USER`S MANUAL ICEPEAK 8
Contents
1. 29 30 11 15 INLET SHAPE 32 12 CERTIFICATION SPECIMEN TEST ICEPEAK 8 22 CERTIFICATE of CONFORMITY for flight and load tests Air Turquoise SA having thoroughly tested in flight and structure the Paraglider mentioned hereunder certifies its compliance with all criteria defined by the CIVL for FAI Category 1 Cross Country events 2015 Edition Revision 3 5 01 Sept 2014 Manufacturer NIVIUK Gliders Address Air Games S L Niviuk Gliders C Del Ter 6 Nave D 17165 La Cellera de Ter Girona Spain Glider model Icepeak 8 22 S N Icepeak 8 7 22 pattern v1 Certification number CCC_003 2014 Date of flight test 06 10 2014 Date of load test 04 09 2014 Place of test Villeneuve Classification FAI CCC Total weight in flight 100 kg Delivery date 09 10 2014 Gilles Beruex Technical department Air Turquoise SA ICEPEAK 8 24 CERTIFICATE of CONFORMITY for flight and load tests Air Turquoise SA having thoroughly tested in flight and structure the Paraglider mentioned hereunder certifies its compliance with all criteria defined by the CIVL for FAI Category 1 Cross Country events 202. DC 60 WHT 189 c2 DC 40 WHT 197 02 DC 40 WHT 1 201 br2 DC 40 WHT 530 a3 DC 60 WHT 198 b3 DC 60 WHT 184 c3 DC 40 WHT 250 03 DC 40 WHT 1 168 DC 40 WHT 730 a4 DC 60 WHT 193 54 DC 60 WHT 179 c4 DC 40 WHT 245 04 DC 40 WHT 1 262 br4 DC 40 WHT 829 5 DC 60 WHT 192 b5 DC 60 WHT 177 c5 DC 40 WHT 251 d5 DC 40 WHT 1191 br5 DC 40 WHT 811 a6 DC 60 WHT 189 6 DC 60 WHT 174 c6 DC 40 WHT 236 06 DC 40 WHT 1 089 DC 40 WHT 609 a7 DC 60 WHT 184 b7 DC 60 WHT 170 7 DC 40 WHT 208 07 DC 40 WHT 992 br7 DC 40 WHT 618 a8 DC 60 WHT 168 8 DC 60 WHT 157 DC 40 WHT 252 DC 40 WHT 1 054 br8 DC 40 WHT 706 a9 DC 60 WHT 837 9 DG 40 WHT 244 br9 DC 40 WHT 567 a10 DC 60 WHT 726 c10 DC 40 WHT 191 br10 DC 40 WHT 536 11 DC 60 WHT 718 1 DC 40 WHT 223 br11 DC 40 WHT 258 a12 DC 60 WHT 727 c12 DC 40 WHT 222 br12 DC 40 WHT 481 213 DC 60 WHT 574 c13 DC 40 WHT 219 a14 DC 60 WHT 562 c14 DC 40 WHT 204 c15 DC 40 WHT 178 c16 DC 40 WHT 211 e17 DC 40 WHT 678 c18 DC 40 WHT 571 c19 DC 40 WHT 552 c20 DC 40 WHT 592 c21 DC 40 WHT 576 c22 DC 40 WHT 584 A1 12240 115 ORG 1 327 201 16140 70 ORG 1 052 BR1 DC 40 WHT 951 A2 12240 115 ORG 201 2c2 16140 70 ORG 882 BR2 DC 40 WHT 637 A3 12240 115 ORG 1 236 2c3 16140 70 ORG 859 BR3 DC 40 WHT 814 A4 12240 115 ORG 278 2c4 16140 70 ORG 944 BR4 DC 40 WHT 723 A5 12240 115 ORG 206 2c5 16140 70 ORG 946 BR5 DC 40 WHT 398 A6 12240 115 ORG 1 087 2c6 16140 70 ORG 815 BR6 DC 40 WHT 796 A7 12240 115 ORG 055 2c7 16140 70 ORG 738
3. 5 1 EARS 11 5 2 4C3 TECHNIQUE 11 5 3 B LINE STALL 12 5 4 SPIRAL DIVE 12 5 5 SLOW DESCENT TECHNIQUE 12 6 SPECIAL METHODS 13 6 1 TOWING 13 6 2 ACROBATIC FLIGHT 13 7 FOLDING INSTRUCTIONS 13 8 CARE AND MAINTENANCE 13 8 1 MAINTENANCE 13 8 2 STORAGE 13 8 3 CHECKS AND CONTROLS 14 8 4 REPAIRS 14 8 5 LINE REPLACEMENT 14 9 SAFETY AND RESPONSIBILITY 15 10 GUARANTEE 15 11 TECHNICAL DATA 16 11 1 GENERAL TECHNICAL DATA 16 11 2 TECHNICAL DATA CIVL COMPETITION CLASS CCC 16 11 3 SUSPENSION LINES TECHNICAL DATA 17 11 4 LINE PLAN 18 11 5 SUSPENSION LINES 22 19 11 6 SUSPENSION LINES 24 20 11 7 SUSPENSION LINES 26 21 11 8 FOLDING LINES PLAN 22 11 9 OVERALL LENGHT 23 11 10 RISER ARRANGEMENT 27 11 11 ATTACHMENT POINTS POSITION 28 11 12 TENSION BANDS 29 11 13 MINIRIBS 30 11 14 DIAGONALS 31 11 15 INLET SHAPE 32 12 CERTIFICATION 33 1 1 WHO IS IT DESIGNED FOR The ICEPEAK 8 has been designed for experienced pilots and those wishing to compete in high performance competitions It has been conceived for competition therefore it is able to fly kilometre after kilometre with an intensive pace Its strengths are its glide its excellent rapid ascent in thermals and its speed when flying Moreover it provides to the pilot a perfect transmission of the air flow and an incomparable security sensation in its category
4. Description of the skills and experience required for this glider For those pilots used to recovery techniques active piloting to fly on turbulent conditions and capable of flying these kind of demanding gliders 1 2 CERTIFICATION The ICEPEAK 8 has successfully achieved the CIVL Competition Class CCC This test was carried out in the Swiss Air Turquoise laboratories Switzerland All the commercially available sizes passed every required test with excellent results and the ICEPEAK 8 received CCC certification for all sizes The ICEPEAK 8 passed the essential load test of 8g without experiencing any problems We recommend paying special attention on the flight test report made by the certification laboratory and specially attention to the test pilot comments On the flight test report there is all necessary information to know how the NIVIUK new paraglider will react on each manoeuvre tested It is important to take into account that each size can have a different reaction on the same manoeuvre Furthermore the same size on maximum load or minimum load can experiment a different behaviour Description of flight characteristics on CCC class Paragliders with very demanding flying characteristics and potentially violent reactions to turbulence and pilot errors Recommended for experienced and regularly flying pilots The intervention of the pilot is needed to recover a normal flight state Check the certification res
