Niviuk LINK 2, User Manual

until reaching the half-way point of the total brake travel. The wing will 
then surge violently forward and could reach a point below you. 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 3STI 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 LINK 2 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.

4.3 ACCELERATED FLIGHT

The LINK 2’s profile was designed for stable flight throughout its entire 
speed range.  The speed-bar 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, tension on the speed-bar should be reduced to a 
minimum and 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 angle of attack.

It is NOT recommended to accelerate near obstacles or in very turbulent 
conditions. If necessary, constantly adjust the movements and pressure 
on the speed-bar whilst doing the same to the brake lines. This balance 
is considered to be ‘active piloting’

4.4  FLYING WITHOUT BRAKE LINES

If, for any reason at all, the LINK 2’s brake lines become disabled in flight, 
it will become necessary to pilot the wing with the D-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 (not accelerated) during the landing approach, and