Niviuk KOYOT 3 User manual

USER’S
MANUAL
KOYOT 3

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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
Adventurer-to-be
WELCOME
We wish to welcome you to our team and thank you for the condence
that you have placed in a Niviuk Glider.
We would like to share with you the commitment, the passion and
emotions of the Niviuk design team, which have resulted in the creation
of the new KOYOT 3. Niviuk is very proud of this new glider, carefully
designed to bring you maximum pleasure whilst allowing you learn and
progress.
The KOYOT 3 is not only a simple evolution from the previous model. Our
designers started from scratch to better integrate the latest innovations
and produce the perfect glider to make the dream of ying and progressing
come true.
We are condent it will bring the essence and joy of ying to many pilots
who will soon understand the meaning of our slogan: ’The importance of
small details’.
The NIVIUK Team.
USER’S MANUAL
NIVIUK GLIDERS KOYOT 3
This manual offers all the necessary information to familiarize yourself with
the main characteristics of your new paraglider.
This manual if for information purposes only and does not offer the
necessary instruction requirements to pilot this type of wing. Flying
instruction can only be obtained at a certied paragliding school afliated
with your country’s Flying Federation/Association.
Please carefully read the entire content of your KOYOT 3 user’s manual.
Severe injuries to the pilot can be the consequence of the misuse of this
equipment.

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SUMMARY
WELCOME 2
USER’S MANUAL 2
1. CHARACTERISTICS 4
1.1 WHO IS IT DESIGNED FOR? 4
1.2 CERTIFICATION 4
1.3 IN-FLIGHT BEHAVIOUR 4
1.4 ASSEMBLY, MATERIALS 4
1.5 ELEMENTS, COMPONENTS 5
2. UNPACKING AND ASSEMBLY 6
2.1 CHOOSING THE RIGHT LOCATION 6
2.2 PROCEDURE 6
2.3 HARNESS ASSEMBLY 6
2.4 HARNESS TYPE 6
2.5 ACCELERATOR ASSEMBLY 6
2.6 INSPECTION AND WING
INFLATION ON THE GROUND 7
2.7 ADJUSTING THE BRAKE LINES
AND TOGGLES 7
3. THE FIRST FLIGHT 7
3.1 CHOOSE THE RIGHT PLACE 7
3.2 PREPARATION 7
3.3 FLIGHT PLAN 7
3.4 PRE-FLIGHT CHECK LIST 7
3.5 WING INFLATION, CONTROL
AND TAKE-OFF 8
3.6 LANDING 8
3.7 FOLDING INSTRUCTIONS 8
4. IN FLIGHT 8
4.1 FLYING IN TURBULENCE 8
4.2 POSSIBLE CONFIGURATIONS 9
4.3 USING THE ACCELERATOR 10
4.4 FLYING WITHOUT BRAKE LINES 11
4.5 LINE KNOT(S) IN FLIGHT 11
5. LOSING ALTITUDE 11
5.1 EARS 11
5.2 B-LINE STALL 11
5.3 SPIRAL DIVE 12
5.4 SLOW DESCENT TECHNIQUE 12
6. SPECIAL METHODS 12
6.1 TOWING 12
6.2 ACROBATIC FLIGHT 12
7. CARE AND MAINTENANCE 13
7.1 MAINTENANCE 13
7.2 STORAGE 13
7.3 CHECKS AND CONTROLS 13
8. SAFETY AND RESPONSIBILITY 13
9. GUARANTEE 14
10. TECHNICAL DATA 15
10.1 TECHNICAL DATA 15
10.2 MATERIALS DESCRIPTION 16
10.3 RISERS LAYOUT 17
10.4 LINE PLAN 18
10.5 LENGTHS KOYOT 3 22 19
10.6 LENGTHS KOYOT 3 24 19
10.7 LENGTHS KOYOT 3 26 20
10.8 LENGTHS KOYOT 3 28 20
10.9 LENGTHS KOYOT 3 31 21
10.10 CERTIFICATION SPECIMEN TEST 22

