Niviuk PEAK 6 User manual
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USER MANUAL
WELCOME
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RAISE THE BAR
We welcome you to our team and thank you for the
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paraglider.
We would like you to share the enthusiasm with which
we have created this paraglider and the importance
and care with which we have developed the design
and manufacture of this new model. All this, in order
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your own limits. More performance, with an incredibly
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outstanding handling.
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will soon discover the meaning of our motto:
“The importance of small details to make
great things happen”.
This is the user manual and we recommend you read
it carefully.
Niviuk Gliders & Air Games SL
C/ Del Ter 6 - nave D
/ɞ&HOOHUɞGH7HU*LURQɞ6SDLQ
+34 972 422 878
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www.niviuk.com
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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
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required to fly this type of paraglider. Training
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paragliding school and each country has its
own system of licensing.
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respective countries can determine pilot
competence.
The information in this manual is provided
in order to warn you against adverse flying
situations and potential dangers.
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important to carefully read all the contents of
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Misuse of this equipment could lead to
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and dealers cannot be held responsible for
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of the pilot to ensure the equipment is used
correctly.
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CONTENTS
1. CHARACTERISTICS
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2. UNPACKING AND ASSEMBLY
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3. THE FIRST FLIGHT
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4. IN FLIGHT
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5. LOSING ALTITUDE
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6. SPECIAL METHODS
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7. CARE AND MAINTENANCE
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8. SAFETY AND RESPONSIBILITY
9. GARANTEE
10. ANNEXES
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1.1 WHO IS IT DESIGNED FOR?
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safety in all phases of flight.
1.2 CERTIFICATION
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We recommend pilots read the flight 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.
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turbulence and to pilot errors.
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in turbulent conditions and who accept the consequences of flying with this type of wing.
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1.3 IN-FLIGHT BEHAVIOUR
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handling, to make flying easier for the pilot.
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FDQIRFXVRQSLORWLQJDQGHQMR\LQJWKHIOLJKW$QGZLWKDFWLYHSLORWLQJWDNHDGYDQWDJHRIDOOIDYRXUDEOH
conditions.
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overshooting.
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range of speed for incredible glides.
1.4 TECHNOLOGIES, CONSTRUCTION, MATERIALS
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the current technology and accessories available to improve pilot comfort whilst increasing safety and
performance.
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that we would like to introduce the technologies included in this new model:
RAM Air Intake – The system is characterised by the arrangement of the air inlets, to ensure optimal
maintenance of internal pressure across the the whole range of angles of attack.
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Titanium Technology (TNTƣɞUHYROXWLRQDU\WHFKQLTXHXVLQJWLWDQLXP8VLQJ1LWLQROLQWKHLQWHUQDO
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provides the highest level of protection against deformation, heat or breaks.
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SLE (Structured Leading Edge) ƣ6/(LVWKHDSSOLFDWLRQRI1LWLQROURGVLQWKHOHDGLQJHGJH7KLVWHFKQRORJ\
provides increased strength and stability by maintaining the shape of the aerofoil throughout all phases of
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much more durable over time.
3D Pattern Cut Optimisation (3DP) – this involves placing the fabric of each panel in one direction only,
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keeps its shape better and is much more durable over time.
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3D Leading Edge (3DL) WKLVPHDQVDGMXVWLQJWKHPDWHULDORIWKHOHDGLQJHGJHWRDYRLGEDOORRQLQJDQGWKH
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perfectly uniform, increasing the performance and durability of the glider.
Structured Trailing Edge (STE)WKHDSSOLFDWLRQRI1LWLQROURGVLQWKHWUDLOLQJHGJHPDNHVXSWKH67(7KDQNV
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strength are improved, reducing creases and drag while increasing the performance of the sail.
Drag Reduction Structure (DRS)ƣWKH'56DLPVWRUHGXFHWKHDGYHUVHSUHVVXUHJUDGLHQWDQGGUDJE\
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progressive at the trailing edge. This increases performance without reducing safety and control of the wing.
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reduces the overall weight of the glider and avoids deformation.
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flight comfort.
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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.
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inspection. The canopy is cut and assembled under strict quality control conditions facilitated by the
automation of this process.
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and is covered by our warranty.
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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.
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manufacturer.
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manual.
1.5 ELEMENTS, COMPONENTS
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paraglider:
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facilitates transport of all the equipment comfortably and with plenty of space.
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2.1 CHOOSING THE RIGHT LOCATION
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2.2 PROCEDURE
Take the paraglider out of the rucksack, open and unfold it on the ground with the lines positioned on the
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that there are no knots.
