USER`S MANUAL ICEPEAK 6

USER`S MANUAL ICEPEAK 6
USER’S
MANUAL
ICEPEAK 6
WELCOME
Set your new challenges
NIVIUK Gliders ICEPEAK 6
WELCOME
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 recognized by the Flying
Federation of your country.
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 6. Niviuk are very proud of this new glider, a glider
carefully designed to bring you maximum pleasure whilst allowing you
learn and progress.
We are really proud of what we have achieved with the IP6 .With this
glider we have applied all our years of knowledge in research design and
technology to create a wing for the new mandatory rules in world class
competitions.
With its new profile,the ICEPEAK 6 was born to high competition
challenges, but at the same time to cross the world in the greatest XC
flights. Once again, our R+D have been able to reduce the aspect ratio
keeping the same performance of our open class gliders.
This is the new glider for the new era. It offers maximum efficiency and
compromise.
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 & AIR GAMES SL 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
[email protected] www.niviuk.com
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USER’S MANUAL
Nevertheless we remind you that it is important that you carefully read all
the contents of the manual for your new ICEPEAK 6.
Severe injuries to the pilot can be the consequence of the misuse of this
equipment.
Pilots should be able to fly at competition level to control this glider
in order to guarantee their security. All instructions in this manual are
informative and focused on prevent possible dangerous flight situations. All
instructions in this manual are informative and focused on prevent possible
dangerous flight situations.
SUMMARY
WELCOME2
5. LOSING HEIGHT
11
USER’S MANUAL
2
5.1 EARS
11
1. CHARACTERISTICS
4
5.2 B3 TECHNIQUE
12
1.1 WHO IS IT DESIGNED FOR?
4
5.3 B-LINE STALL
12
1.2 CERTIFICATION
4
5.4 SPIRAL DIVE
12
1.3 IN-FLIGHT BEHAVIOUR
4
5.5 SLOW DESCENT TECHNIQUE
13
1.4 ASSEMBLY, MATERIALS
5
6. SPECIAL METHODS
13
1.5 ELEMENTS, COMPONENTS
6
6.1 TOWING
13
2. UNPACKING AND ASSEMBLY
6
6.2 ACROBATIC FLIGHT
13
2.1 CHOOSE THE RIGHT PLACE
6
7. FOLDING INSTRUCTIONS
13
2.2 PROCEDURE
6
8. CARE AND MAINTENANCE
13
2.3 ASSEMBLY OF THE HARNESS
6
8.1 MAINTENANCE
13
2.4 TYPE OF HARNESS
6
8.2 STORAGE
14
2.5 ASSEMBLY OF THE ACCELERATOR
7
8.3 CHECKS AND CONTROLS
14
8.4 REPAIRS
14
2.6 INSPECTION AND WING INFLATION
ON THE GROUND
7
9. SAFETY AND RESPONSIBILITY
14
2.7 ADJUSTING THE BRAKES
7
10. GUARANTEE
15
3. THE FIRST FLIGHT
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11. TECHNICAL DATA
16
3.1 CHOOSE THE RIGHT PLACE
8
11.1 MATERIALS DESCRIPTION
16
3.2 PREPARATION
8
11.2 MATERIALS DESCRIPTION
17
3.3 FLIGHT PLAN
8
11.3 RISERS ARRANGEMENT
18
3.4 PRE-FLIGHT CHECK LIST
8
11.4 LINE PLAN
19
3.5 WING INFLATION, CONTROL, AND
11.5 LENGHTS ICEPEAK 6 21
20
TAKE-OFF8
11.6 LENGHTS ICEPEAK 6 23
20
3.6 LANDING
8
11.7 LENGHTS ICEPEAK 6 24
21
4. IN FLIGHT
8
11.8 LENGHTS ICEPEAK 6 26
21
4.1 FLYING IN TURBULENCE
8
11.9 CERTIFICATION SPECIMEN TEST
22
4.2 POSSIBLE CONFIGURATIONS
9
4.3 USING THE ACCELERATOR
10
4.4 FLYING WITHOUT BRAKE LINES
10
4.5 KNOTS IN FLIGHT
11
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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The ICEPEAK 6 is aimed for those experienced pilots with a good level of
flying skills. It has been conceived for competition, therefore its capacity
to fly kilometre after kilometre with an intensive pace has been proved. 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.
