TAKOO 4

User’s manual

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 TAKOO 4 USER MANUAL

Tandem like never before This manual provides you with the necessary information on the main
characteristics of your new TAKOO 4.
WELCOME
Whilst it provides information on the wing, it cannot be viewed as an
We wish to welcome you to our team and thank you for your confidence in instructional handbook and does not offer the training required to fly this
our glider product line. type of paraglider.
Training can only be undertaken at a certified paragliding school and each
We would like to share the enthusiasm with which we created this wing country has its own system of licensing.
and the importance and care we took in the design and manufacture of Only the aeronautical authorities of respective countries can determine
this new model in order to offer maximum pleasure on every flight with a pilot competence.
Niviuk glider.
The information in this manual is provided in order to warn you against
The one thing better than a good flight it is having someone to share it adverse flying situations and potential dangers.
with.
Equally, we would like to remind you that it is important to carefully read all
The Takoo 4 is not only better than its predecessor, it is the most complete the contents of your new TAKOO 4 manual.
tandem ever created.
The fourth version of the model, the first of a new generation. Performance, Misuse of this equipment could lead to severe injuries or death. The
accessibility and comfort are combined in a wing that adapts perfectly to manufacturers and dealers cannot be held responsible for misuse of the
the needs of each pilot. paraglider. It is the responsibility of the pilot to ensure the equipment is
used correctly.
We are confident that you will enjoy flying this wing and will soon
understand the meaning of our name:
“The importance of small details”.

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

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 SUMMARY

WELCOME 2 4.2 POSSIBLE CONFIGURATIONS 11

USER MANUAL 2 4.3 ACCELERATED FLIGHT 13
1. CHARACTERISTICS 4 4.4 FLYING WITHOUT BRAKE LINES 13
1.1 WHO IS IT DESIGNED FOR? 4 4.5 LINE KNOT(S) IN FLIGHT 13
1.2 CERTIFICATION 4 5. LOSING ALTITUDE 13
1.3 IN-FLIGHT BEHAVIOUR 4 5.1 EARS “EAR LOCK SYSTEM” 13
1.4 CONSTRUCTION, MATERIALS 5 5.2 B-LINE STALL 14
1.5 ELEMENTS, COMPONENTS 6 5.3 SPIRAL DIVE 15
2. UNPACKING AND ASSEMBLY 7 5.4 SLOW DESCENT TECHNIQUE 15
2.1 CHOOSING THE RIGHT LOCATION 7 6. SPECIAL METHODS 15
2.2 PROCEDURE 7 6.1 TOWING 15
2.3 CONNECTING THE HARNESS 7 6.2 ACROBATIC FLIGHT 16
2.4 HARNESS TYPE 7 7. CARE AND MAINTENANCE 16
2.5 TRIMMERS 7 7.1 MAINTENANCE 16
2.6 INSPECTION AND WING 7.2 STORAGE 16
INFLATION ON THE GROUND 9 7.3 CHECKS AND INSPECTION 17
2.7 ADJUSTING THE BRAKES 9 7.4 REPAIRS 17
3. THE FIRST FLIGHT 9 8. SAFETY AND RESPONSIBILITY 17
3.1 CHOOSING THE RIGHT LOCATION 9 9. GUARANTEE 17
3.2 PREPARATION 9 10. ANNEXES 18
3.3 FLIGHT PLAN 9 10.1 TECHNICAL DATA 18
3.4 PRE-FLIGHT CHECK 10 10.2 MATERIALS DESCRIPTION 19
3.5 WING INFLATION, CONTROL 10.3 RISERS PLAN 20
AND TAKE-OFF 10 10.4 LINE PLAN 21
3.6 LANDING 10 10.5 DIMENSIONS TAKOO 4 39 22
3.7 PACKING 10 10.6 DIMENSIONS TAKOO 4 42 22
4. IN FLIGHT 10 10.7 DIMENSIONS TAKOO 4 44 23

4.1 FLYING IN TURBULENCE 11 10.8 CERTIFICATION 24

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 1. CHARACTERISTICS We recommend that only pilots who are familiar with gliders of this
certification or above fly this paraglider.
1.1 WHO IS IT DESIGNED FOR?
Only the aeronautical authorities of respective countries can determine
A tandem researched and designed to offer the best experience for both pilot competence.
professional and recreational flights.
We recommend pilots read the flight test report carefully,
A wing with performance at the highest professional level and at the especially the comments of the test pilot. The report contains all the
same time, an accessibility and comfort that recreational pilots will fall necessary information on how the paraglider reacts during each of the
in love with. The Takoo 4 is the first of a new generation where high tested manoeuvres.
performance for the professional and the comfort for the recreational
pilot are combined to offer incredible adventures. It is important to note that different size wings will react differently during
manoeuvres. Even within the same size, at maximum or minimum load,
1.2 CERTIFICATION the behaviour and reactions of the wing may vary.