2.3 CONNECTING THE HARNESS
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This colour-coding makes it easier to connect the wing to the correct side and helps prevent pre-flight errors.
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2.4 HARNESS TYPE
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2.5 SPEED-BAR
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pushed using the feet, the wing accelerates. The speed can be regulated by varying the pressure on the bar.
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2.5.2 CHANGING THE RISER CORDS
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which the speed-bar is used causes the cord to wear and you may need to replace them.
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restrictions which is very useful for some models of harnesses.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
After your gear has been thoroughly checked and the weather conditions deemed favourable for flying, inflate
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2.7 ADJUSTING THE BRAKES
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modify the brake length, loosen the knot, slide the line through the brake handle to the desired point and
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When changing the brake length, it is necessary to check that they do not engage when the speed-bar is
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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
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personal preferences, etc.
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To connect it to the harness, please follow the instructions of the harness manufacturer. The
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connection system that is safe may be used.
7
3.1 CHOOSING THE RIGHT LOCATION
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supervising the entire procedure.
3.2 PREPARATION
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3.3 FLIGHT PLAN
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3.4 PRE-FLIGHT CHECK
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of your gear with the wing fully open, the lines untangled and properly laid out on the ground to ensure that all
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3.5 WING INFLATION, CONTROL AND TAKEOFF
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wishes to do so.
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3.6 LANDING
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3.7 PACKING
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,WVKRXOGEHFRQFHUWLQDSDFNHGZLWKWKHOHDGLQJHGJHUHLQIRUFHPHQWVIODWDQGWKHIOH[LEOHURGVVWDFNHGRQH
RQWRSRIWKHRWKHU7KLVPHWKRGZLOONHHSWKHSUROHLQLWVRULJLQDOVKDSHDQGSURWHFWWKHLQWHJULW\RIWKHZLQJ
RYHUWLPH0DNHVXUHWKHUHLQIRUFHPHQWVDUHQRWEHQWRUIROGHG,WVKRXOGQRWEHIROGHGWRRWLJKWO\WRDYRLG
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and integrity of the internal structures in perfect condition.
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that each model requires. This folding system guarantees that both the cloth and the reinforcements of the
internal structure remain in perfect condition.
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manoeuvres.
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VL]HHYHQZLWKLQWKHVDPHVL]HDWPD[LPXPRUPLQLPXPORDGWKHEHKDYLRXUDQGUHDFWLRQVRIWKHZLQJPD\
vary.
Having the knowledge that the testing house provides through the test report is fundamental to learning how
to deal with possible situations.
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8
4.1 FLYING IN TURBULENCE
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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 flying 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.
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action, make the input then re-establish the correct flying speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with the manoeuvres described below, we recommend practising within the environment
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over-steering.
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,QWKHWHVWUHSRUW\RXZLOOQGDOOWKHQHFHVVDU\LQIRUPDWLRQRQKRZWRKDQGOH\RXUQHZZLQJGXULQJHDFKRI
the tested manoeuvres. Having this information is crucial to know how to react during these manoeuvres in
real flight, so you can deal with these situations as safely as possible.
Asymmetric collapse
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YHU\VWURQJWXUEXOHQFHHVSHFLDOO\LI\RXGRQRWIO\DFWLYHO\DQGSUHYHQWWKHFROODSVH,QWKLVFDVHWKHJOLGHU
FRQYH\VɞORVVRISUHVVXUHWKURXJKWKHEUDNHOLQHVDQGWKHKDUQHVV7RSUHYHQWWKHFROODSVHIURPKDSSHQLQJ
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DWWDFN,IWKHFROODSVHGRHVKDSSHQWKH3($.ZLOOQRWUHDFWYLROHQWO\WKHWXUQLQJWHQGHQF\LVJUDGXDODQG
HDVLO\FRQWUROOHG:HLJKWVKLIWWRZDUGWKHRSHQIO\LQJVLGHWKHRSSRVLWHVLGHRIWKHFROODSVHWRNHHSWKH
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RIWKHZLQJVKRXOGWKHQUHFRYHUDQGUHRSHQE\LWVHOI,ILWGRHVQRWWU\WRZHLJKWVKLIWWRZDUGVWKHFROODSVHG
VLGH,IWKLVGRHVQRWUHVROYHWKHLVVXHSXOOWKHEUDNHKDQGOHRQWKHFROODSVHGVLGHGHFLVLYHO\DQGTXLFNO\DOO
WKHZD\GRZQDQGUHOHDVHLWEDFNXSLPPHGLDWHO\<RXPD\KDYHWRUHSHDWWKLVDFWLRQWRSURYRNHWKH
UHRSHQLQJRIWKHFROODSVHGJOLGHUVLGH'RQRWRYHUEUDNHRUVORZGRZQWKHIO\LQJVLGHRIWKHZLQJFRQWURO
WKHWXUQ2QFHWKHFROODSVHGVLGHLVRSHQPDNHVXUH\RXUHWXUQWRQRUPDOIO\LQJVSHHG
Frontal collapse
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SUROHKDVJUHDWEXHULQJDELOLWLHVZKHQGHDOLQJZLWKH[WUHPHLQFLGHQFHFKDQJHV$IURQWDOFROODSVHPD\
RFFXULQVWURQJWXUEXOHQWFRQGLWLRQVHQWHULQJRUH[LWLQJSRZHUIXOWKHUPDOV)URQWDOFROODSVHVXVXDOO\UHLQIODWH
ZLWKRXWWKHJOLGHUWXUQLQJEXWɞV\PPHWULFDOO\DSSOLHGTXLFNEUDNLQJDFWLRQZLWKɞTXLFNGHHSSXPSRIERWK
EUDNHVZLOODFFHOHUDWHWKHUHLQIODWLRQLIQHFHVVDU\5HOHDVHWKHEUDNHOLQHVLPPHGLDWHO\WRUHWXUQWRGHIDXOW
glider air speed.
