Ozone ATOM Pilot's Manual
PILOT’S MANUAL
Do not fly your glider until you have
read this manual.
PAGE 1
MANUEL DE VOL
Veuillez lire le manuel de vol avant la
premiere utilisation de votre aile.
PAGE 29
BETRIEBSHANDBUCH
Dieses Betriebshandbuch ist
Pflichtlektüre vor dem ersten Flug.
SEITE 59
ATOM
for flying an OZONE glider. Our philosophy is to produce sweet-handling aircraft
which give a special blend of safety and performance, so we are confident that
you will enjoy every minute of it.
This manual will help you to get the most from your glider. If you would like to
know more about it, don't hesitate to contact your dealer, school, distributor or
any of us here at OZONE.
We are confident your glider will satisfy your flying needs for a long time. This
booklet gives advice on keeping it safe and in the sort of condition which will give
you the best resale value if you ever want to change. You can help this by logging all your flights and maintenance.
Please ensure that this manual is passed on to the new owner if you do resell the
glider.
Rob Whittall, John Pendry, David Dagault, Dave Pilkington, Mike Cavanagh and Carl Snitselaar
THANK YOU...
ATOM
PILOT’S MANUAL
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Ozone People...................................................................................................................
Ozone Pedigree................................................................................................................
Ozone Materials................................................................................................................
Safety................................................................................................................................
Harness.............................................................................................................................
Checking and Maintenance..............................................................................................
Pre-Flight Check...............................................................................................................
Brake Lines.......................................................................................................................
Accelerator System...........................................................................................................
Preparing for Take-off.......................................................................................................
Launching..........................................................................................................................
Ground Handling...............................................................................................................
Normal Flight.....................................................................................................................
Turning & Thermalling Using Weight Shift........................................................................
Wing-Overs.......................................................................................................................
Drag Inducers...................................................................................................................
B-Line Stall........................................................................................................................
Spiral Dive.........................................................................................................................
Deep Stall.........................................................................................................................
Deflations..........................................................................................................................
Landing.............................................................................................................................
Packing Your Paraglider...................................................................................................
Glider Care........................................................................................................................
Modifications.....................................................................................................................
Towing...............................................................................................................................
The Atom..........................................................................................................................
Glider Specifications.........................................................................................................
General FlyingTips............................................................................................................
DHV Test Reports.............................................................................................................
Riser Arrangement............................................................................................................
Line Arrangement.............................................................................................................
Line Check Sheets............................................................................................................
CONTENTS
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4
THE OZONE PEOPLE
OZONE PEDIGREE
John and Rob have each won two World Championships and twice been awarded the Gold Medal of the Royal Aero Club. OZONE is proud that they have
brought such experience to this young company.
Rob Whittall: Testing, teaching, competing and winning: Rob has flown on most
flyable days for the last 15 years. His passion for free flying burns as strong as
ever. Rob is a complex personality whose flying style can be extreme, yet he is
driven by the development of safety in paragliding. It is not a paradox: who understands the limits better than someone who is capable of pushing a wing far
beyond them?
David Pilkington: Doctor of aerodynamics and computer star. David has developed OZONE'S ultra-advanced design software that slices the time from drawing
board to sky. Relaxation? Fortunately for us he just loves playing with gliders.
John Pendry: The legend in foot-launched flight. His 27 years of experience and
outstanding competition record make him the most respected pilot ever. John's cool
style is the perfect counterpoint to Rob's passion and they both agree perfectly on
OZONE'S philosophy that safety and fun are what paragliding is all about.
Mike Cavanagh: Mike has plenty of international paragliding experience as
British Team Manager and a keen competitor too. It's OZONE'S good fortune that
he is a fully trained accountant who can keep a close eye on the numbers and
what they mean to the customers. Mike's managerial skills and easygoing character make him popular with pilots and dealers alike.
David Dagault: A French Champion, famous for his massive alpine cross country flights and long time French team member. David is involved in research and
helping Rob with test flying. Only 25 years old, he has all of 13 years’ flying experience - that means he has been flying paragliders as long as Rob. David brings
new skills, new ideas and a decidedly French accent to team Ozone.