The TAKOO 4 has been submitted for the European EN and LTF For further information on the flight test and the corresponding
certification. All certification tests were performed at the Swiss testing certification number, please see the final pages of this manual or see
house Air Turquoise. All sizes passed the mechanical stress, shock and niviuk.com.
flight tests without issues.
1.3 IN-FLIGHT BEHAVIOUR
The mechanical stress test successfully passed the requirement to resits
8 g of force. Niviuk developed this wing by adopting very specific goals: to improve
performance, excellent handling; to facilitate more control for the pilot.
The shock test proved that he wing can resist 1000 daN of force.
To increase performance while maintaining the highest level of
The flight test resulted in the following certification for all TAKOO 4 sizes: safety. To ensure that the wing transmits the maximum feedback in
an understandable and comfortable way so that the pilot can focus
EN B on piloting and enjoying the flight. And, with smooth handling, take
LTF B advantage of all favourable conditions.

The TAKOO 4 is a tandem wing and must only be flown/controlled by In all aspects of flight, the wing is very solid and stable. The glide is
one of pilots at any time. The licence/qualification for tandem pilots is smooth, even when fully accelerated. During glides, the wing maintains
awarded by national associations and governing bodies. altitude and the wing remains stable. Improved turn precision means
We recommend that dual pilots have a great deal of experience and have handling is less physical and provides better feedback. Inflating the wing
completely mastered normal flight conditions. is much easier and gentler, without overshooting.

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 Flying this wing is very intuitive, with clear and useful feedback about the Titanium Technology (TNT) – a revolutionary technique using titanium.
airmass. It responds to the pilot’s inputs effectively and even in turbulent Using Nitinol in the internal construction provides a more uniform profile
conditions it remains stable and solid. and reduces the weight to gain efficiency in flight. Nitinol provides the
highest level of protection against deformation, heat or breaks.
The TAKOO 4 flies efficiently. It enters thermals with sufficient speed to
centre in the lift and climbs progressively. The handling is progressive Structured Leading Edge (SLE) - provides more rigidity and stability along
and effective for even more flying pleasure under an exciting wing of the span of leading edge but also allows full flexibility along the both
extraordinary quality. the vertical and horizontal axis. A reduction in the amount of Mylar, in
comparison to previous profiles, has resulted in less weight and easier
It is lightweight, even lighter in flight and easy to pilot, with outstanding launches.
turbulence buffering and a surprising range of speed for incredible glides.
3DP - an optimised process to cut the fabric panels to ensure the
A good start is as important as a happy ending. Its excellent loading and perfect form of the leading edge. Creating separate panels for each of
speed retention allow smooth and safe take offs and landings for both the sections at the front of the wing means the sail fabric is more taut
the pilot and the passenger. and crease-free. During the cutting, the optimal orientation of the fabric
section is selected, depending on its final location. If the fabric pattern
1.4 CONSTRUCTION, MATERIALS is properly aligned with the axes of load, it suffers less deformation after
repeated use, to the long-term benefit of the leading edge.
The TAKOO 4 has all the technological innovations used on other Niviuk
gliders and is built with the most careful selection of current materials. It 3DL - adding an extra reinforced seam to the leading edge helps to
has all the current technology and accessories available to improve pilot ensure a more consistency and volume in the profile. Providing a more
comfort whilst increasing safety and performance. efficient 3D contour.

In the design of all Niviuk products the team aims to ensure development Structured Trailing Edge (STE) - optimises the profile without deforming
and continuous improvement. The technologies developed in recent it. The circulation of the air is more fluid, ensuring a cleaner airflow. When
years have allowed us to develop greater, better wings. It is in this changing the angle of attack or when accelerated, the profile remains
context that we would like to introduce the technologies included in this more uniform and the after braking, the wing returns to trim more
new model. progressively, faster and more actively.

RAM Air Intake - this system is characterised by the arrangement of the Drag Reduction Structure (DRS) - the trailing edge has been reinforced
air inlets, to ensure optimal maintenance of internal pressure. Thanks to with small ribs in order to distribute the pressure more evenly. This results
this design, we were able to reduce their size, while maintaining the same in excellent manoeuvrability and greater control and precision.
air flow at all angles to improve laminar flow. More consistency across
the whole speed range and better performance without compromising on Ear Lock System (ELS) - this improved big ear locking system provides
safety. a simple and effective solution for the tandem/dual pilot when quick

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 descents are required. ELS enables the pilot to pull and release big ears sheath protects the line cores from UV rays and abrasions.
in one quick and simple action. The lines are semi-automatically cut to length and all the sewing is
completed under the supervision of our specialists.
The use of these technologies is a big technological leap forward in Every line is checked and measured once the final assembly is
building wings and a big improvement in flight comfort. concluded.

For the construction process of the TAKOO 4 we use the same criteria, Each glider is packed following specific maintenance instructions as
quality controls and manufacturing processes as in the rest of our range. recommended by the fabric manufacturer.
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 Niviuk gliders are made of premium materials that meet the requirements
is performed by a rigorous, extremely meticulous, automated computer of performance, durability and certification that the current market
laser-cutting robotic arm. This program also paints the guideline markers demands.
and numbers on each individual fabric piece, thus avoiding errors during
this delicate process. Information about the various materials used to manufacture the wing
can be viewed in the final pages of this manual.
The jigsaw puzzle assembly is made easier using this method and
optimises the operation while making the quality control more efficient. 1.5 ELEMENTS AND COMPONENTS
All Niviuk gliders go through an extremely thorough and detailed final
inspection. The canopy is cut and assembled under strict quality control The TAKOO 4 is delivered with a series of accessories that will greatly
conditions facilitated by the automation of this process. assist you in the maintenance of your paraglider:

Every wing is individually checked with a final visual inspection. - A Kargo bag. This bag is large enough to hold all equipment
comfortably and with plenty of space.
The fabric used to manufacture the glider is light, resistant and durable.
The fabric will not experience fading and is covered by our warranty. - An inner bag to protect the wing during storage and transport.

