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USER’S
MANUAL
ROLLER
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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
ROLLER
Remember when you had no limits
WELCOME
We wish to welcome you to our team and thank you for your condence 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 ight with a
Niviuk glider.
The ROLLER is the new speedying wing from Niviuk. This is a completely
new wing design that integrates our latest innovations which offers,
compared to previous models, greater versatility and possibilities for
speedying pilots.
It is a wing with an extensive speed range which can be manoeuvred
quickly and precisely at all times.
Its intuitive, direct handling also provides a high degree of safety and userfriendliness.
This is the user manual and we recommend you read it carefully.
The NIVIUK Team.
USER’S MANUAL
NIVIUK GLIDERS ROLLER
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 y this
type of paraglider.
Training can only be obtained at a certied 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 ying situations and potential dangers.
Equally, we would like to remind you that it is important to carefully read all
the contents of your new ROLLER 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.
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SUMMARY
WELCOME 2
USER’S MANUAL 2
1. CHARACTERISTICS 4
1.1 WHO IS IT DESIGNED FOR? 4
1.2 CERTIFICATION 4
1.3 IN-FLIGHT BEHAVIOUR 5
1.4 ASSEMBLY, MATERIALS 5
1.5 ELEMENTS, COMPONENTS 6
2. UNPACKING AND ASSEMBLY 7
2.1 CHOOSING THE RIGHT LOCATION 7
2.2 PROCEDURE 7
2.3 HARNESS ASSEMBLY 7
2.4 HARNESS TYPE 7
2.5 CONNECTING THE SPEED-BAR 8
2.6 ADJUSTING THE BRAKES 9
2.7 ADJUSTING THE TRIMMERS 9
2.8 INSPECTION AND WING INFLATION
ON THE GROUND 11
3. THE FIRST FLIGHT 11
3.1 CHOOSE THE RIGHT LOCATION 11
3.2 PREPARATION 11
3.3 FLIGHT PLAN 11
3.4 PRE-FLIGHT CHECK LIST 11
3.5 WING INFLATION, CONTROL
AND TAKE-OFF 11
3.6 LANDING 12
3.7 FOLDING INSTRUCTIONS 12
4. IN FLIGHT 12
4.1 FLYING IN TURBULENCE 12
4.2 POSSIBLE CONFIGURATIONS 13
4.3 ACCELERATED FLIGHT 15
4.4 FLYING WITHOUT BRAKE LINES 15
4.5 LINE KNOT(S) IN FLIGHT 15
5. LOSING ALTITUDE 15
5.1 EARS 15
5.2 B-LINE STALL 16
5.3 SPIRAL DIVE 16
6. SPECIAL METHODS 17
6.1 ACROBATIC FLIGHT 17
7. CARE AND MAINTENANCE 17
7.1 MAINTENANCE 17
7.2 STORAGE 17
7.3 CHECKS AND CONTROLS 18
7.4 REPAIRS 18
8. SAFETY AND RESPONSIBILITY 18
9. GUARANTEE 18
10. TECHNICAL DATA 19
10.1 TECHNICAL DATA 19
10.2 MATERIALS DESCRIPTION 20
10.3 RISERS LAYOUT 21
10.4 LINE PLAN 22
10.5 LENGTHS ROLLER 14 23
10.6 LENGTHS ROLLER 16 23
10.7 LENGTHS ROLLER 18 24
10.8 LENGTHS ROLLER 20 24
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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The ROLLER is intended for speedying acionados and is ideal for
those pilots able to y actively. It can be used as a primary or secondary
wing.
The versatility of this wing means the pilot is not limited to quick
descents, but it can also be used to have fun turning in thermals, soaring,
practicing carving or long ights in strong winds up to 70km/h.
It is important to note that speedying should only be undertaken
by trained pilots. It is essential in terms of safety that the pilot skill is
commensurate with the ‘benets’ of the wing and/or the objectives the
pilot wants to achieve.
The control, safety and freedom provided by the ROLLER depend
directly on the skill level of the pilot.
The pilotage requirements for this wing mean that it is only for
experienced pilots. And depending on the size/weight, it is intended only
for expert pilots.
‘Not recommended for newly-qualified pilots’
We strongly recommend that beginners seek the advice of qualied
instructors and coaches during their learning.
