Niviuk KOUGAR 3 User manual

KOUGAR 3
User’s manual

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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
KOUGAR 3
LIMITLESS POSSIBILITIES
WELCOME
We wish to welcome you to our team and thank you for your condence in
our KOUGAR 3 product line.
We would like to share the enthusiasm with which we created the
KOUGAR 3 and the importance and care we took in the design and
manufacture of this new model in order to offer maximum pleasure on
every ight with a KOUGAR 3 glider.
The KOUGAR 3 is ready to revolutionise the world of paramotoring. Let
yourself be inspired by the condence this wing gives you and set off in
search of new adventures. The KOUGAR 3 is part of the new generation of
Niviuk paramotor wings offering a high level of technological innovations
combined with very intuitive and accessible handling. The complexity of
the design makes it easy to y and allows long cross-country ights in a
much more efcient and relaxed way.
We are condent you will enjoy ying this glider and will soon discover the
meaning of our motto:
“The importance of small details”.
This is the user manual and we recommend you read it carefully.
The Niviuk Team.
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 not offer the training required to y
this type of paraglider. Training can only be undertaken at a certied
paragliding school and each country has its 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 ying situations and potential dangers.
Equally, we would like to remind you that it is important to carefully read all
the contents of your new KOUGAR 3 manual.
Misuse of this equipment could lead to severe injuries or death. The
manufacturers and dealers cannot be held responsible for misuse of the
paraglider. It is the responsibility of the pilot to ensure the equipment is
used correctly.

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SUMMARY
WELCOME 2
USER 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 CONSTRUCTION, MATERIALS 5
1.5 ELEMENTS, COMPONENTS 6
2. UNPACKING AND ASSEMBLY 7
2.1 CHOOSING THE RIGHT LOCATION 7
2.2 PROCEDURE 7
2.3 CONNECTING THE HARNESS 7
2.4 HARNESS TYPE 7
2.5 SPEED-BAR 8
2.6 INSPECTION AND WING
INFLATION ON THE GROUND 9
2.7 ADJUSTING THE BRAKES 10
3. THE FIRST FLIGHT 10
3.1 CHOOSING THE RIGHT LOCATION 10
3.2 PREPARATION 10
3.3 FLIGHT PLAN 10
3.4 PRE-FLIGHT CHECK 10
3.5 WING INFLATION, CONTROL
AND TAKE-OFF 11
3.6 LANDING 11
3.7 PACKING 11
4. IN FLIGHT 12
4.1 FLYING IN TURBULENCE 13
4.2 POSSIBLE CONFIGURATIONS 13
4.3 ACCELERATED FLIGHT 15
4.4 FLYING WITHOUT BRAKE LINES 15
4.5 LINE KNOT(S) IN FLIGHT 15
5. LOSING ALTITUDE 15
5.1 BIG EARS 15
5.2 B3 TECHNIQUE 16
5.3 B-LINE STALL 17
5.4 SPIRAL DIVE 17
6. SPECIAL METHODS 18
6.1 TOWING 18
6.2 ACROBATIC FLIGHT 18
7. CARE AND MAINTENANCE 18
7.1 MAINTENANCE 18
7.2 STORAGE 18
7.3 PACKING INSTRUCTIONS 19
7.4 CHECKS AND INSPECTION 19
8. SAFETY AND RESPONSIBILITY 20
9. GUARANTEE 20
10. ANNEXES 21
10.1 TECHNICAL DATA 22
10.2 MATERIALS DESCRIPTION 23
10.3 RISERS PLAN 24
10.4 LINE PLAN 25
10.5 DIMENSIONS KOUGAR 3 16 26
10.6 DIMENSIONS KOUGAR 3 18 26
10.7 DIMENSIONS KOUGAR 3 20 27
10.8 DIMENSIONS KOUGAR 3 23 27
10.9 DIMENSIONS KOUGAR 3 25 28
10.9 DIMENSIONS KOUGAR 3 28 28
10.10 CERTIFICATION 29