5. 1 500 4a3 16330 145 ORG 3 642 403 12240 115 6 168 Point at 1 300 Stab 16140 70 ORG 2942 21 22 11 8 FOLDING LINES PLAN NIVIUK ICEPEAK 8 22 ICEPEAK 8 24 NAME LENGTH MATERIAL COLOUR NAME LENGTH MATERIAL COLOUR 1552 TNL 80 RED FA 1603 TNL 80 RED F2 1426 TNL 80 RED F2 1473 TNL 80 RED F3 1457 TNL 80 RED F3 1504 TNL 80 RED F4 1486 TNL 80 RED F4 1535 TNL 80 RED 5 1419 TNL 80 RED F5 1466 TNL 80 RED F6 1294 TNL 80 RED F6 1337 TNL 80 RED F7 1264 TNL 80 RED F7 1306 TNL 80 RED F8 1257 TNL 80 RED F8 1298 TNL 80 RED F9 609 TNL 80 RED F9 629 TNL 80 RED F10 499 TNL 80 RED F10 516 TNL 80 RED 843 TNL 80 RED F11 870 TNL 80 RED F12 803 TNL 80 RED F12 829 TNL 80 RED F13 894 TNL 80 RED F13 923 TNL 80 RED 2F1 1411 TNL 80 RED 2F1 1456 TNL 80 RED 2F2 1333 TNL 80 RED 2F2 1379 TNL 80 RED 2F3 1212 TNL 80 RED 2F3 1251 TNL 80 RED 2F4 1173 TNL 80 RED 2F4 1212 TNL 80 RED 2F5 1132 TNL 80 RED 2F5 1169 TNL 80 RED 2F6 700 TNL 80 RED 2F6 723 TNL 80 RED 3FI 4701 TNL 80 RED 3FI 4872 TNL 80 RED 4812 TNL 80 RED 4990 TNL 80 RED 5333 TNL 80 RED 5529 TNL 80 RED 23 ICEPEAK 8 26 NAME LENGTH MATERIAL COLOUR 1652 TNL 80 RED F2 1520 TN
6. DC 40 WHT 838 a6 DC 60 WHT 195 6 DC 60 WHT 180 DC 40 WHT 244 6 DC 40 WHT 1 125 br6 DC 40 WHT 629 a7 DC 60 WHT 190 b7 DC 60 WHT 175 c7 DC 40 WHT 215 07 DC 40 WHT 1 024 DC 40 WHT 638 a8 DC 60 WHT 174 b8 DC 60 WHT 162 DC 40 WHT 260 08 DC 40 WHT 1 088 br8 DC 40 WHT 729 a9 DC 60 WHT 865 cg DC 40 WHT 252 br9 DC 40 WHT 585 a10 DC 60 WHT 750 c10 DC 40 WHT 198 br10 DC 40 WHT 553 a11 DC 60 WHT 742 c11 DC 40 WHT 230 br11 DC 40 WHT 267 a12 DC 60 WHT 750 c12 DC 40 WHT 229 br12 DC 40 WHT 497 a13 DC 60 WHT 593 c13 DC 40 WHT 226 a14 DC 60 WHT 581 c14 DC 40 WHT 211 15 DC 40 WHT 184 c16 DC 40 WHT 218 c17 DC 40 WHT 700 c18 DC 40 WHT 589 c19 DC 40 WHT 570 c20 DC 40 WHT 611 c21 DC 40 WHT 595 c22 DC 40 WHT 603 A1 12240 115 1 371 201 16140 70 ORG 1 086 BR1 DC 40 WHT 982 A2 12240 115 1 242 2c2 16140 70 ORG 911 BR2 DC 40 WHT 658 12240 115 1 276 2c3 16140 70 ORG 887 BR3 DC 40 WHT 840 A4 12240 115 1 321 204 16140 70 ORG 975 BR4 DC 40 WHT 747 A5 12240 115 1 246 2c5 16140 70 ORG 978 BRS DC 40 WHT 411 A6 12240 115 1 123 206 16140 70 ORG 842 BR6 DC 40 WHT 823 12240 115 1 090 207 16140 70 ORG 763 A8 12240 115 1 111 2c8 16140 70 ORG 829 AQ 16140 70 ORG 704 61 12100 50 ORG 574 A10 16140 70 ORG 644 C2 16140 70 ORG 544 2 1 12470 200 1 324 361 12240 115 1 083 BRI DC 60 WHT 3 722 2a2 12470 200 1 250 3c2 12240 115 1 073 BRII DC 40 WHT 1 787 2a3 12470 200 ORG
7. 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 ICEPEAK 8 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 pilots flying style Nevertheless we recommend that you fly for a while with these set at the original length This will allow you to become accustomed to the ICEPEAK 8 and its 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 When changing the brakes length it is necessary to check that they do not act when the accelerator is used When we accelerate the glider rotates over the B riser and the trailing edge elevates We must check that the brake is adjusted taking in consideration this extra length in acceleration 3 1 CHOOSE THE RIGHT PLACE We recommend that the first flight with your ICEPEAK 8 is made ona smooth slope a school slope or in you
8. ears K 11 12 to be applied In fact big ears on wings with a profile of 2 lines can often prove difficult For all these reasons we advise the use of the 4C3descent technique on the ICEPEAK 8 This technique ensures a rapid descent is achieved whilst forward wing speed is maintained and so the risk of a deep stall is eliminated HOW Locate the 4C3on your risers and as you would when applying big ears simply pull down firmly and smoothly until you see both wingtips drop back slightly The forward speed of the glider speed will then reduce slightly quickly stabilize and then increase You will then experience a fall rate of around 5 6m s Controlled turning of the wing can easily be maintained by weight shifting the harness exactly the same as you would with big ears We recommend the application of the speed bar whilst using this technique To exit the maneuver release the lines as you would with big ears control the pitch and the wing will quickly adopt normal flight This new technique allows a comfortable and controllable rapid descent without the risk of experiencing a cravat or deep stall We advise you to first try this technique in smooth conditions with sufficient altitude above appropriate terrain 5 3 B LINE STALL This manoeuvre is not possible with this wing 5 4 SPIRAL DIVE This is a more effective way for rapidly losing height You have to know that the wing can gain a lot of vertical speed and
9. pieces of fabric but it also paints the guideline marks that will aid the assembly it also numbers the separate pieces of material All this is carried out before human handling of the pieces begins So we eliminate possible and understandable errors that may occur during this delicate procedure 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 minimize the processes 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 It is strongly recommended that all lines are thoroughly checked by the pilot prior to every flight and ultimately checked by a service centre or Niviuk dealer after the first 30 hours of flight We should not forget that we are using materials with great performance but that they need a rigorous check before every flight 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 then individually inflated for the last visual revision 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
10. 1 129 363 12240 115 948 BRIII DC 40 WHT 2 171 2 4 12470 200 1 107 3c4 12240 115 ORG 992 brmain DC 60 WHT 1 615 3a3 16330 145 2 151 1 12950 405 4 894 4c1 12470 200 ORG 5 416 br5 1 12240 115 1 655 2 12950 405 5 019 4 2 12470 200 ORG 5 446 br6 1 TNL 280 RED 1 510 4a3 16330 145 3 524 403 12240 115 ORG 5 966 Point at 1 310 Stab 16140 70 ORG 2845 NIVIUK 11 7 SUSPENSION LINES 26 ICEPEAK 8 26 REF KG COLOR REF MAT KG COLOR m m REF MAT KG COLOR m m REF MAT KG COLOR m m KG COLOR m m B C D BRAKE al DC 60 WHT 217 1 DC 60 WHT 205 cl DC 40 WHT 279 di DC 40 WHT 1 403 bri DC 40 WHT 941 a2 DC 60 WHT 215 2 DC 60 WHT 201 2 DC 40 WHT 211 02 DC 40 WHT 1279 br2 DC 40 WHT 565 DC 60 WHT 211 b3 DC 60 WHT 196 DC 40 WHT 266 DC 40 WHT 1 241 DC 40 WHT 776 a4 DC 60 WHT 205 4 DC 60 WHT 191 c4 DC 40 WHT 261 04 DC 40 WHT 1 342 br4 DC 40 WHT 883 5 DC 60 WHT 204 5 DC 60 WHT 189 c5 DC 40 WHT 267 d5 DC 40 WHT 1 267 DC 40 WHT 864 a6 DC 60 WHT 201 6 DC 60 WHT 186 c6 DC 40 WHT 251 06 DC 40 WHT 1 159 br6 DC 40 WHT 649 a7 DC 60 WHT 196 b7 DC 60 WHT 181 c7 DC 40 WHT 221 d7 DC 40 WHT 1 055 DC 40 WHT 658 a8 DC 60 WHT 179 b8 DC 60 WHT 167 DC 40 WHT 268 DC 40 WHT 1121 br8 D
