NIVIUK BI SKIN 2P Double Delight Parachute User Manual
- June 5, 2024
- NIVIUK
Table of Contents
- NIVIUK BI SKIN 2P Double Delight Parachute
- BI SKIN 2 P
- USER’S MANUAL
- 1. CHARACTERISTICS
- UNPACKING AND ASSEMBLY
- THE FIRST FLIGHT
- IN FLIGHT
- LOSING ALTITUDE
- SPECIAL METHODS
- CARE AND MAINTENANCE
- SAFETY AND RESPONSIBILITY
- GUARANTEE
- TECHNICAL DATA
- Read User Manual Online (PDF format)
- Download This Manual (PDF format)
NIVIUK BI SKIN 2P Double Delight Parachute
BI SKIN 2 P
Double delight
WELCOME
We wish to welcome you to our team and thank you for your confidence in our
glider product line.
We would like to share the enthusiasm with which we created this wing and the
importance and care we took in the design and manufacture of this new model in
order to offer maximum pleasure on every flight with a Niviuk glider.
The BI SKIN 2 P has been certified as EN B. It is the lightest tandem wing in
the world. Designed for leisure flights as well as commercial flights, this
new single-skin model weighs only 3.3 kg, allowing a pilot and passenger to
share the excitement of flight, hike & fly and vol-biv under one wing.
This is the user manual and we recommend you read it carefully.
The NIiviuk 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
info@niviuk.com www.niviuk.com
USER’S MANUAL
This manual provides you with the necessary information on the main
characteristics of your new paraglider.
Whilst it provides information on the wing, it cannot be viewed as an
instructional handbook and does not offer the training required to fly this
type of paraglider.
Training can only be obtained at a certified paragliding school and each
country has its own system of licensing.
Only the aeronautical authorities of respective countries can determine pilot
competence.
The information in this manual is provided in order to warn you against
adverse flying situations and potential dangers.
Equally, we would like to remind you that it is important to carefully read
all the contents of your new BI SKIN 2 P manual.
Misuse of this equipment could lead to severe injuries or death. The
manufacturers and dealers cannot be held responsible for misuse of the
paraglider. It is the responsibility of the pilot to ensure the equipment is
used correctly.
1. CHARACTERISTICS
WHO IS IT DESIGNED FOR?
The definition of sharing:
– experience together
– fly together.
Previously the pleasure of sharing the hike & fly experience was difficult for
tandem pilots. The dream seemed unreachable. All their flying experiences
excluded their partners and friends.
Now both pilot and passenger can share the adventure and thrill of hike & fly
and vol-biv with total confidence and safety.
Designed for leisure flights as well as commercial flights, this EN B
certified dual glider is the lightest tandem on the market. Weighing only 3.3
kg and with an extremely small packing volume, this single-surface wing has
the capacity to carry up to 190 kg.
Only the aeronautical authorities of respective countries can determine pilot
competence.
CERTIFICATION
The BI SKIN 2 P was certified at the Swiss testing house Air Turquoise S.A. in
accordance with European norms EN 926-2:2013, EN 926-1:2015 & LTF 91/09; it
successfully passed all tests and was certified as EN B. Registration number:
PG 1100.2016
Shock test to 1.200 daN.
Load test to 8G 203 kg.
We recommend pilots read the flight test report by Air Turquoise. The report
contains all the necessary information on how the paraglider reacts during
each of the tested manoeuvres.
For further information on the flight test and the corresponding certification
number, please see the final pages of this manual.
IN-FLIGHT BEHAVIOUR
Niviuk developed this wing by adopting very specific goals: to achieve optimum
performance while minimising weight and volume in order to achieve an easily
transportable wing; excellent handling; to facilitate more control for the
pilot and, above all, to maintain a very high degree of safety.
We have succeeded in having the wing transmit the maximum feedback in an
understandable and comfortable way so that the pilot can focus on piloting.
In all aspects of flight, the wing is very solid and stable. The glide is very
smooth. During glide, the wing maintains altitude well and the profile remains
stable. Turning is precise and does not require much physical strength. The
glider is responsive to brake input. The wing is very easy to inflate even in
nil-wind, it requires an extremely short takeoff (ideal especially in the
mountains) and provides a smooth and precise landing.
Flying this wing is very intuitive, with with clear feedback about the
airmass. It responds to the pilot’s inputs effectively and even in turbulent
conditions it remains stable and solid.
The BI SKIN 2 P flies efficiently. It enters thermals with sufficient speed to
centre in the lift and climbs progressively. The handling is progressive and
effective for even more flying pleasure under an exciting wing of
extraordinary quality.
It is lightweight, even lighter in flight and easy to pilot, with outstanding
turbulence buffering and a surprising range of speed for incredible glides.
CONSTRUCION, MATERIALS
The BI SKIN 2 P has all the technological innovations used on other Niviuk
gliders and is built with the most careful selection of current materials. It
has all the current technology and accessories available to improve pilot
comfort whilst increasing safety and performance.