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
For experienced and/or competition pilots who want speed and a solid
wing.
Its fast but maneuverable character makes it the ideal glider for
navigation, competition and cross-country ights.
A high performance but simultaneously very comfortable glider but
it must be noted that this is a demanding wing with particular ight
characteristics with potentially violent reactions in turbulence if the pilot
is not able to y actively.
1.2 CERTIFICATION
EN / DGAC
Air Turquoise thoroughly tested the structural strength of KOUGAR 3 and
certies its compliance with all DGAC stipulations. The test procedure
was dened in accordance with the methodology of the EN 926-1:2015
and LTF NFL II-91/09 chapter 3 standards.
The shock test proved that the wing can resist 1000 daN of force.
The load test passed the requirement to withstand the 5.25 G of its
maximum take off load for 3 seconds. 267 kg.
DGAC is a legal document that conrms the commitment that the brand
will meet all the requirements for a particular wing to function correctly
and grant maximum safety to the pilot. In this way, we demonstrate that
from the outset our wing was designed and developed with the sole
objective of being own with a paramotor, complying with the adequate
performance and safety requirements across all weight-ranges.
Only the aeronautical authorities of respective countries can determine
pilot competence.
For further information on the ight test and the corresponding
certication number, please see the nal pages of this manual or see
niviuk.com.
1.3 IN-FLIGHT BEHAVIOUR
The Niviuk Team has carried out extensive and meticulous design work
on the KOUGAR 3. After several prototypes and many hours of test
ying, 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 resulted in
a wing with unbeatable ight behaviour.
This intense development work was underpinned by the combined
experience of the whole team and has resulted in a wing with incredible
ight behaviour.
Thanks to the leading edge reinforcements and the SLE (Structured
Leading Edge), the wing distinguishes itself with light handling, precise
response, manoeuvrability, safety and high stability. With these
characteristics, it is perfect for powered ight.
Its ination behaviour is the rst step to appreciating its obedient
character. Its lightness, both in terms of weight and handling, has
a positive impact on all its ying attributes, allowing you to y with
complete freedom.
The addition of SLE technology with its light weight and structured cells
ensures that every ination and take off remains simple and uneventful.
Thanks to the KOUGAR 3’s controlled and progressive ination the pilot
remains in complete control of the wing throughout all stages of the take
off. This 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
to take off easily and safely. During take off in order to create sufcient
lift traditional proles demand high forward speed, in other words, a long
and fast run. The new technological features on the KOUGAR 3 facilitate

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early lift off and therefore reducing the amount of time and physical effort
required when running.
Once airborne, the KOUGAR 3 wing impresses with precision in
response, handling, safety, a sporty look and good performance. These
are achieved thanks to the same SLE technology that brought us so
many successes in high-level competitions and which we have now
perfectly adapted to this paramotor wing.
It will very quickly become apparent to the pilot that the handling and
manoeuvrability of the KOUGAR 3 remains light and efcient during all
aspects of ight and even in the most adverse conditions every pilot
input is met with an immediate and precise response.
When the trimmers are opened the wing’s prole changes and
accelerates, penetrating without any problems. The brakes are usable in
all the trimmer positions. For more information see the sections Trimmers
and Speed-bar.
The performance of this new wing is substantially above average for
this type of glider. The power required of the engine is in the low to
medium range. Its consumption is much less than most wings due to the
effectiveness of a glider perfectly designed to ensure the top stability and
performance in all aspects of ight.
The KOUGAR 3 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 KOUGAR 3 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 KOUGAR 3’s passive
safety assests should also be complemented by the passive safety
offered by the pilot’s other ying equipment, i.e. the harness, helmet,
the emergency parachute, etc. The extraordinary smooth behaviour of
the KOUGAR 3 and common sense piloting will give you many hours of
peaceful ying.
1.4 CONSTRUCTION, MATERIALS
The KOUGAR 3 has all the technological innovations used on other
Niviuk gliders and is built with the most careful selection of current
materials. It has all 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 maintenance of internal pressure. Thanks to
this design, we were able to reduce their size, while maintaining the same
air ow at all angles to improve laminar ow. More consistency across
the whole speed range and better performance without compromising on
safety.
Titanium Technology (TNT) - a revolutionary technique using titanium.
Using Nitinol in the internal construction provides a more uniform prole
and reduces the weight to gain efciency in ight. Nitinol provides the
highest level of protection against deformation, heat or breaks. The
leading edge is more rigid and the wing surface remains perfectly taut,
without creases or parasitic drag. This optimises glide in all phases of
the ight. Because the exible rods always return to their original shape,
the integrity of the prole is never affected. Nitinol provides the highest
level of protection against deformation, heat or breaks.
Structured Leading Edge (SLE) - the use of the SLE considerably
reduces the amount of Mylar which was used in previous Niviuk wings
and this also reduces the weight of the leading edge. Therefore it is
easier to inate this wing than a paraglider without this system.

