Niviuk PEAK 25 User manual

PEAK
USER’S
MANUAL

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NIVIUK GLIDERS C/ DOCTOR CODINA, 29 BAJOS 17165 LA CELLERA DE TER GIRONA - SPAIN
TEL. [phone] FAX [phone]
[email protected] www.niviuk.com
WELCOME
We wish to welcome you to our team and thank you for the confidence, which
you have placed in a NIVIUK Glider.
The PEAK is a completely innovative glider, carefully designed by the NIVIUK
team to achieve new standards in the Serial Class.
The very latest technological innovations which have been used in the design
of the NIVIUK competition wing, the ICEPEAK XP have been also been used
in design of the PEAK. Add to this the passion of our design team and we can
now offer you the ultimate serial glider.
Our aims were to create a serial glider with features as close as possible to
its bigger brother and this has been achieved beyond our wildest dreams. In
the development of the PEAK the NIVIUK team, directed by Olivier Nef, have
achieved performance and stability not yet seen in this category. With an
aspect ratio of 6.6 we feel that the overall qualities of our competition glider
have successfully been transferred to the Serial class.
We are sure that you will enjoy flying this wing and that you will soon find out
the meaning of our slogan:
“Give importance to the small details to make big thing happen”
This is the user manual, which we recommend you take time to read
in detail.
The NIVIUK Gliders Team.
USER’S MANUAL
NIVIUK Gliders PEAK
This manual offers all the necessary information that will familiarize you with
the main characteristics of your new paraglider. Although this manual informs
you about your glider, it does not offer the instruction requirements necessary
for you to be able to pilot this type of wing. Flying instruction can only be
taught at a paragliding school recognised by the Flying Federation of your
country.
Nevertheless we remind you that it is important that you carefully read all the
contents of the manual for your new PEAK glider.
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 5
2.1 CHOOSE THE RIGHT PLACE 5
2.2 PROCEDURE 5
2.3 ASSEMBLY OF THE HARNESS 5
2.4 TYPE OF HARNESS 5
2.5 ASSEMBLY OF THE ACCELERATOR 6
2.6 INSPECTION AND WING INFLATION
ON THE GROUND 6
2.7 ADJUSTING THE BRAKES 6
3. THE FIRST FLIGHT 6
3.1 CHOOSE THE RIGHT PLACE 6
3.2 PREPARATION 6
3.3 FLIGHT PLAN 6
3.4 PRE-FLIGHT CHECK LIST 6
3.5 WING INFLATION, CONTROL, AND
TAKE-OFF 7
3.6 LANDING 7
4. IN FLIGHT 7
4.1 FLYING IN TURBULENCE 7
4.2 POSSIBLE CONFIGURATIONS 7
4.3 USING THE ACCELERATOR 9
4.4 FLYING WITHOUT BRAKE LINES 9
4.5 KNOTS IN FLIGHT 9
5. LOSING HEIGHT 9
5.1 BIG EARS 9
5.2 B-LINE STALL 10
5.3 SPIRAL DIVE 10
6. SPECIAL METHODS 11
6.1 TOWING 11
6.2 ACROBATIC FLIGHT 11
7. FOLDING INSTRUCTIONS 11
8. CARE AND MAINTENANCE 11
8.1 MAINTENANCE 11
8.2 STORAGE 11
8.3 CHECKS AND CONTROLS 12
8.4 REPAIRS 12
9. SAFETY AND RESPONSIBILITY 12
10. GUARANTEE 12
11. TECHNICAL DATA 13
11.1 TECHNICAL DATA 13
11.2 MATERIALS DESCRIPTION 13
11.3 RISER ARRANGEMENT 14
11.4 LINE PLAN 15
11.5 DIMENSIONS PEAK 23 16
11.6 DIMENSIONS PEAK 25 16
11.7 DIMENSIONS PEAK 27 17
11.8 DIMENSIONS PEAK 29 17
11.9 CERTIFICATION SPECIMEN 18

