Niviuk KOYOT 3 P User manual

User’s manual
KOYOT 3 P

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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
KOYOT 3 P
Starting the lightest way
WELCOME
We wish to welcome you to our team and thank you for your condence in
our glider product line.
We would like to share the enthusiasm with which we created this wing
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
Niviuk glider.
The KOYOT 3 P is the light version of the KOYOT 3. Weighing up to 1.2
kilos less, it is ideal both for explorers who after entering the world of
paragliding continue to progress with each ight, as well as for the more
experienced adventurers who want maximum safety.
We are condent that you will enjoy ying this wing and will soon
understand the meaning of our motto:
“The importance of small details”.
This is the user manual and we recommend you read it carefully.
The NIiviuk 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 obtained 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 KOYOT 3 P 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 6
2.1 CHOOSING THE RIGHT LOCATION 6
2.2 PROCEDURE 7
2.3 CONNECTING THE HARNESS 7
2.4 HARNESS TYPE 7
2.5 CONNECTING THE SPEED-BAR 7
2.6 INSPECTION AND WING
INFLATION ON THE GROUND 9
2.7 ADJUSTING THE BRAKES 9
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 10
3.6 LANDING 10
3.7 PACKING 10
4. IN FLIGHT 11
4.1 FLYING IN TURBULENCE 11
4.2 POSSIBLE CONFIGURATIONS 11
4.3 ACCELERATED FLIGHT 13
4.4 FLYING WITHOUT BRAKE LINES 13
4.5 LINE KNOT(S) IN FLIGHT 13
5. LOSING ALTITUDE 13
5.1 EARS “EAR LOCK SYSTEM” 14
5.2 B-LINE STALL 14
5.3 SPIRAL DIVE 15
5.4 SLOW DESCENT TECHNIQUE 15
6. SPECIAL METHODS 15
6.1 TOWING 15
6.2 ACROBATIC FLIGHT 16
7. CARE AND MAINTENANCE 16
7.1 MAINTENANCE 16
7.2 STORAGE 16
7.3 CHECKS AND INSPECTION 17
7.4 REPAIRS 17
8. SAFETY AND RESPONSIBILITY 17
9. GUARANTEE 17
10. ANNEXES 18
10.1 TECHNICAL DATA 18
10.2 MATERIALS DESCRIPTION 19
10.3 RISERS PLAN 20
10.4 LINE PLAN 21
10.5 DIMENSIONS KOYOT 3 P 22 22
10.6 DIMENSIONS KOYOT 3 P 24 22
10.7 DIMENSIONS KOYOT 3 P 26 23
10.7 DIMENSIONS KOYOT 3 P 28 23
10.8 CERTIFICATION 24

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The Koyot 3 P is equipped with the most sophisticated technology,
ensuring maximum safety and achieving excellent performance for
progression without limits.
Aimed at the wide range of pilots, from beginners to experienced pilots
who want to get maximum enjoyment out of each ight without any
stress.
With the new KOYOT 3 P you can also discover and enjoy hike & y or
vol-bivouac adventures. A wing with extremely low weight and volume,
so you can choose not only when and how to progress, but also when
and from where to do it.
1.2 CERTIFICATION
The KOYOT 3 P has been submitted for the European EN and LTF
certication. All certication tests were performed at the Swiss testing
house Air Turquoise.
All sizes passed the load, shock and ight tests.
The load test proved that the wing can withstand the stipulated 8G.
The shock test proved that he wing can resist 1000 daN of force.
The ight test resulted in the following certication for all KOYOT 3 P
sizes:
EN A
LTF A
We recommend that only pilots who are familiar with gliders of this
certication or above y this paraglider.
Only the aeronautical authorities of respective countries can determine
pilot competence.
We recommend pilots read the ight test report carefully, especially the
comments of the test pilot.
The report contains all the necessary information on how the paraglider
reacts during each of the tested manoeuvres.
It is important to point out that the appropriate response to each adverse
manoeuvre can vary from size to size; even within the same size at
maximum or minimum load the behaviour and reactions of the wing may
vary.
-Description of ight characteristics of LTF/EN A paragliders:
Paragliders with maximum passive safety and extremely forgiving ight
characteristics. Gliders with good collapse resistance in normal ight.
-Description of the skills required by the pilot to y an EN A wing:
Designed for all pilots, including pilots under instruction.
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
Niviuk developed this wing by adopting very specic goals: to improve
performance, excellent handling; to facilitate more control for the pilot.
To increase performance while maintaining the highest level of
safety. To ensure that the wing transmits the maximum feedback in
an understandable and comfortable way so that the pilot can focus