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3D Pattern Cut Optimisation (3DP) – the latest generation of wings
require a new fabric panel pattern and 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, depending on its nal
location. If the fabric pattern is properly aligned with the axes of load, it
suffers less deformation after repeated use, to the long-term benet of
the leading edge.
3D Leading Edge (3DL) - adding an extra seam to the longitudinal
axis of the glider helps, on the one hand, give more consistency and
volume to the prole (a more efcient 3D contour) and on the other, joins
and shapes the leading edge panels. The fabric is guided by the panel
position to ensure fewer creases and better load distribution. The result
is a cleaner prole, which benets the wing in terms of performance and
durability.
Drag Reduction Structure (DRS) - 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.
Reex System Prole (RSP) - with the RSP the engine does not need
much power to achieve greater thrust, resulting in less consumption,
more autonomy, less need for power, better durability, mechanical
efciency and increased performance.
The use of these technologies is a big technological leap forward in
building wings and a big improvement in ight comfort.
For the construction process of the KOUGAR 3 we use the same criteria,
quality controls and manufacturing processes as in the rest of our range.
From Olivier Nef’s computer to fabric cutting, the operation does not
allow for even a millimetre of error. The cutting of each wing component
is performed by a rigorous, extremely 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.
The jigsaw puzzle assembly is made easier using this method and
optimises the operation while making the quality control more efcient.
All Niviuk gliders go through an extremely thorough and detailed nal
inspection. The canopy is cut and assembled under strict quality control
conditions facilitated by the automation of this process.
Every wing is individually checked with a nal visual inspection.
The fabric used to manufacture the glider is light, resistant and durable.
The fabric will not experience fading and is covered by our warranty.
All lines are made of unsheathed Technora.
The line diameter has been calculated depending on the workload and
aims to achieve the required best 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.
Every line is checked and measured once the nal assembly is
concluded.
Each KOUGAR 3 is packed following specic maintenance instructions
as recommended by the fabric manufacturer.
Niviuk gliders are made of premium materials that meet the requirements
of performance, durability and certication that the current market
demands.
Information about the various materials used to manufacture the wing
can be viewed in the nal pages of this manual.
1.5 ELEMENTS/COMPONENTS
The KOUGAR 3 is delivered with a series of accessories that will greatly
assist you in the maintenance of your paraglider:
- A Koli Bag. This bag is large enough to hold all equipment comfortably
and with plenty of space.
- An inner bag to protect the wing during storage and transport.

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- An adjustable compression strap to compress the inner bag and reduce
its volume.
- A repair kit with self-adhesive Ripstop tape in the same colour as the
wing and spare O-rings to protect the maillons.
2 UNPACKING AND ASSEMBLY
2.1 CHOOSING THE RIGHT LOCATION
We recommend unpacking and assembling the wing on a training hill or
a at clear area without too much wind and free of obstacles. It will help
you to carry out all the recommended steps required to check and inate
the KOUGAR 3.
We recommend the whole installation procedure is supervised by a
qualied professional instructor or ofcial dealer. Only they can address
any doubts in a safe and professional way.
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 ination. 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, C and D-lines, the brake lines and corresponding risers. Make
sure that there are no knots.
2.3 ASSEMBLY WITH THE ENGINE
After carefully laying out the wing, connect the risers to the harness/
engine according to the paramotor manufacturer instructions and set the
trimmers to the neutral position.
The KOUGAR 3 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-ight 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
Check the engine manufacturer’s specication on attachment points.
Before any ight commences it is strongly recommended that the pilot
checks the connection of the wing to the harness/engine and whilst
seated in the harness checks the length of the brake lines, that they can
easily reach the handles and also easily reach and operate the trimmers
on both sides. The KOUGAR 3 is tted with two brake height options so
the pilot can choose their optimal the brake position.
2.5 SPEED-BAR
The speed-bar is a means of temporary acceleration by changing the
ow over the prole. The speed system comes pre-installed on the risers
and is not modiable as it conforms to the measurements and limits
stipulated in its certication.
The KOUGAR 3 includes a speed system with with a differential between
the A-D risers of 16 cm.
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-

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bar is set to neutral. When the bar is pushed using the feet, the wing
accelerates. The speed can be regulated by varying the pressure on the
bar. Once the pressure on the bar is released, the speed system returns
to the neutral setting.
The speed system is efcient, sensitive and precise. The pilot can use the
system whenever they want during the ight.
Differential between risers (mm):
Please note!
The use of the speed system results in changes to the speed and
reactions of the wing
It is the pilot’s responsibility to decide the amount of speed-bar at any
given moment, bearing in mind that the speed-bar is not the only means
of acceleration. Care should be taken when the following elements
interact with each other:
The graph indicates the maximum use of speed-bar and trimmers in calm
air. The increase of wind speed and turbulence must be assessed by
the pilot who should consider the safety limits of the conditions before
making any decision.
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 as subsequent adjustment.
•To connect it to the harness, please follow the instructions of the
harness manufacturer. The majority of harnesses have a speed system
pre-installed.
•The standard connection of the speed-bar to the speed system is via
Brummel hooks, where two slots in the hooks are interlocked, making
their connection/disconnection easy. However, any connection system
that is safe may be used.
A B C D
500 500 500 500 STANDARD
500 545 590 668 OPEN TRIMM
350 425 500 608 ACCELERATED
350 470 590 74 3 OPEN TRIM + ACCELERATED
Accelerated Trimmers TIP Brake
IN CALM AIR
100% 0% 100% 100%
0% 100% 100% 100%
50% 100% 100% 0%
100% 100% 100% 0%