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The PEAK has been designed for experienced pilots that have good flying
knowledge. Designed to take an important place in this category of gliders,
it can be used for pilots that want to do high performances competition but
without renouncing the security of a certified glider. The PEAK has been
particularly designed for the Cross Country fan that wants performance,
confidence and comfort, to be able to enjoy fully his flights.
1.2 CERTIFICATION
The PEAK has been presented at the new European certification EN. All the
commercialized sizes passed all the required tests with excellent results. The
certification results gave the letter D for all the sizes.
The PEAK passed the essential load test of 8g without any problems at
all. This test was carried out in the Swiss Air-Turquoise laboratories in
Switzerland.
Check the homologation results and figures on the last pages of this manual.
1.3 IN-FLIGHT BEHAVIOUR
To create a glider for all, while preserving the flying characteristics of the
ICEPEAK XP (the bigger brother), adapting to the demands of the certification
while respecting the specifications has been possible thanks to the complete
NIVIUK team and the perseverance to get to our goals. Our idea was to give
the pilot a glider that not only gives pure sensation but, above all, the pilot
has to be in complete harmony with the machine by passing clear precise
information and by doing so, offering a perfect analysis of the air mass.
Piloting the PEAK has to be the continuing of our philosophy, accessible
gliders with an intuitive behaviour, but with outstanding performances in its
category.
In thermals, the PEAK shows its undisputable efficiency, way above most
actual gliders. Turning needs a little adaptation time for those that are not
used to fly with an aspect ration of 6.6 and three rows of lines, but once
you know how, you will enjoy precise piloting, responding actively to your
demands. It will make the PEAK your best ally to be on top of the thermal and
to enjoy the performance and speed.
Glide ratio and speed, in these domains the PEAK is outstanding. The PEAK
allows the pilot to feel the information given by the glider and to anticipate
the movements even at high speed where the glider remains solid and
communicative. The accelerator is progressive. In its first half you will feel a
real acceleration without having the impressing of falling out of the sky, the
glider is homogenous, flying fast and far. The second half is pure continuing
speed pleasure up to 100%, if the air mass allows to.
1.4 ASSEMBLY, MATERIALS
The PEAK has all the technological innovations of the other NIVIUK gliders.
Furthermore it disposes of small elements to improve the pilot’s comfort
(Harken pulleys) and to improve the output of the glider (Rigifoil). Very small
pulleys have been fitted on the risers to improve the use of the accelerator,
you will be less tired and have a better feeling of the glider in your feet.
The use of the rigifoil allows reinforcing the leading edge while preventing its
deformation. The airflow is improved on the complete front side of the glider.
The new generation profile is conceived to spread the total load on the three
rows of lines. The chosen materials and line dimensions have minimum air
resistance while respecting the security for the load repartition.
From 170 lines of the PEAK, only 8 are protected and the 162 others are
continuously subjected to the abrasion of our sport. That’s why we advise to
check the lines every 100 hours or every 6 months.
The used fabric, as for the rest of our gamma, has been chosen among the
best fabrics on the market, offering lightness, live span, and resistance while
remaining colour fast.
Not a single millimetre of error is possible in the manufacturing process from
Olivier’s computer to the cutting of the fabric. The cutting is done section by
section in an extremely meticulous manner. The numbering and marking
of the guideline marks is also done in the same meticulous way so avoiding
errors in this critical process.

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The lines are semi-automatically manufactured and all the sewing is finished
under the supervision of our specialists.
The jigsaw puzzle of the assembly process is made easier using this method.
We economize on resources while making the quality control more efficient.
All the different parts of the canopy are cut and assembled under the strict
conditions induced by the automation of the whole process.
All NIVIUK Gliders go through an extremely thorough and efficient final
inspection. Every single line of each glider is measured individually once the
final assembly has concluded.
Each wing is thoroughly inspected at the end of it assembly.
Each glider is packaged following the maintenance and conservation
instructions recommended for the advanced materials. NIVIUK Gliders are
made of first class materials as demanded by the performance, durability,
and homologation requirements of the present-day market.
Information about construction materials is given on the last pages of
this manual.
1.5 ELEMENTS, COMPONENTS
The PEAK is delivered to its owner together with a series of components
that, although not fundamental, do take an important part in the use,
transport and storage of the paraglider. The glider is delivered together with a
rucksack, large enough for all of the equipment to fit inside (195 liters), once
appropriately packed. The rucksack is designed to make transport on foot
as pleasant as possible. The internal bag, intended to protect the PEAK from
possible damage, during storage is also supplied.
The compression strap allows you to keep the glider as good as possible in
the rucksack. Furthermore you will find the accelerator bar that completes
the acceleration gear of the wing, a small fabric repair kit made of auto-
adhesive ripstop, a pair of special handles for more precise piloting and a
user’s manual with the answers all our questions about our new PEAK.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSE THE RIGHT PLACE
We recommend that you unpack and assemble your wing on a schooling
slope or a flat clear area without to much wind and free of obstacles. These
conditions will allow you to carry out all the steps required for you to check
and inflate the NIVIUK PEAK.
We recommend that an instructor or a retailer supervise the entire procedure,
as only they are competent to resolve any doubt in a safe and professional way.
2.2 PROCEDURE
Take the paraglider out of the rucksack, open it and spread it open with the
lines on top of the underside, position the wing as if you were to inflate it.
Check the condition of the fabric and the lines, making sure there are no
abnormalities. Check the maillons, which attach the lines to the risers, are
properly closed. Identify and if necessary disentangle the lines from A, B, and
C risers, the brake lines and the corresponding risers. Make sure that there
are no ties or knots.
2.3 ASSEMBLY OF THE HARNESS
Correctly place the risers on the harness karabiners. The risers and lines
should not have any twists and they should be in the right order. Check that
the harness buckles are correctly locked.
2.4 TYPE OF HARNESS
The PEAK has passed the EN D certification using an ABS type harness. This
certification allows it to be flown with most of the harnesses on the market.
We recommend that you adjust the distance of the chest strap according the
certification. This varies according to the size of the wing.
44 cm for size 23 - 45 cm for size 25 - 46 cm for size 27 and 29.
Any changes made to these specifications may affect the wing’s performance