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The KOYOT 3 is aimed to a wide range of pilots from beginners to
weekend pilots looking for a comfortable, fun and safe glider.
The KOYOT 3 is an ENA glider. Please, do not use it if you do not have
enough experience to y this wing category.
-Description of ENA gliders main characteristics:
Maximum passive safety and a high tolerance level.
-Description of the skill level required to y ENA gliders:
Suitable for school and entry level pilots.
Only the aeronautical authorities of respective countries can determine
the pilot competence.
1.2 CERTIFICATION
The KOYOT 3 has successfully passed the European EN/LTF
certication. This test was carried out by the Swiss Air-Turquoise
laboratories in Switzerland. All the commercially available sizes passed
every required test with excellent results, and the KOYOT 3 received the
EN A / LTF A certications for all sizes.
The KOYOT 3 successfully passed the 8G essential load test.
We recommend paying special attention to the ight test report made by
the certication laboratory. It provides all necessary technical information
to know about the wing and how it reacted during each tested
manoeuvre.
Note that each wing size can behave differently during the same
manoeuvre depending on its all up weight.
1.3 IN-FLIGHT BEHAVIOUR
Niviuk developed the KOYOT 3 by adopting very dened guidelines:
the objective was to obtain the greatest level of performance while
minimizing gear weight, volume for easy transportation, harmonize
sensations, facilitate piloting, and above all, maintain a very high wing
safety level.
The glider prole was optimized to transmit maximum information in
a very understandable and convenient way, helping the pilot focus on
synchronizing feelings and technique.
The KOYOT 3 prole is solid. No unwanted surprises with sudden up
or down motions even when pushing the speed-bar full-out during
acceleration. The glide remains high and stable. The turn is accurate,
less physical and easy to activate. Each ination does not require much
effort, wind or not, and the glider has a great ability to takeoff from tight
mountainous rough terrains. The landing is smooth and precise.
Flying the KOYOT 3 becomes quickly very intuitive, with plenty of
nuances and clear references to the state of the air mass. The glider will
react to pilot input effectively even in turbulent conditions, and remain
solid.
The wing adapts quite effectively to the ying conditions and cores the
thermals progressive effectively and cores thermals progressively. Easy
to control in all ying conditions, passive by nature, it will further the
pleasure of soaring and convey a blissful sense of pure freedom. It is an
agile, light, predictable glider.
1.4 ASSEMBLY, MATERIALS
The KOYOT 3 benets from all the technological innovations found in

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other Niviuk gliders. The RAM, TNT, 3LT, SLE, 3DP and 3DL technologies
are part of its design and greatly enhance its performance level.
RAM Air Intake (RAM).-The RAM Air Intake technology presents an
internal positioning of the air intakes to provide optimal and constant
internal pressure while improving laminar air ow on the intrados. As a
result, a signicant turbulent air buffering takes place at the leading edge
for better consistency across the speed range, and hence increasing
performance with maximum safety.
Titanium Technology (TNT).- A revolutionary technique developed using
Nitinol to build the internal structure of the glider, brings a more uniform
prole, and reduces the overall wing weight to gain efciency in ight.
The Nitinol provides the highest level of resistance against deformation,
heat or breaks.
Using this technological advance, the glider is able to maintain its original
structural integrity for a longer period of time.
3 liner Technology (3LT).- Its powerful prole, a detailed internal
architectural structure, and the use of high-tech strength materials make
it possible to obtain a signicant reduction of the combined suspension
line lengths, hence reducing the parasite drag amount and the weight of
the glider for better efciency.
Structured Leading Edge (SLE).- The SLE strengthens the leading edge,
preventing any deformation in turbulence, and promotes better airow
over the foremost edge of the glider.
3D Pattern Cut Optimization (3DP).- Cutting the fabric in a specic
directional angle according to each panel’s nal location and positioning,
results in a wrinkle-free surface with better fabric tension.
3D Leading Edge (3DL).- Adding an extra seam to the longitudinal axis
of the glider helps building a cleaner prole with less wrinkles and obtain
better load distribution.
From Olivier’s computer to fabric cutting, the operation is a zero
tolerance process. An automated computer laser-cutting robotic
arm creates each of the many sections needed to complete the wing
assembly. This program also paints the guideline markers and numbers
each individual fabric piece.
The jigsaw puzzle assembly is made easier by using this method to
minimize the operation and improve quality control efcient.
All Niviuk Gliders go through an extremely thorough and efcient nal
inspection.
The fabric used to manufacture the glider is light, resistant, durable, and
will not experience colour loss.
The KOYOT 3’s line cascade layout uses Technora with Polyester sheath.
The diameter of each line is chosen to obtain the best performance
versus drag ratio, based on the wing loading. The sheath protects the
lines from external abrasions and UVB rays.
The lines are semi-automatically cut to length and all the sewing is
completed under the supervision of our specialists.
Each line is checked and measured once the nal assembly is done.
Each wing is then individually inated for the last visual check.
All gliders are packaged following specic maintenance instructions
recommended by the fabric manufacturer.
Niviuk Gliders are made of rst quality materials. Information about them
can be viewed on the last pages of this manual.
1.5 ELEMENTS, COMPONENTS
The KOYOT 3 is delivered with a series of components that, although not