By design it does not have a competition line set, which are much more - An adjustable compression strap to compress the inner bag and reduce
vulnerable to premature wear, but durable lines which are also easier to its volume.
sort.
- A repair kit with self-adhesive Ripstop tape in the same colour as the
All lines are made from Technora and Dyneema with a polyester wing and spare parts to protect the maillons.
sheathing.
- Spreader-bars, soft or rigid 25cm/15cm.
The line diameter has been calculated depending on the workload and
aims to achieve the required best performance with the least drag. The

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 2. UNPACKING AND ASSEMBLY that the risers and lines are correctly ordered and free of twists. Check
that the carabiners are properly fastened and securely locked.
2.1 CHOOSING THE RIGHT LOCATION Next, the pilot’s harness and then the passenger’s harness must be
attached.
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 TAKOO 4.

We recommend that a qualified instructor is present to supervise the

entire procedure, as only they can address any doubts in a safe and
professional way.

2.2 PROCEDURE

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 2.4 HARNESS TYPE
the TAKOO 4.
The TAKOO 4 was certified EN B when tested with harnesses which
We recommend that a qualified instructor is present to supervise the conformed to the following norms:
entire procedure, as only they can address any doubts in a safe and
professional way. 2. DV LuftGerPV §1, Nr. 7 c (LTF)
• European Standard EN926-2
2.3 CONNECTING THE HARNESS • European Standard EN926-1

The TAKOO 4 risers are colour-coded. We recommend that both the pilot and passenger only use harness
designed specifically for tandem flying.
- right: green
- left: red 2.5 TRIMMERS

This colour-coding makes it easier to connect the wing to the correct The TAKOO 4 speed system is engaged when the trimmers are opened.
side and helps prevent pre-flight errors. The trimmers are situated on the D-riser. The efficiency of this new
system provides a much wider range of speeds than was possible
Correctly connect the risers to the spreader bar attachment points so with the previous TAKOOs. To reduce speed, the trimmers must be

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 closed until they are adjusted to the desired speed. The travel of this protective neoprene sleeve. The neoprene sleeve is designed to avoid
acceleration system starts from the neutral position until the maximum any tangles between lines and trimmers.
speed, when it is fully opened and conversely, the same up to the neutral Once engaged, the trimmers must be set symmetrically. Along the
point when it is closed. travel of the tape there are 4 markings that allow the pilot to adjust the
symmetry correctly and see the amount of travel used. A locking system
We recommend the trimmers are set in the neutral position during take is located at the end of the trim tape to ensure the surplus tape does not
off. However, sometimes the circumstances of the take off require flap during flight.
releasing the trimmers to adjust the speed of the wing inflation. The
greater distance the trimmers are released, the faster the wing will inflate The trimmers should not be used to steer the wing. The pilot should note
and, consequently, the pilot will have to exert more control over the wing that when releasing trimmers, the brake handle rises the same distance
at this stage. as the trimmers travel.

The whole TAKOO series stands out for allowing precise control in the We recommend adjusting piloting during each flight according to the
launch phase and allowing the pilot to perform the launch run with wing load and the travel of the trimmers used.
complete control, either in nil-wind or without being “pulled” by the wind. See also the graphics at the end of this manual.
Once in flight the pilot can adjust the trimmers to the required speed:
slow = neutral trimmers / fast = trimmers open.

During landing, we recommend positioning trimmers in the first section of

the travel.

However, the pilot must assess the conditions and adjust the trimmers
for each landing. The TAKOO 4 always helps the pilot in this phase,
allowing them to perform the landing manoeuvre with full control either
using the neutral position or with the trimmers fully open.

Using the trimmers:

The trimmers must be manually operated by the pilot. They are situated
on both D-risers. To open the trimmers, press the trim tab inwards until
the tape is released and them release the tab when the tape is in the
chosen position. To close the trimmers, pull the tape down using the
handle and release when you reach the required position.

The mechanisms of the trimmers are not visible, they covered in a

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 2.6 INSPECTION AND WING INFLATION ON THE GROUND trailing edge and slow the glider down without pilot input. Both brake
lines should be symmetrical and of the same length. We recommend
After your gear has been thoroughly checked and the weather conditions using a clove hitch or bowline knot.
deemed favourable for flying, inflate your TAKOO 4 as many times as
necessary to familiarise yourself with its behaviour. The TAKOO 4 inflates
easily and smoothly. Excessive energy is not necessary and the wing
will inflate with a little pressure from the body when you move forward.
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.

2.7 ADJUSTING THE BRAKES

The length of the main brake lines are adjusted at the factory and
conform to the length stipulated during certification. However, the length
can be changed to adapt to the pilot’s flying style.