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2.5.2. Changing the riser cords
IIn spite of the speed system having pulleys with bearings to reduce
friction to a minimum, the frequency with which the speed-bar is used
causes the cord to wear and 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
possible to x the speed-bar cords directly to the speed system on
the risers. This last option makes the connection / disconnection more
laborious, but means the cord has maximum travel without obstructions
or restrictions which is very useful for some models of harnesses.
2.6 TRIMMERS
Using the trimmers:
the trimmers are an adjustable prole modication system. They are
activated by releasing the trimmers. To open the trimmers, press the
trim tab inwards until the tape is released. Release the tape until it is in
the desired position. When the trim tab is no longer pressed, the tape
is locked in that position. Colloquially this is known as “releasing” or
“opening” the trimmers.
Once it is locked in that position, it will not release automatically and
return to its initial position. The pilot is solely responsible for opening and
closing the trimmers.
To close the trimmers, pull the tape down using the handle - without
touching the trimmer tabs. Release the handle when you reach the
required position. Colloquially this is called “closing” the trimmers.
The trimmers must be applied symmetrically.
Differential between risers (mm):
Take off
Thanks to the prole of the KOUGAR 3, all aspects of take off can be
controlled using the trimmers.
The SLE system optimally positions the cells openings of the leading
edge and thus assuring the rapid formation of 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 will further facilitate an easy take-off. In nil wind and without the
application of trimmers the KOUGAR 3 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 skill.
In ight
The trimmers on the KOUGAR 3 are highly and precisely adjustable,
allowing the pilot to either increase speed by opening the trimmers or
conversely decrease speed by closing them.
The KOUGAR 3 is a precise, fun machine, capable of gliding when the
engine is almost idle. All this whilst being able to use the brakes at any
A B C D
500 500 500 500 NORMAL
500 545 590 668 OPEN TRIMMERS
350 425 500 608 SPEED-BAR
350 470 590 74 3 OPEN TRIMMERS + SPEED-BAR

10
time and with their full operational travel.
Please note!
the use of the trimmers results in changes to the speed and reactions of
the wing.
It is the responsibility of the pilot to decide how much trimmer to use at
any one time, bearing in mind that the trimmers are not the only means of
acceleration. Care should be taken when the following elements interact
with each other:
The graph indicates the maximum use of speed-bar and trimmers in calm
air. The increase of wind speed and turbulence must be assessed by
the pilot who should consider the safety limits of the conditions before
making any decision.
Landing
The KOUGAR 3 offers the comfort of ending the ight with the perfect
landing; large areas and long runs are no longer required.
Please note 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 ground a longer run off should also
be carried out. When landing in moderate wind conditions, the ground
speed is reduced so a 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 KOUGAR 3 very efciently transforms forward speed into lift
and inherently allows a wide margin for error either with or without wind.
2.7 INSPECTION AND WING INFLATION ON THE GROUND
After your gear has been thoroughly checked and the weather conditions
deemed favourable for ying, inate your KOUGAR 3 as many times as
necessary to familiarise yourself with its behaviour. Inating the KOUGAR
3 is easy and should not require a great deal of physical effort. Inate
the wing with a little pressure from the body using the harness. This may
be assisted by using the A-lines. Do not pull on them; just accompany
the natural rising movement of the wing. Once the wing is inated to the
overhead position, appropriate control with the brakes will be sufcient to
hold it there.
2.8 ADJUSTING THE BRAKES
The length of the main brake lines are adjusted at the factory and
conform to the length stipulated during certication. However, they can
be changed to suit your ying style. It is advisable to y with the original
setting for a period of time to get used to the actual behavior of the
KOUGAR 3. In case it is necessary to modify the brake length, loosen
the knot, slide the line through the brake handle to the desired point and
re-tighten the knot rmly.
Only qualied personnel should carry out this adjustment. You must
ensure that the modication does not affect the trailing edge and
slow the glider down without pilot input. Both brake lines should be
symmetrical and the same length. We recommend using a clove hitch or
bowline knot.
Accelerated Trimmers TIP Brake
IN CALM AIR
100% 0% 100% 100%
0% 100% 100% 100%
50% 100% 100% 0%
100% 100% 100% 0%