Negative spin
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PD\SURYRNHɞQHJDWLYHVSLQVXFKDVWU\LQJWRWXUQZKHQIO\LQJDWYHU\ORZDLUVSHHGZKLOVWDSSO\LQJɞORWRI
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QRUPDOZLQJUHDFWLRQZLOOEHWRKDYHɞODWHUDOVXUJHRQWKHUHDFFHOHUDWHGVLGHZLWKɞURWDWLRQQRWJUHDWHUWKDQ
oEHIRUHUHWXUQLQJWRGHIDXOWDLUVSHHGDQGɞVWUDLJKWIOLJKWSDWKWUDMHFWRU\
Parachutal stall
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appears to be fully inflated. To regain normal air speed, release brake line tension symmetrically and manually
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Deep Stall
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WKHEUDNHOLQHVDOOWKHZD\GRZQXQWLOWKHVWDOOSRLQWLVUHDFKHGDQGKHOGWKHUH7KHJOLGHUZLOOUVWSLWFK
rearward and then reposition itself overhead, rocking slightly, depending on how the manoeuvre is done.
9
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important to maintain brake pressure until the glider has returned to its default overhead flying position.
To resume normal flight 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
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DFFHOHUDWHWRSXOODZD\IURPWKHVWDOOFRQJXUDWLRQ,I\RXKDYHWRFRQWUROɞSRVVLEOHIURQWDOFROODSVHEULHIO\
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.
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PDQRHXYUHVWRXVHDUHWKHVDPHDVWKRVHDSSOLHGLQFDVHRIDQDV\PPHWULFFROODSVHFRQWUROWKHWXUQVSLQ
by applying tension on the opposite brake and weight shift opposite to the turn. Then locate the stabilo line
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the outside position of the A-riser.
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possible landing spot, controlling the direction with both weight-shift and the use of the brake opposite to the
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may not be possible to continue on the intended flight path.
Over-controlling
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unpredicted incidents. We should note that the wrong inputs can lead to loss of control of the glider. The
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WLPHWKHSLORWFRQWLQXHVWRRYHUƣFRQWUROWKHZLQJ<RXKDYHWRDOORZWKHJOLGHUWRUHHVWDEOLVKQRUPDOIO\LQJ
speed and attitude after any type of incident.
4.3 ACCELERATED FLIGHT
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FROODSVH,IɞORVVLQLQWHUQDOZLQJSUHVVXUHLVIHOWWHQVLRQRQWKHVSHHGEDUVKRXOGEHUHGXFHGWRɞPLQLPXP
DQGɞVOLJKWSXOORQWKHEUDNHOLQHVLVUHFRPPHQGHGWRLQFUHDVHWKHZLQJƦVLQFLGHQFHDQJOH5HPHPEHUWRUH
establish the air speed after correcting the angle of attack.