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on piloting and enjoying the ight. And, with smooth handling, take
advantage of all favourable conditions.
In all aspects of ight, the wing is very solid and stable. The glide is
smooth, even when fully accelerated. During glides, the wing maintains
altitude and the wing remains stable. Improved turn precision means
handling is less physical and provides better feedback. Inating the wing
is much easier and gentler, without overshooting.
Flying this wing is very intuitive, with clear and useful feedback about the
airmass. It responds to the pilot’s inputs effectively and even in turbulent
conditions it remains stable and solid.
The KOYOT 3 P ies efciently. It enters thermals with sufcient speed
to centre in the lift and climbs progressively. The handling is progressive
and effective for even more ying pleasure under an exciting wing of
extraordinary quality.
It is lightweight, even lighter in ight and easy to pilot, with outstanding
turbulence buffering and a surprising range of speed for incredible glides.
1.4 CONSTRUCTION, MATERIALS
The paraglider 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.
SLE - provides more rigidity and stability along the span of leading edge
but also allows full exibility along the both the vertical and horizontal
axis. A reduction in the amount of Mylar, in comparison to previous
proles, has resulted in less weight and easier launches.
3DP - an optimised process to cut the fabric panels to ensure the
perfect form of the leading edge. 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.
3DL - adding an extra reinforced seam to the leading edge helps to
ensure a more consistency and volume in the prole. Providing a more
efcient 3D contour.
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 KOYOT 3 P 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

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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.
The upper and lower gallery lines of the KOYOT 3 P are made from
unsheathed Aramid Edelrid and the main lines are made from sheathed
Aramid TNL. This combination has proven efciency.
The use of unsheathed lines means they are more exposed to abrasions.
This means that we must be aware that the glider is made from high-
performance materials that need a thorough pre-ight check before each
ight.
The line diameter has been calculated depending on the workload and
aims to achieve the required best performance with the least drag.
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 glider 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 AND COMPONENTS
The KOYOT 3 P is delivered with a series of accessories that will greatly
assist you in the maintenance of your paraglider:
- A Kargo 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.
- 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 parts 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 KOYOT 3 P.

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We recommend that a qualied instructor is present to supervise the
entire procedure, as only they can address any doubts in a safe and
professional way.
2.2 PROCEDURE
Take the KOYOT 3 P 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 cloth and lines are undamaged and
all maillons connecting the lines and risers are locked. Identify, and if
necessary untangle, the A, B, C and the brake lines and corresponding
risers. Make sure that there are no knots.
2.3 CONNECTING THE HARNESS
The KOYOT 3 P risers are colour-coded.
- right: green
- left: red
This colour-coding makes it easier to connect the wing to the correct
side and helps prevent pre-ight errors. Correctly connect the risers
to attachment points so that the risers and lines are correctly ordered
and free of twists. Check that the carabiners are properly fastened and
securely locked.
2.4 HARNESS TYPE
The KOYOT 3 P can be own with all current harness types. We
recommend the setting the chest strap to the distance specied in the
certication report - this will vary depending on size. See certication
report.
Care should be taken with the chest strap setting, as the distance of the
chest strap setting will affect the handling of the glider. If the chest strap
is too wide, it allows greater feedback but this carries the risk of affecting
the stability of the wing.
If the chest strap is set too tightly, the wing feels more solid, but there
is a loss of feedback and a risk of twisting in the case of a violent
asymmetric collapse.
2.5 CONNECTING THE 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 KOYOT 3 P includes a speed system with maximum travel
depending on its size (see Full speed-bar). The speed system is engaged
when the pilot pushes the speed-bar - not included as standard with this
glider model- with their feet. The pilot must t and install the speed-bar
and connect it to the risers (see 2.5.1: “Speed system assembly”).
The speed system uses an action/reaction system. Released, the speed-
bar is set to neutral. When the bar is pushed using the feet, the wing
accelerates. The speed can be regulated by varying the pressure on the
bar. Once the pressure on the bar is released, the speed system returns
to the neutral setting.