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fundamental, do take an important part in the use, transport and storage
of the paraglider:
- The large capacity Kargo rucksack, ideal for packing the harness as
well as the glider.
- An inner folding bag making the glider folding process easier.
- An adjustable folding strap for quick and easy packing.
- Speed bar
- A small fabric repair kit with self-adhesive ripstop nylon (matching the
wing’s colour scheme) and replacement maillon blockers.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSING THE RIGHT LOCATION
We recommend unpacking and packing your wing on a school slope or a
at obstacle free area and in low wind speed. It will help you to carry out
all the recommended steps required to check and inate the KOYOT 3.
We recommend having professional supervision during the initial
unpacking and assembly procedures.
2.2 PROCEDURE
Take the paraglider out of the rucksack, open it and spread it with the
lines on top of the intrados. Position the wing as if you were to inate it.
Check the condition of the fabric and the lines for abnormalities. Pay
attention to the maillons connecting the lines to the risers to make sure
they are fully closed and tightened. Identify and if necessary disentangle
the lines from the A, B and C risers, the toggle lines and corresponding
risers; they must be tangle and/or knot free.
2.3 HARNESS ASSEMBLY
The KOYOT 3 risers come with different colours:
- Right side in green
- Left side in red
This feature helps the pilot to better identify each side during the pre-
ight phase and in ight.
Correctly connect the risers to the harness carabiners. The risers and
lines cannot have any twists and must be in the right order. Check for the
harness buckles to be properly fastened and securely locked.
2.4 HARNESS TYPE
The KOYOT 3 can be own with most of the harnesses found on the
market today, including the cocoon style models.
We strongly recommend adjusting the distance between the chest
strap carabiners according to the settings used during the certication
procedure. The distance will vary according to the size of the chosen
harness model.
Incorrect chest strap adjustments can affect glider/harness behaviour
and thus glider handling. Too wide a distance between the carabiners will
provide greater feedback from the wing but less glider stability. Too narrow
a distance will not bring as much feedback in addition to increasing the risk
of experiencing a riser twist during a collapse.
In any case, it is appropriate to refer to the harness’s instruction manual
and the certication test report outlining the chest strap length adjustments
used for these tests.
2.5 ACCELERATOR ASSEMBLY
The KOYOT 3 acceleration mechanism is engaged when foot pressure is

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applied to the bar (speed-bar) supplied with the wing. It must be installed
and properly adjusted before the rst ight.
Most harnesses are ready to accept an acceleration system. Prior
installation, ensure that all the harness preinstalled hardware, such as
roller pulleys and guides, are compatible with the speed-bar/accelerator.
Correct adjustments based on the pilot’s leg length must be conducted
thereafter.
We recommend installing and adjusting the speed-bar/accelerator during
a hang-test rst: most schools have such equipment. If in doubt, seek
advice from a qualied professional outt.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
After your gear was thoroughly checked and the weather conditions
deemed favourable for ying, inate your KOYOT 3 as many times as
necessary to familiarize yourself with its behaviour. The smooth ination
is easily done. An over energetic handling is not necessary to bring
the wing overhead as it will gently climb with minimum tension on the
harness when moving forward. The sequence can be made easier by
using the ‘A’ risers.
Do not pull, but rather accompany them naturally, following the rising
arcing movement of the wing. Once the wing has climbed overhead,
simply apply the correct amount of brake pressure to keep the KOYOT 3
stationary.
2.7 ADJUSTING THE BRAKE LINES AND TOGGLES
The length of the main brake lines is adjusted at the factory according
to the length established during the certication procedure. However, it
can be changed to adapt to the pilot’s own ying style. In any case, we
recommend ying for a while using the default line length factory settings
before making any adjustment. It will enable you to become more familiar
with the KOYOT 3 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 strongly re-tie the knot.
Only qualied personnel should carry out this adjustment. You must ensure
that the modication does not slow the glider down without pilot input.
Both brake lines should be symmetrical and of the same length. The most
recommended knots are the clove hitch or bowline knot.
When changing the brakes length, it is necessary to check that they do not
act when the accelerator is used. When accelerated, the glider rotates over
the ‘C’ risers and the trailing edge rises. The brake lines should be checked
for proper adjustment, while taking this extra length into consideration.
3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT PLACE
We recommend taking the rst ight with your KOYOT 3 on a smooth
slope (a school training hill) or at your usual ying site.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 ‘UNPACKING AND
ASSEMBLY’ to prepare your equipment.
3.3 FLIGHT PLAN
Make a ight plan before taking off to avoid possible ight problems later.
3.4 PRE-FLIGHT CHECK LIST
Once ready, and before launching, conduct a last visual equipment
inspection to ensure that all is in order and assess the weather conditions
which must be suited for your ying skills.

