USER`S MANUAL
Contents
1. USE MANUAL Graceful in flight ant P EAK 2 We wish to welcome you to our team and thank you for the confidence which you have placed in a NIVIUK Glider The ALL NEW 2 is not simply an update of the original PEAK it is a totally new glider designed and created using the unique Niviuk philosophy and from a clean drawing board With a new highly efficient line plan a new profile and a new AR of 6 7 it brings with it a higher range of speed a more efficient climb rate and an improved glide ratio The PEAK was a very hard act to follow but with each new detail the PEAK 2 has done just that We are sure that you will enjoy flying this wing and that you will soon find out the true meaning of our slogan Give importance to the small details to make big things happen This is the user manual which we recommend you take time to read in detail The NIVIUK Gliders Team NIVIUK GLIDERS C DOCTOR CODINA 29 BAJOS 17165 LA CELLERA DE TER GIRONA SPAIN TEL 34 972 42 28 78 FAX 34 972 42 00 86 info niviuk com www niviuk com NIVIUK NIVIUK Gliders PEAK 2 This manual offers all the necessary information that will familiarize you with the main characteristics of your new paraglider Although this manual informs you about your glider it does not offer the instruction requirements necessary for you to be able to pilot this type of wing Flying instruction can only be taught at a paragliding school recognised by2. D 1S 36565 85 1 S2 1 NIVIUK PG 0366 2010 22 10 2010 Manufacturer Niviuk Gliders Air Games S L Model Serial number Peak 2 28 Configuration during flight tests Paraglider Accessories Maximum weight in flight kg 130 Range of speed system cm 19 Minimum weight in flight kg 110 Speed range using brakes km h 13 Glider s weight kg 6 7 Range of trimmers cm 0 Number of risers 3 Total speed range with accessories km h 32 Projected area m2 23 66 Harness used for testing max weight Inspections whichever happens first Harness type ABS every 6 months or every 100 flying hours Harness brand Gin Gliders Warning Before use refer to user s manual Harness model Gingo2L Person or company having presented the glider for testing None Harness to risers distance cm 49 Distance between risers cm 46 1 2 3 4 5 6 7 8 40 44 12 13 14 15 16 17 18 19 20 21 22 23 24 8 C A ID 0 NIVIUK NIVIUK niviuk com The importance of small details Bisgrafic
3. 5 682 692 5 704 8 644 5 641 647 682 8 672 5 669 674 5 710 5 633 630 635 669 9 660 5 658 662 695 5 10 622 619 5 624 5 661 10 649 647 651 5 687 5 11 618 616 624 654 5 11 645 643 651 681 12 590 586 5 590 5 653 12 615 5 611 5 615 680 13 576 5 575 578 657 5 13 602 5 600 5 603 5 685 RISERS LENGTHS CM RISERS LENGTHS CM A B C A B C 47 47 47 STANDARD 47 47 47 STANDARD 31 36 47 ACCELERATED 31 36 47 ACCELERATED X 17 10 7 LENGTHS PEAK 2 26 10 8 LENGTHS PEAK 2 28 NIVIUK PEAK 2 26 NIVIUK PEAK 2 28 LINES HEIGHT CM LINES HEIGHT CM A B BR A B BR 1 735 728 736 5 8295 1 763 756 765 5 863 2 725 5 719 726 5 803 5 2 753 5 746 5 755 836 3 727 5 720 5 729 5 780 5 3 755 748 5 758 5 813 4 725 5 719 5 730 770 5 4 753 5 747 758 5 803 5 715 5 709 5 717 5 750 5 5 743 737 745 5 781 6 711 5 706 5 714 5 737 6 739 734 742 767 7 715 5 711 722 734 7 743 738 5 750 764 8 700 5 696 5 702 5 741 8 728 5 723 5 730 7705 9 688 684 5 690 726 9 715 5 711 5 716 5 756 10 675 5 673 5 679 718 10 702 5 699 5 705 5 747 11 671 669 5 678 5 711 5 11 698 695 5 705 740 12 642 638 642 5 710 12 666 662 5 666 5 739 13 627 625 5 629 715 5 13 651 649 5 653 744 5 RISERS LENGTHS RISERS LENGTHS CM A B C A B C 47 47 47 STANDARD 47 47 47 STANDARD 28 34 47 ACCELERATED 28 34 47 ACCELERATED 18 10 9 CERTIFICATION SPECIMEN para test com w f Ar Yuan 5A AN He du dav Comte
4. at the original length This will allow you to become accustomed to the PEAK 2 and it s unique flying behaviour If you then decide to change the length of the brake lines untie the knot slide the line through the brake link to the desired length and strongly re tie the knot Qualified personnel should carry out this adjustment You must ensure that this adjustment does not slow down the glider without any pilot input Both brake lines should be symmetrical and measure the same length The most recommended knots are the clove hitch knot or bowline knot 3 1 CHOOSE THE RIGHT PLACE We recommend that the first flight with your PEAK 2 is made on a smooth slope a school slope or in your usual flying area 3 2 PREPARATION Repeat the procedures detailed in chapter 2 UNPACKING AND ASSEMBLY in order to prepare your PEAK 2 3 3 FLIGHT PLAN Draw out a flight plan before take off in order to avoid possible flight errors 3 4 PRE FLIGHT CHECK LIST Once you are ready but before you take off carry out another equipment inspection Ensure correct installation of all equipment and that all lines are free of hindrances or knots Check that the weather conditions are suited for your flying skills 3 5 WING INFLATION CONTROL AND TAKE OFF Smoothly and progressively inflate the wing chapter 2 6 INSPECTION AND WING INFLATION ON THE GROUND The PEAK 2 inflates easily and does not require excessive energy It does not tend to over take you so t