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and reactions. This would therefore effect the glider’s configuration and
would not conform to the certification.
2.5 ASSEMBLY OF THE ACCELERATOR
The acceleration mechanism of the PEAK works when you push with your
feet on the accelerator bar, this is supplied with the equipment. On delivery
the accelerator bar has not yet been installed and it is recommended that it
is fit by your self before flight. Most harnesses are equipped with a pre-
installed acceleration system. When fitting any accelerator system ensure
that all preinstalled items within the harness, such as roller pulleys are used
correctly. After fitting, take into account that you will have to adjust the length
of the accelerator lines for correct use. This will vary according to the length
of the pilot’s legs!
We recommend that you try the correct fitting of the acceleration system on
equipment designed to do this, most paragliding schools have this sort of
equipment.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
Once you have checked all the equipment and made sure that the wind
conditions are favourable, inflate your PEAK as many times as necessary in
order to become acquainted with the wing’s behaviour. The PEAK inflates
easily and smoothly. An excess of energy is not necessary and the wing will
inflate with minimum pressure on the harness when you move forward. This
may be assisted by using the A lines. Do not pull on them, just accompany
the natural rising movement of the wing. Once the wing is in the 12 o’clock
position, simply apply correct pressure on the brake lines and the PEAK will
sit over your head.
2.7 ADJUSTING THE BRAKES
The length of the main brake lines is adjusted at the factory to the length
established during certification. However, the length can be changed to
adapt to the pilot’s flying style. Nevertheless, we recommend that you fly for
a while with these, set at the original length. This will allow you to become
accustomed to the PEAK and it’s unique flying behaviour. If you then
decide to change the length of the brake lines, untie the knot, slide the line
through the brake link to the desired length, and strongly re-tie the knot.
Qualified personnel should carry out this adjustment. You must ensure that
this adjustment does not slow down the glider without any pilot input. Both
brake lines should be symmetrical and measure the same length. The most
recommended knots are the clove hitch knot or bowline knot.
3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT PLACE
We recommend that the first flight with your PEAK is made on a smooth slope
(a school slope) or in your usual flying area.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 (UNPACKING AND ASSEMBLY)
in order to prepare your PEAK.
3.3 FLIGHT PLAN
Draw out a flight plan before take-off in order to avoid possible flight errors.
3.4 PRE-FLIGHT CHECK LIST
Once you are ready, but before you take-off, carry out another equipment
inspection. Ensure correct installation of all equipment and that all lines are
free of hindrances or knots. Check that the weather conditions are suited for
your flying skills.

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3.5 WING INFLATION, CONTROL, AND TAKE-OFF
Smoothly and progressively inflate the wing (chapter 2.6 INSPECTION AND
WING INFLATION ON THE GROUND). The PEAK inflates easily and does
not require excessive energy. It does not tend to over-take you, so the wing
inflation phase is carried out without anguish. These take off characteristics
provide a perfect control phase and enough time for the pilot to decide
whether to accelerate and take off.
Whenever the wind speed allows it, we recommend a reverse launch
technique, this type of launch allows you to carry out a better visual check
of the wing. The PEAK is especially easy to control in this position in strong
winds. However, wind speeds up to 25 to 30 km/h are considered strong and
extra consideration should be given to any thought of flight.
Preparation and positioning of the wing on the take off is especially important.
Choose a location, which is appropriate for the direction of the wind. Position
the paraglider as if it were part of a large circle, taking into account the shape
of the canopy in flight. All this will assist in a trouble free take-off.
3.6 LANDING
The PEAK lands excellently, it transforms the wing speed into lift on the pilot’s
demand, allowing an enormous margin of error. You will not have to wrap the
brake lines around your hand to get greater braking efficiency.
4. IN FLIGHT
4.1 FLYING IN TURBULENCE
The PEAK has an excellent profile to withstand the very different aero-
logical conditions so allowing the best possible piloting and stability. It reacts
admirably in passive flight, thus offering a high level of safety in turbulent
conditions. Nonetheless, the pilot always has to pilot according to the
prevailing weather conditions, the pilot is the ultimate safety factor.
We recommend active piloting, making the necessary fine adjustments to
keep the wing in control. He/she should stop braking to allow it to fly at
the required wing speed after a correction is made. Do not maintain any
correction for longer than necessary (braked) this would cause the wing to
enter into critical flying situation. Whenever necessary, control a situation,
react to it and then re-establish the required speed.
4.2 POSSIBLE CONFIGURATIONS
We recommend that training to master these manoeuvres be carried out
under the supervision of a competent school.
Asymmetric collapse
In spite of the great stability of the profile of the PEAK, heavy turbulent
conditions may cause part of the wing to collapse asymmetrically. This
usually happens when the pilot has not foreseen this possible reaction of
the wing. When the wing is about to experience an asymmetric collapse the
brake lines and the harness will transmit a loss of pressure to the pilot. To
prevent the collapse from happening, pull the brake line corresponding to the
compromised side of the wing, this will increase the angle of incidence. If the
collapse does happen the PEAK will not react violently, the turn tendency is
very gradual and it is easily controlled. Lean your body towards the side that
is still flying in order to counteract the turn and to maintain a straight course,
if necessary slightly slow down the same side. The collapse will normally open
by itself but if that does not happen, pull completely on the brake line on the
side, which has collapsed (100%). Do this with a firm movement. You may
have to repeat this operation to provoke the re-opening. Take care not to over-
brake on the side that is still flying (turn control) and when the collapse has
been solved, remember to let the wing recover its flying speed.
Symmetric collapse
In normal flying conditions the design of the PEAK ensures that a symmetric
collapse is quite improbable. The profile of the wing has been designed
to widely tolerate extreme changes in the angle of incidence. A symmetric
collapse may occur in heavy turbulent conditions, on entry or exit of strong
thermals or lack of adapting the use of the accelerator to the prevailing air
conditions. Symmetrical collapses usually re-inflate without the glider turning