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 6 passed the certification according to European EN / LTF
rules. This test was carried out in the Swiss Air-Turquoise laboratories
in Switzerland. All the commercially available sizes passed every
required test with excellent results load test of 8gandcollision test of
1.000daNwithout experiencing any problems.
The certification result achieved on the ICEPEAK 6for all sizes is:
EN D
LTF D
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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 o minimum load can experiment a different behaviour.
Description of flight characteristics on D 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 results 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.
The ICEPEAK 6 cells are impregnated with Niviuk technology: equipped
with SLE and RAM air intake technology in the leading edge to gain
performance, speed and stability. The parasitic drag is reduced to the
minimum decreasing the overall length of the suspension lines thanks to
its internal architecture. It offer you more features and more safety with
less aspect ratio and weight.
We recommend paying special attention on the flight test report made
by the certification laboratory, and specially attention to the test pilot
comments (Point 25 on the flight test report).
With an aspect ratio of only 6.9,it is a 2 liner wing that provides clear and
useful information to the pilot; it usually situates itself into the centre of
the thermal or it follows the ascendant (good) air flow. Its air entrances
have been replaced, so the application of the RAM air intake turns the
leading edge in a powerful and key element to its performance. While
flying the ICEPEAK 6 the pilot feels that can reach his full potential.
On the flight test report there is all necessary information to know how
the new glider will react on each manoeuvre tested.
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 6 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
due to the RAM air intake. The accelerator pulley of ICEPEAK 6 works
gradually 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 6has 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 of the SLE, STE and
RAM AIR INTAKE systems.
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.
(See http://niviuk.com/technology.asp?id=JNKPKPN4)
The STE (structured Trailing edge) optimizes the profile without any
distortion, resulting in less resistance and improved performance.
(See http://www.niviuk.com/technology.asp?id=JNKPNQL0)
The RAM AIR INTAKE technology presents and internal situation for the
air entrance to allows an optimal maintenance of the internal pressure as
well as an improving of the laminar flow on intrados. What’s the result?
Gaining turbulent air absorption in the leading edge, more consistent at
every speed and a better performance while assuring maximum security.
(See http://www.niviuk.com/technology.asp?id=JNKQKNP4)
The new generation profile of the ICEPEAK 6 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 line plan on the ICEPEAK 6 has a total of 196 unsheathed lines,
which are slightly more exposed to the normal rigours and wear of our
sport. 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.
The fabrics used in the construction of the ICEPEAK 6 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
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.
All NIVIUK gliders go through an extremely thorough and efficient final
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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 performance,
durability, and homologation requirements of the present-day market.
Information about construction materials is given on the last pages of this
manual.
2. UNPACKING AND ASSEMBLY
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 6.
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
1.5 ELEMENTS, COMPONENTS
The ICEPEAK 6 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 220L, ideal for packing also one
competition harness (such as the Drifter). Capacity and comfort all in
one.
2.3 ASSEMBLY OF THE HARNES
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
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.
A small fabric repair including auto adhesive rips top (same colours of the
wing) and replacement maillon blockers.
2.4 TYPE OF HARNES
An instruction booklet including the technical data info, the line plan and
some tips.
The user’s manual with the answers all our questions about our new
ICEPEAK 6 is available at www.niviuk.com
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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 it. Check the condition of the fabric and the lines, make sure there
are no abnormalities. Check the maillons that attach the lines to the risers
are properly closed. Identify and order the A, B, C lines, the brake lines
and the corresponding risers. Make sure that there are no ties or knots.
The ICEPEAK 6 has been certified on EN D with a harness according to
the following rules:
• 2. DV LuftGerPV §1, Nr. 7 c (LTF)
• European Standard EN1651
• European Standard EN12491
This certification allows it to be flown with most of the harnesses on the
market, even the ones that use cocoon.
We recommend that you adjust the distance of the chest strap according
the homologation from 46 cm between the harness carabineers. This
adjustment will offer the top compromise between safety and feelings.
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 the 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 6 works when you push
with your feet on the accelerator bar.The accelerator bar should be
installed correctly considering that each harness is different and that it is
fit by you 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 6 as many times as
necessary in order to become acquainted with the wing’s behaviour.
The ICEPEAK 6 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 lift to accompany the natural rising movement of
the wing.
We recommend becoming familiar with the air intakes of the ICEPEAK 6.
Getting a slow pre-inflated before reaching a good air volume inside the
glider is the best technique.