11. 15 Edition Revision 3 5 01 Sept 2014 Manufacturer NIVIUK Gliders Address Air Games S L Niviuk Gliders C Del Ter 6 Nave D 17165 La Cellera de Ter Girona Spain Glider model Icepeak 8 24 S N Icepeak 8 7 24 pattern v1 Certification number CCC_004 2014 Date of flight test 06 10 2014 Date of load test 04 09 2014 Place of test Villeneuve Classification FAI CCC Total weight in flight 115 kg Delivery date 09 10 2014 www nara fes com Gilles Beruex Technical department Air Turquoise SA 33 34 ICEPEAK 8 26 CERTIFICATE of CONFORMITY for flight and load tests Air Turquoise SA having thoroughly tested in flight and structure the Paraglider mentioned hereunder certifies its compliance with all criteria defined by the CIVL for FAI Category 1 Cross Country events 2015 Edition Revision 3 5 01 Sept 2014 Manufacturer NIVIUK Gliders Address Air Games S L Niviuk Gliders C Del Ter 6 Nave D 17165 La Cellera de Ter Girona Spain Glider model Icepeak 8 26 S N Icepeak 8 7 26 pattern v1 Certification number CCC_005 2014 Date of flight test 10 10 2014 Date of load test 04 09 2014 Place of test Villeneuve Classification FAI Total weight in flight 125 kg Delivery date 13 10 2014 2 8 C V AN Gilles Beruex Www nara test com Technical department Air Turquoise SA NIVIUK 35 T
12. 7 932 14 7 224 7 660 14 7 469 7 917 15 7 698 15 7 956 16 7 731 16 7 991 17 7 494 17 7 745 18 7 387 18 7 634 19 7 339 19 7 584 20 7 379 20 7 625 21 7 244 21 7 483 22 7 252 22 7 491 25 26 ICEPEAK 8 26 LINES HEIGHT RISER MAILLON m m A B D br handle 1 8 580 8 567 8 618 8 623 8 896 2 8 446 8 431 8 550 8 500 8 520 3 8 401 8 387 8 426 8 453 8 399 4 8 442 8 428 8 422 8 555 8 506 5 8 369 8 354 8 393 8 383 8 345 6 8 240 8 224 8 377 8 275 8 131 7 8 178 8 163 8 439 8 217 8 045 8 8 184 8 172 8 486 8 283 8 140 9 8 012 8 383 8 041 10 7 893 8 327 8 009 11 7 823 8 222 8 138 12 7 832 8 220 8 376 13 7 721 8 181 14 7 707 8 165 15 8 206 16 8 242 17 7 989 18 7 875 19 7 823 20 7 865 21 7 722 22 7 730 NIVIUK 11 10 RISER ARRANGEMENT ICEPEAK 8 22 RISERS LENGHT MAILLON m m A B 522 521 522 STANDARD 402 461 522 ACCELERATED 120 60 0 TRAVEL ICEPEAK 8 24 RISERS LENGHT MAILLON m m A B 521 520 523 STANDARD 401 460 523 ACCELERATED 120 60 0 TRAVEL ICEPEAK 8 26 RISERS LENGHT MAILLON m m A B 525 525 525 STANDARD 395 460 525 ACCELERATED 130 65 0 TRAVEL 27 11 11 ATTACHMENT POINTS POSITION NIVIUK 28 11 12 TENSION BANDS
13. A8 12240 115 ORG 1 076 2c8 16140 70 ORG 803 A9 16140 70 ORG 682 C1 12100 50 ORG 556 A10 16140 70 ORG 624 02 16140 70 ORG 526 2 1 12470 200 ORG 284 3c1 12240 115 ORG 1 049 BRI DC 60 WHT 3 604 2a2 12470 200 ORG 1 209 3c2 12240 115 1 037 BRII DC 40 WHT 1 731 2a3 12470 200 ORG 093 3c3 12240 115 ORG 918 BRIII DC 40 WHT 2 101 2a4 12470 200 ORG 071 3c4 12240 115 960 brmain DC 60 WHT 1 561 3a3 16330 145 ORG 2 072 1 12950 405 ORG 4 722 401 12470 200 5 228 br5 1 12240 115 1 543 2 12950 405 ORG 4 834 4 2 12470 200 5 253 br6 1 TNL 280 RED 1 510 4a3 16330 145 ORG 3 397 403 12240 115 5 756 Point at 1 310 Stab 16140 70 ORG 2745 19 20 11 6 SUSPENSION LINES 24 ICEPEAK 8 24 REF MAT KG COLOR m m REF KG COLOR m m REF KG COLOR m m REF KG COLOR m m REF MAT KG COLOR m m A B C D BRAKE al DC 60 WHT 211 1 DC 60 WHT 199 cl DC 40 WHT 270 DC 40 WHT 1 362 bri DC 40 WHT 913 a2 DC 60 WHT 209 b2 DC 60 WHT 195 2 DC 40 WHT 204 02 DC 40 WHT 1 241 br2 DC 40 WHT 547 a3 DC 60 WHT 205 3 DC 60 WHT 190 c3 DC 40 WHT 258 d3 DC 40 WHT 1 205 DC 40 WHT 753 a4 DC 60 WHT 199 b4 DC 60 WHT 185 4 DC 40 WHT 254 04 DC 40 WHT 1 303 54 DC 40 WHT 856 a5 DC 60 WHT 198 5 DC 60 WHT 183 c5 DC 40 WHT 259 05 DC 40 WHT 1 230 br5
14. C 40 WHT 752 a9 DC 60 WHT 891 9 DG 40 WHT 260 br9 DC 40 WHT 603 a10 DC 60 WHT 773 c10 DC 40 WHT 204 br10 DC 40 WHT 571 11 DC 60 WHT 764 1 DC 40 WHT 238 br11 DC 40 WHT 275 a12 DC 60 WHT 774 c12 DC 40 WHT 236 br12 DC 40 WHT 512 213 DC 60 WHT 612 c13 DC 40 WHT 233 a14 DC 60 WHT 598 14 DC 40 WHT 217 15 DC 40 WHT 189 c16 DC 40 WHT 225 e17 DC 40 WHT 721 c18 DC 40 WHT 607 19 DG 40 WHT 588 c20 DC 40 WHT 630 c21 DG 40 WHT 613 c22 DC 40 WHT 621 A1 12240 115 ORG 1 413 201 16140 70 ORG 1 119 BR1 DC 40 WHT 1 011 A2 12240 115 ORG 281 2c2 16140 70 ORG 940 BR2 DC 40 WHT 680 A3 12240 115 ORG 1 315 2c3 16140 70 ORG 913 BR3 DC 40 WHT 865 A4 12240 115 ORG 362 2c4 16140 70 ORG 1 006 BR4 DC 40 WHT 771 5 12240 115 ORG 285 205 16140 70 ORG 1 007 BR5 DC 40 WHT 423 A6 12240 115 ORG 1 158 2c6 16140 70 ORG 868 BR6 DC 40 WHT 848 12240 115 ORG 123 207 16140 70 ORG 786 A8 12240 115 ORG 1 146 2c8 16140 70 ORG 855 A9 16140 70 ORG 726 61 12100 50 ORG 592 A10 16140 70 ORG 664 C2 16140 70 ORG 560 2 1 12470 200 ORG 364 361 12240 115 1 115 BRI DC 60 WHT 3 835 2a2 12470 200 ORG 1 290 362 12240 115 1 107 BRII DC 40 WHT 1 841 2a3 12470 200 ORG 163 3c3 12240 115 977 BRIII DC 40 WHT 2 239 2a4 12470 200 56 142 3c4 12240 115 1 023 brmain DC 60 WHT 1 667 3a3 16330 145 ORG 2 227 1 12950 405 ORG 5 060 401 12470 200 5 598 br5 1 12240 115 1 728 2 12950 405 ORG 5 193 4 2 12470 200 5 632 br6 1 TNL 280 RED
