calibration required for other pilots before being sure that
it is really necessary for us.
8.4 REPAIRS
If the wing is damaged, you can temporarily repair it by using the rip stop
that you’ll nd 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 can 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.

14
15
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
for any manufacture fault.
The guarantee does not cover misuse or abnormal use of the materials.

16
11. TECHNICAL DATA
11.1 TECHNICAL DATA
ICEPEAK 6
19 21 23
24 26
CELLS
NUMBER 75 75 75 75 75
CLOSED 8 8 8 8 8
BOX 25 25 25 25 25
FLAT
AREA
M2
19 21 23 24,5 26
SPAM
M
11,45 12,4 12,6 13 13,39
ASPECT RATIO 6,9 6,9 6,9 6,9 6,9
PROJECTED
AREA
M2
16,19 17,95 19,66 20,94 22,22
SPAM 9,21 9,68 10,13 10,45 10,77
ASPECT RATIO 5,22 5,22 5,22 5,22 5,22
FLATTENING
%15 15 15 15 15
CORD
MAXIMUM 2,04 2,14 2,24 2,31 2,38
MINIMUM 0,43 0,45
0,48 0,5 0,51
AVERAGE 1,65 1,69 1,82 1,88 1,94
LINES
TOTAL METERS
M
172 182
191 197 203
HEIGHT
M
6,75 7,1
7,43 7,68 7,9
NUMBER 196 196
196 196 196
MAIN
3/1/1/1 3/1/1/1 3/1/1/1 3/1/1/1 3/1/1/1
RISERS
NUMBER
2A / B A / B A / B A / B A / B
TRIMS
NO NO NO NO NO
ACCELERATOR
m/m 115 115 150 150 150
TOTAL WEIGHT
MINIMUM KG 60 70 85 95 105
IN FLIGHT
MAXIMUM KG 80 90 105 115 125
GLIDER WEIGHT KG 5,1 5,5 5,8 6,3 6,7
CERTIFICATION
EN / LTF EN-926-1 D D D D

17
11.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE
SKYTEX 40 9017 E77 NCV (FRANCE)
BOTTOM SURFACE N-20-DMF 36 DOMINICO TEX CO
PROFILES SKYTEX 40 9017 E29A NCV (FRANCE)
DIAGONALS SKYTEX 40 9017 E29A NCV (FRANCE)
LOOPS LKI - 10 KOLON IND (KOREA)
REIFORCEMENT LOOPS SOFT DACRON D-P (GERMANY)
TRAILING EDGE REIFORCEMENT MYLAR 20 D-P (GERMANY)
RIBS REIFORCEMNET MYLON STICK SPORTWARE CO. (CHINA)
THREAD
SERAFIL 60 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES DC-040 LIROS GMHB (GERMANY)
UPPER CASCADES 8000-045 EDELRID (GERMANY)
UPPER CASCADES 8000-060 EDELRID (GERMANY)
MIDDLE CASCADES DC-040 LIROS GMHB (GERMANY)
MIDDLE CASCADES 8000-045 EDELRID (GERMANY)
MIDDLE CASCADES 8000-060 EDELRID (GERMANY)
MIDDLE CASCADES 8000-080 EDELRID (GERMANY)
MIDDLE CASCADES 16140-070 COUSIN (FRANCE)
MIDDLE CASCADES 12240-115 COUSIN (FRANCE)
MIDDLE CASCADES 16330-145 COUSIN (FRANCE)
MAIN
12240-115 COUSIN (FRANCE)
MAIN 16330-145 COUSIN (FRANCE)
MAIN 16560-240 COUSIN (FRANCE)
MAIN 12950-405
COUSIN (FRANCE)
MAIN BREAK TNL-280 TEIJIM LIMITED (JAPAN)
THREAD Serafil 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL 3455 COUSIN (FRANCE)
COLOR INDICATOR PAD TECNI SANGLES (FRANCE)
THREAD N/F-66 YOUNG CHANG T&C LTD
MAILLONS MRDI03.5 S12 PEGUET (FRANCE)
PULLEYS 224 - HARKEN (USA)

18
11.3 RISER ARRANGEMENT ICEPEAK 6
RISERS PLAN

19
11.4 LINE PLAN ICEPEAK 6
SUSPENSION PLAN

20
11.5 LENGTHS ICEPEAK 6 21 11.6 LENGTHS ICEPEAK 6 23
NIVIUK ICEPEAK 6 21
LINES HEIGHT m/m
ABCDbr
16.666 6.631 6.633 6.777 7.381
26.544 6.507 6.486 6.647 6.988
36.514 6.478 6.459 6.617 6.842
46.590 6.557 6.575 6.714 6.792
56.466 6.432 6.433 6.564 6.645
66.346 6.315 6.302 6.439 6.627
76.306 6.278 6.276 6.404 6.769
86.354 6.333 6.369 6.472 6.596
96.156 6.140 6.565
10 6.058 6.051 6.643
11 6.005 6.010
12 6.020 6.034
13 5.908 5.943
AA' B' B
500 #500 #500 500 STANDARD
385 #452 #475 500 ACCELERATED
RISERS LENGHT m/m
NIVIUK ICEPEAK 6 23
LINES HEIGHT m/m
ABCDbr
17.000 6.968 6.976 7.127 7.724
26.865 6.832 6.812 6.982 7.349
36.823 6.790 6.770 6.931 7.208
46.866 6.836 6.843 6.990 7.158
56.764 6.734 6.732 6.870 7.005
66.657 6.629 6.618 6.760 6.974
76.614 6.589 6.589 6.722 7.124
86.648 6.631 6.666 6.775 6.944
96.434 6.423 6.912
10 6.354 6.353 6.994
11 6.304 6.316
12 6.326 6.347
13 6.200 6.244
AA' B' B
500 #500 #500 500 STANDARD
350 #428 #462 500 ACCELERATED
RISERS LENGHT m/m