The TAKOO 4 also has two additional connection points where you can 3. THE FIRST FLIGHT
set the height of the brake pulley. With 7 cm between them, this allows
variation depending on the height of the pilot, type of harness or personal 3.1 CHOOSING THE RIGHT LOCATION
pilot preferences in terms of better handling, comfort and location of the
brake handles. If necessary, move the attachment point from its location For the first flight we recommend going to your usual flying area and that
and fix it in the new one. a qualified instructor is present and supervising the entire procedure.

CAREFUL 3.2 PREPARATION

To undertake this operation, the knot must be moved the same distance Repeat the procedures detailed in chapter 2 UNPACKING AND
as the attachment point has been moved along the webbing. The two ASSEMBLY to prepare your equipment.
attachment points are marked at the factory.
3.3 FLIGHT PLAN
If you then decide to change the length of the brake lines, untie the knot,
slide the line through the brake pulley to the desired length, and re-tie Planning a flight before taking off to avoid possible problems later is
the knot so that it is tight. Only qualified personnel should carry out this always a good idea.
adjustment. You must ensure that the modification does not affect the

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 3.4 PRE-FLIGHT CHECK 3.7 PACKING

Once ready, but before taking off, conduct another equipment inspection. The TAKOO 4 has a complex leading edge, manufactured using a variety
Conduct a thorough visual check of your gear with the wing fully open, of different materials and it must be packed carefully. A correct folding
the lines untangled and properly laid out on the ground to ensure that all method is very important to extend the useful life of your paraglider.
is in working order. Be certain the weather conditions are suited to your
flying skill level. 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
3.5 WING INFLATION, CONTROL AND TAKEOFF 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
The TAKOO 4 comes up easily, without requiring additional energy, and not be folded too tightly to avoid damage to the cloth and/or lines.
does not overfly you. It is a straight-forward exercise, leaving enough
time for you to decide whether to accelerate and take off or not. 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
Note that the wing will take the load immediately, facilitating an easy take and its internal structures in perfect condition.
off.
Or for safety and ease, you can use the Koli-PRO, for quick-packing and
If the wind permits, we recommend a reverse launch, as this allows a fast turn around with clients.
better visual inspection of the wing during inflation. In “strong” winds, the
TAKOO 4 is especially easy to control using this launch technique. Winds 4. IN FLIGHT
of 25 to 30 km/h are considered strong for paragliding.
We recommend that you read the certification test report. The report
Choose an appropriate location facing the wind. Position the TAKOO 4 contains all the necessary information on how the TAKOO 4 reacts during
in a crescent configuration to facilitate inflation. A clean wing layout will each of the tested manoeuvres.
ensure a trouble-free take off.
It is important to point out that the appropriate response to each adverse
3.6 LANDING 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
The TAKOO 4 lands excellently, it converts the wing speed into lift at your vary.
demand, allowing an enormous margin of error. Wrapping the brake lines
around your hand to get greater braking efficiency is not necessary. Having the knowledge that the testing house provides through the test
report is fundamental to learning how to deal with possible situations.
With the TAKOO 4, the final part of each flight, the landing, has been
made as simple as possible. The TAKOO 4 absorbs the speed in order to To become familiar with the manoeuvres described below, we
allow you a perfect landing, even on days with nil wind. recommend practising within the auspices of a licensed training outfit.

10

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 4.1 FLYING IN TURBULENCE the wing to collapse asymmetrically in very strong turbulence, especially
if the pilot is unable to fly actively and prevent the collapse. In this
The TAKOO 4 has an excellent profile to deal with incidents; it is very case the glider conveys a loss of pressure through the brake lines and
stable in all conditions and has a high degree of passive safety, even in the harness. To prevent the collapse from happening, pull the brake
turbulent conditions. 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,
All paragliders must be piloted for the prevailing conditions and the pilot the TAKOO 4 will not react violently, the turning tendency is gradual and
is the ultimate safety factor. easily controlled. Weight-shift toward the open, flying side (the opposite
side of the collapse) to keep the wing flying straight, while applying light
We recommend active flying in turbulent conditions, always taking brake pressure to that side if necessary. Normally, the collapsed side of
measures to maintain control of the wing, preventing it from collapsing the wing should then recover and reopen by itself. If it does not, then pull
and restoring the speed required by the wing after each correction. 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
Do not correct the glider (braking) for too long in case this provokes a the re-opening of the deflated glider side. Do not over-brake or slow
stall. Whenever necessary, control a situation, react to it and then re- down the flying side of the wing (control the turn). Once the collapsed
establish the required speed. side is open make sure you return to the default flying speed.

4.2 POSSIBLE CONFIGURATIONS Frontal collapse

Due to the TAKOO 4’s design, in normal flying conditions frontal
To become familiar with the manoeuvres described below, we collapses are extremely unlikely. The wing’s profile has great buffering
recommend practising within the environment of a competent training abilities when dealing with extreme incidence changes. A frontal collapse
outfit. The pilot must adapt their use of the brakes depending on the may occur in strong turbulent conditions, entering or exiting powerful
wing-loading and avoiding over-steering. thermals or when lacking experience using the accelerator/ speed-bar
without adapting to the prevailing conditions. Frontal collapses usually
It is important to note that the type of reaction to a manoeuvre can vary re-inflate without the glider turning, but a symmetrically applied quick
from one size of wing to another and even within the same size the braking action with a quick deep pump of both brakes will accelerate the
behaviour and reactions may be different depending on the wing-loading. re-inflation if necessary. Release the brake lines immediately to return to
default glider air speed.
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 Negative spin
information is crucial to know how to react during these manoeuvres in A negative spin does not conform to the TAKOO 4’s, normal flight
real flight, so you can deal with these situations as safely as possible. behaviour. Certain circumstances however, may provoke a negative spin
(such as trying to turn when flying at very low air speed whilst applying
Asymmetric collapse a lot of brake). It is not easy to give any specific recommendation about
In spite of the TAKOO 4’s profile stability, strong turbulent air may cause this situation other than quickly restoring the wing’s default air speed