15. L 80 RED F3 1550 TNL 80 RED F4 1583 TNL 80 RED 5 1511 TNL 80 RED F6 1378 TNL 80 RED F7 1346 TNL 80 RED F8 1338 TNL 80 RED F9 648 TNL 80 RED F10 532 TNL 80 RED 897 TNL 80 RED F12 855 TNL 80 RED F13 951 TNL 80 RED 2F1 1500 TNL 80 RED 2F2 1422 TNL 80 RED 2F3 1289 TNL 80 RED 2F4 1250 TNL 80 RED 2F5 1205 TNL 80 RED 2F6 746 TNL 80 RED 3FI 5037 TNL 80 RED 5163 TNL 80 RED 5719 TNL 80 RED For information regarding folding lines please contact NK Office set lines will be given under special order 24 NIVIUK 11 9 OVERALL LENGHT ICEPEAK 8 22 ICEPEAK 8 24 LINES HEIGHT RISER MAILLON m m LINES HEIGHT RISER MAILLONm m A B D br handle A B D br handle 1 8 059 8 047 8 094 8 100 8 373 1 8 321 8 309 8 360 8 366 8 661 2 7 931 7 917 8 030 7 982 8 018 2 8 190 8 176 8 294 8 245 8 296 3 7 887 7 873 7 913 7 937 7 904 3 8 146 8 132 8 173 8 199 8 178 4 7 923 7 909 7 908 8 030 8 003 4 8 185 8 171 8 169 8 297 8 281 5 7 847 7 837 7 879 7 866 7 850 5 8 113 8 098 8 140 8 129 8 124 6 7 725 7 715 7 864 7 764 7 648 6 7 987 7 972 8 124 8 024 7 916 7 7 667 7 657 7 921 7 709 7 567 7 7 927 7 912 8 184 7 967 7 833 8 7 672 7 666 7 964 7 771 7 654 8 7 933 7 921 8 230 8 031 7 924 9 7 509 7 866 7 560 9 7 764 8 129 7 827 10 7 398 7 812 7 529 10 7 649 8 074 7 796 11 7 332 7 713 7 650 11 7 581 7 972 7 921 12 7 341 7 712 7 873 12 7 590 7 970 8 151 13 7 237 7 675 13 7 482
16. L CODE DC DC 16140 16330 12240 12470 12950 TNL STRENGTH CODE 040 060 70 145 115 200 405 280 DIAMETER m m 0 0 5 0 6 0 7 1 0 9 1 2 1 6 1 8 CORE MATERIAL DYNEEMA DYNEEMA VECTRAM VECTRAM VECTRAM VECTRAM VECTRAM TECHNORA SLEEVE MATERIAL NO NO POLYESTER WEIGHT G M TOTAL 0 19 0 24 0 39 0 77 0 56 1 17 2 2 7 BREAKING STRENGTH MINIMUM 40 60 70 145 115 200 405 280 MAXIMUM 48 84 74 153 122 215 430 320 STRENGTH AFTER 5 000 BENDING TEST EN 33 74 31 77 5 60 9 112 1 237 5 138 6 CYCLES ELONGATION AT 5 DAN EN 0 75 0 2 0 2 0 2 0 35 0 2 10 DAN EN 0 43 1 0 4 0 4 0 3 0 4 0 3 15 DAN EN 1 0 7 0 4 0 4 0 5 0 4 20 DAN EN 1 4 0 8 0 9 0 5 0 7 0 4 25 DAN EN 1 75 0 9 1 0 6 0 9 0 5 30 DAN EN 1 2 2 75 1 5 1 6 1 1 0 9 75 DAN EN 2 2 1 4 1 3 1 3 100 DAN EN 2 4 3 1 7 1 7 1 7 125 DAN EN 3 2 1 1 8 2 150 DAN EN 3 6 2 4 1 9 2 175 DAN EN 2 8 2 2 7 200 DAN EN 3 2 2 4 2 8 250 DAN EN 2 7 ELONGATION MAX BREAKING STRENGTH 3 2 3 7 3 7 3 5 3 4 4 2 4 rk 17 11 4 LINE PLAN brmain BRI 18 NIVIUK 11 5 SUSPENSION LINES 22 ICEPEAK 8 22 REF MAT KG COLOR m m REF MAT KG COLOR m m REF KG COLOR m m REF MAT KG COLOR m m REF KG COLOR B C D BRAKE al DC 60 WHT 204 61 DC 60 WHT 192 cl DC 40 WHT 262 di DC 40 WHT 1 319 bri DC 40 WHT 884 a2 DC 60 WHT 202 2
17. USER S MANUAL ICEPEAK 8 K Changing the competition rules WELCOME We wish to welcome you to our team and thank you for the confidence that you have placed in a NIVIUK Glider We would like to share with you the commitment the passion and emotions of the Niviuk design team which have resulted in the creation of the new ICEPEAK 8 Niviuk are very proud of this new glider a glider carefully designed to bring you maximum pleasure whilst allowing you learn and progress The ICEPEAK 8 is the answer a top competition glider designed and made for the most demanding pilots The result is a wing comprised of more than two thousand parts to create a unique composition We are confident that you will enjoy flying this wing and that you will soon understand the meaning of our slogan The importance of small details This is the user s manual that we recommend you to read in detail The NIVIUK Gliders Team NIVIUK GLIDERS C DEL TER 6 NAVE D 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 ICEPEAK 8 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 set by the co
18. 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 The 8 is designed with little cord which is good innormal flight conditions However on the other hand the glider could get into trouble when recovering normal speed if it is allowed ears 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 risers the speed and decreases the angle of incidence In this way you will maintain a safe margin and avoid this phenomenon Take care not to pull the brakes while making the ears 5 2 403 TECHNIQUE On the new generation paragliders the application of big ears can create a high degree of trailing turbulence which in turn creates a significant loss of airspeed When big ears are applied to high aspect ratio wings the ears tend to flap which also adds to the amount of unwanted turbulence This new rapid descent technique was first discovered by our Niviuk team Pilots in 2009 while flying a competition prototype wing which because of its line plan and high aspect ratio would not allow big
19. ack open it and spread it open with the lines on top of the underside position the wing as if you were to inflate NIVIUK it Check the condition of the fabric and the lines making sure there are no abnormalities Check the maillons which attach the lines to the risers are properly closed Identify and if necessary disentangle the lines from A and A and B 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 ICEPEAK 8 has been certified on CCC which allows it to be flown with most of the harnesses on the market even the ones that use cocoon 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 Wide 41cm Height 46cm Incorrect adjustment can seriously affect the piloting of the glider A distance which is too wide between the karabiners may provide more feedback but could affect the overall stability of the glider A distance which is too narrow between the karabiners would provide less feedback but also increase any risk of developing a twist in during a large collapse Any change made to these specifications may affect th