Carl Snitselaar: Carl has 12 years of paragliding experience and has also flown
hang gliders, sailplanes, powered aircraft and models. Growing up in the Owens Valley (USA) has honed his flying technique and made him a lover of exciting sports.
His main role is working on the web page, advertising and customer support.
5
The best part about starting a new company is that you get the opportunity to
choose the ideal materials. We have put together what we think is the best possible combination for durability, performance and longevity.
We started to develop our first wing on a clean sheet of paper. The choice of
materials was one of the first problems to solve. In the end we chose the material that we knew would do its particular job best. End of story. Here's what
OZONE gliders are made of:
Upper and lower-surface
Gelvenor silicone-coated sailcloth from South Africa. High tenacity 100%
polyamide, weight 49g/m2. We consider that this has the best resistance to ageing of any sailcloth currently on the market.
Ribs
Porcher-Marine. High tenacity Skytex+ Ripstop Nylon 45g/m2 FM finish. This has
been selected for stability and resistance to stretch - vital if a glider is to keep its
safe-flying characteristics for a long time.
Leading-edge reinforcement
Double-laminated Mylar. Selected for long-term durability, this ensures that your
glider's take-off characteristics will remain consistently good for season after season.
Lines
Edelrid has long been one of the market leaders in the manufacture of suspension line. We chose their High Modulus Aramid for its stretch resistance, high
thermal tolerance and acknowledged durability. The lower lines are strength and
age tested by the DHV. The supple sheath helps prevent lines tangling and kinking, which is important for longevity.
Line specifications: 80/120/160/200 kg breaking strength.
Risers and hardware
Riser webbing - 20/25mm zero-stretch polyester webbing.
Shackles - High quality Delta maillons from Maillon Rapide.
Pulleys - AustriAlpin aluminium mini pulleys with brass roller.
All these components have been chosen for their renowned quality and durability.
OZONE MATERIALS
6
HARNESS
7
Your glider has been certified with all GH style harnesses. A GH style harness
has variable cross bracing. Your glider is not certified for use with the GX style
harness. The GX style harness has ridged cross bracing that can unfavourably
influence the handling and individual areas of the safety-relevant flight behaviour.
Almost all harnesses since 1993 are GH style harnesses but you need to check
the certification label on the harness to be certain.
The DHV test all gliders with a distance around 41 cm between the centres of each
Karabiner, Ozone also recomends this distance for normal flight. If the glider is
flown with the Karabiners further apart than 41 cm you will feel greater input from
the wing through the harness. If the Karabiners are closer together than 41 cm you
will feel less input from the wing through the harness.
Please do not forget that all flying sports are potentially dangerous and may
cause bodily harm or death. The buyer of this product takes the exclusive
responsibility for all risks associated with paragliding. Inappropriate use and or
abuse of your equipment increase these risks.
Fly Carefully! Judge the area and weather conditions exactly before you fly and
add a large margin of safety to everything. Fly only with certified paragliding
equipment. This includes paraglider, reserve parachute, helmet, harness, and
boots.
All pilots must have the appropriate license necessary for their respective country.
Your glider must be free from modifications and not be flown outside of the min-
imum and maximum weight ranges.
Do not fly your glider in rain, snow, strong wind, turbulent weather conditions or clouds.
Please use good, safe judgment so that you can enjoy flying for many years to come.
SAFETY
8
CHECKING AND MAINTENANCE
PRE-FLIGHT CHECK
It is very important that you perform regular maintenance checks on your glider
especially before and after long flights, flying trips and long periods of storage.
To avoid forgetting points it is helpful to always use the same procedure:
1. Inspect all sewing on the harness, rescue bridle and risers.
2. Check all quick links, maillons and karabiners.
3. Check brake handle knot. Follow brake lines up to the wing, checking for knots
and damage.
4. Check all other lines up to the wing.
5. Inspect all line attachment points to the wing.
6. Inspect upper and lower surface for damage and ageing.
7. Interior inspection: inspect ribs for damage or fatigue.
If you find any signs of damage or abnormal wear, consult your dealer, school or
OZONE for advice.
Your glider will have undergone thorough checks at every stage of manufacture
and have been signed-off by skilled inspectors. But don't believe us! Do a preflight check for your first flight and then at least at the start of every flying day.