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4.4 FLYING WITHOUT BRAKE LINES
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XQGHUVLJQLFDQWWHQVLRQ<RXZLOOKDYHWREHFDUHIXODQGQRWKDQGOHWKHPWRRKHDYLO\LQFDVHWKLVFDXVHVɞ
VWDOORUQHJDWLYHVSLQ7KHZLQJPXVWEHIORZQDWIXOOVSHHGQRWDFFHOHUDWHGGXULQJWKHODQGLQJDSSURDFKDQG
WKH%ULVHUVVKRXOGEHSXOOHGV\PPHWULFDOO\VKRUWO\EHIRUHFRQWDFWZLWKWKHJURXQG7KLVEUDNLQJPHWKRGLVQRW
DVHHFWLYHDVXVLQJWKHEUDNHOLQHVDQGKHQFHWKHZLQJZLOOODQGZLWKɞKLJKHUJURXQGVSHHG
4.5 LINE KNOT(S) IN FLIGHT
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,ILQDGYHUWHQWO\WDNLQJRZLWKɞNQRWWHGOLQHWKHJOLGHUGULIWZLOOQHHGWREHFRPSHQVDWHGE\ZHLJKWVKLIWLQJ
WRWKHRSSRVLWHVLGHDQGDSSO\LQJɞVOLJKWEUDNHSXOOWRWKDWVLGH*HQWO\SXOOWKHEUDNHOLQHWRVHHLIWKHNQRW
FDQEHXQGRQHRUWU\WRORFDWHWKHSUREOHPOLQH7U\SXOOLQJLWWRVHHLIWKHNQRWFDQEHXQGRQH%HZDUHRI
WU\LQJWRFOHDUɞNQRWWHGOLQHRUXQWDQJOHɞOLQHLQIOLJKWZKHQFORVHWRWKHWHUUDLQ,IWKHNQRWLVWRRWLJKWDQG
FDQQRWEHXQGRQHFDUHIXOO\DQGVDIHO\IO\WRWKHQHDUHVWODQGLQJ]RQH%HFDUHIXOGRQRWSXOOWRRKDUGRQWKH
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10
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descent method will depend on the particular situation.
To become familiar with the manoeuvres described below, we recommend practising within the environment
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5.1 BIG EARS
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JURXQGVSHHGE\WRNPK7KHDQJOHRIDWWDFNDQGHHFWLYHZLQJORDGLQJZLOODOVRLQFUHDVHGXHWRWKH
VPDOOHUVXUIDFHDUHɞRIWKHZLQJ
7RSHUIRUPWKH%LJ(DUVPDQRHXYUHWDNHWKHLQQHUPRVW$ƦOLQHRQHDFK$ULVHUDQGVLPXOWDQHRXVO\VPRRWKO\
pull them outward and downward. The wingtips will fold in. To re-establish forward speed and the correct
angle of attack, accelerate once the ears are pulled.
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/HWJRRIWKHOLQHVWRUHLQIODWHWKHWLSVDXWRPDWLFDOO\,IWKH\GRQRWWU\SURJUHVVLYHO\SXOOLQJRQHEUDNH
then the other. Asymmetric reopening is recommended in order to avoid compromising the angle of attack,
particularly flying near the ground or in turbulent conditions.
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speed loss that needs to be recovered by using the speed bar or releasing ears.
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SHUIRUPHGZLWKWKH&OLQH,WZDVGXULQJWKHWHVWLQJRIɞFRPSHWLWLRQSURWRW\SHWKDWLWVFKDUDFWHULVWLFVKLJK
DVSHFWUDWLRDQGɞQHZOLQHGLVWULEXWLRQGLGQRWDOORZ%LJ(DUVWREHSHUIRUPHG
6RPHFXUUHQWWZRRUWKUHHOLQHUVDUHQRWYHU\ZHOOVXLWHGWR%LJ(DUVEHFDXVHWKHULVNLVWRRKLJK0DQ\
DGYDQFHGSLORWVZDQWWRKDYHɞIDVWDQGFRQWUROOHGGHVFHQWWHFKQLTXHDQGWKLVLVZKHQWKLVQHZPDQRHXYUH
FRPHVLQWRSOD\)RUWKLVUHDVRQZHUHFRPPHQGXVLQJWKH&OLQH
7KH%WHFKQLTXHTXLFNO\LQFUHDVHVWKHGHVFHQWUDWHZLWKRXWFDXVLQJWKHGLVDGYDQWDJHVGHVFULEHGDERYH
7KHUHLVDOVRQRULVNRIVWDOOLQJDVWKHGHVFHQWWDNHVSODFHDWɞKLJKVSHHGDWDOOWLPHV
7RSHUIRUPWKLVPDQRHXYUHORFDWHWKH&OLQHDQGGRWKHVDPHPRYHPHQWDV\RXZRXOGGRWRPDNHWKH
HDUVƨSXOOƩWKHOLQHXQWLOWKHZLQJWLSVUHWUDFW$WWKLVSRLQWWKHJOLGHUZLOOVWDUWWRVORZGRZQDQGWKHZLQJWLSVZLOO
KDQJEDFN7KHQWKHVSHHGZLOOEHLQFUHDVHGVOLJKWO\XQWLOLWLVVWDEOHDJDLQDQGɞVLQNUDWHRIWRPVZLOOEH
achieved.