11

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 and angle of attack by progressively reducing the tension on the brake then surge forward to regain full air speed. It is important not to use too
lines. The normal wing reaction will be to have a lateral surge on the re- much brake at that moment, since the paraglider needs to regain speed
accelerated side with a rotation not greater than 360º before returning to to exit the stall. If you have to control a possible frontal collapse, briefly
default air speed and a straight flight path trajectory. 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
Parachutal stall overhead.
The possibility of entering or remaining in a parachutal stall have been
eliminated from the TAKOO 4. A parachutal stall is virtually impossible Cravat
with this wing. If it did enter into a parachutal stall, the wing loses A cravat may happen after an asymmetric collapse, when the end
forward motion, becomes unstable and there is a lack of pressure on the of the wing is trapped between the lines. Depending on the nature
brake lines, although the canopy appears to be fully inflated. To regain of the tangle, this situation could rapidly cause the wing to spin. The
normal air speed, release brake line tension symmetrically and manually corrective manoeuvres to use are the same as those applied in case of
push on the A-lines or weight-shift your body to any side WITHOUT an asymmetric collapse: control the turn/spin by applying tension on the
PULLING ON THE BRAKE LINES. opposite brake and weight shift opposite to the turn. Then locate the
stabilo line (attached to the wing tip) trapped between the other lines.
Deep Stall This line has a different colour and is located on the outside position of
The possibility of the TAKOO 4 stalling during normal flight is very the C-riser.
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. Pull on this line until it is taught, as it should help undo the cravat. If
ineffective, fly down to the nearest possible landing spot, controlling the
To provoke a deep stall, the wing has to be slowed down to its minimum direction with both weight shift and the use of the brake opposite to the
air speed by symmetrically pulling the brake lines all the way (100%) tangled side. Be cautious when attempting to undo a tangle while flying
down until the stall point is reached and held there. The glider will first near terrain or other paragliders; it may not be possible to continue on
pitch rearward and then reposition itself overhead, rocking slightly, the intended flight path.
depending on how the manoeuvre was done.
Over-controlling
When entering a stall, remain clear-headed and ease off the brake lines Most flying problems are caused by wrong pilot input, which then
until reaching the half-way point of the total the brake travel. The wing escalates into a cascade of unwanted and unpredicted incidents. We
will then surge violently forward and could reach a point below the should note that the wrong inputs can lead to loss of control of the glider.
pilot. It is most important to maintain brake pressure until the glider has The TAKOO 4 was designed to recover by itself in most cases. Do not try
returned to its default overhead flying position. to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too
To resume normal flight conditions, progressively and symmetrically much input, are due to the length of time the pilot continues to over–
release the brake line tension to regain air speed. When the wing reaches control the wing. You have to allow the glider to re-establish normal flying
the overhead position, the brakes must be fully released. The wing will speed and attitude after any type of incident.

12

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 4.3 ACELLERATED FLIGHT 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
The TAKOO 4 profile was designed for stable flight throughout its entire applying a slight brake pull to that side. Gently pull the brake line to see
speed range. Open trimmers can be used in strong winds or significant if the knot can be undone or try to locate the problem line. Try pulling
sink. 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
When accelerating the wing, the profile becomes more sensitive to tight and cannot be undone, carefully and safely fly to the nearest landing
turbulence and closer to a possible frontal collapse. If a loss in internal zone. Be careful: do not pull too hard on the brake handles because
wing pressure is felt, tension on the trimmers should be reduced to a there will be an increased risk of stalling the wing or entering a negative
minimum and a slight pull on the brake lines is recommended to increase spin. Before attempting to clear a knot, make sure there are no other
the wing’s incidence angle. Remember to re-establish the air speed after pilots flying in the vicinity.
correcting the angle of attack.
5. LOSING ALTITUDE
It is NOT recommended to open the trimmers near obstacles or in very
turbulent conditions. If necessary, constantly adjust the movements and Knowledge of different descent techniques could become vital in
pressure on the speed-bar whilst doing the same to the brake lines. This certain situations. The most suitable descent method will depend on the
balance is considered to be ‘active piloting’. particular situation.

4.4 FLYING WITHOUT BRAKE LINES To become familiar with the manoeuvres described below, we
recommend practising within the environment of a competent training
If, for any reason at all, the TAKOO 4’s brake lines become disabled in outfit.
flight, it will become necessary to pilot the wing with the D-risers and
weight shifting until landing. The D-lines steer easily because they are not 5.1 EAR LOCK SYSTEM
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 Big ears is a moderate descent technique, with a normal descent rate of
must be flown at full speed during the landing approach, and the D-risers -3 a -4 m/s.
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 angle of attack and effective wing-loading will also increase due to
the brake lines, and hence the wing will land with a higher ground speed. the smaller surface area of the wing. When ears are applied the ground
speed will be reduced by 3 to 5 km/h and in order to maintain this
4.5 LINE KNOT(S) IN FLIGHT descent technique, the pilot must physically hold in the ears.