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but you can symmetrically apply the brake lines with a quick deep pump
to quicken the re-inflation. Release the brake lines immediately to recover
optimum flight speed.
Negative spin
This configuration is out of the normal flight behaviour of the PEAK. Certain
circumstances however, may provoke this configuration such as trying to turn
when the wing is flying at very low speed (while heavily braking). It is not easy
to give any recommendations about this situation since it varies depending
on the circumstances. Remember that you should restore the relative air
speed over the wing. To achieve this, progressively reduce the pressure on
the brake lines and let the wing gain speed. The normal reaction would be
a lateral surge with a turn tendency no greater than 360º before restoring to
normal flight conditions.
Parachutal stall
If it does happen, the feeling would be that the wing would not be advancing,
you would feel a kind of instability and a lack of pressure on the brake lines,
although the canopy would appear to be correctly inflated. The correct
reaction would be to release the pressure on the brake lines and push the A
lines forward or rather lean your body to any side WITHOUT PULLING ON
THE BRAKE LINES.
Deep stall
The possibility of the PEAK falling into this configuration during normal flight
is very unlikely. This could happen if you are flying at a very low speed, whilst
over steering in a number of manoeuvres and in turbulent conditions. To
provoke a deep stall you have to take the wing to minimum flight speed by
symmetrically pulling the brake lines, when you reach this point, continue
pulling until you reach 100% and then hold. The glider will first fall behind
you and then situate itself above you, rocking slightly, depending on how the
manoeuvre was carried out. When you start to provoke a stall, be positive and
do not doubt an instant. Do not release the brake lines when half way through
the manoeuvre. This would cause the glider to surge violently forward with
great energy and may result in the wing below the pilot. It is very important
that the pressure on the brake lines is maintained until the wing is well
established vertical above.
To regain normal flight conditions, progressively and symmetrically release
the brake lines, letting the speed be re-established. When the wing reaches
the maximum advanced position ensure that the brakes are fully released.
The wing will now surge forward, this is necessary so that air speed is
completely restored over the wing. Do not over brake at this point because
the wing needs to recover speed to quit the stall configuration. If you have to
control a possible symmetrical front stall, briefly and symmetrically pull on the
brake lines and let go even when the wing is still ahead of you.
Wing tangle
A wing tangle may happen after an asymmetric collapse, the end of the wing
is trapped between the lines (Cravat). This situation could rapidly cause the
wing to turn, although it depends on the nature of the tangle. The correction
manoeuvres are the same as those applied in the case of an asymmetrical
collapse, control the turn tendency by applying the opposite brake and lean
your body against the turn. Then locate the line that reaches the stabiliser
that is trapped between the other lines. This line has a different colour and
belongs to the external lines of the C riser.
Pull on this line until it is tense, this should help to undo the wing tangle. If
you cannot undo the tangle, fly to the nearest possible landing spot, control
the flying course with your body movements and a little pressure on the
opposite brake. Be careful when attempting to undo a tangle if you are flying
near a mountainside or near to other paragliders, you may lose control of the
flying course and a collision may occur.
Over handling
Most flying incidents are caused by incorrect actions of the pilot, which
chained one after another creates abnormal flying configurations (a cascade
of incidents). You must to remember that over handling the wing will lead to
critical levels of functioning. The PEAK is designed always to try to recover
normal flight by itself, do not try to over handle it.
Generally speaking, the reactions of the wing, which follow over handling, are
neither due to the input made or the intensity, but the length of time the pilot

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continues to over handle. You have to allow the profile to re-establish normal
flight speed after any type of handling.
4.3 USING THE ACCELERATOR
The profile of the PEAK has been designed to fly stable through its entire
speed range. It is useful to accelerate when flying in strong winds or in
extreme descending air. When you accelerate the wing, the profile becomes
more sensitive to possible turbulence and closer to a possible frontal
collapse. If you feel a pressure loss, you should release the pressure on
the accelerator and pull slightly on the brake lines to increase the angle of
incidence. Remember that you have to re-establish the flight speed after
correcting the incidence.
It is NOT recommended to accelerate near to the mountainside or in very
turbulent conditions. If necessary you will have to constantly adjust the
movements and pressure on the accelerator whilst constantly adjusting the
pressure applied to the brake lines. This balance is considered to be “active
piloting.”
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, you cannot use the brake lines of your PEAK you will
have to pilot the wing using the C-risers and your body weight to fly towards
the nearest landing. The C-lines steer easily because they are not under
pressure, you have to be careful not to over handle them causing a stall or
negative turn. To land you have to let the wing fly at full speed and before
reaching the ground you will have to pull symmetrically on both the C-risers.
This braking method is not as effective as using the brake lines so you will
land at a higher speed.
4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to inspect the lines
before you inflate the wing for take-off. If you notice a knot before take off,
immediately stop running and do not take-off.
If you have taken-off with a knot you will have to correct the drift by leaning
on the opposite side of the knot and apply the brake line on that side too. You
can gently try to pull on the brake line to see if the knot becomes unfastened
or try to identify the line with the knot in it. Try to pull the identified line to
see if the knot undoes. Be very careful when trying to remove a knot. When
there are knots in the lines or when they are tangled, do not pull too hard on
the brake lines because there is an increased risk of the wing to stalling or
negative turn being initiated
Before trying to remove a knot, make sure there are no pilots flying nearby
and never try these manoeuvres near the mountainside. If the knot is too tight
and you cannot remove it, carefully and safely fly to the nearest landing place.
5. LOSING HEIGHT
The knowledge of the different descent techniques is an important resource
to use in certain situations. The most adequate descent method will depend
on the particular situation.
We recommend that you learn to use these manoeuvres under the tuition of a
competent school.
5.1 EARS
Big ears are a moderate descent method, reaching –3 or –4 m/s, ground
speed reduces slightly between 3 and 5 km/h and piloting becomes limited.
The angle of incidence and the surface wing load also increases. Push on the
accelerator to restore the wing’s horizontal speed and the angle of incidence.
To pull big ears take the outermost A-lines of both stabilizers as high up as
possible and pull on them outward and downward. The wingtips will fold in.
Let go of the lines and the big ears will re-inflate automatically. If they do not
re-inflate, gently pull on one of the brake lines and then on the opposite one.
We recommend that you re-inflate asymmetrically, not to alter the angle of
incidence, more so if you are flying near the ground or flying in turbulence.