2.7 ADJUSTING THE BRAKES
The length of the main brake lines is adjusted at the factory to the length
established during homologation. 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 6’s original 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 C riser and the trailing edge elevates. We must check
that the brake is adjusted taking in consideration this extra length in
acceleration.
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3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT PLACE
We recommend that the first flight with your ICEPEAK 6 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 equipment.
technique; this type of launch allows you to carry out a better visual
check of the wing. The ICEPEAK 6 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
3.3 FLIGHT PLAN
Draw out a flight plan before take-off in order to avoid possible flight
errors.
The ICEPEAK 6 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.
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 6 inflates
easily and does not require excessive energy. It does not tend to overtake 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
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4. IN FLIGHT
4.1 FLYING IN TURBULENCE
The ICEPEAK 6’s profile withstands different turbulent conditions thus
allowing the best 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 paying special attention on the flight test report made
by the certification laboratory, and specially attention to the test pilot
comments (Point 25 on the flight test report).
On the flight test report there is all necessary information to know how
the new glider 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 o minimum load can experiment a different behaviour.
Knowing how the glider is going to react when manoeuvring is the best
way to face every possible situation with success.
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 ICEPEAK 6,
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 6 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 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 ICEPEAK 6 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 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
6. 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 360º before restoring to normal flight conditions.
Parachutal stall
The possibility of this happening has been eliminated by the design of
the ICEPEAK 6 and it is highly unlikely to happen on this paraglider. 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
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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 ICEPEAK 6 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.
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 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.
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Over handling
Most flying incidents are caused by wrong actions of the pilot, which
chained one after another create abnormal flying configurations (a
cascade of incidents). You must to remember that over handling the
wing will lead to critical levels of functioning. The ICEPEAK 6 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, that 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 reestablish normal flight speed after any type of handling.
4.3 USING THE ACCELERATOR
The profile of the ICEPEAK 6 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 stop pushing 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
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
The ICEPEAK 6 is a new generation 2 liner D class glider which allows
piloting with the back risers. The back risers of the ICEPEAK 6 have
handles conceived to do that.
The ICEPEAK 6 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 takeoff, 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 pull on the brake line to see if the knot becomes
unfastened or try to identify the line with the knot in it. The identified line
can then be pulled 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 a greater
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.
5. LOSING HEIGHT
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.
Big ears are a moderate descent method, reaching –3 or –4 m/s, 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.
To activate big ears take either the big ear pulley or outer most 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 6 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 ICEPEAK 6 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.
The ICEPEAK 6 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.
5.1 EARS
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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 rises 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 B3 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 ears 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 new B3 line descent
technique-2C3 on the ICEPEAK 6. 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 2C3 on 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 manoeuvre release the lines as
you would with big ears, control the pitch and the wing will quickly adopt
12
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 rotation speed
(G force). 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 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.
take you and your wing to centrifugal forces that can reach 4 to 5g.
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.
7. FOLDING INSTRUCTIONS
5.5 SLOW DESCENT TECHNIQUE
Using this technique (do not hurry to descend) we will fly normally,
without forcing neither the material nor the pilot. It 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. SPECIAL METHODS
The ICEPEAK 6 has been equipped with the latest technologies SLE and
RAM AIR INTAKE in the leading edge, SLE in the intrados and DRS in the
trailing edge. 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.
The ICEPEAK 6 is delivered with the N-Kare bag. It is an easy folding bag
that assists you during the folding process and also can be used as a
base surface which protects the glider against damage.
More info at http://www.niviuk.com/accessories.asp?id=JNKQKNP4
6.1 TOWING
The ICEPEAK 6 does not experience any problem when 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.
When the ICEPEAK 6 is folded, the Kargo rucksack is ready to transport
it.
8. CARE AND MAINTENANCE
6.2 ACROBATIC FLIGHT
8.1 MAINTENANCE
Although the ICEPEAK 6 has been tested by expert acrobatic pilots in
extreme situations, it HAS NOT been designed for acrobatic flight and we
DO NOT recommend continued use in this type of flight. Acrobatic flight
is the youngest discipline in free flight. 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 by a qualified instructor and over water. Extreme manoeuvres
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
13
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. If 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 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 60ºC. 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.
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&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 profile.
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.
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
that you’ll find 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.
Always check all the flying equipment before every flight.