We encourage pilots from other disciplines to use the assistance of
professionals as well as common sense when commencing speedying.
The ROLLER is a wing designed for a large target group of pilots in order
to enjoy the experience of speed.
1.2 CERTIFICATION
The ROLLER has been submitted for the European EN and LTF
certication.
All sizes passed the certication tests.
The ROLLER complies with the following requirements:
EN 926-1:2015, chapter 4.5 / LTF NFL II-91/09 -2-251-16, chapter 3
The load and traction tests were conducted by the Air Turquoise testing
centre in Switzerland.
Shock test to 800 kg.
Supported load test to 8 g 132 kg.
Please note!
Competition rules state that speedying wings must have a load test
certicate and a ight test to determine their certication level.
The 16 m2 ROLLER was tested in accordance with EN 926-2: 2013, EN
926-1: 2015 & LTF 91/09, and was awarded the classication C.
Certication number: PG_1111.2016.
•Testingwasperformedwithouttheuseoftrimmers.Testingwas
performed using the speed-bar.
- Description of EN C class wing characteristics:
Paragliders with moderate passive safety, potentially dynamic reactions
to turbulence and pilot errors. The recovery to normal ight may require
precise interventions by the pilot.
- Description of the pilot skills required for an EN C wing:
Designed for pilots familiar with recovery techniques, who y actively and
understand the implications of ying a glider with reduced passive safety.
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We recommend paying special attention to the ight test report made
by the certication test house. It provides all necessary technical
information to know about the wing and how it reacted during each
tested manoeuvre.
It is important to note that different sized wings will react differently
during manoeuvres. Even within the same size, at maximum or minimum
load, the behaviour and reactions of the wing may vary.
For further information on the ight test and the corresponding
certication number, please see the nal pages of this manual.
1.3 IN-FLIGHT BEHAVIOUR
Niviuk developed this wing by adopting very specic goals: the objective
was to seek utmost performance - faster, steadier and better in turns.
Better feel for the wing and easier piloting.
The ROLLER provides extreme stability in conjunction with precise
handling and is fast and dynamic. It is exceptionally good at dampening
turbulence thanks to its reduced size and prole.
The brakes respond immediately to pilot input and directional control
through weight-shift is accurate and automatic. The unfavourable roll
behaviour sometimes found in speedying wings does not exist in the
ROLLER; pitch is damped enough so that the wing does not suffer
unexpected frontal collapses or loss of internal pressure, allowing the
pilot to fully concentrate on reading the terrain.
The wing remains stable during takeoff and the entire ight. It ies at high
speeds without stress. During the wing design, maximum attention was
paid to its ability to descend mountains quickly by swooping or to use
the conditions and elements by ridge soaring, thermalling, playing with
the laminar wind or trying out new ways of ight.
Please note!
The term ‘speedying’ implies that together with the experience and skill
required to y a glider of this type, the pilot should y actively and be
able to anticipate the wing’s reactions to input.
Attention must be paid to groundspeed in turns, induced pitching and
generally in all manoeuvres which involve acceleration. These must be
performed correctly, especially when undertaken near the terrain. The
accuracy and speed of response, either through the brake or weightshift, is an excellent characteristic of the ROLLER, but it requires
considerable practise to fully master it.
1.4 ASSEMBLY, MATERIALS
The ROLLER has all the technological innovations used on other Niviuk
gliders. It is built with the most careful selection of current materials,
technology and accessories available, to improve pilot comfort whilst
increasing safety and performance.
RAM Air Intake system (RAM) – it is characterised by the arrangement of
the air inlets, to ensure optimal internal pressure is maintained. Thanks to
this design, we were able to reduce their size, while maintaining the same
air ow at all angles to improve laminar ow.
Having greater internal pressure means better tolerance of turbulence,
greater consistency of the prole shape across the speed range;
excellent handling at low speed is achieved by allowing the pilot
to extend the braking limit, there is a lower risk of collapse and
consequently, greater control and stability.
Titanium Technology (TNT) – a revolutionary technique using titanium.
Using Nitinol for the internal wing construction offers great advantages:
on the one hand it reduces the overall wing weight, which reduces the
inertia and improves the manoeuvrability and launch ination.
On the other hand, the leading edge is more rigid and the wing surface
remains perfectly taut, without creases or parasitic drag. This optimises
glide in all phases of the ight.