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WXUQLQJXVLQJZHLJKWVKLIW$WWKHUVW\RXZLOOQRWLFHɞGHFUHDVHLQWKHUHODWLYHZLQGDQGɞVOLJKWWLOWWRZDUGVWKH
back of the sail, as if you were going backwards.
/26,1*$/7,78'(
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!
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EUDNHV7KLVFDQREYLRXVO\OHDGWRɞVLJQLFDQWVSHHGGHFUHDVH
,QSDUDJOLGHUVZLWKɞYHU\SURQRXQFHGDUFSXOOLQJELJHDUVPHDQVDQLQFUHDVHLQGUDJ2QɞYHU\DUFKHG
ZLQJWKHHDUVGRQRWIROGWKH\MXVWKDQJ7KHLQFUHDVHRIGUDJLVPRUHSURQRXQFHGWKDQRQZLQJVZLWKɞOHVV
pronounced arc.
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GDPSLQJLVZKDWFDQFDXVHXVWRKDYHSUREOHPVWRUHJDLQQRUPDOIO\LQJVSHHGDIWHUɞKLJKLQFUHDVHRIWKH
angle of attack and the added drag of the ears.
These particularities, together with turbulent thermic conditions, could cause an unintentional stall.
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DFWDFFRUGLQJO\7RDYRLGWKHVWDOOVLPSO\XVHKDOIVSHHGEDUWKLVLVVXFLHQWWRLQFUHDVHWKHVSHHGDQG
GHFUHDVHWKHDQJOHRILQFLGHQFH7KLVVKRXOGDOORZ\RXWRPDLQWDLQVXFLHQWVSHHGWRSUHYHQWWKHVWDOO7DNH
FDUHQRWWRSXOOWKHEUDNHVZKLOHPDNLQJWKHHDUVDVWKLVZLOOPDNHɞVWDOOPRUHOLNHO\
5.2 B3 TECHNIQUE
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11
6.1 TOWING
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KDQGOHWKHFHUWLHGHTXLSPHQWWRFDUU\RXWWKLVRSHUDWLRQ7KHZLQJPXVWEHLQIODWHGVLPLODUO\DVGXULQJɞ
QRUPDOWDNHR
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6LQFHWKHZLQJLVVXEMHFWWRɞVORZDLUVSHHGDQGZLWKɞKLJKSRVLWLYHDQJOHRIDWWDFNZHPXVWPDNHDQ\
FRUUHFWLRQVZLWKɞKLJKGHJUHHRIIHHODQGGHOLFDF\LQRUGHUWRDYRLGɞVWDOO
6.2 ACROBATIC FLIGHT
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GRQRWUHFRPPHQGXVLQJWKLVJOLGHUIRUDFUREDWLFIO\LQJ
:HFRQVLGHUDFUREDWLFIOLJKWVWREHDQ\IRUPRISLORWLQJGLHUHQWWKDQVWDQGDUGIOLJKWV/HDUQLQJDFUREDWLF
PDQRHXYUHVVKRXOGEHFRQGXFWHGXQGHUWKHVXSHUYLVLRQRITXDOLHGLQVWUXFWRUVZLWKLQɞVFKRROHQYLURQPHQW
DQGRYHUZDWHUZLWKDOOVDIHW\UHVFXHHOHPHQWVLQSODFH&HQWULIXJDOIRUFHVDVKLJKDVWRJFDQEHH[HUWHG
RQWKHERG\DQGZLQJGXULQJH[WUHPHPDQRHXYUHV
63(&,$/0(7+2'6
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returning to its normal rate of descent.
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ɞORWRIHDVHLQWXUQV
!3/($6(127(
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VXFLHQWKHLJKW,WLVɞVDIHDQGFRQWUROOHGGHVFHQWWHFKQLTXHZKLFKRQO\QHHGVɞOLWWOHWUDLQLQJ
WREHSHUIRUPHGFRPIRUWDEO\DQGHFLHQWO\
5.3 B-LINE STALL
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5.4 SPIRAL DIVE
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ɞWUHPHQGRXVDPRXQWRIGHVFHQGLQJDQGURWDWLQJVSHHGJIRUFHZKLFKFDQFDXVHɞORVVRIRULHQWDWLRQDQG
FRQVFLRXVQHVVEODFNRXW7KLVPDQRHXYUHPXVWWKHUHIRUHEHGRQHJUDGXDOO\WRLQFUHDVHRQHƦVFDSDFLW\WR
UHVLVWWKHJIRUFHH[HUWHGRQWKHERG\:LWKSUDFWLVH\RXZLOOIXOO\DSSUHFLDWHDQGXQGHUVWDQGLW2QO\SUDFWLVH
this manoeuvre at high altitude and with enough ground clearance.
