Technologies

RSD (Radial Sliced Diagonal) technology is a reinvention of the wing's internal structure. It incorporates independent and efficiently oriented diagonal ribs, which follow the direction of the cloth. This improves the strength, reduces weight and minimises deformation.

These days, in order to improve stress distribution and reduce the number of attachment points and lines, most wings have these diagonal ribs, which are connected from the attachment points to the adjacent profiles.

In conventional diagonal ribs, loading and unloading cycles away from the highest strength axis of the cloth result in a loss of shape, which reduces the cohesion of the wing and therefore aerodynamic efficiency.

The RAM Air Intake system is based on the inward orientation of the air inlets in the profile so that they allow an optimum internal pressure at all angles of attack.

The result? Having greater internal pressure means better buffering of turbulence, greater consistency of the profile shape across the speed range. Excellent handling at low speed is achieved by allowing the pilot to extend the braking limit, so there is a lower risk of collapse and consequently, greater control and stability.

Nitinol is a combination of 50% nickel and 50% titanium. The incorporation of Nitinol rods in the profile increases the performance of the wing, especially in three areas: 

- Compared to nylon rods, the weight of the wing is reduced by 13%.

- Nitinol has two essential characteristics: shape memory and enormous elasticity. As a result, the rods retain their optimum shape even after an ultra-compact or incorrect folding, so that the wing is not deformed. This will always be the case unless the radius at the point of curvature is less than 1 cm.

- The leading edge shape is much more rigid and uniform which results in a much more consistent and progressive inflation and therefore an easier take off. The profile is taut at all times, without creases, and fully optimised for all flight phases. 

In addition, the rods have a plastic protector at their ends to prevent any damage to the fabric of the wing. 

Nitinol is now featured in all our wings.

Nitinol rods in the leading edge make up the SLE. This technology provides greater solidity and stability to maintain its shape in all phases of flight. This increases performance, efficiency and stability, absorbs turbulence better and makes the wing much more durable over time.

Ninitol rods in the middle-rear part of the profile form the SMC. This technology gives much more solidity and stability to maintain its shape. The profile is taut at all times, without creases, and fully optimised for all flight phases. Increases performance and makes the wing much more durable over time.

Nitinol rods at the trailing edge form the STE. Thanks to this technology, it maintains its shape in accelerated flight. The rigidity provided by these elements improves the load distribution, reducing creases, and consequently drag, and therefore ensuring better performance. 

3DL technology is an adjustment of the fabric at the leading edge of the wing to control the ballooning and the creases that are generated by the curvature in this area. The leading edge is then divided into sub-panels which are sewn into each of the cells at the front of the paraglider. As a result, the leading edge of the wing is perfectly tensioned, which benefits the wing in performance and durability. 

A good comparison is a rugby ball. In order to produce its characteristic oval shape without creases, its cover is made of several panels - not of just one piece. 

The application of this innovation, in conjunction with the 3DP, is key to converting the perfect shape from 2D to 3D.

This technology seeks to implement the best orientation of the cloth on each panel according to its location on the leading edge.  If the cloth pattern is correctly aligned with the load axes, the cloth suffers less deformation flight after flight, so the leading edge maintains its shape better and remains stronger over time.

The design of our paraglider and paramotor wings has evolved a lot over the years, with a positive and specific focus on the leading edge.

Thanks to this technology and 3DL, a perfect modelling of the panels and an exact representation from 2D to 3D is achieved.

The DES is a system that allows you to link the trimmers of the rear risers (C and D) with the speed-bar. From the start, the DES holds the wing in the trim position, and as it is released, it accelerates by lowering the A and B-risers and raising the rear risers.

This technology allows us to have all the differential available on the speed-bar, so that we do not have to take the hands off the controls to be able to go from the neutral trimmer position to maximum speed, or vice versa.

In case of high speed collapses, it is very useful to be able to return to the neutral position by releasing the speed-bar without having to close the trimmers manually.  In this way flights are more comfortable and safe.

The DRS aims to reduce drag and the adverse pressure gradient by optimising the aerodynamic shape of the wing. With its application, the direction of airflow is much more progressive at the trailing edge. This increases performance without compromising safety or handling.

The ELS is a big ear locking system which provides a simple and effective solution for the tandem/dual pilot when quick descents are required.

Usually when the pilot has pulled big ears on a solo glider, they can only steer using weight-shift. Although it is also possible to do this with the help of a passenger on a tandem paraglider, in most cases this is insufficient. This is why Niviuk developed the ELS.

To use the Ear Lock System, simply pull the ear lock tab downward until the knot passes through the ELS (lock system). Then move them slightly horizontally forward, locking the knots in the V grooves. To release, pull the big ear tabs down to release the knots from the grooves. Then guide it vertically as it goes upward and back through the ELS. It is better to release the two ears asymmetrically.

Advantages of the ELS system:

- It enables the pilot to pull and release the ears as desired.
- It gives full steering control to the pilot with the ears applied.
- Lets the pilot use the ears as long as necessary with no physical effort at all.
- Allows the pilot to use the trimmers without concern or restriction.
- Prevents the ears from opening unintentionally, as they are blocked.
- The manoeuvre can still be performed the classic way, without using the ELS.
- Can be easily removed without affecting the rest of the equipment.

The IKS is a connection system that allows the risers to be connected to different parts of the wing, such as the lines or the harness. The IKS technology is a step towards greater lightness in wings and equipment, without sacrificing effectiveness and providing the same degree of safety and strength.

Niviuk has developed two types, the IKS1000 and the IKS3000, each one designed as a connection system for different parts of the wing:

- The IKS1000 is designed and dimensioned as a connection system between the risers and the lines.  It has a breaking load of 1055 kg, which greatly exceeds that of the classic 3 mm (550 kg) maillon, but with a much less weight.  This feature makes it a key element in the entire range of lightweight P-Series wings, which are delivered with this technology as standard. 

- The IKS3000 is designed to connect the risers and/or the parachute with the harness. Its breaking load of 2960 kg makes it an ultralight alternative to the 7 mm (3125 kg) maillon or an aluminium carabiner (2000 kg).  The IKS3000 design and concept make it ideal for mountaineering, hike & fly and ultralight equipment.

The RSP is a profile morphologically designed to fit the technical characteristics of paramotor gliders. Solid in character, it provides greater pitch stability and more safety for the pilot, especially at high speeds. 

Manoeuvrability has been improved with the new C2B system that is integrated into the risers, and which allows a three-liner wing to be flown as if it were a two-liner. Steering with the C-risers automatically includes the B-risers. As a result, the wing has a much more efficient, controlled and precise handling without degrading the shape of the profile.