Niviuk TAKOO 5 User manual

TAKOO 5
User’s manual

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NIVIUK GLIDERS & AIR GAMES SL C/ DEL TER 6, NAVE D 17165 LA CELLERA DE TER - GIRONA - SPAIN
TEL. [phone] FAX [phone]
[email protected] www.niviuk.com
TAKOO 5
IT’S TIME TO GET CLOSER
We wish to welcome you to our team and thank you for your condence in
our glider product line.
We would like to share the enthusiasm with which we created the TAKOO
5 and the importance and care we took in the design and manufacture of
this new model in order to offer maximum pleasure on every ight with a
Niviuk glider.
The fth generation of the Takoo marks the end of distancing between pilot
and passenger. A stable, safe wing with excellent maneuverability to satisfy
the demands of both adventurers.
We are condent you will enjoy ying this glider and will soon discover the
meaning of our motto:
“The importance of small details”.
This is the user manual and we recommend you read it carefully.
The Niviuk Team.
end you read it carefully.
The NIVIUK Gliders Team.
USER’S MANUAL
NIVIUK Gliders TAKOO 5
This manual provides you with the necessary information on the main
characteristics of your new TAKOO 5.
Whilst it provides information on the wing, it cannot be viewed as an
instructional handbook and does not offer the training required to y
this type of paraglider. Training can only be undertaken at a certied
paragliding school and each country has its own system of licensing.
Only the aeronautical authorities of respective countries can determine
pilot competence.
The information in this manual is provided in order to warn you against
adverse ying situations and potential dangers.
Equally, we would like to remind you that it is important to carefully read all
the contents of your new TAKOO 5 manual.
Misuse of this equipment could lead to severe injuries or death. The
manufacturers and dealers cannot be held responsible for misuse of the
paraglider. It is the responsibility of the pilot to ensure the equipment is
used correctly.

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SUMMARY
WELCOME 2
USER’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 5
1.5 ELEMENTS, COMPONENTS 6
2. UNPACKING AND ASSEMBLY 6
2.1 CHOOSE THE RIGHT LOCATION 6
2.2 PROCEDURE 6
2.3 CONNECTING THE HARNESS 7
2.4 TYPE OF HARNESS 7
2.5 TRIMMERS 7
2.6 INSPECTION AND WING
INFLATION ON THE GROUND 8
2.7 ADJUSTING THE BRAKES 9
3. THE FIRST FLIGHT 9
3.1 CHOOSE THE RIGHT PLACE 9
3.2 PREPARATION 9
3.3 FLIGHT PLAN 9
3.4 PRE-FLIGHT CHECK LIST 9
3.5 WING INFLATION, CONTROL,
AND TAKE-OFF 9
3.6 LANDING 9
3.7 PACKING 9
4. IN FLIGHT 10
4.1 FLYING IN TURBULENCE 10
4.2 POSSIBLE CONFIGURATIONS 11
4.3 ACCELERATED FLIGHT 12
4.4 FLYING WITHOUT BRAKE LINES 12
4.5 KNOT(S) IN FLIGHT 12
5. LOSING ALTITUD 13
5.1 EAR LOCK SYSTEM 13
5.2 B-LINE STALL 14
5.3 SPIRAL DIVE 15
5.4 SLOW DESCENT THECNIQUE 15
6. SPECIAL METHODS 16
6.1 TOWING 16
6.2 ACROBATIC FLIGHT 16
7. FOLDING INSTRUCTIONS 16
7.1 MANTINANCE 16
7.2 STORAGE 17
7.3 CHECK AND INSPECTION 17
7.4 REPAIRS 17
8. SAFETY AND RESPONSABILITY 18
9. GUARANTEE 18
10. ANNEXES 18
10.1 TECHNICAL DATA 20
10.2 MATERIALS DESCRIPTION 21
10.3 RISERS PLAN 22
10.4 SUSPENSION PLAN 23
10.5 DIMENSIONS TAKOO 5 39 24
10.6 DIMENSIONS TAKOO 5 42 24
10.6 DIMENSIONS TAKOO 5 44 25
10.10 CERTIFICATION SPECIMEN TEST 27

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
Commercial tandem ights:
A tandem wing designed to satisfy the most exacting professional dual
pilots. Its durability and performance make this a glider that you will not
want to part with.
Recreational ights:
Experience a tandem wing as you never imagined it and let yourself be
carried away by its supreme comfort and stability. Enjoy each ight with a
tandem that adapts perfectly to your needs and those of your passenger.
1.2 CERTIFICATION
The paraglider has been submitted for the European EN and LTF
certication. All certication tests were performed at the Swiss testing
house Air Turquoise.
All sizes passed the load, shock and ight tests.
The load test proved that the wing can withstand the stipulated 8G.
The shock test proved that the wing can resist 1200 daN of force.
The ight test resulted in the following certication for all sizes:
EN B
LTF B
We recommend that only pilots who are familiar with gliders of this
certication or above y this paraglider.
Only the aeronautical authorities of respective countries can determine
pilot competence.
We recommend pilots read the ight test report carefully,
especially the comments of the test pilot. The report contains all the
necessary information on how the paraglider reacts during each of the
tested manoeuvres.
It is important to note that different size wings will react differently during
manoeuvres. Even within the same size, at maximum or minimum load,
the behaviour and reactions of the wing may vary.
- Description of EN B class wing characteristics:
Paragliders with a high degree of passive safety and very forgiving ight
characteristics. Gliders with high collapse resistance outside normal
ight.
- Description of the skills required by the pilot to y an EN B wing:
Designed for all pilots, including pilots under instruction.
For further information on the ight test and the corresponding
certication number, please see the nal pages of this manual or see
niviuk.com.
1.3 IN-FLIGHT BEHAIVOR
The TAKOO 5 features a more robust internal structure with an improved
load distribution at the attachment points. It has an optimised light and
responsive brake system for improved turning.
Regarding the take off, it inates more progressively and will take the
weight of pilot and passenger immediately. At the end of the ight, its
excellent speed retention ensures smooth and safe landings.
The TAKOO 5 has a high degree of pitch stability; increasing passenger

