Niviuk ARTIK 6 User manual

ARTIK 6
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] [email protected] www.niviuk.com
ARTIK 6
WELCOME TO THE REVOLUTION
WELCOME
We wish to welcome you to our team and thank you for your condence in
our glider product line.
We would like to share the enthusiasm with which we created the ARTIK
6 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 Artik 6 hails the dawn of a new era of XC ying where countless
possible routes are waiting for you. A fusion of outstanding performance
and accessibility to sate your hunger for kilometres.
The incredibly high performance results from the incorporation of the
Niviuk technologies: designed to provide an unparalleled ight experience.
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.
USER’S MANUAL
This manual provides you with the necessary information on the main
characteristics of your new ARTIK 6.
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 ARTIK 6 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 SPEED BAR 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 BIG EARS 13
5.2 B-LINE STALL 14
5.3 SPIRAL DIVE 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 ARTIK 6 21 24
10.6 DIMENSIONS ARTIK 6 23 24
10.6 DIMENSIONS ARTIK 6 25 25
10.6 DIMENSIONS ARTIK 6 27 25
10.10 CERTIFICATION SPECIMEN TEST 27

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
Cross Country: Prepare to do some serious kilometres on a high-
performance wing with excellent glide. Outstanding damping guarantees
stability and comfort.
Competition: You will notice the high efciency in thermals. Its high
speed will take you to the top in the sport category.
Progression: A communicative wing that will allow you to continue
learning safely but with added maneuverability and performance.
1.2 CERTIFICATION
The ARTIK 6 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 1000 daN of force.
The ight test resulted in the following certication for all sizes:
EN C
LTF C
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 C class wing characteristics:
Paragliders with moderate passive safety, potentially dynamic reactions
to turbulence and pilot errors. The recovery to normal ight may require
precise interventions by the pilot.
- Description of the pilot skills required for an EN C wing:
Designed for pilots familiar with recovery techniques, who y actively and
understand the implications of ying a glider with reduced passive safety.
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 new prole feels very stable and solid in all phases of ight. The
optimisation of the leading edge contributes to the wing being more
cohesive. For this reason, during glide the wing maintains altitude well,
even when fully accelerated. When gliding, it has an excellent sink rate

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and the prole remains stable. Turning is intuitive, precise and requires
less physical effort.
It should be noted that the ARTIK 6 climbs better in thermals than the
previous model.
The ARTIK 6 has a gliding efciency at the highest level in its
classication, and is very stable in ight.
1.4 CONSTRUCTION, MATERIALS
The ARTIK 6 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

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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
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.
RSD (Radial Sliced Diagonal) - RSD (Radial Sliced Diagonal) technology
improves the internal structure of the wing, incorporating different
independent diagonal ribs oriented more efciently, i.e. in the optimal
direction of the fabric, improving the strength and reducing weight and
deformation. Currently, most paragliders have diagonal ribs connected
from the attachment points to the adjacent proles with the aim of
reducing the number of attachment points, the number of lines and
improving load distribution.
In conventional diagonal ribs, loading/unloading cycles away from the
highest strength axis of the cloth result in a loss of shape, which reduces
the cohesion of the wing and therefore aerodynamic efciency.
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 ARTIK 6 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 unsheathed Dyneema and the rest are
made of unsheathed Kevlar.
The line diameter has been calculated depending on the workload and
aims to achieve the required best performance with the least drag.
The lines are semi-automatically cut to length and all the sewing is
completed under the supervision of our specialists.
Every line is checked and measured once the nal assembly is
concluded.
Each glider is packed following specic maintenance instructions as
recommended by the fabric manufacturer.
Niviuk gliders are made of premium materials that meet the requirements
of performance, durability and certication that the current market
demands.
Information about the various materials used to manufacture the wing
can be viewed in the nal pages of this manual.