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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
KOUGAR 3 rotates over the C-riser and the trailing edge elevates.
It is important to check that the brake is adjusted to take into
consideration this extra distance during acceleration. With this prole
deformation there is a risk of generating turbulence and causing a frontal
or asymmetric collapse.
2.9 TIP STEERING
The new location of this element makes its use easier and more efcient.
This allows the pilot to operate and control the tips without having
another element in his hand, thus facilitating its use at all times by not
having to move their hand once the turn has started. Cross-country pilots
are aware that to optimise performance it is important not to deform the
prole. If you need to make small course corrections, the tip steering is
available to you. This “stabilo steering” allows you to make small course
corrections, without the need to lose performance. The same happens
in turns, where it is possible to initiate them with the tip or once inside
the turn modify the radius using the tip steering. Its use is simple. It is
installed next to the brake, but does not pass through the pulley, allowing
the pilot to utilise the line without applying more brake. It can be reached
without needing to exert any pressure on it and it will return to its correct
position on release.
3. THE FIRST FLIGHT
3.1 CHOOSING THE RIGHT LOCATION
For the rst ight we recommend going to your usual ying area and that
a qualied instructor is present and supervising the entire procedure.
3.2 PREPARATION
Repeat the procedures detailed in section 2 UNPACKING AND
ASSEMBLY to prepare your equipment.
3.3 FLIGHT PLAN
Planning a ight before taking off to avoid possible problems later is
always a good idea.
3.4 PRE-FLIGHT CHECK
Once ready, but before taking off, conduct another equipment inspection.
Conduct a thorough visual 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
ying skill level.
3.5 WING INFLATION, CONTROL AND TAKEOFF
Whether taking off on foot or using a trike, the KOUGAR 3 does not
require a different technique. The control of the KOUGAR 3 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 take off, only a short run is required
and the KOUGAR 3 will quickly transform the forward speed and thrust
of the engine into lift. Even with a trike, only a very short rolling distance

is required to achieve the desired forward speed of 25 km/h and take off.
The KOUGAR 3 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 3, simply set the trimmers to the
correct positions (see 2.6).
3.6 LANDING
The KOUGAR 3 offers the comfort of ending the ight with the perfect
landing; large areas and long runs are no longer required.
Please note 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 ground a longer run off should also
be carried out. When landing in moderate wind conditions, the ground
speed is reduced so a 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 KOUGAR 3 very efciently transforms forward speed into lift
and inherently allows a wide margin for error either with or without wind.
3.7 PACKING
The KOUGAR 3 has a complex leading edge, manufactured using a
variety of different materials and it must be 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 at
and the exible rods stacked one on top of the other. This method will
keep the prole in its original shape and protect the integrity of the wing
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.
At Niviuk we have designed the NKare Bag, a bag designed to assist you
with rapid packing which helps maintain the integrity of the leading edge
and its internal structures in perfect condition.
The NKare Bag guides you through the folding process, allowing you to
concertina pack the wing with each rod on top of the other and then fold
the wing as required. This folding system ensures that both the fabric and
the reinforcements of the internal structure are kept in perfect condition.
Another option is the Koli Bag, which allows you to pack the wing
correctly, but at the same time quickly and easily. Just place the wing
inside the Koli Bag and secure it with the compression straps. Perfect for
short walks or to transport the wing in the car without the risk of damage.

4. IN FLIGHT
It is important to point out that the appropriate response to each adverse
maneuver can vary from size to size; even within the same size at
maximum or minimum load the behavior and reactions of the wing may
vary.
To become familiar with the maneuvers described below, we recommend
practicing within the auspices of a licensed training outt.
4.1 FLYING IN TURBULENCE
The KOUGAR 3 has an excellent prole to deal with incidents; it is very
stable in all conditions and has a high degree of passive safety, even in
turbulent conditions.
All KOUGAR 3’s must be piloted for the prevailing conditions and the
pilot is the ultimate safety factor.
We recommend active ying in turbulent conditions, always taking
measures to maintain control of the wing, preventing it from collapsing
and restoring the speed required by the wing after each correction.
Do not correct the glider (braking) for too long in case this provokes a
stall. If you have to take corrective action, make the input then re-
establish the correct ying speed
4.2 POSSIBLE CONFIGURATIONS
To become familiar with the manoeuvres described below, we
recommend practising within the environment of a licensed training outt.
You must adapt your use of the brakes depending on the wing-loading
and avoid over-steering.
It is important to note that the type of reaction to a manoeuvre can vary
from one size of wing to another, and even within the same size the
behaviour and reactions may be different depending on the wing-loading.
Asymmetric collapse
In spite of the KOUGAR 3’s prole stability, strong turbulent air may
cause the wing to collapse asymmetrically in very strong turbulence,
especially if you do not y actively and prevent the collapse. In this
case the glider conveys a loss of pressure through the brake lines and
the harness. To prevent the collapse from happening, pull the brake
handle on the affected side of the wing. It will increase the incidence of
the wing (angle of attack). If the collapse does happen, the KOUGAR
3 will not react violently, the turning tendency is gradual and easily
controlled. Weight-shift toward the open, ying side (the opposite side
of the collapse) to keep the wing ying 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 collapsed side. If this does not resolve the issue,
pull the brake handle on the collapsed side decisively and quickly all the
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 ying side of the wing (control the
turn). Once the collapsed side is open make sure you return to normal
ying speed.
Frontal collapse
Due to the KOUGAR 3’s design, in normal ying conditions frontal
collapses are unlikely to take place. The wing’s prole has great buffering
abilities when dealing with extreme incidence changes. A frontal collapse
may occur in strong turbulent conditions, entering or exiting powerful
thermals. Frontal collapses usually re-inate without the glider turning,
but a symmetrically applied quick braking action with a quick deep pump
of both brakes will accelerate the re-ination if necessary. Release the
brake lines immediately to return to default glider air speed.