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PLEASE, READ THIS CAREFULLY: RISK OF FULL STALL
1. As can be seen on the EN Certification, the PEAK has a relatively short
brake travel and it should be noted that by reaching for the A3 line to
make big ears it is possible to apply brake pressure without realising it. The
same happens whilst pulling down the A3 line to make the ears. This can
obviously lead to a significant speed decrease.
2. The PEAK has a new high arch concept and applying ears induces
more resistance. With this new arch, the ears don’t stick to the intrados
but they do tend to “hang”. Because of this, there will be more resistance,
compared to ears on a standard glider.
3. Because of the design concept, the PEAK has a low transverse tension,
which results in less pitch. This is good in normal conditions however on
the other hand the glider could get into trouble if it is allowed pitch and
achieve an extreme angle of incidence.
These are 3 particularities, which together with turbulent conditions
could cause an unintentional stall.
The Solution:
Big ears may still be applied but the pilot must be fully aware of the above-
mentioned points and act accordingly. To avoid the stall simply use the
accelerator halfway (this is sufficient) to increase the speed, which naturally
decreases the angle of incidence. In this way you will maintain a safe
margin and avoid this phenomenon.
Take care not to pull the brakes while making the ears !!
Some pilots would say:
“Nothing is better than a good descending air mass to descend safely!”
5.2 B-LINE STALL
When you carry out this manoeuvre, the wing stops flying, it loses all
horizontal speed and you are not in control of the paraglider. The air
circulation over the profile is interrupted and the wing enters into a situation
similar to parachuting.
To carry out this manoeuvre you have to take the B-risers below the maillons
and symmetrically pull both of them down (approx. 20-30cms) and then
hold this position. The initial phase is quite physical (hard resistance)
which means that you will have to pull strongly until the profile of the wing
is deformed, when this happens the required force will then significantly
reduce. To maintain this manoeuvre you must continue to hold the B Lines
in the pulled down position. The wing will then become deformed, horizontal
speed drops to 0 km/h and vertical speed increases to –6 to –8 m/s
depending on the conditions and how the manoeuvre has been performed.
To exit the manoeuvre, simultaneously release both risers, the wing will
then slightly surge forward and then automatically return to normal flight.
It is better to let go of the lines quickly rather than slowly. This is an easy
manoeuvre but you must remember that the wing stops flying, it loses all
horizontal movement and its reactions are very different compared to
normal flight.
5.3 SPIRAL DIVE
This is a more effective way for rapidly losing height. You have to know that,
the wing can gain a lot of speed and the increase in G’s will be substantial.
This can cause a loss of orientation and consciousness (blackouts). These
are the reasons why it is best to carry out this manoeuvre gradually so your
capacity to resist the G forces increases and you will learn to fully appreciate
and understand the manoeuvre. Always practice this manoeuvre when flying
at high altitude.
To start the manoeuvre, first lean your bodyweight and pull the brake line to
the side to which you are leaning. You can regulate the intensity of the turn
by applying a little outside brake.
A paraglider flying at its maximum turn speed can reach –20 m/s, equivalent
70 km/h vertical speed and stabilize in a spiral dive from 15 m/s onwards.
These are the reasons why you should be familiar with the manoeuvre and