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Because the exible rods always return to their original shape, the
integrity of the prole is never affected.
Nitinol provides the highest level of protection against deformation, heat
or breaks.
Structured Leading Edge (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. Therefore it is easier to
inate this wing than a paraglider without this system.
3D Pattern Cut Optimisation (3DP) – the latest generation of wings
require a new fabric panel pattern and cutting system. Creating separate
panels for each of the sections at the front of the wing means the sail
fabric is more taut and crease-free. During the cutting, the optimal
orientation of the fabric section is selected, depending on its nal
location. If the fabric pattern is properly aligned with the axes of load, it
suffers less deformation after repeated use, to the long-term benet of
the leading edge.
3D Leading Edge (3DL) - adding an extra seam to the longitudinal axis
of the glider helps, on the one hand, give more consistency and volume
to the prole (a more efcient 3D contour) and on the other, joins and
shapes the leading edge panels. The fabric is guided by the panel
position to ensure fewer creases and better load distribution. The result
is a cleaner prole, which benets the wing in terms of performance and
durability.
The use of these technologies is a big technological leap forward in
building wings and a big improvement in ight comfort.
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 efcient.
All Niviuk gliders go through an extremely thorough and detailed nal
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 nal visual inspection.
The fabric used to manufacture the glider is light, resistant and durable.
The fabric will not experience fading and is covered by our warranty.
The main lines are made from Technora with a polyester sheath, the
gallery lines are made from sheathed Dyneema and the upper cascade is
made using unsheathed Dyneema.
The line diameter has been calculated depending on the workload and
aims to achieve the required best performance with the least drag. The
sheath protects the line cores from UV rays and abrasions.
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 nal assembly is
concluded.
Each glider is packed following specic maintenance instructions as
recommended by the fabric manufacturer.
Niviuk gliders are made of premium materials that meet the requirements
of performance, durability and certication that the current market
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demands.
Information about the various materials used to manufacture the wing
can be viewed in the nal pages of this manual.
1.5 ELEMENTS, COMPONENTS
The ROLLER is delivered with a series of accessories that, although
not fundamental, are important in the use, transport and storage of the
paraglider.
- A bag large enough to hold all equipment comfortably and with plenty
of extra space.
- An inner bag to protect the wing from any possible damage during
storage.
- An adjustable folding strap to make the wing as compact as possible.
- A small fabric repair kit with self-adhesive Ripstop nylon.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSING THE RIGHT LOCATION
We recommend unpacking and assembling the wing on a training hill or
a at 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 inate
the ROLLER.
We recommend that a qualied instructor is present to supervise the
entire procedure, as only they can address any doubts in a safe and
professional way.
2.2 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
ination. Check the condition of the fabric and the lines for defects. Pay
attention to the maillons connecting the lines to the risers to make sure
they are fully closed and tightened. Identify, and if necessary untangle,
the A, B and C-lines, the brake lines and corresponding risers. Make sure
that there are no knots.
2.3 HARNESS ASSEMBLY
The ROLLER risers come with different colours:
- Right side in green
- Left side in red
This feature helps the pilot to better identify each side during the preight phase and in ight.
Correctly connect the risers to the harness carabiners. The risers and
lines cannot have any twists and must be in the right order. Check that
the harness buckles are properly fastened and securely locked.
2.4 HARNESS TYPE
To have perfect control over the ROLLER, the correct harness choice is
essential.
In addition to the control and comfort during the ight, the choice of a good
ergonomic harness is essential to ensuring both the takeoff and landing are
clean and precise.
The ROLLER can be own with most types of harness, however, we
recommend a lightweight harness with split leg loops.
At Niviuk we have designed a harness which is perfect for this purpose.
The ROAMER is a reversible harness with ample capacity; it is easy to
carry, with split leg loops, excellent balance and it is responsive to both
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glider control input and provides feedback to the pilot. It is the perfect
harness for the ROLLER.
The use of an airbag or foam protection harness is of course possible. Care
should be taken with the chest strap setting. A wide chest strap setting
permits more manoeuvrability but also requires more care when using
weight-shift in turns. If the chest strap is set too tightly, the agility of the
wing will be restricted.
2.5 CONNECTING THE SPEED-BAR
The ROLLER comes with a speed-bar system with 9 cm travel.