14
Negative spin
A negative spin does not conform to the KOUGAR 3’s normal ight
behavior. Certain circumstances however, may provoke a negative spin
(such as trying to turn when ying at very low air speed whilst applying
a lot of brake). It is not easy to give any specic recommendation about
this situation other than quickly restoring the wing’s default air speed
and angle of attack by progressively reducing the tension on the brake
lines. The normal wing reaction will be to have a lateral surge on the re-
accelerated side with a rotation not greater than 360º before returning to
default air speed and a straight ight path trajectory.
Parachutal stall
The possibility of entering or remaining in a parachutal stall have been
eliminated from the KOUGAR 3.
A parachutal stall is virtually impossible with this wing. If it did enter into
a parachutal stall, the wing loses forward motion, becomes unstable
and there is a lack of pressure on the brake lines, although the canopy
appears to be fully inated. 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.
Deep Stall
The possibility of the KOUGAR 3 stalling during normal ight is very
unlikely. It could only happen if you are ying at a very low air speed,
whilst over-steering or performing dangerous maneuvers in turbulent air.
To provoke a deep stall, the wing has to be slowed down to its minimum
air speed by symmetrically pulling the brake lines all the way (100%)
down until the stall point is reached and held there. The glider will rst
pitch rearward and then reposition itself overhead, rocking slightly,
depending on how the maneuver is done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total brake travel. The wing will
then surge violently forward and could reach a point below you. It is most
important to maintain brake pressure until the glider has returned to its
default overhead ying position.
To resume normal ight 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 accelerate to pull away from the stall
conguration. If you have to control a possible frontal collapse, briey
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 maneuvers 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 (attached to the wing tip) trapped between the
other lines. This line has a different colour and is located on the outside
position of the B-riser.
Pull this line until it is taut. This action will help to release the cravat. If
ineffective, y down to the nearest possible landing spot, controlling the
direction with both weight-shift and the use of the brake opposite to the
tangled side. Be cautious when attempting to undo a tangle while ying
near terrain or other paragliders; it may not be possible to continue on
the intended ight path.
Over-controlling
Most ying problems are caused by wrong pilot input, which then
escalates into a cascade of unwanted and unpredicted incidents. We
should note that the wrong inputs can lead to loss of control of the glider.

15
The KOUGAR 3 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 ying
speed and attitude after any type of incident.
4.3 ACCELERATED FLIGHT
The KOUGAR 3’s prole was designed for stable ight throughout its
entire speed range. The speed-bar can be used in strong winds or
signicant sink.
When accelerating the wing, the prole becomes more sensitive to
turbulence and closer to a possible frontal collapse. If a loss in internal
wing pressure is felt, tension on the speed-bar should be reduced to a
minimum and a slight pull on the brake lines is recommended to increase
the wing’s incidence angle. Remember to re-establish the air speed after
correcting the angle of attack.
It is NOT recommended to accelerate near obstacles or in turbulent
conditions. If necessary, adjust your trimmers and release the speed-bar.
This is considered to be ‘active piloting’.
Be careful!
Remeber the following guidelines:
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the KOUGAR 3’s brake lines become disabled
in ight, it will become necessary to pilot the wing with the D-risers and
weight shifting until landing. These risers steer easily because are not
under signicant tension. You will have to be careful and not handle them
too heavily in case this causes a stall or negative spin. The wing must be
own at full speed (not accelerated) during the landing approach, and
the D-risers will have to be pulled symmetrically all the way down shortly
before contact with the ground. This braking method is not as effective
as using the brake lines, and hence the wing will land with a higher
ground speed.
4.5 LINE KNOT(S) IN FLIGHT
The best way to avoid knots and tangles is to thoroughly inspect the lines
as part of a systematic pre-ight check. If a knot is spotted during the
take off phase, immediately abort the launch sequence and stop.
If inadvertently taking off with a knotted line, the glider drift will need to
be compensated by weight-shifting to the opposite side and applying a
slight brake pull to that side. Gently pull the brake line to see if the knot
can be undone or try to locate the problem line. Try pulling it to see if the
knot can be undone. Beware of trying to clear a knotted line or untangle
a line in ight when close to the terrain. If the knot is too tight and cannot
be undone, carefully and safely y to the nearest landing zone. Be
careful: do not pull too hard on the brake handles because there will be
an increased risk of stalling the wing or entering a negative spin. Before
attempting to clear a knot, make sure there are no other pilots ying in
the vicinity.
Accelerated Trimmers TIP Brake
IN CALM AIR
100% 0% 100% 100%
0% 100% 100% 100%
50% 100% 100% 0%
100% 100% 100% 0%