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intensity of the turn can be controlled by braking slightly using the outer brake handle.
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GHVFHQWDQGZLOOVWDELOLVHLQɞVSLUDOGLYHIURPPVRQZDUGV
*RRGHQRXJKUHDVRQVWRIDPLOLDULVH\RXUVHOIZLWKWKHPDQRHXYUHDQGXQGHUVWDQGKRZWRH[LWLW
7RH[LWWKLVPDQRHXYUHWKHLQQHUEUDNHKDQGOHGRZQVLGHRIWKHWXUQPXVWSURJUHVVLYHO\EHUHOD[HGZKLOH
momentarily applying tension to the outer brake handle opposite to the turn. The pilot must also weight shift
and lean towards the opposite side of the turn at the same time.
7KHH[LWVKRXOGEHSHUIRUPHGJUDGXDOO\DQGVPRRWKO\VRWKDWWKHFKDQJHVLQSUHVVXUHDQGVSHHGFDQEH
noted.
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how the manoeuvre was carried out.
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5.5 SLOW DESCENT TECHNIQUE
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&RPPRQVHQVHKDVWREHXVHGWRDYRLGGDQJHURXVDUHDVRIURWRUZKHQORRNLQJIRUGHVFHQGLQJDLU6DIHW\UVW
12
7.3 CHECKS AND INSPECTIONS
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:HVWURQJO\UHFRPPHQGWKDWDQ\UHSDLUVVKRXOGEHGRQHLQɞVSHFLDOLVWUHSDLUVKRSE\TXDOLHGSHUVRQQHO
7KLVZLOOJXDUDQWHHWKHDLUZRUWKLQHVVDQGFRQWLQXHGFHUWLFDWLRQRI\RXU3($.
A thorough pre-flight check must be performed before every flight.
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VWUHQJWKLVJXDUDQWHHGDQGWKHLUUHVLVWDQFHWR89LVRQHRIWKHKLJKHVWLQWKLVW\SHRIOLQHV
7.1 MAINTENANCE
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checks, we recommend actively maintaining your equipment.
A pre-flight check is obligatory before each flight.
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should inspect these and act accordingly.
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ZLWKWKHODWHVWWHFKQRORJLFDODGYDQFHVJDLQHGIURPWKHH[SHULHQFHRIRXU5'WHDP7KDQNVWRWKHVHQHZ
technologies, paragliders are gaining more safety and performance, which requires greater care of the
materials.
!
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it is critical to avoid any kind of impact or dragging the leading edge on the ground. This part is
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hitting the leading edge can cause serious damage to the fabric, which is much more complicated
and costly to repair.
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XVLQJRQO\ZDWHU'RQRWXVHGHWHUJHQWVRURWKHUFKHPLFDOV
,I\RXUZLQJLVZHWIURPFRQWDFWZLWKZDWHUSODFHLWLQɞGU\DUHDDLULWDQGNHHSLWDZD\IURPGLUHFWVXQOLJKW
'LUHFWVXQOLJKWPD\GDPDJHWKHZLQJƦVPDWHULDOVDQGFDXVHSUHPDWXUHDJLQJ$IWHUODQGLQJGRQRWOHDYHWKH
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,I\RXIO\LQVDQG\DUHDVDYRLGJHWWLQJVDQGLQWKHFHOOVRUGRZQLQWRWKHWUDLOLQJHGJH$WWKHHQGRIWKHIOLJKW
empty any sand that is in your wing. The openings at the end of the wingtips make this much easier.
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7.2 STORAGE
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solvents, fuels, oils.
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WHPSHUDWXUHVXSWRo&
Weight should not be laid on top of the equipment.
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,QFDVHRIORQJWHUPVWRUDJHLWLVDGYLVDEOHLISRVVLEOHWKDWWKHZLQJLVQRWFRPSUHVVHGDQGLWVKRXOGEH
VWRUHGORRVHO\ZLWKRXWGLUHFWFRQWDFWZLWKWKHJURXQG+XPLGLW\DQGKHDWLQJFDQKDYHDQDGYHUVHHHFWRQ
the equipment.