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comfort by decreasing the transmission of movements from the wing to
the passenger
1.4 CONSTRUCTION, MATERIALS
The TAKOO 5 has all the technological innovations used on other Niviuk
gliders and is built with the most careful selection of current materials. It
has all the current technology and accessories available to improve pilot
comfort whilst increasing safety and performance.
In the design of all Niviuk products the team aims to ensure development
and continuous improvement. The technologies developed in recent
years have allowed us to develop greater, better wings.
It is in this context that we would like to introduce the technologies
included in this new model.
RAM - The Ram Air Intake 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. The result? Having
greater internal pressure means better tolerance of turbulence, greater
consistency of the prole shape across the speed range; excellent
handling at low speed is achieved by allowing the pilot to extend the
braking limit, there is a lower risk of collapse and consequently, greater
control and safety.
TNT (Titanium Technology) - Nitinol is a combination of 50% nickel and
50% titanium. This technology provides three outstanding benets that
increase the performance of the wing, compared to plastic rods. *With
the incorporation of the Nitinol rods, the weight of the wing is reduced by
13% compared to nylon.
*Nitinol has closely related properties. It has shape memory and
enormous elasticity. This means that the rods maintain their optimum
shape even after ultra-compact or bad folding, so that the wing does not
suffer from deformation unless the radius at the point of bending is less
than 1 cm.
*The leading edge shape is much more rigid and uniform. This means a
much more consistent and progressive ination; which translates into an
easier take-off. The prole is taut at all times, without creases or wrinkles,
and fully optimised for all ight phases.
In addition, the rods have a plastic protector at their ends to prevent any
damage to the fabric of the wing. Nitinol is now featured in all our wings.
SLE (Structured Leading Edge) - The SLE is a rigid structure located at
the leading edge of the wing that eliminates the need for old-fashioned
mylar reinforcements in this area, thus reducing the weight and
increasing the durability of the wing. The leading edge will also have
better turbulence absorbing qualities. In addition, the SLE provides
greater solidity and strength in the leading edge to maintain its shape at
all speeds and angles of attack, thus increasing performance.
3DP (3D Pattern Cut Optimization) - This technology seeks to
implement the best orientation of the cloth on each panel according to
its location on the leading edge. If the cloth pattern is correctly aligned
with the load axes, the cloth suffers less deformation ight after ight, so
the leading edge keeps its shape better and maintains its durability over
time. The design of our paraglider and paramotor wings has evolved a lot
over the years, signicantly affecting the leading edge.
The application of this innovation, in conjunction with the 3DL, is key to
converting the perfect shape from 2D to 3D.
3DL (3D Leading Edge) - 3DL technology is an adjustment of the fabric
at the leading edge of the wing to control the ballooning and the creases
that are generated by the curvature in this area. The leading edge is
then divided into sub-panels which are sewn into each of the cells at
the front of the wing. As a result, the leading edge of the wing is more
evenly tensioned, which benets the wing in performance and durability.
As an example, because of its similarity, imagine a rugby ball. In order to
produce its characteristic oval shape without wrinkles, its cover is made