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1.5 ELEMENTS, COMPONENTS
The ARTIK 6 is delivered with a series of accessories that will greatly
assist you in the maintenance of your paraglider:
- A Kargo bag. This bag is large enough to hold all equipment
comfortably and with plenty of space.
- An inner bag to protect the wing during storage and transport.
- An adjustable compression strap to compress the inner bag and reduce
its volume.
- A Speed-bar.
- 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, free of obstacles and without too much wind. It will help
you to carry out all the recommended steps required to check and inate
the ARTIK 6.
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 and C-lines, the brake lines and corresponding risers. Make sure
that there are no knots.
2.3 CONNECTING THE HARNESS
The ARTIK 6 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 ARTIK 6 can be own with all current harness types. We recommend
setting the chest strap to the distance specied in the certication report -
this will vary depending on size.
Care should be taken with the chest strap setting, as the distance of the
chest strap setting will affect the handling of the glider. If the chest strap is
too wide, it allows greater feedback but this carries the risk of affecting the
stability of the wing.
If the chest strap is set too tightly, the wing feels more solid, but there is a
loss of feedback and a risk of twisting in the case of a violent asymmetric
collapse.
2.5 SPEED-BAR
The speed-bar is a means of temporary acceleration by changing the
ow over the prole. The speed system comes pre-installed on the risers
and is not modiable as it conforms to the measurements and limits
stipulated in its certication.
The ARTIK 6 includes a speed system with maximum travel depending

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on its size (see below).
The speed system is engaged when the pilot pushes the speed-bar - not
included as standard with this glider model - with their feet (see 2.5.1
Speed system assembly)
The speed system uses an action/reaction system. Released, the speed-
bar is set to neutral. When the bar is pushed using the feet, the wing
accelerates. The speed can be regulated by varying the pressure on the
bar. Once the pressure on the bar is released, the speed system returns
to the neutral setting.
The speed system is efcient, sensitive and precise. The pilot can use the
system whenever they want during the ight. In the neutral position the
glider will y at the standard speed and glide. Using full speed-bar, the
wing will y at maximum speed, but the glide will be adversely affected.
•Released speed-bar: the A, B, C – risers are aligned.
•Full speed-bar: the difference between the A - C risers becomes:
Size 21 - 18 cm
Size 23 - 20 cm
Size 25 - 20 cm
Size 27 - 20 cm
Please note!
The use of the speed system results in changes to the speed and
reactions of the wing. For more information, please see the certication
report.
2.5.1 SPEED SYSTEM ASSEMBLY.
The speed-bar consists of the bar that the pilot pushes with their feet, as
well as the two chords that connect it to the speed system components
on the risers. Once you have chosen the type of speed-bar you prefer,
you must install it. Some considerations:
•you should use the type of speed-bar you consider appropriate,
depending on the type of harness, personal preferences, etc.
•The speed-bar is detachable to facilitate its connection and / or
disconnection to the risers as well as subsequent adjustment.
•To connect it to the harness, please follow the instructions of the
harness manufacturer. The majority of harnesses have a speed system
pre-installed.
•The standard connection of the speed-bar to the speed system is via
Brummel hooks, where two slots in the hooks are interlocked, making
their connection / disconnection easy. However, any connection system
that is safe may be used.
2.5.2 CHANGING THE RISER CHORDS.
In spite of the speed system having pulleys with bearings to reduce
friction to a minimum, the frequency with which the speed-bar is used
causes the chord to wear and you may need to replace them.
In all Niviuk gliders the speed system chords on the risers are completely
removable and easily replaceable. You can use the Brummel hooks, not
use them, remove them, use another type of connector, etc. It is even
possible to x the speed-bar chords directly to the speed system on