5. or twisting the STE or the SLE rigifoils The wing does not have to be tightly folded if you do so it may damage the material and or the lines 8 1 MAINTENANCE Careful maintenance of your equipment will ensure continued performance The fabric and the lines do not need to be washed if they become dirty clean them gently with a soft damp cloth If your wing becomes wet with salty water immerse it in fresh water and dry it away from direct sunlight The sunlight may damage the materials of your wing and cause premature aging Once you have landed do not leave the wing in the sun store it properly If you use your wing in a sandy area try to avoid the sand from entering the cell openings of the leading edge If sand is inside the wing remove it before folding Competition lines which were used in the past were more vulnerable to premature wear and ageing but the new line materials used on the PEAK 2 NIVIUK now ensure a much longer working life However they still demand regular checks with careful attention to wear and tear We advise a full inspection of the lines every 100 hours or every six months at a specialised paragliding repair centre Rocks and hard ground are obviously far more abrasive than grassed areas that s why we do not advise the PEAK 2 for ground handling practice 8 2 STORAGE It is important that the wing is correctly folded when stored Store your flying equipment in a cool dry place away from solvents fu
6. out Practice these movements at sufficient altitude and with moderation 6 1 TOWING The PEAK 2 does not experience any problem whilst being towed Only qualified personnel should handle the qualified equipment to carry out this operation The wing has to be inflated in the same way as in normal flight 6 2 ACROBATIC FLIGHT Although the PEAK 2 has been tested by expert acrobatic pilots in extreme situations it HAS NOT been designed for acrobatic flight and we DO NOT RECOMMEND THE USE OF THIS GLIDER for that use We consider acrobatic flight to be any form of piloting that is different to normal flight To learn safely how to master acrobatic manoeuvres you should attend lessons FK 12 which are carried out and supervised by a qualified instructor over water Extreme manoeuvres take you and your wing to centrifugal forces that can reach 4 to Materials will wear more quickly than in normal flight The PEAK 2 has a complex leading and trailing edge manufactured using a variety of different materials For that reason the use of a correct folding method is very important for extending the useful life of your paraglider It should be folded like an accordion with the leading edge reinforcements flat and the rigifoils positioned one upon the other This method will ensure that the profile remains in good shape without altering its form or its performance The wing should then be folded in three parts taking care of not bending
7. 0 71 NIVIUK Class D In accordance with EN standards 926 2 2005 amp 926 1 200 PG 0351 2010 Date of issue DMY 22 10 2010 Manufacturer Niviuk Gliders Air Games S L Model Peak 2 24 Serial number Configuration during flight tests Paraglider Accessories Maximum weight in flight kg 105 Range of speed system cm 16 Minimum weight in flight kg 85 Speed range using brakes km h 13 Glider s weight kg 5 8 Range of trimmers 0 Number of risers 3 Total speed range with accessories km h 30 Projected area m2 20 32 Harness used for testing max weight Inspections whichever happens first Harness type ABS every 6 months or every 100 flying hours Harness brand Sup Air Warning Before use refer to user s manual Harness model Altiplume Person or company having presented the M glider for testing Nef Olivier Harness to risers distance cm 49 Distance between risers cm 46 1 2 3 4 5 6 7 B 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 F lt 19 20 para test com 6 NR TURQUOISE certified by 150 om BUR AL Class D Date of issue DMY Model Serial number JAN oae uno Ar 5A Wie du Corte B O
8. 4 Vene 1S 36565 S 1 NIVIUK In accordance with EN standards 926 2 2005 amp 926 1 2006 PG 0352 2010 22 10 2010 Manufacturer Niviuk Gliders Air Games S L Peak 2 26 Configuration during flight tests Paraglider Accessories Maximum weight in flight kg 115 Range of speed system cm 19 Minimum weight in flight kg 95 Speed range using brakes km h 13 Glider s weight kg 6 2 Range of trimmers cm 0 Number of risers 3 Total speed range with accessories km h 32 Projected area m2 22 Harness used for testing max weight Inspections whichever happens first Harness type ABS every 6 months or every 100 flying hours Harness brand Gin Gliders Warning Before use refer to user s manual Harness model Gingo2L Person or company having presented the glider for testing Nef Olivier Harness to risers distance cm 49 Distance between risers cm 46 12 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 0 para test com _ __ NR TURQUOISE SA certified by 150 AU VERITAS ao Class D In accordance with EN standards 926 2 2005 amp 926 1 2006 Date of issue DMY Ar Turguose 5A Wie Ada Corse B