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of several panels - not of just one piece.
The application of this innovation, in conjunction with the 3DP, is key to
converting the perfect shape from 2D to 3D.
STE (Structured Trailing Edge) - The STE provides a rigid structure
at the trailing edge in order to maintain its shape in accelerated ight.
In addition, the rigidity provided by these elements improves the load
distribution, reducing wrinkles, and consequently drag, and therefore
ensuring better performance.
DRS (Drag Reduction Structure) - With the application of the DRS,
the airow at the trailing edge is directed more progressively along the
adverse pressure gradient with the aim of reducing the aerodynamic drag
produced in this area. This increases performance without compromising
safety or control of the wing.
ELS (Ear Lock System) - On a solo glider when the pilot has pulled
big ears, they can only y using weight-shift. On a tandem paraglider,
although with the help of the passenger it is possible to achieve some
control, in most cases this is insufcient when it is really needed. This is
why Niviuk developed the ELS.
The Ear Lock System is standard equipment on the Takoo. This system
provides a simple and effective solution for the tandem/dual pilot when
quick descents are required with the use of ears.
ELS system advantages:
- Enables the pilot to lock and unlock the ears as desired.
- Gives full control to the pilot with the ears applied.
- Lets the pilot use the ears as long as necessary with no physical effort
at all.
- Allows the pilot to use the trimmers without concern or restriction.
- Locks in the ears and prevents accidental opening.
- Still allows the conventional application of ears (it is optional)
- Can easily be uninstalled without affecting the rest of the equipment.
To use the Ear Lock System, simply pull the ear lock line downward until
the knot passes through the ELS (lock system); then move it slightly
horizontally forward, locking the knot in the groove. To release, pull the
ear lock line down and release the knot from the groove. Then guide
it vertically as it goes upward and back through the ELS. It is better to
release the two ears separately (asymmetrically).
The use of these technologies is a big technological leap forward in
building wings and a big improvement in ight comfort.
For the construction process of the TAKOO 5 we use the same criteria,
quality controls and manufacturing processes as in the rest of our range.
From Olivier Nef’s computer to fabric cutting, the operation does not
allow for even a millimetre of error. The cutting of each wing component
is performed by a rigorous, extremely meticulous, automated computer
laser-cutting robotic arm.
This program also paints the guideline markers and numbers on each
individual fabric piece, thus avoiding errors during this delicate process.
The jigsaw puzzle assembly is made easier using this method and
optimises the operation while making the quality control more efcient.
All Niviuk gliders go through an extremely thorough and detailed nal
inspection. The canopy is cut and assembled under strict quality control
conditions facilitated by the automation of this process.
Every wing is individually checked with a nal visual inspection.
The fabric used to manufacture the glider is light, resistant and durable.
The fabric will not fade and is covered by our warranty.
The upper-lines are made from sheathed Dyneema and the rest are made
of sheathed Kevlar.
The line diameter has been calculated depending on the workload and
aims to achieve the required best performance with the least drag. The
sheath protects the line cores from UV-rays and abrasions.
The lines are semi-automatically cut to length and all the sewing is
completed under the supervision of our specialists.

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Every line is checked and measured once the nal assembly is
concluded.
Each glider is packed following specic maintenance instructions as
recommended by the fabric manufacturer.
Niviuk gliders are made of premium materials that meet the requirements
of performance, durability and certication that the current market
demands.
Information about the various materials used to manufacture the wing
can be viewed in the nal pages of this manual.
1.5 ELEMENTS, COMPONENTS
The TAKOO 5 is delivered with a series of accessories that will greatly
assist you in the maintenance of your paraglider:
- Spreader-bars, soft or rigid, 25cm/15cm.
- A Kargo bag. This bag is large enough to hold all equipment
comfortably and with plenty of space.
- An inner bag to protect the wing during storage and transport.
- An adjustable compression strap to compress the inner bag and reduce
its volume.
- A repair kit with self-adhesive Ripstop tape and spare O-rings to protect
the maillons.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSING THE RIGHT LOCATION.
We recommend unpacking and assembling the wing on a training hill or
a at clear area without too much wind and free of obstacles. It will help
you to carry out all the recommended steps required to check and inate
the TAKOO 5.
2.2 PROCEDURE
Take the paraglider out of the rucksack, open and unfold it on the ground
with the lines positioned on the undersurface, oriented in the direction
of ination. Check the condition of the fabric and the lines for defects.
Check the maillons/IKS connecting the lines to the risers to make sure
they are fully closed and tightened. Identify, and if necessary untangle,
the A, B, C, D - lines the brake lines and corresponding risers. Make sure
that there are no knots.
2.3 CONNECTING THE HARNESS
The TAKOO 5 risers are colour-coded.
- Right: green
- Left: red
This colour-coding makes it easier to connect the wing to the correct
side and helps prevent pre-ight errors.
Correctly connect the risers to the attachment points so that the risers
and lines are correctly ordered and free of twists. Check that the IKS or
carabiners are properly fastened and securely locked.
2.4 TYPE OF HARNESS
The TAKOO 5 was certied EN B when tested with harnesses which

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conformed to the following norms:
2. DV LuftGerPV §1, Nr. 7 c (LTF)
• European Standard EN926-2
• European Standard EN926-1
We recommend that both the pilot and passenger only use harness
designed specically for tandem ying.
2.5 TRIMMERS
The TAKOO 5 speed system is engaged when the trimmers are opened.
The trimmers are situated on the D-riser. The efciency of this new
system provides a much wider range of speeds than was possible
with the previous TAKOOs. To reduce speed, the trimmers must be
closed until they are adjusted to the desired speed. The travel of this
acceleration system starts from the neutral position until the maximum
speed, when it is fully opened and conversely, the same up to the neutral
point when it is closed.
We recommend the trimmers are set in the neutral position during take
off. However, sometimes the circumstances of the take off require
releasing the trimmers to adjust the speed of the wing ination. The
greater distance the trimmers are released, the faster the wing will inate
and, consequently, the pilot will have to exert more control over the wing
at this stage.
The whole TAKOO series stands out for allowing precise control in the
launch phase and allowing the pilot to perform the launch run with
complete control, either in nil-wind or without being “pulled” by the wind.
Once in ight the pilot can adjust the trimmers to the required speed:
slow = neutral trimmers / fast = trimmers open.
During landing, we recommend positioning trimmers in the rst section of
the travel.
However, the pilot must assess the conditions and adjust the trimmers
for each landing. The TAKOO 5 always helps the pilot in this phase,
allowing them to perform the landing manoeuvre with full control either
using the neutral position or with the trimmers fully open.
Using the trimmers:
The trimmers must be manually operated by the pilot. They are situated
on both D-risers.
To open the trimmers, press the trim tab inwards until the tape is
released and them release the tab when the tape is in the chosen
position. To close the trimmers, pull the tape down using the handle and
release when you reach the required position.
The mechanisms of the trimmers are not visible, they covered in a
protective neoprene sleeve. The neoprene sleeve is designed to avoid
any tangles between lines and trimmers.
Once engaged, the trimmers must be set symmetrically. Along the
travel of the tape there are 4 markings that allow the pilot to adjust the
symmetry correctly and see the amount of travel used. A locking system
is located at the end of the trim tape to ensure the surplus tape does not
ap during ight.
The trimmers should not be used to steer the wing. The pilot should note
that when releasing trimmers, the brake handle rises the same distance
as the trimmers travel.
We recommend adjusting piloting during each ight according to the
wing load and the travel of the trimmers used.