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the risers. This last option makes the connection / disconnection more
laborious, but means the chord has maximum travel without obstructions
or 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 ying, inate your ARTIK 6 as many times as
necessary to familiarise yourself with its behaviour. Inating the ARTIK 6
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, they can be
changed to suit your ying style. It is advisable to y with the original
setting for a period of time to get used to the actual behaviour of the
ARTIK 6. In case it is necessary to modify the brake length, loosen the
knot, slide the line through the brake handle to the desired point and re-
tighten the knot rmly.
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 the
same length. We recommend using a clove hitch or bowline knot.
When changing the brake length, it is necessary to check that they do
not engage when the speed-bar is used. When we accelerate, the glider
rotates over the C-riser and the trailing edge elevates.
It is important to check that the brake is adjusted to take into consideration
this extra distance during acceleration. With this prole deformation there
is a risk of generating turbulence and causing a frontal or asymmetric
collapse.
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 ARTIK 6 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

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better visual inspection of the wing during ination. In “strong” winds, the
ARTIK 6 is especially easy to control using this launch technique. Winds
of 25 to 30 km/h are considered strong for paragliding.
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 ARTIK 6 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 ARTIK 6 has a complex leading edge, manufactured using a variety
of different materials and it must be packed carefully. A correct folding
method is very important to extend the useful life of your paraglider.
It should be concertina-packed, with the leading edge reinforcements at
and the exible rods stacked one on top of the other. This method will
keep the prole in its original shape and protect the integrity of the wing
over time. Make sure the reinforcements are not bent or folded. It should
not be folded too tightly to avoid damage to the cloth and/or lines.
At Niviuk we have designed the NKare Bag, a bag designed to assist you
with rapid packing which helps maintain the integrity of the leading edge
and its internal structures in perfect condition.
The NKare Bag guides you through the folding process, allowing you to
concertina pack the wing with each rod on top of the other and then fold
the wing as required. This folding system ensures that both the fabric and
the reinforcements of the internal structure are kept in perfect condition.
4. IN FLIGHT
We recommend that you read the certication test report.
The report contains all the necessary information on how the ARTIK 6
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 ARTIK 6 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.

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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
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 ARTIK 6 ’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 ARTIK 6 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 ARTIK 6 ‘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 ARTIK 6’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 ARTIK 6.
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 ARTIK 6 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.

12
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
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
B-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 ARTIK 6 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 ARTIK 6 ‘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’.

13
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the ARTIK 6 ‘s brake lines become disabled in
ight, it will become necessary to pilot the wing with the C-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 C-risers will have to be pulled symmetrically all the way down shortly
before contact with the ground. This braking method is not as effective
as using the brake lines, and hence the wing will land with a higher
ground speed.
4.5 LINE KNOT(S) IN 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 BIG EARS
Big ears is a moderate descent technique, able to increase the sink rate
to –3 or –4 m/s and reduces the ground speed by 3 to 5 km/h. The angle
of attack and effective wing-loading will also increase due to the smaller
surface area of the wing.
Standard technique
To perform the ‘Big ears’ manoeuvre, take the outermost line on each
A-riser and simultaneously, smoothly 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.
Keep the ears pulled in until you have lost the desired altitude.
Let go of the lines to re-inate the tips automatically. If they do not, try
progressively pulling one brake then the other. We recommend inating
the wing tips asymmetrically, without major change to the angle of
attack, especially when ying near the ground or ying in turbulence.
Beware of the risk of stalling!
The action of reaching for the “4A3” line to make ears, can inadvertently
mean pulling the brakes. The same can happen when we are holding
the tips down with the “4A3” line, it is possible to accidentally affect the
brakes. This can obviously lead to a signicant speed decrease.

14
In paragliders with a very pronounced arc, pulling big ears means an
increase in drag. On a very arched wing, the ears do not fold, they just
hang. The increase of drag is more pronounced than on wings with a less
pronounced arc.
The ARTIK 6 is designed with little chord, which is good in normal ight
conditions. However, this same damping is what can cause us to have
problems to regain normal ying speed after a high increase of the angle
of attack and the added drag of the ears.
These particularities, together with turbulent thermic conditions, could
cause an unintentional stall.
The solution: Big ears may still be applied but you must be fully aware
of the above-mentioned points and act accordingly. To avoid the stall,
simply use half speed-bar (this is sufcient) to increase the speed and
decrease the angle of incidence. This should allow you to maintain
sufcient speed to prevent the stall. Take care not to pull the brakes while
making the ears as this will make a stall more likely!
5.2 B-LINE STALL
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 manoeuvre is physically demanding because it can take
some strength to pull the risers down until the wing is deformed. After
this, the physical effort is less. Continue to hold the risers in position.
Once the wing is deformed, its horizontal speed will drop to 0 km/h;
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.
5.5 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 ARTIK 6 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 ARTIK 6 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
The ARTIK 6 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
ARTIK 6.
A thorough pre-ight check must be performed before every ight.
Checking unsheathed lines
The ARTIK 6 is tted with unsheathed lines. Their durability conforms
to unsheathed line standards. Their strength is guaranteed and their