Titanium Technology (TNT) – A revolutionary technique using titanium. Using
Nitinol in the internal construction provides a more uniform profile and
reduces the weight to gain efficiency in flight. Nitinol provides the highest
level of protection against deformation, heat or breaks.
SLE – The use of the SLE considerably reduces the amount of Mylar which was
used in previous Niviuk wings and this also reduces the weight of the leading
edge and therefore the wing inflates more easily than one without this system.
3DP – The optimal distribution of cloth tension has been achieved by cutting
individual sections, paying attention to the orientation of the fabric and
using 3D modelling.
3DL- There is an additional seam on the leading edge for a cleaner profile, no
creases for less drag and a better load distribution.
Interlock System (IKS).- The IKS (Interlock System) is an ultra-lightweight,
high strength connecting system that aims to complement the light product
range and replace the current systems based on the use of the maillons and/or
carabiners. This new system is based on a secure connection using a simple
Dyneema loop provided with a fixing and locking system, ensuring the complete
efficiency and safety of the connection, and allowing the equipment to be
ready at all times, either with or without load.
The IKS1000 is designed and dimensioned as a connection system between the
risers and the lines. It has a breaking load of 1055 kg, which greatly exceeds
that of the classic 3mm (550 kg) maillon, but with a much less weight. This
feature makes it a key element in the entire range of
P-Series (lightweight) wings, which are delivered with this technology as
standard.
Please note: the IKS1000 kg system was not designed nor certified
to connect the risers to the harness and/or a rescue parachute to the harness.
For that specific function, Niviuk developed the IKS3000. For more information
visit niviuk.com
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Locate the elastic sleeve’s inner small diameter tube.
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Push the IKS line through it.
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Push now the IKS line through the lines and the riser. The reinforced end with the black tab should be located on the riser side.
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Push the upper looped end downward through the elastic sleeve (not small diameter tube) and then through the reinforced loop end where the black tab is located.
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Continue with the procedure in a counterclockwise motion by pushing the looped end through the riser.
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Push the looped end first upward through the elastic sleeve (not small diameter tube) and through the lines again following the same pattern.
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Push the looped end downward through the elastic sleeve (not small diameter tube) first, and then through the loop with the reinforced end
(black tab) once more. -
Push the reinforced end loop (black tab) through the looped end to secure them together.
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Pull tight to secure the knot and connection.
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Check the entire assembly.
The use of these technologies is a big technological leap forward in building
wings and a big improvement in flight comfort.
For the construction process of BI SKIN 2 P we use the same criteria, quality
controls and manufacturing processes as in the rest of our range. From Olivier
Nef’s computer to fabric cutting, the operation does not allow for even a
millimetre of error. The cutting of each wing component is performed by a
rigorous, extremely meticulous automated computer laser-cutting robotic arm.
This program also paints the guideline markers and numbers on each individual
fabric piece, thus avoiding errors during this delicate process.
The jigsaw puzzle assembly is made easier using this method and optimises the
operation while making the quality control more efficient. All Niviuk gliders
go through an extremely thorough and detailed final inspection. The canopy is
cut and assembled under strict quality control **** conditions, facilitated
by the automation of this process.
Every wing is individually checked with a final visual inspection.
The fabric used guarantees lightness, strength and durability without fading.
The lines are made from unsheathed Aramid and Dyneema.
The line diameter has been calculated depending on the workload and aims to
achieve the required best performance with the least drag.
The lines are semi-automatically cut to length and all the sewing is completed
under the supervision of our specialists.
Every line is checked and measured once the final assembly is concluded.
Each glider is packed following specific maintenance instructions as
recommended by the fabric manufacturer.
Niviuk gliders are made of premium materials that meet the requirements of
performance, durability and certification that the current market demands.
Information about the various materials used to manufacture the wing can be
viewed in the final pages of this manual.
ELEMENTS, COMPONENTS
The BI SKIN 2 P is delivered with a series of accessories that will greatly
assist you in the maintenance of your paraglider:
- A Kargo bag. This bag is large enough to hold all equipment comfortably and with plenty of space.
- An inner bag to protect the wing during storage and transport.
- An adjustable compression strap to compress the inner bag and reduce its volume.
- A repair kit with self-adhesive Ripstop tape in the same colour as the wing and spare parts to protect the maillons.
UNPACKING AND ASSEMBLY
CHOOSE THE RIGHT LOCATION
We recommend unpacking and assembling the wing on a training hill or a flat
clear area without too much wind and free of obstacles. It will help you to
carry out all the recommended steps required to check and inflate the BI SKIN
2 P.
We recommend the whole installation procedure is supervised by a qualified
professional instructor or official dealer. Only they can address any doubts
in a safe and professional way.
PROCEDURE
Take the paraglider out of the rucksack, open and unfold it on the ground with
the lines positioned on the undersurface, oriented in the direction of
inflation. Check the condition of the fabric and the lines for defects. Pay
attention to the maillons and IKS connecting the lines to the risers to make
sure they are fully closed and tightened. Identify, and if necessary untangle,
the A, B, C and D-lines, the brake lines and corresponding risers. Make sure
that there are no knots.