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2.6 INSPECTION AND WING INFLATION ON THE GROUND
conditions deemed favourable for ying, inate your TAKOO 5 as many
times as necessary to familiarise yourself with its behaviour. Inating the
TAKOO 5 is easy and should not require a great deal of physical effort.
Inate the wing with a little pressure from the body using the harness.
This may be assisted by using the A-lines. Do not pull on them; just
accompany the natural rising movement of the wing. Once the wing is
inated to the overhead position, appropriate control with the brakes will
be sufcient to hold it there.
2.7 ADJUSTING THE BRAKES
The length of the main brake lines are adjusted at the factory and conform
to the length stipulated during certication. However, the length can be
changed to adapt to the pilot’s ying style.
The TAKOO 5 also has two additional connection points where you can
set the height of the brake pulley. With 7 cm between them, this allows
variation depending on the height of the pilot, type of harness or personal
pilot preferences in terms of better handling, comfort and location of the
brake handles.
If necessary, move the attachment point from its location and x it in the
new one.
CAREFUL
To undertake this operation, the knot must be moved the same distance
as the attachment point has been moved along the webbing. The two
attachment points are marked at the factory.
If you then decide to change the length of the brake lines, untie the knot,
slide the line through the brake pulley to the desired length, and re-tie
the knot so that it is tight. Only qualied personnel should carry out this
adjustment. You must ensure that the modication does not affect the
trailing edge and slow the glider down without pilot input. Both brake lines
should be symmetrical and of the same length. We recommend using a
clove hitch or bowline knot.
3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT LOCATION
For the rst ight we recommend going to a gentle slope (training hill) or
your usual, familiar ying area.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 UNPACKING AND
ASSEMBLY in order to prepare your equipment.
3.3 FLIGHT PLAN
Planning a ight before taking off to avoid possible problems later is
always a good idea.
3.4 PRE-FLIGHT CHECK LIST
Once ready, but before taking off, conduct another equipment inspection.
Conduct a thorough visual check of your gear with the wing fully open, the
lines untangled and properly laid out on the ground to ensure that all is in
working order. Be certain the weather conditions are suited to your ying
skill level
3.5 WING INFLATION, CONTROL, AND TAKE-OFF
The TAKOO 5 comes up easily, without requiring additional energy, and
does not overy you. It is a straight-forward exercise, leaving enough
time for you to decide whether to accelerate and take off or not.
If the wind permits, we recommend a reverse launch, as this allows a
better visual inspection of the wing during ination. In “strong” winds, the
TAKOO 5 is especially easy to control using this launch technique. Winds
of 25 to 30 km/h are considered strong for paragliding.

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Correctly setting up the wing on the ground before take off is especially
important. Choose an appropriate location facing the wind. Position the
paraglider in a crescent conguration to facilitate ination. A clean wing
layout will ensure a trouble-free take off.
3.6 LANDING
The TAKOO 5 lands excellently, it converts the wing speed into lift at your
demand, allowing an enormous margin of error. Wrapping the brake lines
around your hand to get greater braking efciency is not necessary.
3.7 PACKING
The TAKOO 5 has a complex leading edge, manufactured using a variety
of different materials and it must be packed carefully. A correct folding
method is very important to extend the useful life of your paraglider.
It should be concertina-packed, with the leading edge reinforcements at
and the exible rods stacked one on top of the other. This method will
keep the prole in its original shape and protect the integrity of the wing
over time. Make sure the reinforcements are not bent or folded. It should
not be folded too tightly to avoid damage to the cloth and/or lines.
Niviuk have designed the Kolipro and the Kolibag rapid pack sacks.
4. IN FLIGHT
We recommend that you read the certication test report.
The report contains all the necessary information on how the TAKOO 5
reacts during each of the tested manoeuvres.
It is important to point out that the appropriate response to each adverse
manoeuvre can vary from size to size; even within the same size at
maximum or minimum load the behaviour and reactions of the wing may
vary.
Having the knowledge that the testing house provides through the test
report is fundamental to learning how to deal with possible situations.
To become familiar with the manoeuvres described below, we
recommend practising within the auspices of a licensed training outt.
4.1 FLYING IN TURBULENCE
The TAKOO 5 has an excellent prole to deal with incidents; it is very
stable in all conditions and has a high degree of passive safety, even in
turbulent conditions.
All paragliders must be piloted for the prevailing conditions and the pilot
is the ultimate safety factor.
We recommend active ying in turbulent conditions, always taking
measures to maintain control of the wing, preventing it from collapsing
and restoring the speed required by the wing after each correction.
Do not correct the glider (braking) for too long in case this induces a stall.
If you have to take corrective action, make the input then re-establish the
correct ying speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with the possible incidents described below, we
recommend practising within the environment of a licensed training outt.
You must adapt your use of the brakes depending on the wing-loading
and avoid over-steering.
It is important to note that the type the reaction to an incident can vary
from one size of wing to another, and even within the same size the
behaviour and reactions may be different depending on the wing-loading.
In the test report, you will nd all the necessary information on how to