13
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NQRWVDQGVLPSOLHVOLQHVRUWLQJEHIRUHIO\LQJ
+RZHYHUWRPDLQWDLQWKHZLQJƦVVWDQGDUGSHUIRUPDQFHLWLVQHFHVVDU\WRNHHSWKHWULPFRQVWDQWO\DGMXVWHG
*HQHUDOO\VSHDNLQJOLQHOHQJWKVFKDQJHDVWKHJOLGHULVXVHG)RUWKLVUHDVRQZHUHFRPPHQGɞWULPFKHFN
DIWHUDSSUR[LPDWHO\WKHUVWKRXUVRIIOLJKW7KHKRXUVRUDFWLRQVWREHWDNHQWRUHSDLUWKHOLQHVPD\YDU\
for each glider, depending on the conditions of each flying area, climatic conditions, temperature, humidity,
type of terrain, wing loading, etc.
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we have the necessary information to be able to know the real behaviour of the lines. With this knowledge we
can keep our gliders in the optimum condition for more flights without any loss of performance due to use.
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PRGHOVVXFKDVWKH3($.WKHZLQJVDUHGHOLYHUHGDVVWDQGDUGZLWKORRSVDOUHDG\LQVWDOOHG7KHVHORRSV
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SHUIRUPHGLQGLYLGXDO\IRUHDFKZLQJFRQFHUQHGDVɞUHVXOWRIDQDQDO\VLVFDUULHGRXWE\VSHFLDOLVHGDQG
authorised personnel.
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7.4 REPAIRS
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kit, as long as no stitching is required to mend the fabric.
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'DPDJHGOLQHVPXVWEHUHSDLUHGRUH[FKDQJHGLPPHGLDWHO\
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KWWSVQLYLXNFRPQLYLXNVHUYLFH
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14
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where safety depends on the person who is practicing it.
,QFRUUHFWXVHRIWKLVHTXLSPHQWPD\FDXVHVHYHUHOLIHFKDQJLQJLQMXULHVWRWKHSLORWRU
even death.
Manufacturers and dealers cannot be held responsible for your decisions, actions or
accidents that may result from participating in this sport.
<RXPXVWQRWXVHWKLVHTXLSPHQWLI\RXKDYHQRWEHHQSURSHUO\WUDLQHGWRXVHLW'RQRW
WDNHDGYLFHRUDFFHSWDQ\LQIRUPDOWUDLQLQJIURPDQ\RQHZKRLVQRWSURSHUO\TXDOLHGDVɞ
flight instructor.
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manufacturing defect.
The warranty does not cover misuse of the equipment.
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FHUWLFDWLRQ
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inspection.
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15
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COLORS
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10.1 TECHNICAL SPECIFICATIONS
m2
m2
m
m
m
mm
kg
kg
kg
Cells
Aspect ratio
$UHɞ
Span
Chord
Lines
Risers
Glider weight
Total weight in flight
Opt. weight in flight
&HUWLFDWLRQ
1XPEHU
)ODW
3URMHFWHG
)ODW
3URMHFWHG
)ODW
0D[
Total
Main
1XPEHU
6SHHGEDU
0LQ0D[
0LQ0D[
80
20,5
17,55
11,89
2,2
198
$$u%
140
4,8
70-85
78-82
(1/7)'
80
22
18,83
12,32
2,28
205
$$u%
5
80-98
89-94
(1/7)'
80
23,7
20,29
12,79
213
$$u%
175
5,3
92-110
104-107
(1/7)'
80
21,83
13,27
2,45
224
$$u%
175
105-125
115-120
(1/7)'
21 22 24 26
16
&$123< )$%5,&&2'( SUPPLIER
UPPER SURFACE '0)1'0) '20,1,&27(;&2ͺ.25($ͻ
BOTTOM SURFACE (+ 325&+(5,1'ͺ)5$1&(ͻ
PROFILES ')0)0 '20,1,&27(;&2ͺ.25($ͻ
