Niviuk ICEPEAK 3 22, User Manual

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would cause the glider to surge violently forward with great energy and may 
result in the wing below the pilot. It is very important that the pressure 
on the brake lines is maintained until the wing is well established vertical 
above. To regain normal flight conditions, progressively and symmetrically 
release the brake lines, letting the speed be re-established. When the wing 
reaches the maximum advanced position ensure that the brakes are fully 
released. The wing will now surge forward, this is necessary so that air 
speed is completely restored over the wing. Do not over brake at this point 
because the wing needs to recover speed to quit the stall configuration. 
If you have to control a possible symmetrical front stall, briefly and 
symmetrically pull on the brake lines and let go even when the wing is still 
ahead of you.

Wing tangle (Cravat)
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.

Over Input
Most flying incidents are caused by incorrect actions of the pilot, which 
chained one after another creates abnormal flying configurations (a 
cascade of incidents). You must to remember that over handling the wing 
will lead to critical levels of functioning. The ICEPEAK 3 is designed 
always to try to recover normal flight by itself, do not try to over handle it. 

Generally speaking, the reactions of the wing, which follow over handling, 
are neither due to the input made or the intensity, but the length of time 
the pilot continues to over handle. You have to allow the profile to re-
establish normal flight speed after any type of handling.
Remember - “Minimum sufficient input”

4.3  UsING THe ACCelerATOr

The profile of the iCePeaK 3 has been designed to remain stable through 
its entire speed range. The speed bar is very usable in competition but it’s 
advisable to have a good training to be able to anticipate possible collapses. 
active piloting is always required whilst using the accelerator. smooth 
application both on and off is the most efficient and safe way to operate the 
speed system, if it is applied quickly in an “on/off” motion the anticipation 
would not be part of the pilots flying and a deflation is more likely. it is useful 
to accelerate when flying in strong winds or in extreme descending air. When 
under acceleration the wing profile becomes more sensitive to possible 
turbulence and closer to a possible frontal collapse. if you feel any pressure 
loss, you should smoothly release the pressure on the accelerator and pull 
slightly on the brake lines to increase the angle of incidence. remember that 
you must re-establish the flight speed after correcting the incidence.
it is noT recommended to accelerate near to the mountainside or in very 
turbulent conditions. if necessary you will have to constantly adjust the 
movements and pressure on the accelerator whilst constantly adjusting the 
pressure applied to the brake lines. This balance is considered to be “active 
piloting.” 

4.4  FlYING WITHOUT BrAKe lINes

if, for any reason at all, you cannot use the brake lines of your iCePeaK 3 
you will have to pilot the wing using the C-risers and your body weight to 
fly towards the nearest landing area. The C-lines steer easily because they 
are not under pressure, but you must to be careful not to over handle them 
causing a stall or negative turn. To land you have to let the wing fly at full 
speed and just before reaching the ground you will have to pull symmetrically