CONNECTING THE HARNESS
Correctly connect the risers to the spreader bar attachment points so that the
risers and lines are correctly ordered and free of twists.
Check that the carabiners are properly fastened and securely locked. Next, the
pilot’s harness and then the passenger’s harness must be attached.
HARNESS TYPE
The pilot should choose the type of harness to use. The BI SKIN 2 P can be
flown with all current harness types, from standard tandem (heavy duty)
harnesses to ultralight models.
SPEED SYSTEM – TRIMMERS
- The BI SKIN 2 P is not fitted with a speed-bar.
- The speed system is engaged when the trimmers are opened.
- The trimmers are installed in the factory and the pilot only needs to check their proper operation and adjustment.
- The BI SKIN 2P has four risers divided into four line areas. The trimmers are situated on the D-riser and have a maximum travel of 6 cm. The use of the trimmers results in changes to the speed and reactions of the wing.
- The pilot is responsible for the trimmer setting.
- The trimmer setting and symmetry must be constantly checked during flight and before every takeoff.
- The trimmer system is set by the pilot, i.e. it does not return to its point of origin, but remains in place until the pilot decides to release/change the position.
- Engaging and releasing the trimmers is effective and quick as well as sensitive and accurate.
- When the trimmer is in the neutral position, the wing will fly at a lower speed with greater glide; when the trimmer is released, the wing will fly with higher speed and worse glide.
- Trimmers in neutral position A, B, C, D-risers aligned Trimmers open: Difference A= B+1.5cm, C+3cm, D+6cm
- We recommend the trimmers are set in the neutral position during take off. However, sometimes the circumstances of the takeoff require releasing trimmers to adjust the speed of the wing inflation. The greater distance the trimmers are released, the faster the wing will inflate and, consequently, the pilot will have to exert more control over the wing at this stage.
- Once in the air, the pilot can adjust the trimmer to the required speed: slow (trimmers closed), neutral (trim speed) or fast (trimmers open). Using the trimmers:
- The pilot must engage the trimmers manually. They are situated on both D-risers. To open the trimmers, press the trim tab inwards until the tape is released and release the trim tab when in the required position.
- To close the trimmers, pull the tape down using the handle and release when you reach the required position.
- Once engaged, the trimmers must be set symmetrically.
- The trimmers cannot be used for steering the glider. The pilot should note that when releasing trimmers, the brake handle rises the same distance as the trimmers travel.
INSPECTION AND WING INFLATION ON THE GROUND
After your gear has been thoroughly checked and the weather conditions deemed
favourable for flying, inflate your BI SKIN 2 P as many times as necessary to
familiarise yourself with its behaviour. Inflating the
BI SKIN 2 P is easy and should not require a great deal of physical effort.
Inflate the wing with a little pressure from the body using the harness. This
may be assisted by using the A-lines. Do not pull on them; just accompany the
natural rising movement of the wing. Once the wing is inflated to the overhead
position, appropriate control with the brakes will be sufficient to hold it
there.
We recommend practising inflating the wing in various wind conditions as the
BI SKIN 2 P inflates much faster than conventional wings. Groundhandling the
wing is important as the rapid inflation may may surprise the pilot if the
launch has not been practised before the first flight.
ADJUSTING THE BRAKES
The length of the main brake lines are adjusted at the factory and conform to
the length stipulated during certification. However, they can be changed to
suit the pilot’s flying style. It is advisable to fly with the original
setting for a period of time to get used to the actual behaviour of the BI
SKIN 2 P. In case it is necessary to modify the brake length, loosen the knot,
slide the line through the brake handle to the desired point and re-tighten
the knot firmly.
Only qualified personnel should carry out this adjustment. You must ensure
that the modification does not affect the trailing edge and
slow the glider down without pilot input. Both brake lines should be
symmetrical and of the same length. We recommend using a clove hitch or
bowline knot.
THE FIRST FLIGHT
CHOOSING THE RIGHT LOCATION
For the first flight we recommend going to your usual flying area and that a
qualified instructor is present and supervising the entire procedure.
When arriving at the take-off, the pilot should assess the following
conditions: wind speed and direction, possible areas of rotor, take-off is
clear of obstacles, etc. A defined flight plan should be formulated and this
should include taking note of the topography, obstructions and risk areas to
avoid. The take-off zone should be sufficiently large and free of obstacles.
Before take off, inspect the wing, harness, helmet and any other equipment.
It is essential to adapt each launch to the varying conditions and sites. The
conditions must also be suitable for the pilot’s skill level and experience.
Just because the wing is fast, pilots should not make the mistake of
underestimating the conditions and taking off in unsuitable and unsafe
circumstances.
PREPARATION
Repeat the procedures detailed in chapter 2 UNPACKING AND ASSEMBLY to prepare
your equipment.