9. SAFETY AND RESPONSIBILITY
In spite of providing much more benefits to the pilots, 2 liner gliders need
more care and control of the calibration. The ICEPEAK 6 unsheathed
lines resistance is guaranteed under 150 +/- hours. The resistance to the
UV is one of the highest. With a 2 liner glider every little variation on the
calibration of the lines has a directly effect on the performance of the
wing.
14
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 can 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.
10. GUARANTEE
The entire equipment and components are covered by a 2 year guarantee
for any manufacture fault.
The guarantee does not cover misuse or abnormal use of the materials.
15
11. TECHNICAL DATA
11.1 TECHNICAL DATA
ICEPEAK 6
CELLS
FLAT
PROJECTED
FLATTENING
CORD
LINES
RISERS
TOTAL WEIGHT
IN FLIGHT
GLIDER WEIGHT
CERTIFICATION
16
NUMBER
CLOSED
BOX
AREA
SPAM
ASPECT RATIO
AREA
SPAM
ASPECT RATIO
M2
M
M2
%
MAXIMUM
MINIMUM
AVERAGE
TOTAL METERS
HEIGHT
NUMBER
MAIN
NUMBER
TRIMS
ACCELERATOR
MINIMUM
MAXIMUM
M
M
2
m/m
KG
KG
KG
EN / LTF
19
75
8
25
19
11,45
6,9
16,19
9,21
5,22
15
2,04
0,43
1,65
172
6,75
196
21
75
8
25
21
12,4
6,9
17,95
9,68
5,22
15
2,14
0,45
1,69
182
7,1
196
3/1/1/1
A/B
NO
115
60
80
5,1
EN-926-1
3/1/1/1
A/B
NO
115
70
90
5,5
D
23
75
8
25
23
12,6
6,9
19,66
10,13
5,22
15
24
75
8
25
24,5
13
6,9
20,94
10,45
5,22
15
26
75
8
25
26
13,39
6,9
22,22
10,77
5,22
15
2,24
0,48
1,82
191
7,43
196
3/1/1/1
A/B
NO
150
85
105
5,8
D
2,31
0,5
1,88
197
7,68
196
3/1/1/1
A/B
NO
150
95
115
6,3
D
2,38
0,51
1,94
203
7,9
196
3/1/1/1
A/B
NO
150
105
125
6,7
D
11.2 MATERIALS DESCRIPTION
CANOPY
UPPER SURFACE
FABRIC CODE
SKYTEX 40 9017 E77
SUPPLIER
NCV (FRANCE)
BOTTOM SURFACE
PROFILES
DIAGONALS
LOOPS
REIFORCEMENT LOOPS
TRAILING EDGE REIFORCEMENT
RIBS REIFORCEMNET
THREAD
N-20-DMF 36
SKYTEX 40 9017 E29A
SKYTEX 40 9017 E29A
LKI - 10
SOFT DACRON
MYLAR 20
MYLON STICK
SERAFIL 60
DOMINICO TEX CO
NCV (FRANCE)
NCV (FRANCE)
KOLON IND (KOREA)
D-P (GERMANY)
D-P (GERMANY)
SPORTWARE CO. (CHINA)
AMAN (GERMANY)
SUSPENSION LINES
UPPER CASCADES
UPPER CASCADES
UPPER CASCADES
MIDDLE CASCADES
MIDDLE CASCADES
MIDDLE CASCADES
MIDDLE CASCADES
MIDDLE CASCADES
MIDDLE CASCADES
MIDDLE CASCADES
MAIN
MAIN
MAIN
MAIN
MAIN BREAK
THREAD
FABRIC CODE
SUPPLIER
DC-040
8000-045
8000-060
DC-040
8000-045
8000-060
8000-080
16140-070
12240-115
16330-145
12240-115
16330-145
16560-240
12950-405
TNL-280
Serafil 60
LIROS GMHB (GERMANY)
EDELRID (GERMANY)
EDELRID (GERMANY)
LIROS GMHB (GERMANY)
EDELRID (GERMANY)
EDELRID (GERMANY)
EDELRID (GERMANY)
COUSIN (FRANCE)
COUSIN (FRANCE)
COUSIN (FRANCE)