20. adually and lets you enjoy real acceleration without losing L D in the first part of the accelerator The wing is homogeneous fast and capable to fly as far as you dreamed possible The second part of the accelerator is very accessible and pleasure to use The glider keeps its excellent glide angle throughout a full days flying in all conditions If you already are a Niviuk pilot the improvements of this glider will surprise you If this is the first time you pilot one of our gliders just enjoy it 1 4 ASSEMBLY MATERIALS The ICEPEAK 8 has all the technological innovations as used on other Niviuk gliders Furthermore it is full of small details destined to enhance the pilots comfort and to improve the performance The new generation profile of the ICEPEAK 8 has been conceived to efficiently distribute the total load across the two rows of lines The chosen materials and line dimensions have minimum air resistance while respecting the security and maximum load efficiency The fabrics used in the construction of the ICEPEAK 8 have been carefully selected for their lightweight uv standards and resilient properties when used during normal conditions Not a single millimetre of error is possible in the manufacturing process from Olivier s computer to the cutting of the fabric An automatic process controlled by a laser cutting program cuts each of the sections that compose the different parts of the wing This program not only cuts the
21. against any manufacture fault The guarantee does not cover misuse or abnormal use of the materials 11 1 GENERAL TECHNICAL DATA 11 2 TECHNICAL DATA CIVL COMPETITION CLASS CCC ICEPEAK 8 22 24 26 ICEPEAK 8 CCC 22 24 26 CELLS NUMBER 99 99 99 FLAT AREA 22 5 24 25 5 CLOSED 14 4 4 SPAN M 12 73 13 18 13 6 27 27 27 ASPECT 7 28 7 28 7 28 FLAT AREA Me 22 5 24 25 5 CORD CORDA M 2 17 2 25 2 32 SPAN M 13 08 3 51 3 92 CORD B RIB N 21 M 1 92 1 99 2 06 ASPECT RATIO 7 6 7 6 7 6 TRAILING EDGE 2 M 6 49 6 69 6 88 PROJECTED AREA Me 19 31 20 6 21 89 SPAN 10 74 1 1 1 44 ASPECT RATIO 5 98 5 98 5 98 FLATTENING 15 15 15 CORD MAXIMUM M 2 13 2 2 2 27 MINIMUM M 0 48 0 5 0 51 AVERAGE M 1 72 1 78 1 83 LINES TOTAL METERS M 220 227 235 HEIGHT M 8 8 26 8 52 NUMBER 230 230 230 MAIN 6 BRAKE 2 1 34B 2 1 348 2 1 3 dl RISERS NUMBER 3 AAB AAB 1 trt TRIMS NO NO NO span 4 span 2 ACCELERATOR 120 120 130 Span TOTAL WEIGHT MINIMUM KG 80 95 105 7 125 Canopy measurements referenced to points 7 1 and 7 5 in CIVL SLIDER WEIGHT KG 515 63 Competiton Class 2015 Edition CERTIFICATION ccc ccc CCC 15 Revision 3 5 11 3 SUSPENSION LINES TECHNICAL DATA ICEPEAK 8 MATERIA
22. e wing s performance and reactions This would therefore effect the glider s configuration and would not conform to the homologation 2 5 ASSEMBLY OF THE ACCELERATOR The acceleration mechanism of the ICEPEAK 8 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 yourself before flight Most harnesses are equipped with a pre installed acceleration system When fitting any accelerator system ensure that all preinstalled items within the harness such as roller pulleys are used correctly After fitting take into account that you will have to adjust the length of the accelerator lines for correct use This will vary according to the length of the pilot s legs We recommend that you try the correct fitting of the acceleration system on equipment designed to do this most paragliding schools have this sort of equipment 2 6 INSPECTION AND WING INFLATION ON THE GROUND Once you have checked all the equipment and made sure that the wind conditions are favourable inflate your ICEPEAK 8 as many times as necessary in order to become acquainted with the wing s behaviour The ICEPEAK 8 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
23. el to the leading edge at all times The same technique should then be applied to STE ribs on the trailing edge and when complete the cell structures along the entire chord of the wing should lay parallel and neatly alongside each other The wing should then be folded into three sections of equal width with each section stacked upon the other In order to avoid placing undue stress on the internal structures when packed it is important that each section is folded to the same length as the internal structure of the SLE Several smaller folds should be avoided 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 with a soft damp cloth If your wing gets 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 through the cell openings of the leading edge sand is inside the wing remove it before folding If it gets wet of sea water you should submerge it into fresh water and let it dry far away from the sun 8 2 STORAGE It is important that the wing is correctly folded when stored Store your flying equipment in a cool dry place away from solvents fuels or o
24. f the profile of the ICEPEAK 8 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 ICEPEAK 8 will not react violently the turn tendency is very gradual and it is easily controlled Lean your body towards the side that is still flying in order to counteract the turn and to maintain a straight course if necessary slightly slow down the same side The collapse will normally open by itself but if that does not happen pull completely on the brake line on the side which has collapsed 100 Do this with 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 ICEPEAK 8 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 hea
25. he importance of small details niviuk com FAX NIVIUK
26. ile Following the controls recommended the glider will keep its original features for longer The conditions of the flight zone the climate area temperature humidity wing load cause a different impact over the wing That s why the calibration would be set taking in consideration these factors NIVIUK Only qualified professionals should realize it Do not modify the wing considering the calibration required for other pilots before being sure that it is really necessary for us 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 8 5 LINE REPLACEMENT The use of new high performance materials in modern wings is now a reality The achievements made using these materials in terms of performance are widely accepted by all as part of the evolution of our sport However along with these advances in technology and achievements there are added responsibilities which cannot be avoided The revision and replacement of the lines must now be carried out on more frequent basis and that increased frequency appears to be encouraging many pilots to try and replace the line set themselves WE STRONGLY RECOMMEND THAT ANY LINE REPLACEMENT IS ONLY CARRIED OUT BY AN AUTHORISED AND SPECIALISED PERSON However