FLIGHT PLAN
Planning a flight before taking off to avoid possible problems later is always
a good idea.
PRE-FLIGHT CHECK LIST
Once ready, but before taking off, conduct another equipment inspection.
Conduct a thorough visual check of your gear with the wing fully open, the
lines untangled and properly laid out on the ground to ensure that all is in
working order. Be certain the weather conditions are suited to your flying
skill level.
WING INFLATION, CONTROL, AND TAKE-OFF
Smoothly and progressively inflate the wing. Inflating of the BI SKIN 2 P is
easy and does not require a lot of energy. The wing rises fast and the pilot
must anticipate this in order to have control during this phase. The wing will
take the load immediately, making it easier to take off in rough terrain.
If the wind permits, we recommend a reverse launch, as this allows a better
visual inspection of the wing during inflation. In “strong” winds, the BI SKIN
2 P is especially easy to control using this launch technique.
Winds of 25 to 30 km/h are considered strong for paragliding.
Correctly setting up the wing on the ground before take off is especially
important. Choose an appropriate location facing the wind. Position the
paraglider in a crescent configuration to facilitate inflation. A clean wing
layout will ensure a trouble-free take off.
LANDING
The BI SKIN 2 P lands excellently, it converts the wing speed into lift at the
pilot’s demand, allowing an enormous margin of error. Wrapping the brake lines
around your hand to get greater braking efficiency is not necessary.
PACKING
The BI SKIN 2 P has a complex leading edge, manufactured using a variety of
different materials and it must be packed carefully. A correct folding method
is very important to extend the useful life of your paraglider.
It should be concertina-packed, with the leading edge reinforcements flat and
the flexible rods stacked one on top of the other. This method will keep the
profile in its original shape and protect the integrity of the wing over time.
Make sure the reinforcements are not bent or folded. It should not be folded
too tightly to avoid damage to the cloth and/or lines.
At Niviuk we have designed the NKare Bag, a bag designed to assist you with
rapid packing which helps maintain the integrity of the leading edge and its
internal structures in perfect condition.
IN FLIGHT
We recommend that you read the certification test report.
The report contains all the necessary information on how the BI SKIN 2 P
reacts during each of the tested manoeuvres.
It is important to point out that the appropriate response to each adverse
manoeuvre can vary from size to size; even within the same size at maximum or
minimum load the behaviour and reactions of the wing may vary.
Having the knowledge that the testing house provides through the test report
is fundamental to learning how to deal with possible situations. To become
familiar with the manoeuvres described below, we recommend practising within
the auspices of a competent training outfit.
FLYING IN TURBULENCE
The BI SKIN 2 P has an excellent profile to deal with incidents; it is very
stable in all conditions and has a high degree of passive safety, even in
turbulent conditions.
Equally, all paragliders must be piloted for the prevailing conditions and the
pilot is the ultimate safety factor.
We recommend active flying in turbulent conditions, always taking measures to
maintain control of the wing, preventing it from collapsing and restoring the
speed required by the wing after each correction.
Do not correct the glider (braking) for too long in case this provokes a
stall. If you have to take corrective action, make the input then re-establish
the correct flying speed.
POSSIBLE CONFIGURATION S
To become familiar with the manoeuvres described below, we recommend
practising within the environment of a competent training outfit. The pilot
must adapt their use of the brakes depending on the wing-loading and avoiding
over-steering.
It is important to note that the type of reaction to a manoeuvre can vary from
one size of wing to another and even within the same size the behaviour and
reactions may be different depending on the wing-loading.
In the test report, you will find all the necessary information on how to
handle your new wing during each of the tested manoeuvres. Having this
information is crucial to know how to react during these manoeuvres in real
flight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the BI SKIN 2 P’s profile stability, strong turbulent air may
cause the wing to collapse asymmetrically, especially if the pilot is unable
to fly actively and prevent the collapse. In this case the glider conveys a
loss of pressure through the brake lines and the harness. To prevent the
collapse from happening, pull the brake handle corresponding to the affected
side of the wing. It will increase the incidence of the wing (angle of
attack).
If the collapse does happen, the BI SKIN 2 P will not react violently, the
turning tendency is gradual and easily controlled. Weight-shift toward the
open, flying side (the opposite side of the collapse) to keep the wing flying
straight, while applying light brake pressure to that side if necessary.
Normally, the collapsed side of the wing should then recover and reopen by
itself. If it does not, then pull the brake handle on the collapsed side
decisively and quickly all the way (100%) down. You may have to repeat this
pumping action to provoke the re-opening of the deflated glider side. Do not
over-brake or slow down the flying side of the wing (control the turn). Once
the collapsed side is open make sure you return to the default flying speed.
Frontal collapse
Due to the BI SKIN 2 P’s design, in normal flying conditions frontal collapses
are unlikely to take place. The wing’s profile has great buffering abilities
when dealing with extreme incidence changes. A frontal collapse may occur in
strong turbulent conditions, entering or exiting powerful thermals or when
lacking experience using the speed-system without adapting to the prevailing
conditions. Frontal collapses usually re-inflate without the glider turning,
but a symmetrically applied quick braking action with a quick deep pump of
both brakes will accelerate the re-inflation if necessary. Release the brake
lines immediately to return to default glider air speed.