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3.5 WING INFLATION, CONTROL AND TAKE-OFF
Smoothly and progressively inate the wing (chapter 2.6 INSPECTION
AND WING INFLATION ON THE GROUND). The KOYOT 3 comes
up easily and does not require excessive energy. No tendencies to
overshoot, rendering the ination sequence quite simple to achieve.
Those characteristics enable the pilot to be in full control and give him/
her enough time to decide whether or not to transit into the running
phase toward a successful takeoff.
Whenever the wind speed permits it, we recommend to do a reversed
ination. This technique enables the pilot to have a better view of the
wing to make sure all is in order before turning around and running down
the slope. The KOYOT 3 does not require much effort to control in this
conguration and higher wind speeds. However, wind speeds up to 25
to 30 km/h (10 to 18 mph) are considered strong and extra consideration
should be given on whether or not to takeoff.
Pay particular attention to the wing layout on the ground. Choose an
appropriate location for best wind direction. Display the paraglider
symmetrically in a crescent-like shape facing upwind for a trouble free
ination before running and taking off.
3.6 LANDING
The KOYOT 3 has great landing abilities by turning its air speed into lift on
demand using toggle impute, hence obtaining a fully controllable ground
effect to reduce margin errors and improve safety upon landing. It will not
be necessary to wrap the brake lines around your hands to get greater
braking efciency.
3.7 FOLDING INSTRUCTIONS
The KOYOT 3 has a complex leading and trailing edge, designed using a
variety of different materials. For that reason, the use of a correct method
is very important to extend the paraglider’s lifespan. It should be folded
in an accordion shape, with the leading edge reinforcements at and
positioned one atop the other. This method will keep the prole in good
shape without altering its form or performance.
The wing should then be folded in three parts without excessive
compression; the contrary could lead to material and/or the line damage.
The NKare bag is an easy to use folding bag designed to help with the
packing process. It can also be used as a surface base to protect the
glider against damage.
4. IN FLIGHT
Please, carefully review the glider certication results including the relevant
information pertaining to the manoeuvres involved during the tests.
Note that glider behaviour can vary depending on size or wing loading for
the same size.
Becoming familiar with the test results can help you better understand
the glider to tackle various situations when ying.
4.1 FLYING IN TURBULENCE
The KOYOT 3 has a solid prole design able to withstand various
weather conditions, hence enabling the pilot to take advantage
of its stability for greater handling efciency. It reacts admirably in
passive ight mode, and a high level of safety in turbulent conditions.
Nonetheless, the pilot must always steer the wing and adapt to the
prevailing weather conditions; for active ying is the most important
safety factor.
We recommend active piloting and timely necessary ne adjustments to

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keep the wing under control. The pilot should stop braking to regain the
necessary air speed after a correction was made.
Do not maintain any toggles tension for longer than necessary or it would
cause the wing to enter a dangerous ying conguration. Make prompt,
precise yaw, pitch and roll adjustments when necessary to re-establish
normal air speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with those manoeuvres, we recommend practicing
under the supervision of a qualied certied paragliding instructor. The
pilot will have to constantly adapt his toggle input relative to the load
carried by the wing, and avoid over-steering.
It is important to realize that from one size to the next, glider
behaviourcan vary, even under the same size wing: depending on
minimum or maximum loading.
Asymmetrical collapse
In spite of the KOYOT 3’s prole stability, strong turbulent air may
cause the wing to collapse asymmetrically if the pilot was unable to
predict the glider’s reactions in specic circumstances. When the wing
is about to experience an asymmetric collapse, the brake lines will
slacken and transmit a tension loss affecting the harness stability. To
prevent the collapse from happening, pull the toggle corresponding to
the compromised side of the wing. It will increase the incidence of the
wing (angle of attack). If the collapse does happen, the KOYOT 3 will
not react violently, the turning tendency is gradual and easily controlled.
Weight-shift toward the ying and opposite side of the collapse to keep
the wing on ying straight while applying a light brake pressure to that
side if necessary to slow it down. The collapsed side of the wing should
then recover and reopen by itself. If it does not, then pull the toggle on
the collapsed side decisively and quickly all the way down before bringing
it back up immediately. 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 (risk of a stall for having too high
an angle of attack). Once the collapsed side is open, re-centre your body
under the wing to regain the default ying speed.
Symmetrical collapse
In normal ying conditions and due to the KOYOT 3 design, asymmetrical
collapses are unlikely to take place. The wing’s prole has great buffering
abilities when dealing with extreme incidence changes. A symmetrical
collapse may occur in strong turbulent conditions, entering or exiting
powerful thermals or when lacking experience using the accelerator/
speed-bar with untimely inadequate input. Symmetrical collapses usually
re-inate without the glider turning, but a symmetrically applied quick
braking action with a quick deep pump 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’s normal ight
behaviour. Certain circumstances however, may provoke this
conguration such as trying to turn when ying at very low air speed deep
in the brakes, and applying even more toggle pressure on one side). 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
A parachutal stall takes place when the wing remains fully inated but
loses forward motion to then drop vertically at an accelerated rate.
Instability and a lack of pressure on the brake lines set in, although the
canopy would appear to be correctly inated. To regain normal air speed,
release brake line tension symmetrically and push forward on the ‘A’