The system is engaged by pressing the speed-bar with the pilot’s feet.
-not included as standard- the pilot must connect the speed-bar to the
A-risers using Brummel hooks.
The majority of harnesses have a speed system pre-installed. To install
the speed-bar, pass the speed system cords through the harness and
connect them to the speed system cords on the A-risers.
The length of the speed-bar travel must be adjusted depending on the
height of the individual pilot.
We recommend testing the complete system when hanging in a frame
rst - most schools have such equipment.
The speed system uses an action/reaction system. Released, the speedbar is set to neutral. When the bar is pushed using the feet, the wing
accelerates. The speed can be regulated by varying the pressure on the
bar. Once the pressure on the bar is released, the speed system returns
to the neutral setting.
The speed system is efcient, sensitive and precise. The pilot can use the
system whenever they want during the ight.
The use of the speed system results in changes to the speed and
reactions of the wing.
In the neutral position the wing will y slower but with better glide; at
maximum acceleration (full speed-bar) the wing will have greater speed
but reduced glide.
Neutral position A, B, C-risers aligned
Fully engaged speed-bar (maximum speed) A-B= 3 cm, A-C=9 cm
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2.6 ADJUSTING THE BRAKES
The length of the main brake lines is adjusted at the factory according to
the length established during the certication procedure (see technical
data). However, it can be changed to adapt to the pilot’s own ying
style. In any case, we recommend ying for a while using the default
line length factory settings before making any adjustment. It will enable
you to become more familiar with the ROLLER and its unique ying
characteristics. 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.
Only qualied personnel should carry out this adjustment. You must
ensure that the modication does not 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.
When changing the brake length, it is necessary to check that they do
not engage when the accelerator is used. When accelerated using the
speed-bar, the glider rotates over the ‘C’ risers and the trailing edge
rises. The brake lines should be checked for proper adjustment, while
taking this extra length into consideration.
2.7 ADJUSTING THE TRIMMERS
The trimmers are installed in the factory and the pilot only needs to check
their proper operation and adjustment.
The ROLLER has three risers. The trimmers are situated on the C-riser
and have a maximum travel of 10 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
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ight 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 y at a lower
speed with greater glide; when the trimmer is released, the wing will y
with higher speed and worse glide.
Trimmers in neutral position A, B, C-risers aligned
Trimmers released A-B= 3.3 cm, A-C= 10 cm
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2.8 INSPECTION AND WING INFLATION ON THE GROUND
After your gear is thoroughly checked and the weather conditions
deemed favourable for ying, inate your ROLLER as many times as
necessary to familiarise yourself with its behaviour. The smooth ination
is easily done. An over-energetic handling is not necessary to bring
the wing overhead as it will gently climb with minimum tension on the
harness when moving forward. The sequence can be made easier by
using the A-risers.
Do not pull, but rather accompany them naturally, following the rising
arcing movement of the wing. Once the wing has climbed overhead,
simply apply the correct amount of brake pressure to keep the ROLLER
stationary.
3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT LOCATION
For the rst ight we recommend going to your usual ying area and that
a qualied 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 dened ight 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 sufciently large and free of obstacles.
Before takeoff, inspect the wing, harness, helmet and any other
equipment.
Given that the ROLLER can y in a wide range of conditions, it is
essential to assess the conditions and terrain before every ight. 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.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 UNPACKING AND
ASSEMBLY to prepare your equipment.
3.3 FLIGHT PLAN
Planning a ight before taking off to avoid possible problems later is
always a good idea.
3.4 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 ying
skill level.
3.5 WING INFLATION, CONTROL AND TAKE-OFF
The ROLLER takeoff phases are the same as with conventional
paragliders.
With a standard breeze and once everything is checked, it is important to
adjust the position of the trimmers to neutral. Please note that because
the takeoff speed is greater than with a larger surface glider, a speed
wing requires more space for the takeoff run.
The wing will inate cleanly after a proportionate pull. If it is necessary
to control the wing during the acceleration phase, we recommend
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rst ensuring the sail is equally pressurised and then the pilot should
reposition themselves under the centre of the wing. It is important to
remember to launch with sufcient speed and to remember that any
brake input will slow down the glider.
With more experience, and being accustomed to launching in stronger
winds, the pilot will learn to master different takeoff styles.
Whenever the wind speed permits it, we recommend a reverse ination.