The best way to avoid knots and tangles is to thoroughly inspect the lines On a solo glider, it is only possible to steer using weight-shift once
as part of a systematic pre-flight check. If a knot is spotted during the ears have been pulled. On a tandem wing, although it is possible to
take off phase, immediately abort the launch sequence and stop. steer with the help of the passenger, in most cases, when required, this

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 is insufficient. For this reason NIVIUK have improved the EAR LOCK Asymmetric reopening is recommended in order to avoid compromising
SYSTEM, which we already used in the first TAKOO. the angle of attack, particularly flying near the ground.

The TAKOO 4 comes with the EAR LOCK SYSTEM (ELS) as standard.
In a simple and effective way, this improved system for pulling big ears
assists the tandem pilot when performing this descent technique. This
innovation makes pulling or releasing ears simple, fast and easy.
ELS enables the pilot to pull and release the ears as desired.

ELS gives full steering control to the pilot with the ears applied.

ELS lets the pilot use the ears as long as necessary with no physical
effort at all.

ELS allows the pilot to use the trimmers without concern or restriction.

ELS locks in the ears and prevents accidental opening.

ELS does not impede the conventional application of ears.

5.2 B-LINE STALL
The ELS system can easily be removed without affecting the rest of the
equipment. During this manoeuvre, the wing ceases to fly, it has no horizontal speed
and the pilot has no control over the paraglider.
To use the EAR LOCK SYSTEM simply pull the ear lock line downward
until the knot passes through the ELS (lock system); then move it slightly The airflow over the profile is interrupted and the wing enters a situation
horizontally forward, locking the knot in the V groove. To release, pull the similar to a parachutal stall.
ear lock line down and release the knot from the V groove. Then guide it
vertically as it goes upward and back through the ELS (Lock System) It is To enter this manoeuvre, the B-risers are gripped below the maillons and
better to release the two ears separately (asymmetrically). symmetrically pulled down together (approx. 20-30 cm) and maintained
in that position.
To perform big ears as a descent manoeuvre in the classic way, take
the external A-line on both sides, as high as possible and pull them Initiating the manoeuvre is physically demanding because it can take
downward and outward. The wingtips will fold in. To release the ears, some strength to pull the risers down until the wing is deformed. After
release the lines and they will reopen by without assistance. If this this, the physical effort is less. Continue to hold the risers in position.
does not happen, brake progressively on one side and then the other. Once the wing is deformed, its horizontal speed will drop to 0 km/h;

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 vertical descending speed increases to –6 to –8 m/s, depending on the To exit this manoeuvre, the inner brake handle (down side of the turn)
conditions and how the manoeuvre is performed. must progressively be relaxed while momentarily applying tension to the
outer brake handle opposite to the turn. The pilot must also weight shift
To exit the manoeuvre, simultaneously release both risers. The wing will and lean towards the opposite side of the turn at the same time.
then slightly surge forward and automatically return to normal flight. It is
better to let go of the lines quickly rather than slowly. The exit should be performed gradually and smoothly so that the
changes in pressure and speed can be noted.
This is an easy descent technique to perform, but remember that
the wing will stop flying, will lose all forward horizontal speed, and When exiting the spiral, the glider will briefly experience an asymmetrical
its reactions will change markedly when compared to a normal flight acceleration and dive, depending on how the manoeuvre was carried out.
configuration.
Perform these actions with sufficient height, moderately and with the
Without the active collaboration of the passenger, this manoeuvre is consent of the passenger...
difficult to execute on a tandem wing due to the force required.
5.4 SLOW DESCENT TECHNIQUE
5.3 SPIRAL DIVE
This technique allows descent without straining the wing or taxing the
This is a more effective way to rapidly lose altitude. Beware that the wing pilot. Glide normally while searching for descending air and begin to turn
will experience and be subjected to a tremendous amount of descending as if climbing in a thermal, but with the intention to sink.
and rotating speed (g-force), which can cause a loss of orientation and
consciousness (blackout). This manoeuvre must therefore be done Common sense has to be used to avoid dangerous areas of rotor when
gradually to increase one’s capacity to resist the g-force exerted on looking for descending air. Safety is the most important consideration.
the body. With practise, you will fully appreciate and understand it.
Only practise this manoeuvre at high altitude and with enough ground 6. SPECIAL METHODS
clearance.
6.1 TOWING
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 The TAKOO 4 does not experience any problem whilst being towed. Only
controlled by braking slightly using the outer brake handle. qualified winch personnel should handle the certified equipment to carry
out this operation. The wing must be inflated similarly as during a normal
A paraglider flying at its maximum rotating speed can reach –20 m/s, or takeoff.
the equivalent of a 70 km/h vertical descent, and will stabilise in a spiral
dive from 15m/s onwards. It is important to use the brakes to correct the flight path alignment,
Good enough reasons to familiarise yourself with the manoeuvre and especially if the glider begins to turn. Since the wing is subject to a slow
understand how to exit it. airspeed and with a high positive angle of attack, we must make any

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 corrections with a high degree of feel and delicacy, in order to avoid a the sail cloth. All incidents involving the leading edge should be reviewed.
stall. If any Nitinol rod is damaged, they are easily replaceable.