COUSIN (FRANCE)
COUSIN (FRANCE)
COUSIN (FRANCE)
COUSIN (FRANCE)
TEIJIM LIMITED (JAPAN)
AMAN (GERMANY)
RISERS
MATERIAL
COLOR INDICATOR
THREAD
MAILLONS
PULLEYS
FABRIC CODE
SUPPLIER
3455
PAD
N/F-66
MRDI03.5 S12
224 -
COUSIN (FRANCE)
TECNI SANGLES (FRANCE)
YOUNG CHANG T&C LTD
PEGUET (FRANCE)
HARKEN (USA)
17
11.3 RISER ARRANGEMENT ICEPEAK 6
18
RISERS PLAN
11.4 LINE PLAN ICEPEAK 6
SUSPENSION PLAN
19
11.5 LENGTHS ICEPEAK 6 21
11.6 LENGTHS ICEPEAK 6 23
NIVIUK ICEPEAK 6 23
NIVIUK ICEPEAK 6 21
LINES HEIGHT m/m
LINES HEIGHT m/m
A
B
C
D
A
br
B
C
br
1
6.666
6.631
6.633
6.777
7.381
2
6.544
6.507
6.486
6.647
6.988
2
6.865
6.832
6.812
6.982
7.349
7.000
6.968
6.976
7.127
7.724
3
6.514
6.478
6.459
6.617
6.842
3
6.823
6.790
6.770
6.931
7.208
4
6.590
6.557
6.575
6.714
6.792
4
6.866
6.836
6.843
6.990
7.158
5
6.466
6.432
6.433
6.564
6.645
5
6.764
6.734
6.732
6.870
7.005
6
6.346
6.315
6.302
6.439
6.627
6
6.657
6.629
6.618
6.760
6.974
7
6.306
6.278
6.276
6.404
6.769
7
6.614
6.589
6.589
6.722
7.124
8
6.354
6.333
6.369
6.472
6.596
8
6.648
6.631
6.666
6.775
6.944
9
6.156
6.565
9
6.434
6.423
6.912
6.643
10
6.354
6.353
6.994
6.140
10
6.058
6.051
11
6.005
6.010
11
6.304
6.316
6.326
6.347
6.200
6.244
12
6.020
6.034
12
13
5.908
5.943
13
RISERS LENGHT m/m
RISERS LENGHT m/m
A'
B'
A'
B'
500
# 500
# 500
500
STANDARD
500
# 500
# 500
500
STANDARD
385
# 452
# 475
500
ACCELERATED
350
# 428
# 462
500
ACCELERATED
A
20
D
1
A
B
B
11.7 LENGTHS ICEPEAK 6 24
11.8 LENGTHS ICEPEAK 6 26
NIVIUK ICEPEAK 6 26
NIVIUK ICEPEAK 6 24
LINES HEIGHT m/m
LINES HEIGHT m/m
A
B
C
D
A
br
B
C
D
br
1
7.248
7.215
7.223
7.379
8.036
1
7.460
7.426
7.429
7.590
8.280
2
7.109
7.075
7.055
7.230
7.613
2
7.328
7.292
7.269
7.448
7.844
3
7.067
7.033
7.012
7.178
7.457
3
7.298
7.263
7.243
7.418
7.684
4
7.112
7.081
7.088
7.240
7.406
4
7.385
7.354
7.375
7.529
7.596
5
7.008
6.977
6.975
7.117
7.249
5
7.251
7.219
7.221
7.367
7.435
6
6.897
6.869
6.858
7.004
7.231
6
7.119
7.090
7.077
7.229
7.417
7
6.854
6.828
6.828
6.965
7.385
7
7.076
7.049
7.048
7.191
7.577
8
6.889
6.872
6.908
7.020
7.201
8
7.130
7.113
7.154
7.268
9
6.668
6.657
7.168
9
6.913
6.888
7.356
10
6.586
6.585
7.253
10
6.804
6.790
7.444
11
6.534
6.547
11
6.744
6.744
12
6.556
6.578
12
6.760
6.770
6.471
13
6.634
6.666
13
6.426
RISERS LENGHT m/m
RISERS LENGHT m/m
A
7.389
A
A'
B'
B
500
# 500
# 500
500
STANDARD
350
# 428
# 462
500
ACCELERATED
A'
B'
B
500
# 500
# 500
500
STANDARD
350
# 428
# 462
500
ACCELERATED
21
11.9 CERTIFICATION SPECIMEN TEST
ICEPEAK 6 21
Class:
ICEPEAK 6 23
D
Class:
PG_0588.2012
Date of issue (DMY):
19. 06. 2012
Manufacturer: Niviuk Gliders / Air Games S.L.