This technique enables the pilot to have a better view of the wing to
make sure all is in order before turning around and running down the
slope.
3.6 LANDING
In this nal stage of the ight we must assess the conditions in the landing
eld and act accordingly. The trimmers must be released and in the
neutral position, make the approach with speed, rounding out smoothly
when the speed decreases and braking to the maximum.
A constant-aspect approach is recommended if the chosen elds and
conditions permit, but the pilot must be exible and adapt the approach
depending on the terrain, wind speed, obstacles, etc.
Sharp turns near the ground should be avoided, anticipation is the
best way for a good approach. The stability and manoeuvrability of the
ROLLER really assist the pilot in this nal stage of ight.
During the rst few ights with this wing, we recommend choosing a large
landing eld where sharp turns and manoeuvres close to the ground will
not be necessary.
3.7 FOLDING INSTRUCTIONS
The ROLLER 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 at
and the exible rods stacked one on top of the other. This method will
keep the prole 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.
The Niviuk Nkare Bag is designed for ultra-fast packing and can easily
be carried as a backpack. It allows you to unpack the wing quickly and
easily. Just place the wing inside the Nkare Bag and secure it with the
compression straps.
Perfect for short walks or to transport the wing in the car without the risk
of damage.
It has two adjustable straps and a small inner pocket to avoid the risers
getting tangled with the lines.
4. IN FLIGHT
Please carefully review the glider certication results including the
relevant information pertaining to the manoeuvres involved during the
tests.
Note that glider behaviour can vary depending on size, or wing loading
for the same size.
Becoming familiar with the test results can help you better understand
the glider to control various situations when ying.
4.1 FLYING IN TURBULENCE
The ROLLER has an excellent prole and is very robust and solid in these
situations. It is very stable in all conditions and has excellent passive
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ight reactions, which makes it very safe in turbulent conditions.
In normal conditions we should not expect any incidents with the
ROLLER, even in thermic conditions the wing prole and high internal
pressure absorbs turbulence well. In severe turbulence the wing may
lose pressure, but will recover immediately. Collapses rarely occur, but
cannot be completely discounted. In turbulent conditions, the best way
to prevent collapses is to y actively. In these conditions, it is best if the
trimmers are in the neutral position.
The ROLLER is able to stay in the air when the wind is strong and
standard paragliders cannot y, however, if conditions are very turbulent,
this is not mitigated by being able to y faster.
All paragliders must be piloted for the prevailing conditions and the pilot
is the ultimate safety factor.
We recommend active ying 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 reestablish the correct ying speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with the manoeuvres described below, we recommend
practising within the environment of a competent training outt. 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 nd 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
ight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the ROLLER’s prole stability, strong turbulent air may cause
the wing to collapse asymmetrically, especially if the pilot is unable to y
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 ROLLER will not react violently, the turning
tendency is gradual and easily controlled. Weight-shift toward the open,
ying side (the opposite side of the collapse) to keep the wing ying
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 deated glider side.
Do not over-brake or slow down the ying side of the wing (control the
turn). Once the collapsed side is open make sure you return to the default
ying speed.
Frontal collapse
Due to the ROLLER’s design, in normal ying conditions frontal collapses
are unlikely to take place. The wing’s prole 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 trimmer without adapting to the
prevailing conditions. Frontal collapses usually re-inate without the glider
turning, but a symmetrically applied quick braking action with a quick deep
pump of both brakes will accelerate the re-ination if necessary. Release
the brake lines immediately to return to default glider air speed.
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Negative spin
A negative spin does not conform to the ROLLER’s normal ight behaviour.
Certain circumstances however, may provoke a negative spin (such as
trying to turn when ying at very low air speed whilst applying a lot of
brake). It is not easy to give any specic 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 ight path trajectory.
Parachutal stall
The possibility of entering or remaining in a parachutal stall has been
eliminated from the ROLLER.
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 inated. 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 ROLLER stalling during normal ight is very unlikely.
It could only happen if you are ying at a very low air speed, whilst oversteering 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 rst 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 ying position.
To resume normal ight 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
conguration. If you have to control a possible frontal collapse, briey 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 on this line until it is taught, as it should help undo the cravat.
If ineffective, y 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 ying
near terrain or other paragliders; it may not be possible to continue on the
intended ight path.