9. B 04 Fav E 4 12 56565 85 sata 7 20252 oae Sos eson NR TURQUOISE certified by 150 om BUR AL nnm Class D In accordance with EN standards 926 2 2005 amp 926 1 2006 PG 0365 2010 Date of issue DMY 22 10 2010 Manufacturer Niviuk Gliders Air Games S L Model Peak 2 22 Serial number 1 NIVIUK Configuration during flight tests Paraglider Accessories Maximum weight in flight kg 90 Range of speed system cm 16 Minimum weight in flight kg 70 Speed range using brakes km h 13 Glider s weight 5 4 Range of trimmers cm 0 Number of risers 3 Total speed range with accessories km h 30 Projected area m2 18 65 Harness used for testing max weight Inspections whichever happens first Harness type ABS every 6 months or every 100 flying hours Harness brand Niviuk Warning Before use refer to user s manual Gliders Harness model Hamak M Person or company having presented the glider for testing None Harness to risers distance cm 49 Distance between risers cm 46 12 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 a A B B o A A 8 D A A A 8 D A o para test com f Ar Yuan 5A 2363 Corse O4 rav w 56565 85 d 78 20252 Un oe unge T NR TURQUOISE SA certified by 1 0 0
10. D JAPAN HEIGHT M 68 71 7 39 7 67 MIDDLE CASCADES NL 080 EIJIN LIMITED JAPAN NUMBER 172 172 72 72 MIDDLE CASCADES DC 060 LIROS GERMANY MAIN 3 3 4 3 3 4 3 3 4 3 3 4 MAIN NL 280 TEIJIN LIMITED JAPAN RISERS NUMBER 3 A B C A B C A B C A B C MAIN NL 220 TEIJIN LIMITED JAPAN TRIMS NO NO NO NO MAIN NL 140 TEIJIN LIMITED JAPAN TOTAL WEIGHT MAXIMUM KG 90 105 115 130 MAIN NL 080 TEIJIN LIMITED JAPAN N FLIGHT MINIMUM KG 70 85 95 110 MAIN BREAK NL 280 TEIJIN LIMITED JAPAN GLIDER WEIGHT KG 5 7 6 1 6 6 72 THREAD SERAFIL 60 AMAN GERMANY CERTIFICATION EN D D D D RISERS FABRIC CODE SUPPLIER MATERIAL 3455 COUSIN FRANCE COLOR INDICATOR PAD TECHNI SANGLES FRANCE THREAD V138 COATS ENGLAND MAILLONS MRDIOS 5 512 PEGUET FRANCE PULLEYS 224 HARKEN USA NIVIUK 10 3 RISER ARRANGEMENT PEAK 2 C Stak 15 10 4 LINE PLAN 281 br 16 NIVIUK 10 5 LENGTHS PEAK 2 22 10 6 LENGTHS PEAK 2 24 NIVIUK PEAK 2 22 NIVIUK PEAK 2 24 LINES HEIGHT CM LINES HEIGHT CM A B BR A B 1 677 670 5 679 764 1 705 5 699 708 795 2 668 5 662 669 5 740 2 696 5 690 698 770 3 670 664 672 5 720 3 698 692 701 748 5 4 667 662 672 711 4 697 690 5 700 5 739 5 658 653 660 5 691 5 5 687 681 688 5 719 5 6 654 5 649 5 657 5 679 6 683 5 678 685 706 5 7 658 5 654 664 5 676 5 7 687
11. OFF 7 10 9 CERTIFICATION SPECIMEN 19 3 6 LANDING 7 4 IN FLIGHT 7 4 1 FLYING IN TURBULENCE 7 4 2 POSSIBLE CONFIGURATIONS 8 4 3 USING THE ACCELERATOR 9 4 4 FLYING WITHOUT BRAKE LINES 9 4 5 KNOTS IN FLIGHT 10 5 LOSING HEIGHT 10 1 1 WHO IS IT DESIGNED FOR The PEAK 2 has been designed for current and experienced pilots and those wishing to compete in high performance competitions but without renouncing the security of a certified glider The PEAK 2 has been particularly designed for the serious Cross Country enthusiast who seeks the performance confidence and comfort to be able to maximise and fully enjoy his her flights 1 2 CERTIFICATION The PEAK 2 has successfully achieved the European EN certification All the commercially available sizes passed every required test with excellent results and the PEAK 2 received the D certification for all the sizes The PEAK 2 passed the essential load test of 8 g without experiencing any problems This test was carried out in the Swiss Air Turquoise laboratories in Switzerland Check the homologation results and figures on the last pages of this manual 1 3 IN FLIGHT BEHAVIOUR The PEAK 2 carries the very unique Niviuk design DNA and has been created to achieve optimum performance maximum safety and maximum pilot potential Niviuk understands the sport of paragliding and the reasons why every pilot feels the need to fly the PEAK 2 is a glider for both Our objective was to give the p
12. any informal training from anyone who is not properly qualified as a flight instructor The entire equipment and components are covered by a 2 year guarantee against any manufacture fault The guarantee does not cover misuse or abnormal use of the materials 13 14 10 1 TECHNICAL DATA 10 2 MATERIALS DESCRIPTION PEAK 2 22 24 26 28 FABRIC CODE SUPPLIER CELLS NUMBER 73 73 73 73 UPPER SURFACE SKYTEX 40 9017 E77A NCV FRANCE CLOSED 14 14 4 4 BOTTOM SURFACE SKYTEX 40 9017 E38A NCV FRANCE BOX 25 25 25 25 PROFILES SKYTEX 40 9017 E29A NCV FRANCE FLAT AREA 2 22 24 26 28 DIAGONALS SKYTEX 40 9017 E29A NCV FRANCE SPAN M 12 14 12 68 3 2 3 7 LOOPS LKI 10 KOLON INDUSTRIAL KOREA ASPECT RATIO 6 7 6 7 6 7 6 7 REINFORCEMENT LOOPS W 420 D P GERMANY PROJECTED AREA M2 18 65 20 32 22 23 66 TRAILING EDGE REINFORCEMENT MYLAR 20 M M D P GERMANY SPAN 9 46 9 87 0 26 0 63 RIBS REINFORCEMENTS W 420 D P GERMANY ASPECT RATIO 4 79 4 79 4 79 4 79 THREAD SERAFIL 60 AMAN GERMANY FLATTENING 15 15 5 5 CORD MAXIMUM M 2 28 2 38 2 48 2 57 SUSPENSION LINES FABRIC CODE SUPPLIER MINIMUM M 0 38 0 4 0 42 0 44 UPPER CASCADES DC 060 LIROS GERMANY AVERAGE 1 33 1 39 45 5 UPPER CASCADES DC 040 LIROS GERMANY LINES TOTAL METERS M 269 280 292 303 MIDDLE CASCADES NL 140 EIJIN LIMITE
13. apse will normally open by itself but if that does not happen pull completely on the brake line on the side which has collapsed 10026 Do this with a firm movement You may have to repeat this operation to provoke the re opening Take care not to over brake on the side that is still flying turn control and when the collapse has been solved remember to let the wing recover its flying speed Symmetric collapse In normal flying conditions the design of the PEAK 2 ensures that a symmetric collapse is quite improbable The profile of the wing has been designed to widely tolerate extreme changes in the angle of incidence A symmetric collapse may occur in heavy turbulent conditions on entry or exit of strong thermals or lack of adapting the use of the accelerator to the prevailing air conditions Symmetrical collapses usually re inflate without the glider turning but you can symmetrically apply the brake lines with a quick NIVIUK deep pump to quicken the re inflation Release the brake lines immediately to recover optimum flight speed Negative spin This configuration is out of the normal flight behaviour of the PEAK 2 Certain circumstances however may provoke this configuration such as trying to turn when the wing is flying at very low speed while heavily braking It is not easy to give any recommendations about this situation since it varies depending on the circumstances Remember that you should restore the relative air speed ove