10
lines or weight-shift your body to any side WITHOUT PULLING ON THE
BRAKE LINES.
Deep stall
The possibility of the KOYOT 3 falling into this conguration during
normal ight is very unlikely. This could happen if you are ying at a very
low speed, whilst oversteering during a number of manoeuvres and in
turbulent conditions. The wing will enter a deep stall when reaching a
point below minimum air speed by symmetrically pulling the brake lines.
It is done by pulling the toggles all the way down and holding them in
place. The glider will initially deate and dive behind the pilot. Gravity will
takeover with the pilot free falling for a second until the glider repositions
itself overhead while rocking slightly, depending on how the manoeuvre
was executed. When purposely initiating a stall, be positive and do not
second guess the outcome for an instant. Do not release the brake lines
when half way into the manoeuvre or it would cause the glider to violently
surge forward with great energy in front of and passed the pilot. It is very
important to apply a symmetrical strong brake pull to limit the surge and
bring the wing back up. Lessen the brake tension as the glider rises to the
overhead default ying angle of attack.
If a symmetrical stall takes place, briey and evenly pull the brake lines
even if the wing is still ahead of you.
Wing tangle
A wing tangle may happen after an asymmetrical collapse, the end of
the wing is trapped between the lines (known as a Cravat). This situation
could rapidly cause the wing to spin on itself depending on the nature
of the tangle. The corrective manoeuvres to use are the same as those
applied in case of an asymmetrical collapse: control the turn/spin by
applying tension on the opposite brake and counterweight shift opposite
to the turn. Then locate the line reaching the stabiliser trapped between
the other lines. It has a different colour and belongs to the outer lines of
the B riser.
Pull on this line until it is tense as it should help undo the wing tangle.
If ineffective, y down to the nearest possible landing spot, control the
trajectory with both counterweight shifting and use of the brake opposite
to the tangled side. Be cautious when attempting to undo a tangle while
ying near a mountainside or other paragliders; a loss of control of the
intended ight path might become jeopardized and a subsequent collision
could happen as result.
Over handling
Most ying problems are caused by wrong pilot input, to then degenerate
into a cascade of unwanted and unpredicted series of incidents. The
KOYOT 3 was designed to recover by itself in most cases. Do no not try
to over correct it!
Generally speaking, the wing’s reactions will be proportional to the type,
amount and input duration sent by the pilot to the glider. Bringing the
glider back to a normal ight conguration as soon as possible is the
priority.
4.3 USING THE ACCELERATOR
The KOYOT 3 prole was designed to y stably throughout its entire
speed range. It is useful to accelerate when ying in strong winds or in
extreme descending air. 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 accelerator 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 incidence.
It is NOT recommended to accelerate near obstacles or in very turbulent
conditions. If necessary, constantly adjust the movements and pressure
on the accelerator whilst doing the same to the brake lines. This balance is
considered to be ‘active piloting’.