Negative spin
A negative spin does not conform to the BI SKIN 2 P’s normal flight behaviour.
Certain circumstances however, may provoke a negative spin (such as trying to
turn when flying at very low air speed whilst applying a lot of brake). It is
not easy to give any specific recommendation about this situation other than
quickly restoring the wing’s default air speed and angle of attack by
progressively reducing the tension on the brake lines. The normal wing
reaction will be to have a lateral surge on the re-accelerated side with a
rotation not greater than 360º before returning to default air speed and a
straight flight path trajectory.
Parachutal stall
The possibility of entering or remaining in a parachutal stall has been
eliminated from the BI SKIN 2 P.
A parachutal stall is virtually impossible with this wing. If it did enter
into a parachutal stall, the wing loses forward motion, becomes unstable and
there is a lack of pressure on the brake lines, although the canopy appears to
be fully inflated. To regain normal air speed, release brake line tension
symmetrically and manually push on the A-lines or weight-shift your body to
any side WITHOUT PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the BI SKIN 2 P stalling during normal flight is very
unlikely. It could only happen if you are flying at a very low air speed,
whilst over-steering or performing dangerous manoeuvres in turbulent air.
To provoke a deep stall, the wing has to be slowed down to its minimum air
speed by symmetrically pulling the brake lines all the way (100%) down until
the stall point is reached and held there. The glider will first pitch
rearward and then reposition itself overhead, rocking slightly, depending on
how the manoeuvre was done.
When entering a stall, remain clear-headed and ease off the brake lines until
reaching the half-way point of the total the brake travel. The wing will then
surge violently forward and could reach a point below the pilot. It is most
important to maintain brake pressure until the glider has returned to its
default overhead flying position.
To resume normal flight conditions, progressively and symmetrically release
the brake line tension to regain air speed. When the wing reaches the overhead
position, the brakes must be fully released. The wing will then surge forward
to regain full air speed. Do not brake excessively at this moment as the wing
needs to accelerate to pull away from the stall configuration. If you have to
control a possible frontal collapse, briefly pull both brake handles down to
bring the wing back up and release them immediately while the glider is still
in transition to reposition itself overhead.
Cravat
A cravat may happen after an asymmetric collapse, when the end
of the wing is trapped between the lines. Depending on the nature
of the tangle, this situation could rapidly cause the wing to spin. The
corrective manoeuvres to use are the same as those applied in case of an
asymmetric collapse: control the turn/spin by applying tension on the opposite
brake and weight shift opposite to the turn. Then locate the stabilo line
(attached to the wing tip) trapped between the other lines. This line has a
different colour and is located on the outside position of the
B-riser.
Pull this line until it is taut. This action will help to release the cravat.
If ineffective, fly down to the nearest possible landing spot, controlling the
direction with both weight shift and the use of the brake opposite to the
tangled side. Be cautious when attempting to undo a tangle while flying near
terrain or other paragliders; it may not be possible to continue on the
intended flight path.
Over-controlling
Most flying problems are caused by wrong pilot input, which then escalates
into a cascade of unwanted and unpredicted incidents. We should note that the
wrong inputs can lead to loss of control of the glider. The BI SKIN 2 P was
designed to recover by itself in most cases. Do not try to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too much
input, are due to the length of time the pilot continues to over–control the
wing. You have to allow the glider to re-establish normal flying speed and
attitude after any type of incident.
ACCELERATED FLIGHT – OPEN TRIMMERS
The BI SKIN 2 P profile was designed for stable flight throughout its entire
speed range. Open trimmers can be used in strong winds or significant sink.
When accelerating the wing, the profile becomes more sensitive to turbulence
and closer to a possible frontal collapse. If a loss in internal wing pressure
is felt, a slight pull on the brake lines is recommended to increase the
wing’s incidence angle. Remember to re-establish the air speed after
correcting the incidence.
It is NOT recommended to use the trimmers close to the terrain or in very
turbulent conditions. Aim to achieve a balance between trimmer and brake use.
This balance is considered to be ‘active piloting’.
FLYING WITHOUT BRAKE LINES
If, for any reason at all, the BI SKIN 2 P’s brake lines become disabled in
flight, it will become necessary to pilot the wing with the C-risers and
weight shifting until landing. These risers steer easily because are not under
significant tension. You will have to be careful and not handle them too
heavily in case this causes a stall or negative spin. The wing must be flown
at full speed during the landing approach, and the C-risers will have to be
pulled symmetrically all the way down shortly before contact with the ground.
This braking method is not as effective as using the brake lines, and hence
the wing will land with a higher ground speed.
LINE KNOT(S) IN FLIGHT
The best way to avoid knots and tangles is to thoroughly inspect the lines as
part of a systematic pre-flight check. If a knot is spotted during the take
off phase, immediately abort the launch sequence and stop.