16
5. LOSING ALTITUDE
Knowledge of different descent techniques could become vital in
certain situations. The most suitable descent method will depend on the
particular situation.
To become familiar with the maneuvers described below, we recommend
practicing within the environment of a licensed training outt.
5.1 BIG EARS
Big ears is a moderate descent technique, able to increase the sink rate
to –3 or –4 m/s and reduces the ground speed by 3 to 5 km/h. The angle
of attack and effective wing-loading will also increase due to the smaller
surface area of the wing.
Standard technique
To perform the ‘Big ears’ maneuver, take the outermost line on each
A-riser 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-inate the tips automatically. If they do not, try
progressively pulling one brake then the other. We recommend inating
the wing tips asymmetrically, without major change to the angle of
attack, especially when ying near the ground or ying in turbulence.
Beware of the risk of stalling!
The action of reaching for the 3A3-lines to make ears, can inadvertently
mean pulling the brakes. The same can happen when we are holding
the tips down with the outermost 3A3-lines, it is possible to accidentally
affect the brakes. This can obviously lead to a signicant speed
decrease.
In paragliders with a very pronounced arc, pulling big ears means an
increase in drag. On a very arched wing, the ears do not fold, they just
hang. The increase of drag is more pronounced than on wings with a less
pronounced arc.
The KOUGAR 3 is designed with little chord, which is good in normal
ight conditions. However, this same damping is what can cause us to
have problems to regain normal ying speed after a high increase of the
angle of attack and the added drag of the ears.
These particularities, together with turbulent thermic conditions, could
cause an unintentional stall.
The solution: big ears may still be applied but you must be fully aware
of the above-mentioned points and act accordingly. To avoid the stall,
simply use half speed-bar (this is sufcient) to increase the speed and
decrease the angle of incidence. This should allow you to maintain
sufcient speed to prevent the stall. Take care not to pull the brakes while
making the ears as this will make a stall more likely!
5.2 B3 TECHNIQUE
On the new generation paragliders the application of big ears can create
a high degree of trailing edge turbulence. In addition, with the length of
the chord and the arc of the wing, the ears have a tendency to “ap”,
increasing the turbulence and causing the paraglider to lose too much
airspeed, making it necessary for the pilot to recover it, either using the
speed-bar or releasing the ears.
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 2-liner wings can often prove difcult.
With the current 2 or 3-liner wings, the inability to pull big ears, or the risk
involved in doing so, concerns many pilots who want to have a controlled
rapid descent technique. For the above reasons we recommend using

17
the 3B3 line.
This technique easily increases the descent rate without causing
problems and without the risk of causing a collapse while maintaining
high speed.
How? Locate the 3B3 line 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 descent rate of around 5-6m/s.
We recommend the application of the speed bar whilst using this
technique. Controlled turning of the wing can easily be maintained by
weight shifting, exactly the same as you would with big ears. During this
maneuver, the rst sensation is a decrease in relative wind and a slight
backwards inclination of the wing, as if going backwards.
To exit the maneuver release the lines as you would with big ears,
control the pitch and the wing will quickly adopt normal ight. This new
technique allows a comfortable and controllable rapid descent without
the risk of experiencing a cravat. It is very comfortable and makes
turning simple. We advise you to rst try this technique in smooth
conditions with sufcient altitude above appropriate terrain.
This is a new controlled descent technique that only needs a little
practise to be executed with total comfort and effectiveness.
5.3 B-LINE STALL
When carrying out this maneuver, the wing stops ying, loses all
horizontal speed and the pilot is no longer in control of the paraglider.
The airow over the prole is interrupted and the wing enters a situation
similar to parachuting.
To enter this maneuver, 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 the wing is deformed. After
this, the physical effort is less. Continue to hold the risers in position.
Once the wing is deformed, its horizontal speed will drop to 0 km/h;
vertical descending speed increases to –6 to –8 m/s, depending on the
conditions and how the maneuver is performed.
To exit the maneuver, simultaneously release both risers. The wing will
then slightly surge forward and automatically return to normal ight. It is
better to let go of the lines quickly rather than slowly.
This is an easy descent technique to perform, but remember that
the wing will stop ying, will lose all forward horizontal speed, and
its reactions will change markedly when compared to a normal ight
conguration.
5.4 SPIRAL DIVE
This is a more effective way to rapidly lose altitude. Beware that the
wing will experience and be subjected to a tremendous amount of
descending and rotating speed (g-force), which can cause a loss of
orientation and consciousness (blackout). This maneuver must therefore
be done gradually to increase one’s capacity to resist the g-force exerted
on the body. With practice, you will fully appreciate and understand it.
Only practice this maneuver at high altitude and with enough ground
clearance.
To start the maneuver, rst weight shift and pull the brake handle located
on the inner side of the turn. The intensity of the turn can be controlled
by braking slightly using the outer brake handle.
A paraglider ying at its maximum rotating speed can reach –20 m/s, or
the equivalent of a 70 km/h vertical descent, and will stabilize in a spiral
dive from 15m/s onwards.