Over-controlling
Most ying 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 ROLLER 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 ying
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speed and attitude after any type of incident.
4.3 ACCELERATED FLIGHT
The ROLLER prole was designed for stable ight throughout its entire
speed range.
When accelerating the wing, the prole 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 angle of attack. 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 ROLLER’s brake lines become disabled in
ight, piloting the wing with the C-risers and weight shifting will become
necessary. The C-lines steer easily because they are not under much
tension, however you will need to be careful and not handle them too
heavily in case this causes a stall or negative spin. The wing must be
own 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 groundspeed.
4.5 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-ight 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 ight when close to the terrain. If the knot is too
tight and cannot be undone, carefully and safely y 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 ying in the vicinity.
5. 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
outt.
5.1 EARS
Big ears is a moderate descent technique, able to increase the sink rate
and reduces the ground speed. The angle of attack and effective wingloading will also increase due to the smaller surface area of the wing.
To re-establish forward speed and the correct angle of attack, the pilot
must accelerate once the ears are pulled.
Big ears can be applied until landing but should be released at the
moment of braking.
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To activate the ‘Big ears’ manoeuvre, take the outer ‘3 A 2’ line on
each A-riser and simultaneously, smoothly pull them outward and
downward. The wingtips will fold in. Let go of the risers to re-inate
them automatically. If they do not re-inate, gently pull on one of the
brake lines and then on the opposite one. We recommend inating the
wing tips asymmetrically, without major change to the angle of attack,
especially when ying near the ground or ying in turbulence.
5.2 B-LINE STALL
When carrying out this manoeuvre, the wing stops ying, loses all
horizontal speed and the pilot is no longer in control of the paraglider.
The airow over the prole is interrupted and the wing enters a situation
similar to parachuting.
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 prole/chord deforms in
an accordion-like shape. The initial pulling force will then be signicantly
lessened. Holding the ‘B’ lines in the pulled down position will be
necessary to maintain the conguration. 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 weather 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 ight. 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 ying,
will lose all forward horizontal speed, and its reactions will change
signicantly when compared to normal ight conguration.
5.3 SPIRAL DIVE
This is a more effective way for 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 practice, a pilot will fully appreciate and understand it. Only
practice this at high altitude and with enough ground clearance.
To enter the manoeuvre, the pilot will need to synchronise weight-shift
with a gradual brake pull toward the inside of the intended turn. The
intensity of the rotation can be controlled by applying a slight brake line
pull on the upper and opposite half side of the wing.
A paraglider ying at its maximum rotating speed can reach –20 m/s,
equivalent 70 km/h vertical descending speed, and a stabilised spiral
dive will reach from 15 m/s onwards.
These are the reasons why any pilot should become familiar with the
manoeuvre and know how to properly exit it.
To exit this manoeuvre, the inner brake (down side of the turn) must be
progressively relaxed while momentarily applying tension to the outer
brake opposite to the turn. The pilot must also weight shift and lean
towards the opposite side of the turn at the same time. This exit needs to
be carried out gradually and smoothly to feel the g force and adapt to the
speed changes taking place.
When exiting the spiral, the glider will briey experience an asymmetrical
acceleration and dive, depending on how the manoeuvre was carried out.
Practice these manoeuvres at sufcient altitude and with moderation.
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6. SPECIAL METHODS
6.1 ACROBATIC FLIGHT
We consider acrobatic ight to be any form of piloting different than
standard ights. Learning acrobatic manoeuvres should be conducted
under the supervision of qualied instructors within a school environment
and over water with all safety/rescue elements in place. Centrifugal forces
as high as 4 to 5 G can be exerted on the body and wing during extreme
manoeuvres.
The ROLLER is a wing with an extensive speed range which can be
manoeuvred quickly and precisely at all times. Extremely dynamic and
responsive, pure performance for those pilots capable of ying actively.
Brake efciency means the wing provides a great deal of useful feedback.
This wing provides feedback so the pilot can easily control every moment
of the ight.
The ROLLER is equipped with an efcient speed system and trimmers.
The combination of the two systems allows an innite number of angles of
attack (and therefore speed) and more importantly, this means the pilot can
enjoy more than just top-to-bottom ights, either by thermalling or soaring,
having fun practicing barrel rolls, swoops or playing with height and speed.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
Niviuk are rmly committed to making 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-ight check is obligatory before each ight.