11
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the KOYOT 3’s brake lines become disabled in
ight, piloting the wing with the ‘C’ risers and weight shifting will become
necessary. 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 to cause a stall or negative turn. 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
running phase, immediately abort the launching 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
apply a slight brake pull to that side. Gently pull the toggle 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. Do not pull too hard on the toggles for there will
be an increased risk of stalling the wing or enter a negative turn.
Before trying to remove a knot, make sure there are no pilots ying
nearby, and never try these attempts close to the obstacles. If the knot
is too tight and cannot be removed, carefully and safely y to the nearest
landing zone.
5. LOSING ALTITUDE
Knowledge of different descent techniques is important and could be
extremely useful to have. The most adequate descent method will vary
depending on any particular situation.
We recommend learning these manoeuvres within a competent school
environment.
5.1 EARS
Big Ears is a moderate descent technique enabling altitude losses of
about –3 to –4 m/s and a ground speed reduction between 3 and 5 km/h.
Effective piloting then becomes limited once the manoeuvre has been
activated. The angle of incidence and wing loading also increases. Push
on the accelerator/speed-bar to restore the wing’s initial air speed and
angle of attack.
To enter a ‘Big Ears’ conguration, simultaneously pull on 3A3 (outer
‘A’ lines)lines simultaneously/smoothly outward and downward. The
wingtips will fold in. Let go of the lines to reopen the tips to a default
conguration. If they do not re-inate, gently pull on one of the brake
lines and then on the opposite one. We recommend inating the wing
tips asymmetrically, not to alter the angle of incidence, especially when
ying near the ground or ying in turbulence.
The 3A3 line is attached to the A’ riser and used to pull ‘Ears’ effectively.
5.2 B-LINE STALL
When carrying out this manoeuvre, 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 manoeuvre, the ‘B’ risers are handled below the maillons
and symmetrically pulled down together (approx. 20-30 cm) and
then held to this position. The initial phase is quite physical (high pull

12
resistance) requiring a strong tug until the wing’s prole/cord deforms in
an accordion-like shape. The initial pulling force will then be signicantly
lessened. Holding the ‘B’ lines in the pulled down position will be
necessary to maintain the conguration. The wing will then deform, its
horizontal speed will drop to 0 km/h vertical descending speed increase
to –6 to –8 m/s depending on the weather conditions and how the
manoeuvre was 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
escape manoeuvre to do but remember that the wing will stop ying, will
lose all forward horizontal speed, and its reactions will change quite a bit
when compared to a normal ight conguration.
5.3 SPIRAL DIVE
This is a more effective way for 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 practice, a pilot will fully appreciate and understand it. Only
practice at high altitude and with enough ground clearance.
To enter the manoeuvre, the pilot will need to synchronize a weight-shift
with a gradual toggle pull toward the inside of the intended turn. The
intensity of the rotation can be controlled by applying a slight brake
line pull with the toggle located on the upper and opposite half side
of the wing.
A paraglider ying at its maximum rotating speed can reach –20 m/s,
equivalent 70 km/h vertical descending speed, and a stabilized spiral
dive will reach from 15 m/s onwards.
These are the reasons why any pilot should become familiar with the
manoeuvre and know how to properly exit it.
To exit this manoeuvre, the inner toggle (down side of the turn) must
progressively be relaxed while momentarily applying tension to the outer
toggle opposite to the turn. The pilot must also weight shift and lean
towards the opposite side of the turn at the same time. This exit needs to
be carried out gradually and smoothly so to feel the ‘G-force’ and adapt
to the speed changes taking place.
When exiting the spiral, the glider will briey experience an asymmetrical
acceleration and dive, depending on how the manoeuvre was carried out.
Practice these movements at sufcient altitude and with moderation.
5.4 SLOW DESCENT TECHNIQUE
Glide normally when using this technique without straining the wing or
pilot, searching for descending (catabatic) air to use while turning as if
climbing in a thermal. Beware of potentially dangerous areas and locate a
suited LZ (Landing Zone) while descending. Safety comes rst!
6. SPECIAL METHODS
6.1 TOWING
The KOYOT 3 does not experience any problem whilst being towed. Only
qualied personnel should handle the certied equipment to carry out
this operation. The wing must be inated similarly as when done during a
normal mountain or ridge takeoff.
6.2 ACROBATIC FLIGHT
Although the KOYOT 3 was tested by expert acrobatic pilots in extreme

13
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 soaring 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.
Forces as high as 4 to 5 G can be exerted on a paragliding wings during
extreme manoeuvres.
Materials will wear more quickly than in normal ight. Gliders subjected
to extreme manoeuvre techniques should be inspected every six months.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
Careful maintenance of your equipment will ensure continued top
performance.
The fabric and the lines do not need to be washed. If they become dirty,
clean them with a soft damp cloth.
If your wing is wet from contact with salt water, immerse it in fresh water
and dry 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 ying in a sandy environment, and sand has accumulated inside the
wing, remove it before packing it away.
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 and UV rays. Do
not leave the gear inside a car trunk, as temperatures can climb up to
60ºC and damage it. Weight should not be laid atop the equipment.
If the ight gear is stored with organic material, such as leaves, grass
or insects trapped inside the cells, the chemical reaction can cause
irreparable damage. Empty the caissons before packing the glider away
and never stow a glider away when wet.
7.3 CHECKS AND CONTROLS
The KOYOT 3 must be periodically serviced. An inspection must be
scheduled every 100 ying hours or every twenty four months whichever
comes rst (EN/LTF normative).
Always conduct a thorough pre-ight check before each takeoff.
If the wing is damaged, you can temporarily repair it by using the ripstop
material included in the repair kit, for as long as no stitching is required to
mend the fabric.
Damaged lines must be repaired immediately. Please refer to the line plan
at the end of this manual.
Any repair should be done by a specialized repair shop and qualied
personnel. Niviuk can not be rendered responsible for any damage
caused by incorrect repairs.
8. SAFETY AND RESPONSIBILITY
It is well known that paragliding is considered a high-risk sport, where
safety depends on the person who is practicing it.