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The speed system is efcient, sensitive and precise. The pilot can use the
system whenever they want during the ight. In the neutral position the
glider will y at the standard speed and glide. Using full speed-bar, the
wing will y at maximum speed, but the glide will be adversely affected.
• Released speed-bar: the A, B and C-risers are aligned.
• Full speed-bar: the difference between the A - C-risers becomes: 11cm
Please note!
The use of the speed system results in changes to the speed and
reactions of the wing. For more information, please see the certication
report.
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.
Image 1. Connecting the speed-bar using a Brummel hook.
Plume (P) models - please note
The P models were designed with the idea of saving weight across the
entire equipment. To achieve this, Niviuk decided to deliver the wings
without the classic Brummel hooks and opting for a kite-style knotting
system. This system offers the same efciency and safety as the classic
Brummel hooks, but with much less weight.

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Image 2. Kite-style connection system (without Brummel hooks).
1.Make a knot in the speed-bar cord and we pass this through the cord
connections on the risers.
2.Apply tension to both sides until the knots are locked tightly in the riser
connections.
The system or procedure for connecting the kite knot is exactly the same
as the Brummel hooks and can be used in other systems or connection
elements.
2.6 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 KOYOT 3 P as many times
as necessary to familiarise yourself with its behaviour. The KOYOT 3
P inates easily and smoothly. Excessive energy is not necessary and
the wing will inate with a little pressure from the body when you move
forward. 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.
2.7 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, the
length can be changed to adapt to the pilot’s ying style. In any case,
we recommend ying for a while using the default factory set line length
before making any adjustment. It will enable you to become more familiar
with the KOYOT 3 P and its unique ying characteristics. If you then
decide to change the length of the brake lines, untie the knot, slide the
line through the brake link to the desired length, and re-tie the knot so
that it is tight. 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 of the same length. We recommend using a clove hitch
or bowline knot.
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
KOYOT 3 P 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.

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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 chapter 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
The KOYOT 3 P comes up easily, without requiring additional energy, and
does not overy you. It is a straight-forward exercise, leaving enough
time for you to decide whether to accelerate and take off or not.
If the wind permits, we recommend a reverse launch, as this allows a
better visual inspection of the wing during ination. In “strong” winds,
the KOYOT 3 P is especially easy to control using this launch technique.
Winds of 25 to 30 km/h are considered strong for paragliding.
Choose an appropriate location facing the wind. Position the KOYOT 3 P
in a crescent conguration to facilitate ination. A clean wing layout will
ensure a trouble-free take off.
3.6 LANDING
The KOYOT 3 P lands excellently, it converts the wing speed into lift at
your demand, allowing an enormous margin of error. Wrapping the brake
lines around your hand to get greater braking efciency is not necessary.
3.7 PACKING
The KOYOT 3 P 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.

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4. IN FLIGHT
We recommend that you read the certication test report.
The report contains all the necessary information on how the KOYOT 3 P
reacts during each of the tested manoeuvres.
It is important to point out that the appropriate response to each adverse
manoeuvre can vary from size to size; even within the same size at
maximum or minimum load the behaviour and reactions of the wing may
vary.
Having the knowledge that the testing house provides through the test
report is fundamental to learning how to deal with possible situations.
To become familiar with the manoeuvres described below, we
recommend practising within the auspices of a licensed training outt.
4.1 FLYING IN TURBULENCE
The KOYOT 3 P 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 paragliders 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. Whenever necessary, control a situation, react to it and then re-
establish the required speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with the manoeuvres described below, we
recommend practising within the environment of a competent training
outt. The pilot must adapt their use of the brakes depending on the
wing-loading and avoiding 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.
In the test report, you will nd all the necessary information on how to
handle your new wing during each of the tested manoeuvres. Having this
information is crucial to know how to react during these manoeuvres in
real ight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the KOYOT 3 P’s prole stability, strong turbulent air may
cause the wing to collapse asymmetrically in very strong turbulence,
especially if the pilot is unable to 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 corresponding to the affected side of the wing. It will increase the
incidence of the wing (angle of attack). If the collapse does happen, the
KOYOT 3 P 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, then pull
the brake handle on the collapsed side decisively and quickly all the way
(100%) down. You may have to repeat this pumping action to provoke
the re-opening of the deated 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 the default ying speed.