11
know how to carry out the exit methods.
To exit this manoeuvre you must progressively release the inside brake and
also momentarily apply outside brake. Whilst doing this you must also lean
your bodyweight towards the outside. This exit manoeuvre has to be carried
out gradually and with smooth movements so you can feel the pressure and
speed changes at the same time.
The after effect of the exit manoeuvre is that the glider will rock briefly with
lateral surge, depending on how the manoeuvre has been carried out.
Practice these movements at sufficient altitude and with moderation.
6. SPECIAL METHODS
6.1 TOWING
The PEAK does not experience any problem whilst being towed. Only
qualified personnel should handle the qualified equipment to carry out this
operation. The wing has to be inflated in the same way as in normal flight.
6.2 ACROBATIC FLIGHT
Although the PEAK has been tested by expert acrobatic pilots in extreme
situations, it HAS NOT been designed for acrobatic flight and we DO
NOT RECOMMEND THE USE OF THIS GLIDER for that use. We consider
acrobatic flight to be any form of piloting that is different to normal flight. To
learn safely how to master acrobatic manoeuvres you should attend lessons,
which are carried out and supervised by a qualified instructor over water.
Extreme manoeuvres take you and your wing to centrifugal forces that can
reach 4 to 5g. Materials will wear more quickly than in normal flight.
7. FOLDING INSTRUCTIONS
The PEAK has a complex leading edge, manufactured using a variety of
different materials. For that reason, the use of a correct folding method is
very important for extending the useful life of your paraglider. It should be
folded like an accordion, with the leading edge reinforcements flat and the
rigifoils positioned one upon the other. This method will ensure that the
profile remains in good shape without altering its form or its performance.
During folding take care not to bend or twist the leading edge rigifoils. The
wing does not have to be tightly folded, if you do so it may damage the
material and or the lines.
8. CARE AND MAINTENANCE
8.1 MAINTENANCE
Careful maintenance of your equipment will ensure continued performance.
The fabric and the lines do not need to be washed, if they become dirty,
clean them gently with a soft damp cloth.
If your wing becomes wet with salty water, immerse it in fresh water and dry it
away from direct sunlight.
The sunlight may damage the materials of your wing and cause premature
aging. Once you have landed, do not leave the wing in the sun, store it
properly.
If you use your wing in a sandy area, try to avoid the sand from entering the
cell openings of the leading edge. If sand is inside the wing, remove it
before folding.
Competition lines, which were used in the past, were more vulnerable to
premature wear and ageing but the new line materials used on the PEAK now
ensure a much longer working life. However they still demand regular checks
with careful attention to wear and tear. We advise a full inspection of the lines
every 100 hours at a specialised paragliding repair centre. Rocks and hard
ground are obviously far more abrasive than grassed areas, that’s why we do
not advise the PEAK for ground handling practice
8.2 STORAGE
It is important that the wing is correctly folded when stored. Store your
flying equipment in a cool, dry place away from solvents, fuels or oils. It
is not advisable to store your flying equipment in the trunk of your car.
Temperatures inside a car parked in the sunlight, can be very high. Inside a

12
rucksack and in the sunlight temperatures can reach 60ºC. Weight should
not be laid on top of the equipment.
8.3 CHECKS AND CONTROLS
You should ensure that your PEAK is periodically serviced and checked at
your local repair centre every 100 hours of use or every 6 months (whichever
happens first). This will guarantee that your PEAK will continue to function
properly and therefore continue fulfilling the homologation certificate results.
As previously mentioned, you should systematically check your lines visually
before each take-off. We strongly advise a complete line check every 6
months.
8.4 REPAIRS
If the wing is damaged, you can temporarily repair it by using the rip stop
found in the repair kit, so long as no stitches are involved in the tear. Any
other type of tear must be repaired in a specialized repair shop or by qualified
personnel. Do not accept a home repair.
9. SAFETY AND RESPONSIBILITY
It is well known that paragliding is considered a high-risk sport, where safety
depends on the person who is practising it.
Wrong use of this equipment may cause severe injuries to the pilot, even
death. Manufacturers and dealers are not responsible for any act or accident
that may be the result of practicing this sport.
You must not use this equipment if you are not trained. Do not take advice or
accept any informal training from anyone who is not properly qualified as a
flight instructor.
10. GUARANTEE
The entire equipment and components are covered by a 2-year guarantee
against any manufacture fault.
The guarantee does not cover misuse or abnormal use of the materials.

13
11. TECHNICAL DATA
11.1 TECHNICAL DATA
PEAK 23 25 27 29
CELLS NUMBER 73 73 73 73
CLOSED 17 17 17 17
BOX 25 25 25 25
FLAT AREA M2 23,5 25 27 29,4
SPAN M 12,45 12,84 13,35 13,92
ASPECT RATIO 6,6 6,6 6,6 6,6
PROJECTED AREA M2 19,22 21,27 22,85 24,85
SPAN M 9,87 10,17 10,56 11
ASPECT RATIO 4,9 4,9 4,9 4,9
FLATTENING % 15% 15% 15% 15%
CORD MAXIMUN M 2,32 2,39 2,48 2,59
MINIMUN M 0,49 0,51 0,53 0,55
AVERAGE M 1,88 1,94 2,02 2,11
LINES TOTAL METERS M 278 286 298 310
HEIGHT M 6,79 7,07 7,38 7,66
NUMBER 170 170 170 170
MAIN 3/3/4 3/3/4 3/3/4 3/3/4
RISERS NUMBER 3 A/B/C A/B/C A/B/C A/B/C
TRIMS - - - -
TOTAL WEIGHT MAXIMUN KG 85 95 110 125
IN FLIGHT MINIMUN KG 70 80 90 105
GLIDER WEIGHT KG 5,9 6,3 6,8 7,4
CERTIFICATION EN-D/ EN-D/ EN-D/ EN-D/
LTF 2-3 LTF 2-3 LTF 2-3 LTF 2-3
11.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE SKYTEX 40 9017 E77A NCV (FRANCE)
BOTTOM SURFACE SKYTEX 40 9017 E77A NCV (FRANCE)
PROFILES SKYTEX 40 9017 E29A NCV (FRANCE)
DIAGONALS SKYTEX 40 9017 E29A NCV (FRANCE)
LOOPS LKI - 13 / LKI - 10 KOLON INDRUSTIAL (KOREA)
REINFORCEMENT LOOPS W-420 D-P (GERMANY)
TRAILING EDGE REINFORCEMENT MYLAR 25 M/M D-P (GERMANY)
RIBS REINFORCEMENTS W-420 D-P (GERMANY)
THREAD SERAFIL 40 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES DC - 060 LIROS (GERMANY)
MIDDLE CASCADES DC - 060 LIROS (GERMANY)
MIDDLE CASCADES PPSL - 120 LIROS (GERMANY)
MIDDLE CASCADES 8000/U - 090 EDELRID (GERMANY)
MAIN GKT - 175 TEIJIN LIMITED (JAPAN)
MAIN 8000/U - 130 EDELRID (GERMANY)
MAIN 8000/U - 090 EDELRID (GERMANY)
MAIN BREAK PPSL - 200 LIROS (GERMANY)
THREAD SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL G-R 22 TECHNI SANGLES (FRANCE)
COLOR INDICATOR PAD TECHNI SANGLES (FRANCE)
THREAD N/F-66 YOUNG CHANG T&C LTD
MAILLONS MRI4 ANSUNG PRECISION (KOREA)
PULLEYS PY-1304 - 2 ANSUNG PRECISION (KOREA)