27. ils 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 K 13 14 a rucksack and in the sunlight temperatures can reach 60 C Weight should not be laid on top of the equipment If the flying gear is stored with organic material such as leaves or insects inside the chemical reaction can cause irreparable damage 8 3 CHECKS AND CONTROLS We strongly recommend that all actions on the glider were advised for professionals Always check all the flying equipment before every flight In spite of providing much more benefits to the pilots 2 liner gliders need more care and control of the calibration The ICEPEAK 8 mechanic and UV resistance are one of the highest for this type of line With a 2 liner glider every little variation on the calibration of the lines has a directly effect on the performance of the wing We recommend checking the lines calibration after the first 30 hours of flight This examination must be taken apart from the regular checking every 100 hours of use or every two years whichever happens first Why is it necessary Thanks to the experience acquired with the 2 liner gliders on the previous seasons and to the incessant control task of our R amp D team over the Abac Team gliders we are capable now of predicting how to take appropriately care of this kind of lines to assure the best performance of the prof
28. ion 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 ICEPEAK 8 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 NIVIUK 4 1 FLYING IN TURBULENCE The ICEPEAK 8 has an excellent profile to withstand the very different aero logical conditions so allowing the best possible piloting and stability It reacts admirably in passive flight thus offering a high level of safety in turbulent conditions Nonetheless the pilot always has to pilot according to the prevailing weather conditions the pilot is the ultimate safety factor We recommend active piloting making the necessary fine adjustments to keep the wing in control He she should stop braking to allow it to fly at the required wing speed after a correction is made Do not maintain any correction for longer than necessary braked this would cause the wing to enter into critical flying situation Whenever necessary control a situation react to it and then re establish the required speed 4 2 POSSIBLE CONFIGURATIONS We recommend that training to master these manoeuvres be carried out under the supervision of a competent school Asymmetric collapse In spite of the stability o
29. ll 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 10 opposite brake 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 A riser Pull on this line until it is tense this should help to undo the wing tangle If you cannot undo the tangle fly to the nearest possible landing spot control the flying course with your body movements and a little pressure on the opposite brake Be careful when attempting to undo a tangle if you are flying near a mountainside or near to other paragliders you may lose control of the flying course and a collision may occur Over handling Most flying incidents are caused by incorrect actions of the pilot which chained one after another creates abnormal flying configurations a cascade of incidents You must remember that over handling the wing will lead to critical levels of functioning The ICEPEAK 8 is designed always to try to recover normal flight by itself d
30. mpetent organism in your country of flying zone Nevertheless we remind you that it is important that you carefully read all the contents of the manual for your new ICEPEAK 8 Severe injuries to the pilot and passenger including death can be the consequence of the misuse of this equipment Neither the manufacturer nor the dealers or sellers of this product are responsible of the damage derived from using this glider inappropriate way Only the pilot is entirely accountable for any damage derived there from WELCOME USER S MANUAL 1 CHARACTERISTICS 1 1 WHO IS IT DESIGNED FOR 1 2 CERTIFICATION 1 3 IN FLIGHT BEHAVIOUR 1 4 ASSEMBLY MATERIALS 1 5 ELEMENTS COMPONENTS 2 UNPACKING AND ASSEMBLY 2 1 CHOOSE THE RIGHT PLACE 2 2 PROCEDURE 2 3 ASSEMBLY OF THE HARNESS 2 4 TYPE OF HARNESS 2 5 ASSEMBLY OF THE ACCELERATOR DIDI O O O do on 5 IN N 2 6 INSPECTION AND WING INFLATION ON THE GROUND 2 7 ADJUSTING THE BRAKES 3 THE FIRST FLIGHT 3 1 CHOOSE THE RIGHT PLACE 3 2 PREPARATION 3 3 FLIGHT PLAN 3 4 PRE FLIGHT CHECK LIST Naa ua 3 5 WING INFLATION CONTROL AND TAKE OFF 3 6 LANDING 4 IN FLIGHT 4 1 FLYING IN TURBULENCE 4 2 POSSIBLE CONFIGURATIONS 4 3 USING THE ACCELERATOR 4 4 FLYING WITHOUT BRAKE LINES 10 4 5 KNOTS IN FLIGHT 10 5 LOSING HEIGHT 11
31. o 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 ICEPEAK 8 has been designed to fly stable through its entire speed range It is useful to accelerate when flying in strong winds or in extreme descending air When you accelerate the wing the profile becomes more sensitive to possible turbulence and closer to a possible frontal collapse If you feel a pressure loss you should release the pressure on the accelerator and pull slightly on the brake lines to increase the angle of incidence Remember that you have to re establish the flight speed after correcting the incidence It is NOT recommended to accelerate near to the mountainside or in very turbulent conditions If necessary you will have to constantly adjust the NIVIUK movements and pressure on the accelerator whilst constantly adjusting the pressure applied to the brake lines This balance is considered to be active piloting The ICEPEAK 8 risers have been designed with built in non adjustable removable or variable limiters to prevent an incorrect use of the accelerator system 4 4 FLYING WITHOUT BRAKE LINES The ICEPEAK 8 is a new generation 2 liner CCC class glider