11
handle your new wing during each of the tested manoeuvres. Having this
information is crucial to know how to react during these incidents in real
ight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the TAKOO 5’s prole stability, strong turbulent air may cause
the wing to collapse asymmetrically, especially in very strong turbulence,
especially if you do not y actively and prevent the collapse. In this case
the glider conveys a loss of pressure through the brake lines and the
harness. To prevent the collapse from happening, pull the brake handle
on the affected side of the wing. It will increase the incidence of the wing
(angle of attack). If the collapse does happen, the TAKOO 5 will not react
violently, the turning tendency is gradual and easily controlled. Weight-
shift toward the open, ying side (the opposite side of the collapse) to
keep the wing ying straight, while applying light brake pressure to that
side if necessary. Normally, the collapsed side of the wing should then
recover and reopen by itself. If it does not, try to weight-shift towards the
collapsed side. If this does not resolve the issue, pull the brake handle
on the collapsed side decisively and quickly all the way (100%) down
and release it back up immediately. You may have to repeat this action
to provoke the re-opening of the collapsed glider side. Do not over-brake
or slow down the ying side of the wing (control the turn). Once the
collapsed side is open make sure you return to normal ying speed.
Frontal collapse
Due to the TAKOO 5 ‘s design, in normal ying conditions frontal
collapses are unlikely to take place. The wing’s prole has great buffering
abilities when dealing with extreme incidence changes. A frontal collapse
may occur in strong turbulent conditions, entering or exiting powerful
thermals. Frontal collapses usually re-inate without the glider turning, but
a symmetrically applied quick braking action with a quick deep pump of
both brakes will accelerate the re-ination if necessary. Release the brake
lines immediately to return to default glider air speed.
Negative spin
A negative spin does not conform to the TAKOO 5’s normal ight
behaviour. Certain circumstances however, may provoke a negative spin
(such as trying to turn when ying at very low air speed whilst applying
a lot of brake). It is not easy to give any specic recommendation about
this situation other than quickly restoring the wing’s default air speed
and angle of attack by progressively reducing the tension on the brake
lines. The normal wing reaction will be to have a lateral surge on the re-
accelerated side with a rotation not greater than 360º before returning to
default air speed and a straight ight path trajectory.
Parachutal stall
The possibility of entering or remaining in a parachutal stall have been
eliminated from the TAKOO 5.
A parachutal stall is virtually impossible with this wing. If it did enter into
a parachutal stall, the wing loses forward motion, becomes unstable
and there is a lack of pressure on the brake lines, although the canopy
appears to be fully inated. To regain normal air speed, release brake line
tension symmetrically and manually push on the A-lines or weight-shift
your body to any side WITHOUT PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the TAKOO 5 stalling during normal ight is very unlikely.
It could only happen if you are ying at a very low air speed, whilst over-
steering or performing dangerous manoeuvres in turbulent air.
To provoke a deep stall, the wing has to be slowed down to its minimum
air speed by symmetrically pulling the brake lines all the way (100%) down
until the stall point is reached and held there. The glider will rst pitch
rearward and then reposition itself overhead, rocking slightly, depending
on how the manoeuvre is done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total brake travel. The wing will
then surge violently forward and could reach a point below you. It is most