6.2 ACROBATIC FLIGHT 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
Although the TAKOO 4 was tested by expert acrobatic pilots in extreme detergents or other chemicals.
situations, it was not designed for it. We do not recommend using this
glider for acrobatic flying!!! If your wing is wet from contact with water, place it in a dry area, air it
and keep it away from direct sunlight.
We consider acrobatic flights to be any form of piloting different than
standard flights. Learning acrobatic manoeuvres should be conducted Direct sunlight may damage the wing’s materials and cause premature
under the supervision of qualified instructors within a school environment aging. After landing, do not leave the wing exposed to the sun. Pack it
and over water with all safety/rescue elements in place. Centrifugal properly and stow it away in its backpack.
forces as high as 4 to 5 g can be exerted on the body and wing during
extreme manoeuvres. If flying in a sandy environment, and sand has accumulated inside the
wing, remove it before packing it away. The apertures at the wingtips
7. CARE AND MAINTENANCE facilitate easy removal of objects from the trailing edge.

7.1 MAINTENANCE If your wing is wet from contact with salt water, immerse it in fresh water
and dry it away from direct sunlight.
Careful maintenance of your equipment will ensure continued top
performance. Apart from the general checks, we recommend actively 7.2 STORAGE
maintaining your equipment.
It is important for the wing to be correctly folded when stored. Keep it in
A pre-flight check is obligatory before each flight. the in a cool, dry place away from solvents, fuels, oils.

If there is any damage to the equipment, you should inspect it and act Do not leave the gear inside a car boot, as cars left in the sun can
accordingly. become very hot. A rucksack can reach temperatures up to 60ºC.
Weight should not be laid on top of the equipment.
Niviuk we are firmly committed to make technology accessible to all
pilots. For this reason all our wings are fitted with the latest innovations. It is very important to pack the wing correctly before storage.
Thanks to our innovative technologies, the wing has more safety and
performance, but this means being more careful with the material. 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
A hard impact of the leading edge against a hard surface can damage compressed and it should be stored loosely without direct contact with

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 the ground. Humidity and heating can have an adverse effect on the 8. SAFETY AND RESPONSIBILITY
equipment.
It is well known that free-flying with a paraglider is considered a high-risk
7.3 CHECKS AND INSPECTION sport, where safety depends on the person who is practicing it.

Inspections Incorrect use of this equipment may cause severe, life-changing injuries
The TAKOO 4 must be periodically serviced. An inspection must be to the pilot, or even death. Manufacturers and dealers cannot be held
scheduled every 100 flying hours or every two years whichever comes responsible for your decisions, actions or accidents that may result from
first (EN/LTF norm). participating in this sport.

We strongly recommend that any repairs should be done in a specialist You must not use this equipment if you have not been properly trained
repair shop by qualified personnel. This will guarantee the airworthiness to use it. Do not take advice or accept any informal training from anyone
and continued certification of your TAKOO 4. who is not properly qualified as a flight instructor.

A thorough pre-flight check must be performed before every flight. 9. GARANTEE

7.4 REPAIRS The equipment and components are covered by a 2-year warranty
against any manufacturing defect.
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 The warranty does not cover misuse of the equipment.
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.

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 10. TECHNICAL DATA

10.1 TECHNICAL DATA

TAKOO 4 39 42 44

CELLS NUMBER 55 55 55

CLOSED 6 6 6

BOX 29 29 29

FLAT AREA M2 38,5 41 44

SPAN M 14,55 15,02 15,55

ASPECT RATIO 5,5 5,5 5,5

PROJECTED AREA M2 32,65 34,77 37,32

SPAN 11,62 11,98 12,42

ASPECT RATIO 4,13 4,13 4,13

FLATTENING % 15 15 15

CORD MAXIMUM M 3,31 3,41 3,54

MINIMUM 0,83 0,85 0,88

AVERAGE 2,65 2,73 2,83

LINES TOTAL METERS M 366 378 392

HEIGHT M 8,66 8,94 9,26

NUMBER 266 266 266

MAIN 3/3/3/2 3/3/3/2 3/3/3/2

RISERS NUMBER 4 A/B/C/D A/B/C/D A/B/C/D

TRIMS M/M 100 100 100

ACCELERATOR M/M NO NO NO

TOTAL WEIGHT MINIMUM KG 110 120 140

IN FLIGHT MAXIMUM KG 190 220 240

GLIDER WEIGHT KG 7,1 7,4 7,8

CERTIFICATION EN B B B

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 10.2 MATERIALS DESCRIPTION

CANOPY FABRIC CODE SUPPLIER

UPPER SURFACE 9017 E25 PORCHER IND (FRANCE)

BOTTOM SURFACE 70032 E3W PORCHER IND (FRANCE)

PROFILES 9017 E29 PORCHER IND (FRANCE)

DIAGONALS 9017 E29 PORCHER IND (FRANCE)

LOOPS LKI - 10 KOLON IND. (KOREA)