14. ditions the pilot is the ultimate safety factor We recommend active piloting making the necessary fine adjustments to keep the wing in control He she should stop braking to allow it to fly at the required wing speed after a correction is made Do not maintain any correction for longer than necessary braked this would cause the wing to enter into critical flying situation Whenever necessary control a situation react to it and then re establish the required speed 4 2 POSSIBLE CONFIGURATIONS We recommend that training to master these manoeuvres be carried out under the supervision of a competent school Asymmetric collapse In spite of the great stability of the profile of the PEAK 2 heavy turbulent conditions may cause part of the wing to collapse asymmetrically This usually happens when the pilot has not foreseen this possible reaction of the wing When the wing is about to experience an asymmetric collapse the brake lines and the harness will transmit a loss of pressure to the pilot To prevent the collapse from happening pull the brake line corresponding to the compromised side of the wing this will increase the angle of incidence If the collapse does happen the PEAK 2 will not react violently the turn tendency is very gradual and it is easily controlled Lean your body towards the side that is still flying in order to counteract the turn and to maintain a straight course if necessary slightly slow down the same side The coll
15. els or oils It is not advisable to store your flying equipment in the trunk of your car Temperatures inside a car parked in the sunlight can be very high Inside a rucksack and in the sunlight temperatures can reach 60 C Weight should not be laid on top of the equipment 8 3 CHECKS AND CONTROLS You should ensure that your PEAK 2 is periodically serviced and checked at your local repair centre every 100 hours of use or every 6 months whichever happens first This will guarantee that your PEAK 2 will continue to function properly and therefore continue fulfilling the homologation certificate results As previously mentioned you should systematically check your lines visually before each take off We strongly advise a complete line check every 6 months 8 4 REPAIRS If the wing is damaged you can temporarily repair it by using the rip stop found in the repair kit so long as no stitches are involved in the tear Any other type of tear must be repaired in a specialized repair shop or by qualified personnel Do not accept a home repair It is well known that paragliding is considered a high risk sport where safety depends on the person who is practising it Wrong use of this equipment may cause severe injuries to the pilot even death Manufacturers and dealers are not responsible for any act or accident that may be the result of practicing this sport You must not use this equipment if you are not trained Do not take advice or accept
16. fferent compared to normal flight 5 3 SPIRAL DIVE This is a more effective way for rapidly losing height You have to know that the wing can gain a lot of speed and the increase in G s will be substantial This can cause a loss of orientation and consciousness blackouts These are the reasons why it is best to carry out this manoeuvre gradually so your capacity to resist the G forces increases and you will learn to fully appreciate and understand the manoeuvre Always practice this manoeuvre when flying at high altitude To start the manoeuvre first lean your bodyweight and pull the brake line to the side to which you are leaning You can regulate the intensity of the turn by applying a little outside brake A paraglider flying at its maximum turn speed can reach 20 m s equivalent 70 km h vertical speed and stabilize in a spiral dive from 15 m s onwards These are the reasons why you should be familiar with the manoeuvre and know how to carry out the exit methods To exit this manoeuvre you must progressively release the inside brake and also momentarily apply outside brake Whilst doing this you must also lean your bodyweight towards the outside This exit manoeuvre has to be carried out gradually and with smooth movements so you can feel the pressure and speed changes at the same time The after effect of the exit manoeuvre is that the glider will rock briefly with lateral surge depending on how the manoeuvre has been carried