Model:
Icepeak 6 21
In accordance with EN standards 926-2:2005 & 926-1:2006:
D
PG_0550.2012
09. 04. 2012
Niviuk Gliders / Air Games S.L.
Icepeak 6 23
In accordance with EN standards 926-2:2005 & 926-1:2006:
Date of issue (DMY):
Manufacturer:
Model:
Serial number:
Serial number:
Configuration during flight tests
Configuration during flight tests
Paraglider
Accessories
Paraglider
Accessories
Maximum weight in flight (kg)
90
Range of speed system (cm)
12
Maximum weight in flight (kg)
105
Range of speed system (cm)
15
Minimum weight in flight (kg)
70
Speed range using brakes (km/h)
14
Minimum weight in flight (kg)
85
Speed range using brakes (km/h)
14
Glider's weight (kg)
5.4
Range of trimmers (cm)
0
Glider's weight (kg)
5.9
Range of trimmers (cm)
0
Number of risers
2
Total speed range with accessories (km/h)
31
Number of risers
2
Total speed range with accessories (km/h)
31
Projected area (m2)
17
Projected area (m2)
19.66
Harness used for testing (max weight)
Inspections (whichever happens first)
Harness used for testing (max weight)
Harness type
ABS
every 24 months or every 100 flying hours
Harness type
every 24 months or every 100 flights
Harness brand
Niviuk
Gliders
Warning! Before use refer to user's manual
ABS
Standard
Inspections (whichever happens first)
Harness brand
Sup' Air
Warning! Before use refer to user's manual
Harness model
Hamak M
Person or company having presented the
glider for testing: None
Harness model
Access M
Person or company having presented the
glider for testing: Olivier Nef
Harness to risers distance (cm)
49
Harness to risers distance (cm)
49
Distance between risers (cm)
46
Distance between risers (cm)
46
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
C
A
B
C
A
A
A
A
B
D
C
D
C
D
C
A
A
C
0
B
B
C
A
0
C
A
B
C
A
A
A
A
B
D
A
C
B
D
A
A
D
D
0
A
A
A
A
0
22
ICEPEAK 6 24
Class:
ICEPEAK 6 26
D
Class:
PG_0510.2011
Date of issue (DMY):
22. 03. 2012
Manufacturer: Niviuk Gliders / Air Games S.L.
Model:
Icepeak 6 24
In accordance with EN standards 926-2:2005 & 926-1:2006:
D
PG_0551.2012
31. 05. 2012
Niviuk Gliders / Air Games S.L.
Icepeak 6 26
In accordance with EN standards 926-2:2005 & 926-1:2006:
Date of issue (DMY):
Manufacturer:
Model:
Serial number:
Serial number:
Configuration during flight tests
Configuration during flight tests
Paraglider
Accessories
Paraglider
Accessories
Maximum weight in flight (kg)
115
Range of speed system (cm)
15
Maximum weight in flight (kg)
125
Range of speed system (cm)
15
Minimum weight in flight (kg)
95
Speed range using brakes (km/h)
13
Minimum weight in flight (kg)
105
Speed range using brakes (km/h)
14
Glider's weight (kg)
7.1
Range of trimmers (cm)
0
Glider's weight (kg)
6.1
Range of trimmers (cm)
0
Number of risers
2
Total speed range with accessories (km/h)
32
Number of risers
2
Total speed range with accessories (km/h)
31
Projected area (m2)
21
Projected area (m2)
22.22
Harness used for testing (max weight)
Inspections (whichever happens first)
Harness used for testing (max weight)
Harness type
ABS
every 24 months or every 100 flights
Harness type
ABS
Inspections (whichever happens first)
every 24 months or every 100 flying hours
Harness brand
Niviuk
Gliders
Warning! Before use refer to user's manual
Harness brand
Niviuk
Gliders
Warning! Before use refer to user's manual
Harness model
Hamak L
Person or company having presented the
glider for testing: Olivier Nef
Harness model
Gingo 2 L
Person or company having presented the
glider for testing: None
Harness to risers distance (cm)
49
Harness to risers distance (cm)
49
Distance between risers (cm)
46
Distance between risers (cm)
46
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
C
A
B
C
A
A
A
A
B
D
A
A
C
D
A
A
A
D
0
A
A
A
A
0
C
A
B
C
A
A
A
A
B
D
D
D
B
D
A
A
D
C
0
A
A
A
A
0
23
The importance of small details
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