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Frontal collapse
Due to the KOYOT 3 P’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 or when lacking experience using the accelerator/ speed-bar
without adapting to the prevailing conditions. 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.
Negative spin
A negative spin does not conform to the KOYOT 3 P’s normal ight
behaviour. 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 KOYOT 3 P.
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 KOYOT 3 P 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 manoeuvres 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 manoeuvre was done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total the brake travel. The wing
will then surge violently forward and could reach a point below the
pilot. 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. It is important not to use too
much brake at that moment, since the paraglider needs to regain speed
to exit the stall. 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
manoeuvres to use are the same as those applied in case of an asymmetric
collapse: control the turn/spin by applying tension on the opposite brake
and weight shift opposite to the turn. Then locate the 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.

13
Pull on this line until it is taught, as it should help undo 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.
The KOYOT 3 P was designed to recover by itself in most cases. Do not
try to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too
much input, are due to the length of time the pilot continues to over–
control the wing. You have to allow the glider to re-establish normal ying
speed and attitude after any type of incident.
4.3 ACELLERATED FLIGHT
The KOYOT 3 P 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 very turbulent
conditions. If necessary, constantly adjust the movements and pressure
on the speed-bar whilst doing the same to the brake lines. This balance
is considered to be ‘active piloting’.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the KOYOT 3 P’s brake lines become disabled
in ight, it will become necessary to pilot the wing with the C-risers and
weight shifting until landing. The C-lines steer easily because they are not
under much tension, however you will need to be careful and not handle
them too heavily in case this causes a stall or negative spin. The wing
must be own at full speed during the landing approach, and the C-risers
will have to be pulled symmetrically all the way down shortly before
contact with the ground. This braking method is not as effective as using
the brake lines, and hence 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 of the wing 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.
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.

14
To become familiar with the manoeuvres described below, we
recommend practising within the environment of a competent training
outt.
5.1 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’ manoeuvre, take the outermost line on each
A-riser (the 3A3 line) and simultaneously, smoothly pull them outward and
downward. The wingtips will fold in.
To re-establish forward speed and the correct angle of attack, the pilot
must 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 outermost A-lines (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 A-lines (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 KOYOT 3 P 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 B-LINE STALL
During this manoeuvre, the wing ceases to y, it has no horizontal speed
and the pilot has no control over the paraglider.
The airow over the prole is interrupted and the wing enters a situation
similar to a parachutal stall.
To enter this manoeuvre, the B-risers are gripped below the maillons and
symmetrically pulled down together (approx. 20-30 cm) and maintained
in that position.
Initiating the manoeuvre 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;

15
vertical descending speed increases to –6 to –8 m/s, depending on the
conditions and how the manoeuvre is performed.
To exit the manoeuvre, simultaneously release both risers. The wing will
then slightly surge forward and 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.
5.3 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 manoeuvre must therefore be done
gradually to increase one’s capacity to resist the g-force exerted on
the body. With practise, you will fully appreciate and understand it.
Only practise this manoeuvre at high altitude and with enough ground
clearance.
To start the manoeuvre, 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 stabilise in a spiral
dive from 15m/s onwards.
Good enough reasons to familiarise yourself with the manoeuvre and
understand how to exit it.
To exit this manoeuvre, the inner brake handle (down side of the turn)
must progressively be relaxed while momentarily applying tension to the
outer brake handle opposite to the turn. The pilot must also weight shift
and lean towards the opposite side of the turn at the same time.
The exit should be performed gradually and smoothly so that the
changes in pressure and speed can be noted.
When exiting the spiral, the glider will briey experience an asymmetrical
acceleration and dive, depending on how the manoeuvre was carried out.
Practise these manoeuvres at sufcient altitude and with moderation.
5.4 SLOW DESCENT TECHNIQUE
This technique allows descent without straining the wing or taxing the
pilot. Glide normally while searching for descending air and begin to turn
as if climbing in a thermal, but with the intention to sink.
Common sense has to be used to avoid dangerous areas of rotor when
looking for descending air. Safety is the most important consideration.
6. SPECIAL METHODS
6.1 TOWING
The KOYOT 3 P does not experience any problems 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 takeoff.
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.