14
Wrong use of this equipment may cause severe injuries to the pilot, or
even death. Manufacturers and dealers cannot be rendered responsible
for your decisions or any act or accident that may result out of
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. GUARANTEE
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 is an activity requiring attention, specic knowledge and
sound judgment. Beware! Learn your skills under the supervision and
guidance of a certied school. Contract a personal insurance and
become a licensed pilot. Be humble when evaluating your prociency
level in respect to weather conditions before deciding on whether or not
to y. Niviuk’s liability coverage is for its product line only. Niviuk can not
be rendered responsible for your own actions. Fly at your risk!

10. TECHNICAL DATA
10.1 TECHNICAL DATA
KOYOT 3 22 24 26 28 31
CELLS NUMBER 36 36 36 36 36
CLOSED 8 8 8 8 8
BOX 27 27 27 27 27
FLAT AREA m222 24 26 28 31
SPAN m 10,44 10,90 11,35 11,77 12,39
ASPECT RATIO 4,95 4,95 4,95 4,95 4,95
PROJECTED AREA m219,04 20,77 22,50 24,23 26,83
SPAN m 8,48 8,86 9,22 9,56 10,06
ASPECT RATIO 3,78 3,78 3,78 3,78 3,78
FLATTENING % 13 13 13 13 13
CORD MAXIMUM m 2,55 2,67 2,78 2,88 3,03
MINIMUM m 0,66 0,69 0,72 0,75 0,79
AVERAGE m 2,11 2,20 2,29 2,38 2,50
LINES TOTAL METERS m 264 276 287 299 315
HEIGHT m 6,59 6,88 7,16 7,43 7,82
NUMBER 206 206 206 206 206
MAIN 2+1/3/4 2+1/3/4 2+1/3/4 2+1/3/4 2+1/3/4
RISERS NUMBER 3 A+A'/B/C A+A'/B/C A+A'/B/C A+A'/B/C A+A'/B/C
TRIMS NO NO NO NO NO
ACCELERATOR m/m 110 110 110 110 110
SPLIT A'S YES YES YES YES YES
TOTAL WEIGHT MINIMUM kg 45 60 75 90 110
IN FLIGHT MAXIMUM kg 73 80 95 115 135
GLIDER WEIGHT kg 4,25 4,54 4,93 5,11 5,40
CERTIFICATION EN/LTF A A A A A
15

10.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE 9017 E25 PORCHER IND (FRANCE)
BOTTOM SURFACE N-20-DMF 36 DOMINICO TEX CO
PROFILES 9017 E29 PORCHER IND (FRANCE)
DIAGONALS 9017 E29 PORCHER IND (FRANCE)
LOOPS LKI - 10 KOLON IND. (KOREA)
REINFORCEMENT LOOPS W-420 D-P (GERMANY)
TRAILING EDGE REINFORCEMENT MYLAR D-P (GERMANY)
REINFORCEMENT RIBS LTN-0.8 STICK SPORTWARE CO. (CHINA)
THREAD SERAFIL 60 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES TNL - 080 TEIJIM LIMITED (JAPAN)
MIDDLE CASCADES TNL - 080 TEIJIM LIMITED (JAPAN)
MIDDLE CASCADES TNL - 140 TEIJIM LIMITED (JAPAN)
MAIN TNL - 220 TEIJIM LIMITED (JAPAN)
MAIN TNL - 280 TEIJIM LIMITED (JAPAN)
MAIN BREAK TNL - 280 TEIJIM LIMITED (JAPAN)
THREAD SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL WD103 COUSIN (FRANCE)
COLOUR INDICATOR 210D TECNI SANGLES (FRANCE)
THREAD V138 COATS (ENGLAND)
MAILLONS MRI4 ANSUNG PRECISION (KOREA)
PULLEYS PY - 1304-2 ANSUNG PRECISION (KOREA)
15
16