17. gin and avoid this phenomenon Take care not to pull the brakes while making the ears Some pilots would say Nothing is better than a good descending air mass to descend safely 5 2 B LINE STALL When you carry out this manoeuvre the wing stops flying it loses all horizontal speed and you are not in control of the paraglider The air circulation over the profile is interrupted and the wing enters into a situation similar to parachuting To carry out this manoeuvre you have to take the B risers below the maillons and symmetrically pull both of them down approx 20 30 cms and then hold this position The initial phase is quite physical hard resistance which means that you will have to pull strongly until the profile of the wing is deformed when this happens required force will then significantly reduce To maintain this manoeuvre you must continue to hold the B Lines in the pulled down position The wing will then become deformed horizontal speed drops to 0 km h and vertical speed increases to 6 to 8 m s depending on the conditions and how the manoeuvre has been performed To exit the manoeuvre simultaneously release both risers the wing will then slightly surge forward and then automatically return to normal flight It is better to let go of the lines quickly rather than slowly This is an easy manoeuvre but you must remember that the wing stops flying it loses all horizontal movement and its reactions are very di
18. he glider have been very carefully selected for its lightweight resilience under normal conditions and UV standards Not a single millimetre of error is possible in the manufacturing process from Olivier s computer to the cutting of the fabric The cutting is done section by section in an extremely meticulous manner The numbering and marking of the guideline marks is also done in the same meticulous way so avoiding errors in this critical process The lines are semi automatically manufactured and all the sewing is finished under the supervision of our specialists The jigsaw puzzle of the assembly process is made easier using this method We economize on resources while making the quality control more efficient All the different parts of the canopy are cut and assembled under the strict conditions induced by the automation of the whole process All NIVIUK Gliders go through an extremely thorough and efficient final inspection Every single line of each glider is measured individually once the final assembly has concluded Each wing is thoroughly inspected at the end of it assembly Each glider is packaged following the maintenance and conservation instructions recommended for the advanced materials NIVIUK Gliders are made of first class materials as demanded by the performance durability and homologation requirements of the present day market Information about construction materials is given on the last pages of this manua
19. he knot in it Try to pull the identified line to see if the knot undoes Be very careful when trying to remove a knot When there are knots in the lines or when they are tangled do not pull too hard on the brake lines because there is an increased risk of the wing to stalling or negative turn being initiated Before trying to remove a knot make sure there are no pilots flying nearby and never try these manoeuvres near the mountainside If the knot is too tight and you cannot remove it carefully and safely fly to the nearest landing place The knowledge of the different descent techniques is an important resource to use in certain situations The most adequate descent method will depend on the particular situation We recommend that you learn to use these manoeuvres under the tuition of a competent school 5 1 EARS Big ears are a moderate descent method reaching 3 or 4 m s ground speed reduces slightly between 3 and 5 km h and piloting becomes limited The angle of incidence and the surface wing load also increases Push on the accelerator to restore the wing s horizontal speed and the angle of incidence NIVIUK To pull big ears take the outermost A lines of both stabilizers as high up as possible and pull on them outward and downward The wingtips will fold in Let go of the lines and the big ears will re inflate automatically If they do not re inflate gently pull on one of the brake lines and then on the opposite one We recom
20. he wing inflation phase is carried out without anguish These take off characteristics provide a perfect control phase and enough time for the pilot to decide whether to accelerate and take off Whenever the wind speed allows it we recommend a reverse launch technique this type of launch allows you to carry out a better visual check of the wing The PEAK 2 is especially easy to control in this position in strong winds However wind speeds up to 25 to 30 km h are considered strong and extra consideration should be given to any thought of flight Preparation and positioning of the wing on the take off is especially important Choose a location which is appropriate for the direction of the wind Position the paraglider as if it were part of a large circle taking into account the shape of the canopy in flight All this will assist in a trouble free take off 3 6 LANDING The PEAK 2 lands excellently it transforms the wing speed into lift on the pilot s demand allowing an enormous margin of error You will not have to wrap the brake lines around your hand to get greater braking efficiency 4 1 FLYING IN TURBULENCE The PEAK 2 has an excellent profile to withstand the very different aero logical conditions so allowing the best possible piloting and stability It reacts admirably in passive flight thus offering a high level of safety in turbulent conditions Nonetheless the pilot always has to pilot according to the prevailing weather con