12
important to maintain brake pressure until the glider has returned to its
default overhead ying position.
To resume normal ight conditions, progressively and symmetrically
release the brake line tension to regain air speed. When the wing reaches
the overhead position, the brakes must be fully released. The wing will
then surge forward to regain full air speed. Do not brake excessively at
this moment as the wing needs to accelerate to pull away from the stall
conguration. If you have to control a possible frontal collapse, briey
pull both brake handles down to bring the wing back up and release
them immediately while the glider is still in transition to reposition itself
overhead.
Cravat
A cravat may happen after an asymmetric collapse, when the end
of the wing is trapped between the lines. Depending on the nature
of the tangle, this situation could rapidly cause the wing to spin. The
corrective manoeuvres to use are the same as those applied in case of
an asymmetric collapse: control the turn/spin by applying tension on the
opposite brake and weight shift opposite to the turn. Then locate the 3STI
stabilo line (attached to the wing tip) trapped between the other lines. This
line has a different colour and is located on the outside position of the
C-riser.
Pull this line until it is taut. This action will help to release the cravat. If
ineffective, y down to the nearest possible landing spot, controlling the
direction with both weight-shift and the use of the brake opposite to the
tangled side. Be cautious when attempting to undo a tangle while ying
near terrain or other paragliders; it may not be possible to continue on the
intended ight path.
Over-controlling
Most ying problems are caused by wrong pilot input, which then
escalates into a cascade of unwanted and unpredicted incidents. We
should note that the wrong inputs can lead to loss of control of the glider.
The TAKOO 5 was designed to recover by itself in most cases. Do not try
to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too
much input, are due to the length of time the pilot continues to over–
control the wing. You have to allow the glider to re-establish normal ying
speed and attitude after any type of incident.
4.3 ACCELERATED FLIGHT
The GLIDER NAME’s prole was designed for stable ight throughout
its entire speed range. The speed-bar can be used in strong winds or
signicant sink.
When accelerating the wing, the prole becomes more sensitive to
turbulence and closer to a possible frontal collapse. If a loss in internal
wing pressure is felt, tension on the speed-bar should be reduced to a
minimum and a slight pull on the brake lines is recommended to increase
the wing’s incidence angle. Remember to re-establish the air speed after
correcting the angle of attack.
It is NOT recommended to accelerate near obstacles or in very turbulent
conditions. If necessary, constantly adjust the movements and pressure
on the speed-bar whilst doing the same to the brake lines. This balance is
considered to be ‘active piloting’.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the TAKOO 5’s brake lines become disabled in
ight, it will become necessary to pilot the wing with the D-risers and
weight shifting until landing. These risers steer easily because are not
under signicant tension. You will have to be careful and not handle them
too heavily in case this causes a stall or negative spin. The wing must
be own at full speed (not accelerated) during the landing approach, and
the D-risers will have to be pulled symmetrically all the way down shortly
before contact with the ground. This braking method is not as effective

13
as using the brake lines, and hence the wing will land with a higher
ground speed.
4.5 LINE KNOT(S) IN FLIG
The best way to avoid knots and tangles is to thoroughly inspect the lines as
part of a systematic pre-ight check. If a knot is spotted during the take off
phase, immediately abort the launch sequence and stop.
If inadvertently taking off with a knotted line, the glider drift will need to be
compensated by weight-shifting to the opposite side and applying a slight
brake pull to that side. Gently pull the brake line to see if the knot can be
undone or try to locate the problem line. Try pulling it to see if the knot can
be undone. Beware of trying to clear a knotted line or untangle a line in ight
when close to the terrain. If the knot is too tight and cannot be undone,
carefully and safely y to the nearest landing zone. Be careful: do not pull too
hard on the brake handles because there will be an increased risk of stalling
the wing or entering a negative spin. Before attempting to clear a knot, make
sure there are no other pilots ying in the vicinity.
5. LOSING ALTITUDE
Knowledge of different descent techniques could become vital in
certain situations. The most suitable descent method will depend on the
particular situation.
To become familiar with the manoeuvres described below, we
recommend practising within the environment of a licensed training outt.
5.1 EAR LOCK SYSTEM
Big ears is a moderate descent technique, with a normal descent rate of
-3 a -4 m/s.
The angle of attack and effective wing-loading will also increase due to
the smaller surface area of the wing. When ears are applied the ground
speed will be reduced by 3 to 5 km/h and in order to maintain this
descent technique, the pilot must physically hold in the ears.
On a solo glider, it is only possible to steer using weight-shift once ears
have been pulled. On a tandem wing, although it is possible to steer with
the help of the passenger, in most cases, when required,
this is insufcient. For this reason NIVIUK have improved the EAR LOCK
SYSTEM, which we already used in the rst TAKOO.
The TAKOO 5 comes with the EAR LOCK SYSTEM (ELS) as standard.
In a simple and effective way, this improved system for pulling big ears
assists the tandem pilot when performing this descent technique. This
innovation makes pulling or releasing ears simple, fast and easy.
ELS enables the pilot to pull and release the ears as desired.
ELS gives full steering control to the pilot with the ears applied.
ELS lets the pilot use the ears as long as necessary with no physical
effort at all.
ELSallows the pilot to use the trimmers without concern or restriction.
ELS locks in the ears and prevents accidental opening.
ELS does not impede the conventional application of ears.

14
The ELS system can easily be removed without affecting the rest of the
equipment.
To use the EAR LOCK SYSTEM simply pull the ear lock line downward
until the knot passes through the ELS (lock system); then move it slightly
horizontally forward, locking the knot in the V groove. To release, pull the
ear lock line down and release the knot from the V groove. Then guide it
vertically as it goes upward and back through the ELS (Lock System) It is
better to release the two ears separately (asymmetrically).
To perform big ears as a descent manoeuvre in the classic way, take
the external A-line on both sides, as high as possible and pull them
downward and outward. The wingtips will fold in. To release the ears,
release the lines and they will reopen by without assistance. If this
does not happen, brake progressively on one side and then the other.
Asymmetric reopening is recommended in order to avoid compromising
the angle of attack, particularly ying near the ground or in turbulent
conditions.
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 gripped below the maillons and
symmetrically pulled down together (approx. 20-30 cm) and maintained
in that position.
Initiating the maneuver is physically demanding because it can take
some strength to pull the risers down until the wing is deformed. After
this, the physical effort is less. Continue to hold the risers in position.
Once the wing is deformed, its horizontal speed will drop to 0 km/h;
vertical descending speed increases to –6 to –8 m/s, depending on the
conditions and how the manoeuvre is performed.
To exit the manoeuvre, simultaneously release both risers. The wing will
then slightly surge forward and automatically return to normal ight. It is
better to let go of the lines quickly rather than slowly.
This is an easy descent technique to perform, but remember that
the wing will stop ying, will lose all forward horizontal speed, and
its reactions will change markedly when compared to a normal ight
conguration.
5.3 SPIRAL DIVE
This is a more effective way to rapidly lose altitude. Beware that the wing
will experience and be subjected to a tremendous amount of descending
and rotating speed (g-force), which can cause a loss of orientation and
consciousness (blackout). This manoeuvre must therefore be done
gradually to increase one’s capacity to resist the G-force exerted on
the body. With practise, you will fully appreciate and understand it.
Only practise this manoeuvre at high altitude and with enough ground
clearance.
To start the manoeuvre, rst weight shift and pull the brake handle
located on the inner side of the turn. The intensity of the turn can be
controlled by braking slightly using the outer brake handle.
A paraglider ying at its maximum rotating speed can reach –20 m/s, or
the equivalent of a 70 km/h vertical descent, and will stabilise in a spiral
dive from 15m/s onwards.
Good enough reasons to familiarise yourself with the manoeuvre and
understand how to exit it.
To exit this manoeuvre, the inner brake handle (down side of the turn)