DIAGONALS ')0)0 '20,1,&27(;&2ͺ.25($ͻ
LOOPS /.,Ό .2/21,1'ͺ.25($ͻ
REINFORCEMENT LOOPS '$&5215,36723 'Ό3ͺ*(50$1<ͻ
TRAILING EDGE REINFORCEMENT MYLAR 'Ό3ͺ*(50$1<ͻ
RIBS REINFORCEMENT /71Ό67,&. SPORTWARE CO.CHINA
THREAD 6(5$),/ $0$1ͺ*(50$1<ͻ
SUSPENSION LINES )$%5,&&2'( SUPPLIER
UPPER CASCADES '&Ό /,526*0+%ͺ*(50$1<ͻ
UPPER CASCADES '&Ό /,526*0+%ͺ*(50$1<ͻ
UPPER CASCADES '&Ό /,526*0+%ͺ*(50$1<ͻ
UPPER CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
UPPER CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
MIDDLE CASCADES '&Ό /,526*0+%ͺ*(50$1<ͻ
MIDDLE CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
MIDDLE CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
MIDDLE CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
MIDDLE CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
MIDDLE CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
MIDDLE CASCADES $Ό8 ('(/5,'ͺ*(50$1<ͻ
MAIN $Ό8 ('(/5,'ͺ*(50$1<ͻ
MAIN $Ό8 ('(/5,'ͺ*(50$1<ͻ
MAIN $Ό8 ('(/5,'ͺ*(50$1<ͻ
MAIN $Ό8 ('(/5,'ͺ*(50$1<ͻ
MAIN $Ό8 ('(/5,'ͺ*(50$1<ͻ
MAIN BREAK 7$5 $;Ό ('(/5,'ͺ*(50$1<ͻ
THREAD 6(5$),/ $0$1ͺ*(50$1<ͻ
RISERS )$%5,&&2'( SUPPLIER
MATERIAL &286,1ͺ)5$1&(ͻ
COLOR INDICATOR ' 7(&1,6$1*/(6ͺ)5$1&(ͻ
THREAD 9 &2$76ͺ(1*/$1'ͻ
MAILLONS $1681*35(&,6,21ͺ.25($ͻ
PULLEYS 5) 52167$1ͺ$8675$/,$ͻ
10.2 MATERIALS TECHNICAL DATA
17
a1
b1
c1
d1
A1
A2
a2
b2
2a1
2a2
a3
b3
a4
b4
A3
A4
3a1
a5
b5
a6
b6
A5
A6
2a3
2a4
A7
A8
a8
b8
a7
b7
3a2
a9
a10
a11
a12
a13
a14
a15
A9
A10
stab
3a3
2a5
c14
c15
c13 c12 c11
c10 c9
d10 d9
C9
C10
3c3
c5
c6
c7
c8
d5
d6
d7
d8
C5
C6
C7
C8
2c3
2c4
3c2
c2
c3
c4
d2
d3
d4
C1
C2
C3
C4
2c1
2c2
3c1
br1
br2
br3
br4
br5
br6
br7
br8
br9
br10
br11
br12
br13
2BR1
2BR2
2BR3
2BR4
2BR6
2BR5
3BR1
3BR3
3BR2
brmain
br5.1
/,1(3/$1
6SHFLDOFRQJXUDWLRQRQOLQHV
3c1 – 3c2 – 3c3
The 3c1 - 3c2 - 3c3 lines are
connected to the maillon by means of
ɞODUNƦVIRRWFORYHKLWFK
6HHGLDJUDP
7KHODUNƦVIRRWFORYHKLWFKLVXVHGWR
DGMXVWWKHWULPWRWKHSUHVHWUDQJH7KH
ORRSZLOODOORZUHDGMXVWPHQWRIWKHWULP
due to use, stretching or shrinking.
)DLOXUHWRPDNHWKLVORRSFRPSURPLVHV
the trim of the wing and the safety of
the pilot.
18
10.4 RISER PLAN
19
Peak 6 - 21 Peak 6 - 22
AB C 'BR
17328 7299 7322 7419 7602
27241 7211 7200 7298 7330
37224 7194 7182 7278 7227
47264 7236 7261 7346 7293
57175 7149 7154 7235 7110
67061 7036 7019 7092 6922
76992 6968 6961 7028 6855
86976 6958 6993 7050 6923
96790 6783 6843 6779
10 6694 6686 674 5 6667
11 6630 6636 6600
12 6574 6604 6597
13 6594 6667 6672
14 6482 6504
15 6459 6495
5,6(56/(1*+7PP
AA’ B
500 500 500 67$1'$5'
360 405 500 $&&(/(5$7('
AB C 'BR
17585 7556 7592 7695 7886
27496 746 5 74 66 7570 7604
37478 74 4 8 74 51 7551 7498
47519 7492 7532 7622 7567
5743 0 7404 7418 7504 7377
67313 7287 7278 7355 7182
77240 7216 7219 7290 7113
87224 7207 7252 7313 7185
97042 7039 7100 7037
10 6943 6939 7000 6922
11 6878 6888 6853
12 6818 6856 6850
13 6839 6921 6928
14 6719 674 4
15 6696 6735
5,6(56/(1*+7PP
AA’ B
500 500 500 67$1'$5'
335 380 500 $&&(/(5$7('
/,1(6+(,*+75,6(5PP /,1(6+(,*+75,6(5PP
10.5 LINE MEASUREMENTS 10.6 LINE MEASUREMENTS
20
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