21. ilot a glider which not only offers a pure flying sensation but above all a glider which is in complete harmony with the pilot passing clear precise information and by doing so offering a perfect analysis of the air mass Experience the perfect fusion of performance and grace maximise your potential fly the PEAK 2 NIVIUK In thermals the PEAK 2 displays its superior efficiency one way above other gliders in the same class For those who are not used to flying with an aspect ratio of 6 7 and three rows of lines turning may require a little adaptation time but once you know how you will enjoy precise piloting with an active response to your demands The PEAK 2 will very quickly inspire you with confidence and place you on top of the thermal stack enjoying the performance efficiency and speed The glide ratio and the speed range of the PEAK 2 can only be described as outstanding The PEAK 2 allows the pilot to accurately feel and asses the information given by the glider and to anticipate every movement even at high speed where the glider remains solid and communicative The speed system is both smooth and progressive and when the application of the first half of the accelerator is applied you will feel a real sense of acceleration without experiencing huge sink The second half provides pure and increasing speed to the maximum level depending on the air mass at the time 1 4 ASSEMBLY MATERIALS The PEAK 2 has all the technologica
22. l 1 5 ELEMENTS COMPONENTS The PEAK 2 is delivered to its owner together with a series of components that although not fundamental do take an important part in the use transport and storage of the paraglider The glider is delivered together with a rucksack large enough for all of the equipment to fit inside 195 liters once appropriately packed The rucksack is designed to make transport on foot as pleasant as possible The internal bag intended to protect the PEAK 2 from possible damage during storage is also supplied The compression strap allows you to keep the glider as good as possible in the rucksack Furthermore you will find the accelerator bar that completes the acceleration gear of the wing a small fabric repair kit made of auto adhesive ripstop and a user s manual with the answers all our questions about our new PEAK 2 2 1 CHOOSE THE RIGHT PLACE We recommend that you unpack and assemble your wing on a schooling slope or a flat clear area without to much wind and free of obstacles These conditions will allow you to carry out all the steps required for you to check and inflate the NIVIUK PEAK 2 We recommend that an instructor or a retailer supervise the entire procedure as only they are competent to resolve any doubt in a safe and professional way 2 2 PROCEDURE Take the paraglider out of the rucksack open it and spread it open with the lines on top of the underside position the wing as if you were to inflate i
23. l innovations as used on other NIVIUK gliders Furthermore attention to small details such as the use Harken pulleys and very small pulleys on the risers have been used to improve the comfort and efficiency of the speed system No more tired and aching legs The use of the SLE Structured Leading Edge allows reinforcement of the leading edge preventing any deformation during turbulence The airflow is also vastly improved over the entire front span of the glider The new generation profile has been conceived to efficiently distribute the total load across the three rows of lines The chosen materials and line dimensions have minimum air resistance while respecting the security and maximum load efficiency Also a new technology developed from the competition prototypes has been adapted to the Peak 2 the new STE Structured Trailing Edge STE is based on the leading technology we use for the Icepeak 4 NS It optimises the profile without deforming it We can thus obtain less resistance and better performance With the STE the circulation of the air is more fluid maintaining a consistent airflow at the trailing edge and obtaining a cleaner airflow at high speeds The pitch control is notably improved as well STE works on more surface of the wing without distorting the profile We use on the Peak 2 lines of great performance so it is necessary that ALL lines are thoroughly checked every 100 hours or every 6 months The fabrics used for t
24. mend that you re inflate asymmetrically not to alter the angle of incidence more so if you are flying near the ground or flying in turbulence Please read this carefully Risk of full stall As can be seen on the EN Certification the PEAK 2 has a relatively short brake travel and it should be noted that by reaching for the A3 line to make big ears it is possible to apply brake pressure without realising it The same happens whilst pulling down the A3 line to make the ears This can obviously lead to a significant speed decrease The PEAK 2 has a new high arch concept and applying ears induces more resistance With this new arch the ears don t stick but they do tend to hang Because of this there will be more resistance compared to ears on a standard glider Because of the design concept the PEAK 2 has a low transverse tension which results in less pitch This is good in normal conditions however on the other hand the glider could get into trouble if it is allowed pitch and achieve an extreme angle of incidence These are 3 particularities which together with turbulent conditions could cause an unintentional stall The Solution Big ears may still be applied but the pilot must be fully aware of the above mentioned points and act accordingly To avoid the stall simply use the accelerator halfway this is sufficient to increase the speed which naturally decreases the angle of incidence In this way you will maintain a safe mar