If inadvertently taking off with a knotted line, the glider drift will need to
be compensated by weight-shifting to the opposite side of the wing and
applying a slight brake pull to that side. Gently pull the brake line to see
if the knot can be undone or try to locate the problem line. Try pulling
it to see if the knot can be undone. Beware of trying to clear a knotted line
or untangle a line in flight when close to the terrain. If the knot is too
tight and cannot be undone, carefully and safely fly to the nearest landing
zone. Be careful: do not pull too hard on the brake handles because there will
be an increased risk of stalling the wing or entering a negative spin. Before
attempting to clear a knot, make sure there are no other pilots flying in the
vicinity.
LOSING ALTITUDE
Knowledge of different descent techniques could become vital in certain
situations. The most suitable descent method will depend on the particular
situation.
To become familiar with the manoeuvres described below, we recommend
practising within the environment of a competent training outfit.
EARS
Big ears is a moderate descent technique, able to increase the sink rate to –3
or –4 m/s and reduces the ground speed by 3 to 5 km/h. The angle of attack and
effective wing-loading will also increase due to the smaller surface area of
the wing.
To activate the ‘Big ears’ manoeuvre, take the outer ‘3 A 3’ line on each
A-riser and simultaneously, smoothly pull them outward and downward. The
wingtips will fold in. To release the ears, let go of the lines and
the tips should return to their normal position. If they do not re-inflate,
gently pull on one of the brake lines and then on the opposite one. We
recommend inflating the wing tips asymmetrically, without major change to the
angle of attack, especially when flying near the ground or flying in
turbulence.
Ears can be used with the trimmers in any setting.
B-LINE STALL
During this manoeuvre, the wing ceases to fly, it has no horizontal speed and
the pilot has no control over the paraglider.
The airflow over the profile is interrupted and the wing enters a situation
similar to a parachutal stall.
To enter this manoeuvre, the ‘B’ risers are grabbed below the maillons and
symmetrically pulled down together (approx. 20-30 cm) and then held to this
position.
The initial phase is quite physical (high pull resistance) requiring a strong
tug until the wing’s profile/chord deforms. The initial pulling force will
then be significantly lessened. Holding the ‘B’ lines in the pulled down
position will be necessary to maintain the configuration.
The wing will then deform, its horizontal speed will drop to 0 km/h, vertical
descending speed increase to –6 to –8 m/s depending on the conditions and how
the manoeuvre was performed.
To exit the manoeuvre, simultaneously release both risers. The wing will then
slightly surge forward and automatically return to normal flight. It is better
to let go of the lines quickly rather than slowly.
This is an easy escape manoeuvre to do, but remember that the wing will stop
flying, will lose all forward horizontal speed, and its reactions will change
significantly when compared to normal flight configuration.
SPIRAL DIVE
This is a more effective way to rapidly lose altitude. Beware that the wing
will experience and be subjected to a tremendous amount of descending and
rotating speed (g-force), which can cause a loss of orientation and
consciousness (blackout). This manoeuvre must therefore be done gradually to
increase one’s capacity to resist the g-force exerted on
the body. With practise, a pilot will fully appreciate and understand it. Only
practise this manoeuvre at high altitude and with enough ground clearance.
To start the manoeuvre, first weight shift and pull the brake handle located
on the inner side of the turn. The intensity of the turn can be controlled by
braking slightly using the outer brake handle.
A paraglider flying at its maximum rotating speed can reach –20 m/s, or the
equivalent of a 70 km/h vertical descent, and will stabilise in a spiral dive
from 15 m/s onwards. Good enough reasons to familiarise yourself with the
manoeuvre and understand how to exit it.
To exit this manoeuvre, the inner brake handle (down side of the turn) must
progressively be relaxed while momentarily applying tension to the outer brake
handle opposite to the turn. The pilot must also weight shift and lean towards
the opposite side of the turn at the same time.
The exit should be performed gradually and smoothly so that the changes in
pressure and speed can be noted.
When exiting the spiral, the glider will briefly experience an asymmetrical
acceleration and dive, depending on how the manoeuvre was carried out.
Practise these manoeuvres at sufficient altitude and with moderation.
SLOW DESCENT TECHNIQUE
This technique allows descent without straining the wing or taxing the pilot.
Glide normally while searching for descending air and begin to turn as if
climbing in a thermal, but with the intention to sink.
Common sense has to be used to avoid dangerous areas of rotor when looking for
descending air. Safety is the most important consideration.
SPECIAL METHODS
TOWING
The BI SKIN 2 P does not experience any problem whilst being towed. Only
qualified winch personnel should handle the certified equipment to carry out
this operation. The wing must be inflated similarly as during a normal
takeoff.
It is important to use the brakes to correct the flight path alignment,
especially if the glider begins to turn. Since the wing is subject to a slow
airspeed and with a high positive angle of attack, we must make any
corrections with a high degree of feel and delicacy, in order to avoid a
stall.