14
11.3 RISER ARRANGEMENT - PEAK

15
11.4 LINE PLAN - PEAK

16
11.5 DIMENSIONS - PEAK 23
NIVIUK PEAK 23
LINES HEIGHT CM.
A B C BR
1 679,5 672,5 680,5 764,5
2 671,5 665 672 743
3 673,5 667,5 675 725,5
4 672,5 666,5 676,5 720
5 663 658 665 704
6 660 655 662,5 691
7 663 659 669 687,5
8 649,5 646,5 655,5 692
9 638,5 636,5 643 680,5
10 628,5 628 634,5 673
11 623,5 622,5 635 668
12 599,5 598 603,5 667
13 591,5 593 598 671
RISERS LENGTHS CM.
A B C
47 47 47 STANDARD
27 31 ACCELERATED
11.6 DIMENSIONS - PEAK 25
NIVIUK PEAK 25
LINES HEIGHT CM.
A B C BR
1 703,5 697 706 791
2 695,5 689 696,5 769,5
3 697,5 691,5 700 751
4 697 691 700,5 745,5
5 687,5 681,5 689 728,5
6 683 677,5 686 714,5
7 686,5 681,5 692,5 710,5
8 673 669 676,5 716
9 661 658 665 705
10 651,5 649,5 656,5 697,5
11 649 646,5 656 691,5
12 620 618 623,5 690,5
13 611 613 618 695
RISERS LENGTHS CM.
A B C
47 47 47 STANDARD
27 31 ACCELERATED

17
11.7 DIMENSIONS - PEAK 27
NIVIUK PEAK 27
LINES HEIGHT CM.
A B C BR
1 729,5 721 730,5 825,5
2 720,5 713 721 802,5
3 723 716 725,5 783,5
4 721,5 715,5 727 778
5 712 706,5 714,5 760,5
6 707,5 703,5 711 746
7 711,5 707 717,5 741,5
8 697,5 694 703,5 747
9 686 683,5 690,5 735,5
10 675,5 674 682 727,5
11 670 669 682,5 722
12 643,5 641,5 647,5 721
13 634,5 636,5 641,5 725,5
RISERS LENGTHS CM.
A B C
47 47 47 STANDARD
27 31 ACCELERATED
11.8 DIMENSIONS - PEAK 29
NIVIUK PEAK 29
LINES HEIGHT CM.
A B C BR
1 761 753 763 856,5
2 752,5 744,5 753,5 833
3 754,5 747 757,5 812,5
4 753,5 747,5 758,5 807
5 743,5 738 746,5 789
6 740 734,5 743 774
7 743 738,5 750 769
8 728 724,5 735 775,5
9 716 713,5 722,5 762,5
10 705,5 704 713 754
11 699,5 699 713 749
12 672,5 670,5 676,5 748
13 663,5 665,5 671 752,5
RISERS LENGTHS CM.
A B C
47 47 47 STANDARD
27 31 ACCELERATED