32. performance durability and homologation requirements of the present day market Information about construction materials is given on the last pages of this manual 1 5 ELEMENTS COMPONENTS The ICEPEAK 8 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 new large capacity Kargo rucksack ideal for packing also one competition harness such as the Drifter Capacity and comfort all in one The N Kare bag which makes easy the glider folding process Moreover it protects the wing when packing and carrying An adjustable strap for quick and easy compression to fold the wing as small as possible A small fabric repair including auto adhesive rips top same colours of the wing and replacement maillon blockers The user s manual with the answers all our questions about our new 8 is available at www niviuk com 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 too 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 ICEPEAK 8 We recommend that an instructor or a retailer supervises 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 rucks
33. r usual flying area 3 2 PREPARATION Repeat the procedures detailed in chapter 2 UNPACKING AND ASSEMBLY in order to prepare your equipment 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 ICEPEAK 8 inflates easily and does not require excessive energy It does not tend to over take you so the wing inflation phase is carried out without anguish These take off characteristics provide a perfect control phase and enough time for the pilot to decide whether to accelerate and take off Whenever the wind speed allows it we recommend a reverse launch technique this type of launch allows you to carry out a better visual check of the wing The ICEPEAK 8 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 direct
34. rotation speed G force This can cause a loss of orientation and consciousness blac NIVIUK kouts 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 equi valent 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 out Practice these movements at sufficient altitude and with moderation 5 5 SLOW DESCENT TECHNIQUE Using this technique do not hurry to descend we will fly normall
35. s 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 is a moderate descent technique achieving about 3 or 4 m s and a reduction in ground speed of between 3 and 5 km h Effective piloting then becomes limited The angle of incidence and the surface wing load also increases Push on the accelerator to restore the wing s horizontal speed and the angle of incidence To activate big ears take the line on each A risers and simultaneously smoothly pull them outward and downward The wingtips will fold in Let go of the lines and the big ears will re inflate automatically If they do not re inflate gently pull on one of the brake lines and then on the opposite one We recommend that you re inflate asymmetrically not to alter the angle of incidence more so if you are flying near the ground or flying in turbulence Please read this carefully risk of full stall The ICEPEAK 8 has a relatively short brake travel and it should be noted that by reaching for the 4a3 line to make big ears it is possible to apply brake pressure without realising it The same happens whilst pulling down the 4a3 line to make the ears This can obviously lead to a significant speed decrease The ICEPEAK 8 has a new high arch concept and applying ears induces more resistance
36. ssibility of the ICEPEAK 8 falling into this configuration during normal flight is very unlikely This could happen if you are flying at a very low speed whilst over steering in a number of manoeuvres and in turbulent conditions To provoke a deep stall you have to take the wing to minimum flight speed by symmetrically pulling the brake lines when you reach this point continue pulling until you reach 100 and then hold The glider will first fall behind you and then situate itself above you rocking slightly depending on how the manoeuvre was carried out When you start to provoke a stall be positive and do not doubt an instant Do not release the brake lines when half way through the manoeuvre This would cause the glider to surge violently forward with great energy and may result in the wing below the pilot It is very important that the pressure on the brake lines is maintained until the wing is well established vertical above To regain normal flight conditions progressively and symmetrically release the brake lines letting the speed be re established When the wing reaches the maximum advanced position ensure that the brakes are fully released The wing will now surge forward this is necessary so that air speed is completely restored over the wing Do not over brake at this point because the wing needs to recover speed to quit the stall configuration If you have to control a possible symmetrical front stall briefly and symmetrically pu