ACROBATIC FLIGHT
Although the BI SKIN 2 P was tested by expert acrobatic pilots in extreme
situations, it was not designed for it. We do not recommend using this glider
for acrobatic flying!
The BI SKIN 2 P does not experience any problem whilst being towed. Only
qualified winch personnel should handle the certified equipment to carry out
this operation. The wing must be inflated similarly as during a normal
takeoff.
It is important to use the brakes to correct the flight path alignment,
especially if the glider begins to turn. Since the wing is subject to a slow
airspeed and with a high positive angle of attack, we must make any
corrections with a high degree of feel and delicacy, in order to avoid a
stall.
CARE AND MAINTENANCE
MAINTENANCE
At Niviuk we are firmly committed to make technology accessible to all pilots.
Therefore our wings are equipped with the latest technological advances gained
from the experience of our R & D team.
Careful maintenance of your equipment will ensure continued top performance.
Apart from the general checks, we recommend actively maintaining your
equipment.
A pre-flight check is obligatory before each flight.
If there is any damage to the equipment, you should inspect it and act
accordingly.
All incidents involving the leading edge should be reviewed. A hard impact can
damage the sail cloth.
Thanks to TNT the wing has more safety and performance. If any Nitinol rod is
damaged, they are easily replaceable.
The fabric and the lines do not need to be washed. If they become dirty, clean
them with a soft damp cloth, using only water. Do not use detergents or other
chemicals.
If your wing is wet from contact with water, place it in a dry area, air it
and keep it away from direct sunlight.
Direct sunlight may damage the wing’s materials and cause premature aging.
After landing, do not leave the wing exposed to the sun. Pack it properly and
stow it away in its backpack.
If flying in a sandy environment, and sand has accumulated inside the wing,
remove it before packing it away. The apertures at the wingtips facilitate
easy removal of objects from the trailing edge.
If your wing is wet from contact with salt water, immerse it in fresh water
and dry it away from direct sunlight.
STORAGE
It is important for the wing to be correctly folded when stored. Keep it in
the in a cool, dry place away from solvents, fuels, oils.
Do not leave the gear inside a car boot, as cars left in the sun can become
very hot. The inside of a rucksack can reach temperatures up to 60ºC.
Weight should not be laid on top of the equipment.
It is very important to pack the wing correctly before storage.
It is essential that the wing is properly folded and packed. In case of long-
term storage it is advisable, if possible, that the wing is not compressed and
it should be stored loosely without direct contact with the ground. Humidity
and heating can have an adverse effect on the equipment.
CHECKS AND CONTROLS
A complete inspection must be scheduled every 100 flying hours or every 2
years, whichever comes first (EN/LTF norm).
We strongly recommend that any repairs should be done in a specialist repair
shop by qualified personnel. A thorough pre-flight check must be performed
before every flight.
REPAIRS
If the case of small tears, you can temporarily repair these by using the
Ripstop tape included in the repair kit, as long as no stitching is required
to mend the fabric. Any other tears or repairs should be done in a specialist
repair shop by qualified personnel.
Damaged lines must be repaired or exchanged immediately. Please refer to the
line plan at the end of this manual.
Any repair should be done in a specialist repair shop by qualified personnel.
Niviuk can not be held responsible for any damage caused by incorrect repairs.
SAFETY AND RESPONSIBILITY
It is well known that free-flying with a paraglider is considered a high-risk
sport, where safety depends on the person who is practicing it.
Wrong use of this equipment may cause severe, life-changing injuries to the
pilot, or even death.
Manufacturers and dealers cannot be held responsible for your decisions,
actions or accidents that may result from participating in this sport.
You must not use this equipment if you have not been properly trained to use
it. Do not take advice or accept any informal training from anyone who is not
properly qualified as a flight instructor.
GUARANTEE
The equipment and components are covered by a 2-year warranty against any
manufacturing defect.
The warranty does not cover misuse of the equipment.
LEGAL WARNING: Paragliding is an activity that requires concentration,
specific knowledge and common sense. Please take care! Train under the
supervision and guidance of a certified school. Make sure you have the
appropriate insurance and become a licenced pilot. Assess your meteorological
knowledge honestly before you decide to fly.
Niviuk’s liability for damages covers only its products.
Niviuk cannot be held accountable for your actions. You are responsible for
your flights and assessing the risks involved.