25. r the wing To achieve this progressively reduce the pressure on the brake lines and let the wing gain speed The normal reaction would be a lateral surge with a turn tendency no greater than 360 before restoring to normal flight conditions Parachutal stall If it does happen the feeling would be that the wing would not be advancing you would feel a kind of instability and a lack of pressure on the brake lines although the canopy would appear to be correctly inflated The correct reaction would be to release the pressure on the brake lines and push the A lines forward or rather lean your body to any side WITHOUT PULLING ON THE BRAKE LINES Deep stall The possibility of the PEAK 2 falling into this configuration during normal flight is very unlikely This could happen if you are flying at a very low speed whilst over Steering in a number of manoeuvres and in turbulent conditions To provoke a deep stall you have to take the wing to minimum flight speed by symmetrically pulling the brake lines when you reach this point continue pulling until you reach 100 and then hold The glider will first fall behind you and then situate itself above you rocking slightly depending on how the manoeuvre was carried out When you start to provoke a stall be positive and do not doubt an instant Do not release the brake lines when half way through the manoeuvre This would cause the glider to surge violently forward with great energy and may result in
26. s are equipped with a pre installed acceleration system When fitting any accelerator system ensure that all preinstalled items within the harness such as roller pulleys are used correctly After fitting take into account that you will have to adjust the length of the accelerator lines for correct use This will vary according to the length of the pilot s legs We recommend that you try the correct fitting of the acceleration system on equipment designed to do this most paragliding schools have this sort of equipment 2 6 INSPECTION AND WING INFLATION ON THE GROUND Once you have checked all the equipment and made sure that the wind conditions are favourable inflate your PEAK 2 as many times as necessary in order to become acquainted with the wing s behaviour The PEAK 2 inflates easily and smoothly An excess of energy is not necessary and the wing will inflate with minimum pressure on the harness when you move forward This may be assisted by using the A lines Do not pull on them just accompany the natural rising movement of the wing Once the wing is in the 12 o clock position simply apply correct pressure on the brake lines and the PEAK will Sit over your head 2 7 ADJUSTING THE BRAKES The length of the main brake lines is adjusted at the factory to the length established during certification However the length can be changed to adapt to the pilot s flying style Nevertheless we recommend that you fly for a while with these set
27. ssible landing spot control the flying course with your body movements and a little pressure on the opposite brake Be careful when attempting to undo a tangle if you are flying near a mountainside or near to other paragliders you may lose control of the flying course and a collision may occur Over handling Vost flying incidents are caused by incorrect actions of the pilot which chained one after another creates abnormal flying configurations a cascade of incidents You must to remember that over handling the wing will lead to critical levels of functioning The PEAK 2 is designed always to try to recover normal flight by itself do not try to over handle it Generally speaking the reactions of the wing which follow over handling are neither due to the input made or the intensity but the length of time the pilot continues to over handle You have to allow the profile to re establish normal flight speed after any type of handling 4 3 USING THE ACCELERATOR The profile of the PEAK 2 has been designed to fly stable through its entire speed range It is useful to accelerate when flying in strong winds or in extreme descending air When you accelerate the wing the profile becomes more sensitive to possible turbulence and closer to a possible frontal collapse If you feel a pressure loss you should release the pressure on the accelerator and pull slightly on the brake lines to increase the angle of incidence Remember that you have