18
Good enough reasons to familiarize yourself with the maneuver and
understand how to exit it.
To exit this maneuver, 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 briey experience an asymmetrical
acceleration and dive, depending on how the maneuver was carried out.
Practice these maneuvers at sufcient altitude and carefully.
6. SPECIAL METHODS
6.1 TOWING
The KOUGAR 3 does not experience any problem whilst being towed.
Only qualied winch personnel should handle the certied equipment to
carry out this operation. The wing must be inated similarly as during a
normal take off.
It is important to use the brakes to correct the ight path alignment,
especially if the glider begins to turn. Since the wing is subject to a slow
airspeed and with a high positive angle of attack, we must make any
corrections with a high degree of feel and delicacy, in order to avoid a
stall.
6.2 ACROBATIC FLIGHT
Although the KOUGAR 3 was tested by expert acrobatic pilots in extreme
situations, it was not designed for it. We do NOT recommend using this
glider for acrobatic ying!!!
We consider acrobatic ights to be any form of piloting different than
standard ights. Learning acrobatic maneuvers should be conducted
under the supervision of qualied instructors within a school environment
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 maneuvers.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
Niviuk we are rmly committed to make technology accessible to all
pilots. Therefore our wings are equipped with the latest technological
advances gained from the experience of our R&D team.
Careful maintenance of your equipment will ensure continued top
performance. Apart from the general checks, we recommend actively
maintaining your equipment.
A pre-ight check is obligatory before each ight.
If there is any damage to the equipment or you suspect any areas of
the wing are susceptible to wear, you should inspect these and act
accordingly.
All incidents involving the leading edge should be reviewed. A hard
impact of the leading edge against a hard surface can damage the sail
cloth.
Unsheathed lines provide increased performance, but this means more
care should be taken when using and maintaining the wing.
Thanks to TNT, the wing has more safety and performance, but
this means being more careful with the material. If any Nitinol rod is
damaged, they are easily replaceable.

19
The fabric and the lines do not need to be washed. If they become
dirty, clean them with a soft damp cloth, using only water. Do not use
detergents or other chemicals.
If your wing is wet from contact with water, place it in a dry area, air it
and keep it away from direct sunlight.
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 your wing is wet from contact with salt water, immerse it in fresh water
and dry it away from direct sunlight.
7.2 STORAGE
It is important for the wing to be correctly folded when stored. Keep it in
the in a cool, dry place away from solvents, fuels, oils.
Do not leave your gear inside a car boot, as cars left in the sun can
become very hot. A rucksack can reach temperatures up to 60ºC.
Weight should not be laid on top of the equipment.
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 stored loosely without direct contact
with the ground. Humidity and heating can have an adverse effect on the
equipment.
7.3 PACKING INSTRUCTIONS
Inspections
The KOUGAR 3 must be periodically serviced. An inspection must be
scheduled every 100 ying hours or every two years whichever comes
rst (EN/LTF norm).
We strongly recommend that any repairs should
be done in a specialist repair shop by qualied personnel.
This will guarantee the airworthiness and continued certication of your
KOUGAR 3.
A thorough pre-ight check must be performed before every ight.
7.4 CHECKS AND INSPECTIONS
In case of small tears, you can temporarily repair these by using the
Ripstop tape included in the repair kit, as long as no stitching is required
to mend the fabric.
Any other tears or repairs should be done in a specialist repair shop by
qualied personnel.
Damaged lines must be repaired or exchanged immediately.
Please refer to the line plan at the end of this manual.
We recommend any inspection or repair is performed by a Niviuk
professional in our ofcial workshop: http://niviuk.com/content/service.
Any modication of the glider made in an external workshop will
invalidate the guarantee of the product. Niviuk cannot be held
responsible for any issues or damage resulting from modications or
repairs carried out by unqualied professionals or who are not approved
by the manufacturer.

8. SAFETY AND RESPONSIBILITY
It is well known that free-ying with a paramotor or trike is considered a
high-risk sport, where safety depends on the person who is practicing it.
Incorrect use of this equipment may cause severe, life-changing injuries
to the pilot, or even death.
Manufacturers and dealers cannot be held responsible for your
decisions, actions or accidents that may result from participating in this
sport.
You must not use this equipment if you have not been properly trained
to use it. Do not take advice or accept any informal training from anyone
who is not properly qualied as a ight instructor.
9. GARANTEE
The equipment and components are covered by a 2-year warranty
against any manufacturing defect.
The warranty does not cover misuse of the equipment.
DISCLAIMER: paragliding and paramotoring are activities that require
concentration, specic knowledge and common sense. Take care! You
should learn to paraglide under the auspices of a certied ying school.
Take out personal insurance and make sure you have all the correct
licences. Be modest when you evaluate your skill level in terms of
meteorology.
Niviuk’s liability for damages covers only its own products.
Niviuk can take no responsibility for your actions. When ying, accept
the risk involved.