TECHNICAL DATA
BI SKIN 2 P | 31 | ||
---|---|---|---|
CELLS | NUMBER | 39 | |
BOX | 39 | ||
FLAT | AREA | m2 | 31 |
SPAN | m | 13,06 | |
ASPECT RATIO | 5,5 | ||
PROJECTED | AREA | m2 | 26,17 |
SPAN | m | 10,39 | |
ASPECT RATIO | 4,12 | ||
FLATTENING | % | 15 | |
CORD | MAXIMUM | m | 2,94 |
MINIMUM | m | 0,61 | |
AVERAGE | m | 2,37 | |
LINES | TOTAL METERS | m | 522 |
HEIGHT | m | 8,24 | |
NUMBER | 394 | ||
MAIN | 3/3/4/3 | ||
RISERS | NUMBER | 4 | A/B/C/D |
TRIMS | m/m | 60 | |
ACCELERATOR | m/m | NO | |
TOTAL WEIGHT | MINIMUM | kg | 130 |
IN FLIGHT | MAXIMUM | kg | 190 |
GLIDER WEIGHT | kg | 3,3 | |
CERTIFICATION | EN/LTF | B |
MATERIALS DESCRIPTION
CANOPY | FABRIC CODE | SUPPLIER |
---|---|---|
UPPER SURFACE LEADING EDGE | 9017 E25 | PORCHER IND (FRANCE) |
UPPER SURFACE | 70032 E3W | PORCHER IND (FRANCE) |
BOTTOM SURFACE | 70032 E3W | PORCHER IND (FRANCE) |
RIBS | 70032 E4D | PORCHER IND (FRANCE) |
LOOPS | LKI – 10 | KOLON IND. (KOREA) |
REINFORCEMENT LOOPS | 9017 | PORCHER IND (FRANCE) |
TRAILING EDGE REINFORCEMENT | MYLAR 20 | D-P (GERMANY) |
RIB REINFORCEMENT | LTN-0.8 STICK | SPORTWARE CO. (CHINA) |
THREAD | SERAFIL 60 | AMAN (GERMANY) |
SUSPENSION LINES | FABRIC CODE | SUPPLIER |
UPPER CASCADES | DC – 40 | LIROS GMHB (GERMANY) |
UPPER CASCADES | 8000/U – 50 | EDELRID (GERMANY) |
UPPER CASCADES | 8000/U – 70 | EDELRID (GERMANY) |
MIDDLE CASCADES | DC – 40 | LIROS GMHB (GERMANY) |
MIDDLE CASCADES | DC – 60 | LIROS GMHB (GERMANY) |
MIDDLE CASCADES | 8000/U – 70 | EDELRID (GERMANY) |
MIDDLE CASCADES | 8000/U – 90 | EDELRID (GERMANY) |
MIDDLE CASCADES | 8000/U – 130 | EDELRID (GERMANY) |
MIDDLE CASCADES | 8000/U – 190 | EDELRID (GERMANY) |
MIDDLE CASCADES | 8000/U – 230 | EDELRID (GERMANY) |
MAIN | 8000/U – 130 | EDELRID (GERMANY) |
MAIN | 8000/U – 230 | EDELRID (GERMANY) |
MAIN | 8000/U – 360 | EDELRID (GERMANY) |
MAIN BREAK | TNL-280 | TEIJIM LIMITED (JAPAN) |
THREAD | SERAFIL 60 | AMAN (GERMANY) |
RISERS | FABRIC CODE | SUPPLIER |
MATERIAL | 3455 | COUSIN (FRANCE) |
COLOUR INDICATOR | PAD | TECNI SANGLES (FRANCE) |
THREAD | V138 | COATS (ENGLAND) |
IKS | 12999 | COUSIN (FRANCE) |
RISERS PLAN
SUSPENSION PLAN DIMENSIONS BI SKIN 2 P 31
LINES HEIGHT m/m
| A| B| C| D| E| F| br
1| 7942| 7916| 7872| 7859| 7914| 7933| 8603
2| 7864| 7840| 7798| 7780| 7821| 7834| 8274
3| 7854| 7786| 7736| 7726| 7784| 7878| 8153
4| 7822| 7755| 7703| 7678| 7756| 7847| 8087
5| 7830| 7808| 7763| 7725| 7764| 7775| 7951
6| 7899| 7877| 7828| 7789| 7819| 7837| 7937
7| 7810| 7783| 7761| 7732| 7763| 7787| 7875
8| 7703| 7683| 7658| 7633| 7664| 7675| 7747
9| 7669| 7613| 7578| 7567| 7626| 7708| 7712
10| 7640| 7585| 7552| 7543| 7599| 7675| 7674
11| 7618| 7607| 7585| 7567| 7597| 7600| 7660
12| 7648| 7640| 7619| 7603| 7633| 7643| 7719
13| 7571| 7543| 7507| 7477| 7490| 7502|
14| 7438| 7414| 7378| 7357| 7370| 7371|
15| 7350| 7307| 7269| 7269| 7307| 7362|
16| 7270| 7220| 7187| 7187| 7222| 7272|
17| 7181| 7167| 7148| 7137| 7152| 7154|
18| 7140| 7138| 7120| 7101| 7112| 7124|
19| 6921| | 6894| 6887| 6892| 6903|
20| | | 6826| 6837| 6837| 6870|
| | | | | | |
| | | RISERS LENGTH m/m| |
| A| B| C| D| | |
| 380| 380| 380| 380| | STANDARD
| 380| 395| 410| 440| | TRIMMER OPENED
| 0| 15| 30| 60| | ACCELERATED
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