1716
resistance to UV is one of the highest in this type of lines.
However, one of the obligations derived from the use of these
lines is the need to maintain the trim of your GLIDER NAME within the
stipulated ranges.
We recommend checking the lines after the rst +/- 30 ying hours.
Why is this necessary?
Thanks to our research and experience acquired over time by our R&D
team, we are capable of predicting how lines will perform.
Following the recommended inspections will allow you to maintain the
wing in optimum condition.
The maintenance carried out on each wing will be different depending on
the conditions of each ying area, climate, temperature, humidity, type of
terrain, wing load, etc.
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.
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.
Any modication of the paraglider or its components invalidates the
guarantee and its certication.
a) The following are not considered to be modications: line trimming,
line repair or replacement. The above must all be carried out according to
the parameters stipulated by NIVIUK.
10. ANNEXES

21 23 25 27
66 66 66 66
6,3 6,3 6,3 6,3
m2 21,5 23 24,5 27
m2 18,33 19,61 20,89 23,02
m11,64 12,04 12,42 13,04
m2,27 2,35 2,43 2,55
m248 257 266 279
2-1/4/2 2-1/4/2 2-1/4/2 2-1/4/2
3+1 A-A'/B/C A-A'/B/C A-A'/B/C A-A'/B/C
mm 160 200 200 200
Kg 58-75 70-90 85-105 100-122
Kg 4,3 4,5 4,7 5
C C C C
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 2044 32 PS DOMINICO TEX CO (KOREA)
RIBS 2044 32 FM DOMINICO TEX CO (KOREA)
DIAGONALS 30 DFM / 2044 32 FM DOMINICO TEX CO (KOREA)
LOOPS LKI - 10 KOLON IND. (KOREA)
REINFORCEMENT LOOPS RIPSTOP FABRIC DOMINICO TEX CO (KOREA)
TRAILING EDGE REIFOR-
CEMENT
MYLAR D-P (GERMANY)
REINFORCEMENT RIBS LTN-0.8 STICK SPORTWARE CO.CHINA
THREAD SERAFIL 60 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES DC - 60 LIROS GMHB (GERMANY)
UPPER CASCADES DC - 40 LIROS GMHB (GERMANY)
MIDDLE CASCADES DC - 60 LIROS GMHB (GERMANY)
MIDDLE CASCADES DC - 40 LIROS GMHB (GERMANY)
MIDDLE CASCADES A-8000/U 70 EDELRID (GERMANY)
MIDDLE CASCADES A-8000/U 90 EDELRID (GERMANY)
MIDDLE CASCADES A-8000/U 130 EDELRID (GERMANY)
MAIN A-8000/U 90 EDELRID (GERMANY)
MAIN A-8000/U 130 EDELRID (GERMANY)
MAIN A-8000/U 190 EDELRID (GERMANY)
MAIN A-8000/U 230 EDELRID (GERMANY)
MAIN BREAK TARAX-200 EDELRID (GERMANY)
THREAD SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL 3455 COUSIN (FRANCE)
COLOR INDICATOR 210D TECNI SANGLES (FRANCE)
THREAD V138 COATS (ENGLAND)
IKS 3.5 ANSUNG PRECISION (KOREA)
PULLEYS RF25109 RONSTAN (AUSTRALIA)

10.3 RISERS PLAN
22