REIFORCEMENT LOOPS W-420 D-P (GERMANY)

TRAILING EDGE REIFORCEMENT MYLAR D-P (GERMANY)

RIBS REIFORCEMNET LTN-0.8/1 STICK SPORTWARE CO.CHINA

THREAD SERAFIL 60 AMAN (GERMANY)

SUSPENSION LINES FABRIC CODE SUPPLIER

UPPER CASCADES DC - 40 LIROS GMHB (GERMANY)

UPPER CASCADES DC - 60 LIROS GMHB (GERMANY)

UPPER CASCADES DC - 100 LIROS GMHB (GERMANY)

UPPER CASCADES PPSL - 120 LIROS GMHB (GERMANY)

UPPER CASCADES PPSL - 120 LIROS GMHB (GERMANY)

MIDDLE CASCADES PPSL - 120 LIROS GMHB (GERMANY)

MAIN TNL - 140 TEIJIM LIMITED (JAPAN)

MAIN TNL - 220 TEIJIM LIMITED (JAPAN)

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)

COLOR INDICATOR PAD TECNI SANGLES (FRANCE)

THREAD V138 COATS (ENGLAND)

MAILLONS MRI4 ANSUNG PRECISION (KOREA)

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 10.3 RISERS PLAN

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 10.4 SUSPENSION PLAN

3A1
3A2
2 2A
2A 1
2A3

4
2A
3A3
a4 a3 a2 a1
2A5 a6 a5
6 a8 a7
2A 3B1
a9 3B2
a10 2B2 2B1
3B3 2B4 2B3
a11
2B5 b4 b3 b2 b1
a12 2B6 b7 b6 b5
b8
in

b9
ma

a13 b10 4C1

b11
stb

b12 3C3 3C2 3C1

a14
2C3
b13 2C6 2C5 2C4 2C2 2C1
1
7

4D
2A

a15
b14 c10 c9 c8 c7 c6 c5 c4 c3 c2 c1
2B7 c11
c12
b15 c13 3D3
2C7
2D6 2D 3D 3D1
c14 5 2
c15 d13 2D2 2D1
d12 d11 d10 d9
d8 d7 d6
2D d5
2D4 3 d4 d3 d2 d1
e10
e9
br12 e8 e7
br11 e6 e5
br10 e4 e3 e2 e1
2BR br9
6
2BR5 br8
br7
br6
2BR br5
4 br4
2BR3 br3
br2 br1
3BR 2BR
3 2 2BR1
3BR2

3BR1

brma
in

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 10.5 DIMENSIONS TAKOO 4 39 10.6 DIMENSIONS TAKOO 4 42

LINES HEIGHT + RISER m/m LINES HEIGHT + RISER m/m

A B C D E br A B C D E br

1 8611 8503 8567 8699 8771 9044 1 8887 8775 8842 8978 9051 9352

2 8567 8460 8494 8612 8689 8840 2 8842 8731 8766 8888 8967 9141

3 8532 8428 8463 8579 8653 8694 3 8807 8701 8736 8855 8932 8989

4 8545 8442 8509 8640 8702 8758 4 8821 8716 8784 8918 8983 9053

5 8501 8402 8596 8692 8759 8482 5 8778 8676 8875 8974 9043 8767

6 8452 8354 8485 8571 8639 8266 6 8727 8626 8762 8849 8919 8543

7 8402 8313 8360 8438 8500 8197 7 8676 8583 8632 8712 8777 8470

8 8409 8326 8354 8447 8496 8288 8 8684 8598 8626 8722 8773 8563

9 8316 8235 8252 8328 8379 8139 9 8582 8498 8521 8601 8654 8417

10 8186 8112 8185 8280 8316 7983 10 8448 8372 8452 8552 8589 8255

11 8095 8033 8181 8332 7906 11 8355 8285 8436 8587 8174

12 7989 7942 8193 8368 7960 12 8246 8192 8449 8624 8228

13 7983 7954 8322 8531 13 8240 8204 8582 8793

14 7659 7615 7676 14 7911 7866 7928

15 7578 7570 7653 15 7827 7819 7905

RISERS LENGHT m/m RISERS LENGHT m/m

A B C D A B C D

350 350 350 350 STANDARD 350 350 350 350 STANDARD
480 375 400 450 TRIMMER OPENED 350 375 400 450 TRIMMER OPENED

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 10.7 DIMENSIONS TAKOO 4 44

LINES HEIGHT + RISER m/m

A B C D E br

1 9208 9091 9161 9301 9377 9672

2 9161 9046 9083 9208 9290 9456

3 9127 9016 9053 9175 9254 9301

4 9141 9032 9103 9241 9308 9371

5 9091 8982 9198 9302 9374 9053

6 9044 8939 9081 9173 9246 8824

7 8992 8895 8949 9032 9098 8752

8 8995 8901 8943 9042 9095 8851

9 8897 8811 8836 8917 8972 8728

10 8758 8680 8764 8866 8905 8562

11 8649 8576 8749 8905 8481

12 8550 8495 8763 8944 8539

13 8521 8483 8902 9119

14 8203 8156 8221

15 8117 8108 8197

RISERS LENGHT m/m

A B C D

350 350 350 350 STANDARD

350 375 400 450 TRIMMER OPENED

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