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 and the RAM system, the wing has more safety and
performance, but this means being more careful with the material. 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 ying 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.
7.2 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 and oils.
Do not leave the gear inside a car boot, as cars left in the sun can
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become very hot. 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.
7.3 CHECKS AND CONTROLS
The ROLLER must be periodically inspected after 100 ying hours or
every 12 months, whichever comes rst (EN/LTF norm).
We strongly recommend that any repairs should be done in a specialist
repair shop by qualied personnel. A thorough pre-ight check must be
performed before every ight.
7.4 REPAIRS
If the wing is damaged, you can temporarily repair it by using the Ripstop
tape included in the repair kit, as long as no stitching is required to
mend the fabric. Any repair should be done in a specialist repair shop by
qualied personnel. Do not attempt home repairs.
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 qualied
personnel. Niviuk cannot be held responsible for any damage caused by
incorrect repairs.
8. SAFETY AND RESPONSIBILITY
Please remember that speedying is considered a risk sport, where
safety depends on the person who is practicing it.
Wrong use of this equipment may cause severe, life-changing injuries 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 qualied as a ight instructor.
The pilot alone is responsible for their decisions and it is their
responsibility to assess whether the weather conditions, wind, site,
landing zone and the pilot’s skill level are suitable and sufcient for any
potential risks.
9. GUARANTEE
The equipment and components are covered by a two year warranty
against any manufacturing defect.
The warranty does not cover misuse of the equipment.
DISCLAIMER:
Paragliding is an activity requiring concentration, specic knowledge and
sound judgment. Beware! Learn your skills under the supervision and
guidance of a certied school. Take out personal insurance and become
a licensed pilot. Be realistic when evaluating your knowledge in respect
to weather assessment before deciding whether or not to y. Niviuk’s
liability coverage is for its product line only. Niviuk cannot be held
responsible for your actions. Fly at your own risk!
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10. TECHNICAL DATA
10.1 TECHNICAL DATA
ROLLER 14 16 18 20
CELLS NUMBER 35 35 35 35
CLOSED 8 8 8 8
BOX 27 27 27 27
FLAT AREA m
2
14 16 18 20
SPAN m 7,76 8,3 8,8 9,27
ASPECT RATIO 4,3 4,3 4,3 4,3
PROJECTED AREA m
2
12,5 14,28 16,1 17,85
SPAN m 6,71 7,17 7,61 8,02
ASPECT RATIO 3,6 3,6 3,6 3,6
FLATTENING % 12% 12% 12% 12%
CORD MAXIMUM m 2,17 2,32 2,46 2,59
MINIMUM m 0,72 0,77 0,81 0,86
AVERAGE m 1,80 1,93 2,05 2,16
LINES TOTAL METERS m 180,4 193,5 205,8 217,5
HEIGHT m 4,88 5,23 5,54 5,84
NUMBER 164 164 164 164
MAIN 2/3/2 2/3/2 2/3/2 2/3/2
RISERS NUMBER 3 A/B/C A/B/C A/B/C A/B/C
TRIMS YES YES YES YES
ACCELERATOR m/m 90 90 90 90
INTERMEDIATE WEIGHT MINIMUM kg 60 70 80 90
IN FLIGHT MAXIMUM kg 90 100 110 120
GLIDER WEIGHT kg 3 3,3 3,6 3,9
CERTIFICATION EN 926-1 926-1 926-1 926-1
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10.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE 9017 E25 PORCHER IND (FRANCE)