15
must progressively be relaxed while momentarily applying tension to the
outer brake handle opposite to the turn. The pilot must also weight shift
and lean towards the opposite side of the turn at the same time.
The exit should be performed gradually and smoothly so that the
changes in pressure and speed can be noted.
When exiting the spiral, the glider will briey experience an asymmetrical
acceleration and dive, depending on how the manoeuvre was carried out.
Practise these manoeuvres at sufcient altitude and carefully.
5.4 SLOW DESCENT TECHNIQUE
This technique allows descent without straining the wing or taxing the
pilot. Glide normally while searching for descending air and begin to turn
as if climbing in a thermal, but with the intention to sink.
Common sense has to be used to avoid dangerous areas of rotor when
looking for descending air. Safety rst!
6. SPECIAL METHODS
6.1 TOWING
The TAKOO 5 does not experience any problem whilst being towed. Only
qualied winch personnel should handle the certied equipment to carry
out this operation. The wing must be inated similarly as during a normal
take off.
It is important to use the brakes to correct the ight path alignment,
especially if the glider begins to turn. Since the wing is subject to a slow
airspeed and with a high positive angle of attack, we must make any
corrections with a high degree of feel and delicacy, in order to avoid a stall
6.2 ACROBATIC FLIGHT
Although the TAKOO 5 was tested by expert acrobatic pilots in extreme
situations, it was not designed for it. We do not recommend using this
glider for acrobatic ying!!!
We consider acrobatic ights to be any form of piloting different than
standard ights. Learning acrobatic manoeuvres should be conducted
under the supervision of qualied instructors within a school environment
and over water with all safety/rescue elements in place. Centrifugal
forces as high as 4 to 5 g can be exerted on the body and wing during
extreme manoeuvres.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
Niviuk we are rmly committed to make technology accessible to all
pilots. Therefore our wings are equipped with the latest technological
advances gained from the experience of our R&D team.

16 16
Careful maintenance of your equipment will ensure continued top
performance. Apart from the general checks, we recommend actively
maintaining your equipment.
A pre-ight check is obligatory before each ight.
If there is any damage to the equipment or you suspect any areas of
the wing are susceptible to wear, you should inspect these and act
accordingly.
All incidents involving the leading edge should be reviewed. A hard
impact of the leading edge against a hard surface can damage the sail
cloth.
Unsheathed lines provide increased performance, but this means more
care should be taken when using and maintaining the wing.
Thanks to TNT, the wing has more safety and performance, but
this means being more careful with the material. If any Nitinol rod is
damaged, they are easily replaceable.
The fabric and the lines do not need to be washed. If they become
dirty, clean them with a soft damp cloth, using only water. Do not use
detergents or other chemicals.
If your wing is wet from contact with water, place it in a dry area, air it
and keep it away from direct sunlight.
Direct sunlight may damage the wing’s materials and cause premature
aging. After landing, do not leave the wing exposed to the sun. Pack it
properly and stow it away in its backpack.
If your wing is wet from contact with salt water, immerse it in fresh water
and dry it away from direct sunlight.
7.2 STORAGE
It is important for the wing to be correctly folded when stored. Keep it in
the in a cool, dry place away from solvents, fuels, oils.
Do not leave your gear inside a car boot, as cars left in the sun can
become very hot. A rucksack can reach temperatures up to 60ºC.
Weight should not be laid on top of the equipment.
It is very important to pack the wing correctly before storage.
In case of long-term storage it is advisable, if possible, that the wing is
not compressed and it should be stored loosely without direct contact
with the ground. Humidity and heating can have an adverse effect on the
equipment.
7.3 CHECKS AND INSPECTIONS
Inspections
The TAKOO 5 must be periodically serviced. An inspection must be
scheduled every 100 ying hours or every two years whichever comes
rst (EN/LTF norm).
We strongly recommend that any repairs should
be done in a specialist repair shop by qualied personnel.
This will guarantee the airworthiness and continued certication of your
TAKOO 5.
A thorough pre-ight check must be performed before every ight.