10.3 RISERS LAYOUT
17

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
a1
b1
c1
d1
a5 a4 a3 a2
a10
a9
a8 a7 a6
st1
a13
a12
a11
b7 b5
b6
b3 b2
b4
b8
b12
b11
b10 b9
b13
st2
st3
c5 c4 c3 c2
c6
c8 c7
c9
c10
c11
c12
c13
d6 d5 d4 d3 d2
d7
d9 d8
d12 d11 d10
br1
br4 br2
br3
br5
br6
br9 br8 br7
2A1
2A2
2A3
2A4
2A5
2A6
2B1
2B2
2B3
2B4
2B5
2B6
2C1
2C2
2D1
2D2
2C3
2C4
2D3
2D4
2C5
2C6
2D5
2D6
2st1
2st2
ST main
3A1
3B1
3C1
3A2
3B2
3C2
BR1
BR2
BR3
BR main
3A3
3B3
3C3
10.4 LINE PLAN
17
18

10.5 LENGTHS KOYOT 3 22 10.6 LENGTHS KOYOT 3 24
LINES HEIGHT m/m
A B C D br
1 6.328 6.258 6.370 6.503 6.961
2 6.284 6.211 6.305 6.443 6.715
3 6.263 6.189 6.290 6.411 6.668
4 6.311 6.231 6.325 6.442 6.575
5 6.262 6.205 6.305 6.435 6.458
6 6.211 6.153 6.243 6.373 6.472
7 6.198 6.140 6.229 6.353 6.387
8 6.224 6.165 6.263 6.379 6.246
9 6.197 6.143 6.208 6.287 6.069
10 6.135 6.083 6.143 6.222
11 6.050 6.008 6.062 6.118
12 6.023 5.985 6.037 6.087
13 5.785 5.751 5.797
stb 5.669 5.680 5.748
RISERS LENGTH m/m
A A' B C
470 470 470 470 STANDARD
360 360 390 470 ACCELERATED
LINES HEIGHT m/m
A B C D br
1 5.964 5.902 6.005 6.132 6.582
2 5.921 5.855 5.943 6.074 6.345
3 5.900 5.833 5.927 6.042 6.296
4 5.944 5.872 5.959 6.069 6.204
5 5.896 5.842 5.936 6.057 6.092
6 5.847 5.792 5.877 5.998 6.104
7 5.834 5.779 5.862 5.978 6.031
8 5.858 5.802 5.894 6.002 5.892
9 5.831 5.779 5.843 5.919 5.736
10 5.772 5.723 5.781 5.857
11 5.692 5.651 5.704 5.758
12 5.666 5.629 5.679 5.729
13 5.439 5.407 5.451
stb 5.329 5.340 5.405
RISERS LENGTH m/m
A A' B C
470 470 470 470 STANDARD
360 360 390 470 ACCELERATED
19

10.7 LENGTHS KOYOT 3 26 10.8 LENGTHS KOYOT 3 28
LINES HEIGHT m/m
A B C D br
1 6.606 6.534 6.651 6.789 7.290
2 6.561 6.485 6.584 6.728 7.032
3 6.541 6.463 6.569 6.695 6.981
4 6.592 6.509 6.606 6.727 6.883
5 6.542 6.482 6.586 6.720 6.763
6 6.490 6.429 6.521 6.657 6.779
7 6.476 6.416 6.508 6.636 6.701
8 6.503 6.442 6.543 6.664 6.550
9 6.477 6.419 6.488 6.572 6.380
10 6.412 6.358 6.421 6.504
11 6.324 6.281 6.337 6.396
12 6.297 6.258 6.310 6.364
13 6.049 6.014 6.062
stb 5.928 5.940 6.011
RISERS LENGTH m/m
A A' B C
470 470 470 470 STANDARD
360 360 390 470 ACCELERATED
LINES HEIGHT m/m
A B C D br
1 6.873 6.797 6.921 7.065 7.550
2 6.828 6.748 6.853 7.002 7.287
3 6.808 6.726 6.837 6.969 7.238
4 6.861 6.774 6.877 7.003 7.140
5 6.811 6.749 6.857 6.996 7.016
6 6.756 6.694 6.791 6.930 7.032
7 6.743 6.681 6.777 6.910 6.943
8 6.771 6.709 6.814 6.939 6.792
9 6.745 6.686 6.758 6.839 6.603
10 6.678 6.622 6.688 6.769
11 6.588 6.543 6.601 6.663
12 6.559 6.519 6.574 6.630
13 6.303 6.266 6.316
stb 6.177 6.190 6.263
RISERS LENGTH m/m
A A' B C
470 470 470 470 STANDARD
360 360 390 470 ACCELERATED
19
20