37. that choice is ultimately the responsibility of the pilot and if the pilot chooses to carry out any line replacement themselves without guidance from a professional then we suggest the following guidelines are applied Before removing any lines check e That the line plan is correct e That the lines in the supplied set are present and correct e Never assume check every line individually e After confirming all the lines are correct Fit the new lines WITHOUT removing the label Once replaced measure the total line length Inflate the wing ensuring perfect symmetry and ease of inflation checking for any abnormalities The line labels may then be removed but NOT BEFORE Niviuk strongly recommend that any line replacement is carried out only by an authorised professional and will not accept responsibility for any damage or injury caused as a result of incorrect re assembly It is well known that paragliding is considered a high risk sport where safety depends on the person who is practising it Wrong use of this equipment may cause severe injuries to the pilot even death Manufacturers and dealers are not responsible for any act or accident that may be the result of practicing this sport You must not use this equipment if you are not trained Do not take advice or accept any informal training from anyone who is not properly qualified as a flight instructor The entire equipment and components are covered by a 2 year guarantee
38. ults and figures on the last pages of this manual or at www niviuk com 1 3 IN FLIGHT BEHAVIOUR Designing a new high featured and accessible glider is the result of years of research and extensive testing flights under all conditions and in different places in order to provide an easy piloting wing lts new profile makes the most of the airflow to maximize the efficiency of the glider More compact and clean leading edge New materials in the internal part of the glider to provide the endurance needed in competition and lightness Excellent feeling on thermals better climb rate and stall recovery The outcome of putting all this technology together is a trusty and stable glider even at maximum speed It is more demanding but providing fantastic turning for a 2 liner glider and the same comfort that characterize all Icepeak models With an aspect ratio of 7 6 it is a 2 liner wing that provides clear and useful information to the pilot it usually situates itself into the center of the thermal or it follows the ascendant good air flow While flying the ICEPEAK 8 the pilot feels that can reach his full potential In thermals you will realize that you are piloting a glider with a big capacity to reach the nucleus Regarding speed and L D ICEPEAK 8 is surprising the pilot can feel the glider through the accelerator pulley and can anticipate its movements Even at high speed the wing is stable The accelerator pulley of ICEPEAK 8 works gr
39. vy 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 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 ICEPEAK 8 Certain circumstances however may provoke this configuration such as trying to turn when the wing is flying at very low speed while heavily braking It is not easy to give any recommendations about this situation since it varies depending on the circumstances Remember that you should restore the relative air speed over the wing To achieve this progressively reduce the pressure on the brake lines and let the wing gain speed The normal reaction would be a lateral surge with a turn tendency no greater than 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 po
40. which allows piloting with the back risers The back risers of the ICEPEAK 8 have handles conceived to do that The ICEPEAK 8 allows the classical piloting using only the breaks However piloting using the back risers is now a common technique that allows reaching more control and precision over the wing while keeping the glider accelerated without utilizing the breaks 4 5 KNOTS IN FLIGHT The best way to avoid these knots and tangles is to inspect the lines before you inflate the wing for take off If you notice a knot before take off immediately stop running and do not take off If you have taken off with a knot you will have to correct the drift by leaning on the opposite side of the knot and apply the brake line on that side too You can gently try to pull on the brake line to see if the knot becomes unfastened or try to identify the line with the knot in it Try to pull the identified line to see if the knot undoes Be very careful when trying to remove a knot When there are knots in the lines or when they are tangled do not pull too hard on the brake lines because there is an increased risk of the wing to stalling or negative turn being initiated Before trying to remove a knot make sure there are no pilots flying nearby and never try these manoeuvres near the mountainside If the knot is too tight and you cannot remove it carefully and safely fly to the nearest landing place The knowledge of the different descent techniques i
41. y without forcing neither the material nor the pilot means looking for descending air areas and turn as it was a thermal in order to descend We have to avoid danger areas when looking for descent zones Safety is the most important thing 6 1 TOWING The ICEPEAK 8 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 ICEPEAK 8 has been tested by expert acrobatic pilots in extreme situations it HAS NOT been designed for acrobatic flight and we DO NOT RECOMMEND THE USE OF THIS GLIDER for that use We consider acrobatic flight to be any form of piloting that is different to normal flight To learn safely how to master acrobatic manoeuvres you should attend lessons which are carried out and supervised by a qualified instructor over water Extreme manoeuvres take you and your wing to centrifugal forces that can reach 4 to 50 Materials will wear more quickly than in normal flight If you do practice extreme manoeuvres we recommend that you submit your wing to a line revision every six months In order to guarantee the correct preservation of the glider and to keep it in perfect flying condition we recommend using always an appropriate folding method Folding should be carried out cell to cell accordion style with the SLE ribs remaining parall
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