1716
7.4 REPAIRS
In case of small tears, you can temporarily repair these by using the
Ripstop tape included in the repair kit, as long as no stitching is required
to mend the fabric.
Any other tears or repairs should be done in a specialist repair shop by
qualied personnel.
Damaged lines must be repaired or exchanged immediately.
Please refer to the line plan at the end of this manual.
We recommend any inspection or repair is performed by a Niviuk
professional in our ofcial workshop:
http://niviuk.com/content/service.
Any modication of the glider made in an external workshop will
invalidate the guarantee of the product. Niviuk cannot be held
responsible for any issues or damage resulting from modications or
repairs carried out by unqualied professionals or who are not approved
by the manufacturer.
8. SAFETY AND RESPONSIBILITY
It is well known that free-ying with a paramotor or trike is considered a
high-risk sport, where safety depends on the person who is practicing it.
Incorrect use of this equipment may cause severe, life-changing injuries
to the pilot, or even death.
Manufacturers and dealers cannot be held responsible for your
decisions, actions or accidents that may result from participating in this
sport.
You must not use this equipment if you have not been properly trained
to use it. Do not take advice or accept any informal training from anyone
who is not properly qualied as a ight instructor.
Despite rigorous certication procedures and the fact that the materials
used in its construction exceed required standards, do not hesitate to
change your spreader bars, carabiners and safety elements every time
you get a new model of the Takoo.
Due to frequent use, with numerous daily launches and landings, the
materials used in tandem wings suffer greater wear and tear than those
used in solo gliders.
Niviuk includes a set of spreader bars with every serial Takoo. It is very
important to install this new set of spreaders with the harnesses normally
used. Do not continue with your old spreader bars, just because they are
already in use.
Do not forget to regularly check and replace carabiners and safety
elements that are prone to impacts, wear and tear. Even if at rst glance
it may seem there are no issues, there may be internal damage in the
form of micro cracks that signicantly reduce their durability.
It is essential to carry out regular checks on all your tandem equipment
to make sure you are ying in complete safety. Remember you are not
ying alone.
9. GARANTEE
The equipment and components are covered by a 2-year warranty
against any manufacturing defect.
The warranty does not cover misuse of the equipment.
Cualquier modicación sobre el ala o sus componentes invalida garantía
y homologación.
a)No son consideradas modicaciones el necesario trimaje del
suspentaje, ni las reparaciones o cambio de suspentes. Siempre que
sean realizados acordes a los parámetros establecidos por NIVIUK.

39 42 44
54 54 54
5,5 5,5 5,5
m2 38 41 44
m2 32,18 34,72 37,26
m14,46 15,02 15,56
m3,29 3,41 3,54
m370 385 400
3/3/3/2 3/3/3/2 3/3/3/2
4A/B/C/D A/B/C/D A/B/C/D
mm 100 100 100
Kg 110-190 120-220 140-239
Kg 7,14 7,51 8,06
BBB
10. TECHNICAL DATA
10.1 TECHNICAL DATA
20
CELLS Number
ASPECT RATIO Flat
AREA Flat
Projected
SPAN Flat
CHORD Maximum
LINES Total
Main
RISERS Number
Accelerator
WEIGHT IN FLIGHT Min-Max
GLIDER WEIGHT
CERTIFICATION EN/LTF

10.2 MATERIALS DESCRIPTION
21
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE 30 DMF / N20 DMF DOMINICO TEX CO (KOREA)
BOTTOM SURFACE N20 DMF DOMINICO TEX CO (KOREA)
PROFILES 30 DFM / 2044 32 FM DOMINICO TEX CO (KOREA)
DIAGONALS 30 DFM / 2044 32 FM DOMINICO TEX CO (KOREA)
LOOPS LKI - 10 KOLON IND. (KOREA)
REIFORCEMENT LOOPS W-420 / RIPSTOP FABRIC D-P (GERMANY)
TRAILING EDGE
REIFORCEMENT
MYLAR D-P (GERMANY)
RIBS REIFORCEMNET LTN-1/0.8 STICK SPORTWARE CO.CHINA
THREAD SERAFIL 60 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES MATRIX - 80 EDELRID (GERMANY)
UPPER CASCADES PPSL - 120 LIROS GMHB (GERMANY)
MIDDLE CASCADES PPSL - 120 LIROS GMHB (GERMANY)
MIDDLE CASCADES PPSL - 200 LIROS GMHB (GERMANY)
MIDDLE CASCADES TNL - 280 TEIJIM LIMITED (JAPAN)
MIDDLE CASCADES MATRIX - 80 EDELRID (GERMANY)
MAIN TNL - 140 TEIJIM LIMITED (JAPAN)
MAIN TNL - 280 TEIJIM LIMITED (JAPAN)
MAIN TNL - 400 TEIJIM LIMITED (JAPAN)
MAIN BREAK TARAX-240 EDELRID (GERMANY)
THREAD SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL G-R 22 TECNI SANGLES (FRANCE)
COLOR INDICATOR 210D TECNI SANGLES (FRANCE)
THREAD V138 COATS (ENGLAND)
MAILLONS MRI4 ANSUNG PRECISION (KOREA)
PULLEYS RF25109 RONSTAN (AUSTRALIA)

10.3 RISERS PLAN
22