28. t Check the condition of the fabric and the lines making sure there are abnormalities Check the maillons which attach the lines to the risers are properly closed Identify and if necessary disentangle the lines from A B and C risers the brake lines and the corresponding risers Make sure that there are no ties or knots 2 3 ASSEMBLY OF THE HARNESS Correctly place the risers on the harness karabiners The risers and lines should not have any twists and they should be in the right order Check that the harness buckles are correctly locked 2 4 TYPE OF HARNESS The PEAK 2 has passed the EN D certification using an ABS type harness This certification allows it to be flown with most of the harnesses on the market We strongly recommend that you adjust the distance of the chest strap according the values used during certification This varies according to the size of the chosen harness Small 2 44 cm Medium 45 cm Large 46 cm Any changes made to these specifications may affect the wing s performance and reactions This would therefore effect the glider s configuration and would not conform to the certification NIVIUK 2 5 ASSEMBLY OF THE ACCELERATOR The acceleration mechanism of the PEAK 2 works when you push with your feet on the accelerator bar this is supplied with the equipment On delivery the accelerator bar has not yet been installed and it is recommended that it is fit by your self before flight Most harnesse
29. the Flying Federation of your country Nevertheless we remind you that it is important that you carefully read all the contents of the manual for your new PEAK 2 glider Severe injuries to the pilot can be the consequence of the misuse of this equipment SUMMARY WELCOME 2 5 1 BIG EARS 10 USER S MANUAL 2 5 2 B LINE STALL 11 1 CHARACTERISTICS 4 5 3 SPIRAL DIVE 11 1 1 WHO IS IT DESIGNED FOR 4 6 SPECIAL METHODS 11 1 2 CERTIFICATION 4 6 1 TOWING 11 1 3 IN FLIGHT BEHAVIOUR 4 6 2 ACROBATIC FLIGHT 11 1 4 ASSEMBLY MATERIALS 4 7 FOLDING INSTRUCTIONS 12 1 5 ELEMENTS COMPONENTS 5 8 CARE AND MAINTENANCE 12 2 UNPACKING AND ASSEMBLY 5 8 1 MAINTENANCE 12 2 1 CHOOSE THE RIGHT PLACE 5 8 2 STORAGE 12 2 2 PROCEDURE 6 8 3 CHECKS AND CONTROLS 12 2 3 ASSEMBLY OF THE HARNESS 6 8 4 REPAIRS 12 2 4 TYPE OF HARNESS 6 9 SAFETY AND RESPONSIBILITY 13 2 5 ASSEMBLY OF THE ACCELERATOR 6 10 GUARANTEE 13 2 6 INSPECTION AND WING INFLATION ON 11 TECHNICAL DATA 14 THE GROUND 6 10 1 TECHNICAL DATA 14 2 7 ADJUSTING THE BRAKES 6 10 2 MATERIALS DESCRIPTION 14 3 THE FIRST FLIGHT 7 10 3 RISER ARRANGEMENT 15 3 1 CHOOSE THE RIGHT PLACE 7 10 4 LINE PLAN 16 3 2 PREPARATION 7 10 5 DIMENSIONS PEAK 2 22 17 3 3 FLIGHT PLAN VA 10 6 DIMENSIONS PEAK 2 24 17 3 4 PRE FLIGHT CHECK LIST 7 10 7 DIMENSIONS PEAK 2 26 18 3 5 WING INFLATION CONTROL AND 10 8 DIMENSIONS PEAK 2 28 18 TAKE
30. the wing below the pilot It is very important that the pressure on the brake lines is maintained until the wing is well established vertical above To regain normal flight conditions progressively and symmetrically release the brake lines letting the speed be re established When the wing reaches the maximum advanced position ensure that the brakes are fully released The wing will now surge forward this is necessary so that air speed is completely restored over the wing Do not over brake at this point because the wing needs to recover speed to quit the stall configuration If you have to control a possible symmetrical front stall briefly and symmetrically pull on the brake lines and let go even when the wing is still ahead of you Wing tangle A wing tangle may happen after an asymmetric collapse the end of the wing is trapped between the lines Cravat This situation could rapidly cause the wing to turn although it depends on the nature of the tangle The correction manoeuvres are the same as those applied in the case of an asymmetrical collapse control the turn tendency by applying the opposite brake and lean your body against the turn Then locate the line that reaches the stabiliser that is trapped between the other lines This line has a different colour and belongs to the external lines of the C riser Pull on this line until it is tense this should help to undo the wing tangle If you cannot undo the tangle fly to the nearest po
31. to re establish the flight speed after correcting the incidence It is NOT recommended to accelerate near to the mountainside or in very turbulent conditions If necessary you will have to constantly adjust the movements and pressure on the accelerator whilst constantly adjusting the pressure applied to the brake lines This balance is considered to be active piloting 4 4 FLYING WITHOUT BRAKE LINES If for any reason at all you cannot use the brake lines of your PEAK 2 you will have to pilot the wing using the C risers and your body weight to fly towards the nearest landing The C lines steer easily because they are not under pressure you have to be careful not to over handle them causing a stall or negative turn To land you have to let the wing fly at full speed and before reaching the ground you will have to pull symmetrically on both the C risers This braking method is not as effective as using the brake lines so you will land at a higher speed 10 4 5 KNOTS IN FLIGHT The best way to avoid these knots and tangles is to inspect the lines before you inflate the wing for take off If you notice a knot before take off immediately stop running and do not take off If you have taken off with a knot you will have to correct the drift by leaning on the opposite side of the knot and apply the brake line on that side too You can gently try to pull on the brake line to see if the knot becomes unfastened or try to identify the line with t
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