16
6.2 ACROBATIC FLIGHT
Although the KOYOT 3 P was tested by expert acrobatic pilots in
extreme situations, it was not designed for it. We do not recommend
using this glider for acrobatic ying!!!
We consider acrobatic ights to be any form of piloting different than
standard ights. Learning acrobatic manoeuvres should be conducted
under the supervision of qualied instructors within a school environment
and over water with all safety/rescue elements in place. Centrifugal
forces as high as 4 to 5 g can be exerted on the body and wing during
extreme manoeuvres.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
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, you should inspect it and act
accordingly.
Niviuk we are rmly committed to make technology accessible to all
pilots. For this reason all our wings are tted with the latest innovations.
Thanks to our innovative technologies, the wing has more safety and
performance, but this means being more careful with the material.
A hard impact of the leading edge against a hard surface can damage
the sail cloth. All incidents involving the leading edge should be reviewed.
If any Nitinol rod is damaged, they are easily replaceable.
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
ageing. After landing, do not leave the wing exposed to the sun. Pack it
properly and stow it away in its backpack.
If ying in a sandy environment, and sand has accumulated inside the
wing, remove it before packing it away. The apertures at the wing tips
facilitate easy removal of objects from the trailing edge.
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 the 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.
It is essential that the wing is properly folded and packed. 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.

17
7.3 CHECKS AND INSPECTION
Inspections
The KOYOT 3 P 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
KOYOT 3 P.
A thorough pre-ight check must be performed before every ight.
7.4 REPAIRS
If the 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.
Any repair should be done in a specialist repair shop by qualied
personnel.
Niviuk can not be held responsible for any damage caused by incorrect
repairs.
8. SAFETY AND RESPONSIBILITY
It is well known that free-ying with a paraglider 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.

18
10. ANNEXES
10.1 TECHNICAL DATA
KOYOT 3 P 22 24 26 28
36 36 36 36
8 8 8 8
27 27 27 27
M2 22 24 26 28
M 10,44 10,90 11,35 11,77
4,95 4,95 4,95 4,95
M2 19,04 20,77 22,50 24,23
M 8,48 8,86 9,22 9,56
3,78 3,78 3,78 3,78
% 13 13 13 13
M 2,55 2,67 2,78 2,88
M 0,66 0,69 0,72 0,75
M 2,11 2,20 2,29 2,38
M 264 276 287 299
M 6,59 6,88 7,16 7,43
206 206 206 206
2+1/3/4 2+1/3/4 2+1/3/4 2+1/3/4
3 A+A'/B/C A+A'/B/C A+A'/B/C A+A'/B/C
NO NO NO NO
M/M 110 110 110 110
YES YES YES YES
KG 45 60 75 90
KG 73 80 95 115
KG 3,15 3,45 3,70 4,00
EN / LTF A A A A
CELLS NUMBER
CLOSED
BOX
FLAT AREA
SPAN
ASPECT RATIO
PROJECTED AREA
SPAN
ASPECT RATIO
FLATTENING
CORD MAXIMUM
MINIMUM
AVERAGE
LINES TOTAL METERS
HEIGHT
NUMBER
MAIN
RISERS NUMBER
TRIMS
ACCELERATOR
SPLIT A'S
TOTAL WEIGHT MINIMUM
IN FLIGHT MAXIMUM
GLIDER WEIGHT
CERTIFICATION

19
10.2 MATERIALS DESCRIPTION
70032 E3W
70000 E3H
70000 E91
70000 E91
LKI - 10
W-420
MYLAR
LTN-0.8 STICK
SERAFIL 60
8000/U - 90
8000/U - 90
8000/U - 130
TNL - 140
TNL - 220
TNL - 280
TNL - 280
SERAFIL 60
3455
PAD
V138
3.5
PY - 1304-2
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE PORCHER IND (FRANCE)
BOTTOM SURFACE PORCHER IND (FRANCE)
PROFILES PORCHER IND (FRANCE)
DIAGONALS PORCHER IND (FRANCE)
LOOPS KOLON IND. (KOREA)
REIFORCEMENT LOOPS D-P (GERMANY)
TRAILING EDGE REIFORCEMENT D-P (GERMANY)
RIBS REIFORCEMNET SPORTWARE CO.CHINA
THREAD AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES EDELRID (GERMANY)
MIDDLE CASCADES EDELRID (GERMANY)
MIDDLE CASCADES EDELRID (GERMANY)
MAIN TEIJIM LIMITED (JAPAN)
MAIN TEIJIM LIMITED (JAPAN)
MAIN TEIJIM LIMITED (JAPAN)
MAIN BREAK TEIJIM LIMITED (JAPAN)
THREAD AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL COUSIN (FRANCE)
COLOR INDICATOR TECNI SANGLES (FRANCE)
THREAD COATS (ENGLAND)
MAILLONS ANSUNG PRECISION (KOREA)
PULLEYS ANSUNG PRECISION (KOREA)

20
10.3 RISERS PLAN