BOTTOM SURFACE N20 DMF DOMINICO TEX CO. (KOREA)
RIBS 9017-E29 PORCHER IND (FRANCE)
DIAGONALS 9017-E29 PORCHER IND (FRANCE)
LOOPS LKI - 10 KOLON IND. (KOREA)
REINFORCEMENT LOOPS W-420 D-P (GERMANY)
TRAILING EDGE REINFORCEMENT MYLAR 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 - 60 LIROS GMHB (GERMANY)
MIDDLE CASCADES DC - 60 LIROS GMHB (GERMANY)
MIDDLE CASCADES PPSL - 120 LIROS GMHB (GERMANY)
MIDDLE CASCADES TNL - 140 TEIJIM LIMITED (JAPAN)
MAIN PPSL - 120 LIROS GMHB (GERMANY)
MAIN TNL - 280 TEIJIM LIMITED (JAPAN)
MAIN TNL - 400 TEIJIM LIMITED (JAPAN)
MAIN BREAK TNL - 400 TEIJIM LIMITED (JAPAN)
THREAD SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL G-R 22 TECNI SANGLES (FRANCE)
COLOUR INDICATOR PAD TECNI SANGLES (FRANCE)
THREAD V138 COATS (UK)
MAILLONS MRI4 ANSUNG PRECISION (KOREA)
PULLEYS PY - 1304-2 ANSUNG PRECISION (KOREA)
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10.3 RISERS LAYOUT
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10.4 LINE PLAN
a1
a7
a6
a5
a2
a3
a4
a8
a9
a10
a11
a12
a13
a14
b1b2
b3
b4
b5
b6
b7
b8
b9
b10
b11
b12
b13
b14
c1
c2
c3
c4
c5
c6
c7
c8
c9
c10
c11
c12
c13
c14
d1
d2
d3
d4
br1
br2
br3
br4
br5
br8
br6
br7
2A1
2A2
2A3
2A4
3A1
3A2
2stab1
2stab2
stab
2B1
2B2
3B1
2B3
2B4
3B2
2C1
2C2
3C1
2C3
2C4
3C2
2BR1
2BR2
3BR2
3BR1
2BR3
2BR4
brmain
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10.5 LENGTHS ROLLER 14 10.6 LENGTHS ROLLER 16
LINES HEIGHT m/m
A B C D br
1 4425 4351 4460 4421 5128
2 4360 4287 4370 4391 4772
3 4340 4269 4338 4383 4661
4 4337 4269 4334 4314 4695
5 4337 4273 4345 4639
6 4376 4316 4406 4589
7 4374 4322 4414 4601
8 4332 4287 4357 4703
9 4321 4282 4343
10 4281 4255 4316
11 4254 4236 4306
12 4253 4242 4330
13 4118 4094 4149
14 4091 4082 4161
RISERS LENGTH m/m
A B C
480 480 480 STANDARD
480 507 580 TRIMMER OPENED
390 445 580 ACCELERATED
LINES HEIGHT m/m
A B C D br
1 4761 4684 4801 4762 5517
2 4694 4617 4706 4735 5138
3 4674 4599 4673 4729 5020
4 4673 4601 4671 4657 5058
5 4675 4607 4684 5001
6 4718 4654 4751 4949
7 4718 4663 4759 4963
8 4674 4625 4699 5074
9 4663 4620 4684
10 4621 4592 4656
11 4593 4572 4646
12 4592 4580 4672
13 4447 4420 4479
14 4417 4407 4491
RISERS LENGTH m/m
A B C
480 480 480 STANDARD
480 507 580 TRIMMER OPENED
390 445 580 ACCELERATED
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10.7 LENGTHS ROLLER 18 10.8 LENGTHS ROLLER 20
LINES HEIGHT m/m
A B C D br
1 5079 4996 5121 5083 5884
2 5008 4926 5022 5058 5483
3 4989 4909 4988 5056 5359
4 4989 4912 4987 4981 5401
5 4992 4919 5001 5342
6 5039 4971 5074 5288
7 5040 4983 5085 5304
8 4994 4943 5022 5423
9 4982 4938 5006
10 4939 4909 4977
11 4910 4889 4967
12 4909 4897 4995
13 4756 4727 4789
14 4723 4713 4801
RISERS LENGTH m/m
A B C
480 480 480 STANDARD
480 507 580 TRIMMER OPENED
390 445 580 ACCELERATED
LINES HEIGHT m/m
A B C D br
1 5378 5294 5435 5397 6229
2 5305 5221 5331 5373 5808
3 5285 5204 5297 5374 5679
4 5286 5207 5296 5296 5725
5 5291 5216 5313 5665
6 5341 5271 5390 5610
7 5346 5285 5403 5628
8 5298 5244 5335 5753
9 5286 5239 5319
10 5242 5209 5290
11 5211 5188 5279
12 5211 5197 5309
13 5048 5018 5088
14 5014 5003 5101
RISERS LENGTH m/m
A B C
480 480 480 STANDARD
480 507 580 TRIMMER OPENED
390 445 580 ACCELERATED
Page 25
The importance of small details
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