18
11.9 CERTIFICATION - SPECIMEN
26
11
Class: D
Accordance with EN standards
926-2:2005 & 926-1:2006
Date of issue (D.M.Y):
PG 095.2007
18.09.2007
MODEL:
NIVIUK Gliders
Peak 23
Configuration during flight tests
Harness used for flight tests (maxi weight)
Maximum total weight in flight:
Minimum total weight in flight:
Weight of the paraglider:
Number of risers:
Type:
Brand name:
Model:
Seat to lowest part
of risers distance:
Distance between top of
connectors centerlines:
Accessories
Range of the speed
system:
Speed range using brakes:
Range of trimmers:
Total speed range with
accessories:
Inspections (whichever happens earlier) :
Serial no: ..........................................................
Date of manufacturing: ....................................
Warning ! before use refer to user 's manual.
Conformity tests according to EN 926-2:2005 & EN 926-1:2006 standards carried out by:
AIR TURQUOISE
Rue de la Poterlaz, 6
Case postale 10
1844 Villeneuve
Switzerland
Tel [phone]
Tel 2 00-41 (0) 78 694 65 66
Fax [phone]
email [email protected]
www.cen.li
85 kg
70 kg
5.9 kg
3
ABS
Sky Paragliders
Axel 2 M
48
44
No17
12 months or 100 flights
MANUFACTURER:
Paraglider
Person or compagny having presented
the glider for testing:
19.22
Projected area: m2
Nef Olivier
For detailed information regarding harness
settings used for flight tests, please refer to
flight tests reports.
cm
cm
cm
cm
km/h km/h
A
B
C
D1 2 3 4 5 6 7 8 9101112131415161718192021222324
x
x
x
xx xxxxx
x
x
xxxx
x
xx
www.niviuk.com
[email protected]
x
xx x--
--
--
--
26
11
Class: D
Accordance with EN standards
926-2:2005 & 926-1:2006
Date of issue (D.M.Y):
PG 090.2007
18.09.2007
MODEL:
NIVIUK Gliders
Peak 25
Configuration during flight tests
Harness used for flight tests (maxi weight)
Maximum total weight in flight:
Minimum total weight in flight:
Weight of the paraglider:
Number of risers:
Type:
Brand name:
Model:
Seat to lowest part
of risers distance:
Distance between top of
connectors centerlines:
Accessories
Range of the speed
system:
Speed range using brakes:
Range of trimmers:
Total speed range with
accessories:
Inspections (whichever happens earlier) :
Serial no: ..........................................................
Date of manufacturing: ....................................
Warning ! before use refer to user 's manual.
Conformity tests according to EN 926-2:2005 & EN 926-1:2006 standards carried out by:
AIR TURQUOISE
Rue de la Poterlaz, 6
Case postale 10
1844 Villeneuve
Switzerland
Tel [phone]
Tel 2 00-41 (0) 78 694 65 66
Fax [phone]
email [email protected]
www.cen.li
80 kg
95 kg
6.3 kg
3
ABS
Sky Paragliders
Axel 2 M
48
45
No17
12 months or 100 flights
MANUFACTURER:
Paraglider
Person or compagny having presented
the glider for testing:
21.27
Projected area: m2
None
For detailed information regarding harness
settings used for flight tests, please refer to
flight tests reports.
cm
cm
cm
cm
km/h km/h
A
B
C
D1 2 3 4 5 6 7 8 9101112131415161718192021222324
xx
x
xx xx
xxxx x
xxxx
x
xx
www.niviuk.com
[email protected]
xxx x--
--
--
--

19
www.niviuk.com
[email protected]
26
11
Class: D
Accordance with EN standards
926-2:2005 & 926-1:2006
Date of issue (D.M.Y):
PG 102.2007
11.11.2007
MODEL:
NIVIUK Gliders
PEAK 27
Configuration during flight tests
Harness used for flight tests (maxi weight)
Maximum total weight in flight:
Minimum total weight in flight:
Weight of the paraglider:
Number of risers:
Type:
Brand name:
Model:
Seat to lowest part
of risers distance:
Distance between top of
connectors centerlines:
Accessories
Range of the speed
system:
Speed range using brakes:
Range of trimmers:
Total speed range with
accessories:
Inspections (whichever happens earlier) :
Serial no: ..........................................................
Date of manufacturing: ....................................
Warning ! before use refer to user 's manual.
Conformity tests according to EN 926-2:2005 & EN 926-1:2006 standards carried out by:
AIR TURQUOISE
Rue de la Poterlaz, 6
Case postale 10
1844 Villeneuve
Switzerland
Tel [phone]
Tel 2 00-41 (0) 78 694 65 66
Fax [phone]
email [email protected]
www.para-test.com
90 kg
110 kg
6.8 kg
3
ABS
Sol Paragliders
Slider L
47
46
No17
12 months or 100 flights
MANUFACTURER:
Paraglider
Person or compagny having presented
the glider for testing:
22.85
Projected area: m2
Nef Olivier
For detailed information regarding harness
settings used for flight tests, please refer to
flight tests reports.
cm
cm
cm
cm
km/h km/h
A
B
C
D1 2 3 4 5 6 7 8 9101112131415161718192021222324
xx
x
xx xxxx
x
x
x
xxxx
x
xx
x--xx --
--
--
x
www.niviuk.com
[email protected]
28
12
Class: D
Accordance with EN standards
926-2:2005 & 926-1:2006
Date of issue (D.M.Y):
PG 105.2007
11.11.2007
MODEL:
NIVIUK Gliders
PEAK 29
Configuration during flight tests
Harness used for flight tests (maxi weight)
Maximum total weight in flight:
Minimum total weight in flight:
Weight of the paraglider:
Number of risers:
Type:
Brand name:
Model:
Seat to lowest part
of risers distance:
Distance between top of
connectors centerlines:
Accessories
Range of the speed
system:
Speed range using brakes:
Range of trimmers:
Total speed range with
accessories:
Inspections (whichever happens earlier) :
Serial no: ..........................................................
Date of manufacturing: ....................................
Warning ! before use refer to user 's manual.
Conformity tests according to EN 926-2:2005 & EN 926-1:2006 standards carried out by:
AIR TURQUOISE
Rue de la Poterlaz, 6
Case postale 10
1844 Villeneuve
Switzerland
Tel [phone]
Tel 2 00-41 (0) 78 694 65 66
Fax [phone]
email [email protected]
www.para-test.com
105 kg
125 kg
7.4 kg
3
ABS
Sol Paragliders
Slider L
47
46
No20
12 months or 100 flights
MANUFACTURER:
Paraglider
Person or compagny having presented
the glider for testing:
24.85
Projected area: m2
Nef Olivier
For detailed information regarding harness
settings used for flight tests, please refer to
flight tests reports.
cm
cm
cm
cm
km/h km/h
A
B
C
D1 2 3 4 5 6 7 8 9101112131415161718192021222324
xx xxx xx
xx
x
x
x
xxxx
x
xx
x
--xx --
--
--
x

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