9
The brake lines connect to the trailing edge via a series of subsidiary lines.
Because of their positions they are more easily scuffed than other lines on your
glider, so they should be checked extra frequently.
The main brake lines run through pulleys connected to the rear risers. The brake
handles are tied to the main lines and conveniently positioned press-studs attach
them to the risers when not in use. This should prevent them twisting and tangling.
Adjusting brake lines
Important: the lengths of the brake lines will have been set carefully during testing and manufacture. At OZONE we feel it is better to have slightly long brake
lines and to fly with a wrap (one turn of line around the hand). However, we know
that some pilots prefer the lines slightly shorter and may wish to adjust them.
Whatever you choose, make the following checks:
· Ensure both main brake lines are of equal length.
· If a brake handle has been removed for any reason, check that its line is still
routed through the pulley when it is replaced.
· When the brake handles are released in flight the brake lines should be slack.
There should be a substantial "bow" in them and absolutely no deformation of the
trailing edge.
We recommend a minimum of 10cm of free play between the brake release position and the start of deformation on the glider. This will prevent the trailing edge
from being deformed when using the speed system.
In the unlikely event of a brake line snapping in flight, or a handle becoming
detached, the glider can be flown by gently pulling the rear risers (D-risers) for
directional control.
BRAKE LINES
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ACCELERATOR SYSTEM
To familiarise yourself with the glider it is a good idea to perform practice inflations and small flights on a training hill. This will enable you to set up your equipment correctly.
Lay the canopy out on its top surface ensuring that the leading edge is in a pronounced arc with the centre of the wing further up the slope than the tips. Lay out
the lines one side at a time. Hold up the risers and starting from the brake pull all
lines clear, then proceed through the D, C, B and A lines. Mirror the process on
the other side. Take care to ensure that no lines are tangled, twisted or knotted.
It is always important to check brake lines are clear of rocks and twigs that may
snag during launch.
Take-off check list:
1. Check reserve parachute - pin in and handle secure
2. Helmet on and fastened
3. All harness buckles closed - check leg-loops again
4. Karabiners and maillons tight
5. Lines cleared
6. Leading edge open
7. Aligned directly into wind
8. Airspace and visibility clear
PREPARING FOR TAKE-OFF
To fly faster, or for better penetration in headwind, you can use the accelerator
system. Warning: Flying accelerated near the ground should be avoided.
In accelerated flight the paraglider is less stable than at trim speed.
It is important to have your accelerator system correctly rigged before take-off. It
must be long enough not to pull down on the front risers while in normal flight, but
not so long that it fails to work effectively. The best way to start is to get someone to hold the risers and harness taut while you adjust the bar so that it can just
be found with your foot during flight. Then test the full range of the accelerator in
calm flying conditions, ensuring that both risers are pulled evenly during operation. Fine-tuning can be completed when you are back on the ground.
We advise you not to use more than half the accelerator's travel when flying in
turbulence. Inexperienced pilots are recommended not to use the accelerator
system until they are fully accustomed to the glider. Although all gliders are
designed and tested with an accelerator system most experienced pilots hardly
ever use the full speed range, especially in turbulent conditions.
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LAUNCHING
GROUND HANDLING
It is possible to launch your OZONE glider with the usual forward or reverse techniques. You should make sure that you are standing central to the wing, this will
ensure that it inflates evenly and progressively. On OZONE gliders the outer main
A-line is attached to a mini-riser to assist the pulling of big-ears ('split A-risers').
We advise using all the A-risers during launch
Light or nil-wind technique: Start your run so that the lines become tight within one or two steps. The glider will immediately start to inflate and you should
maintain a constant pressure on the risers until the wing is overhead. It is important not to pull down or push the risers forward excessively as this can result in
the leading edge deforming and the take-off procedure becoming difficult. You
must accelerate smoothly through the entire launch procedure. There is no need
to rush or snatch, and you should have plenty of time to look up and check your
canopy before taking to the air.
Strong wind technique: The reverse launch method is recommended. For this
you set everything out exactly as for a forward launch, clip in, take hold of the
brakes and then turn to face the wing, passing one entire set of risers over your
head as you turn. Then gently try the brakes to see that they are free, check all
is clear and pull the wing up on the A-risers. When the wing is overhead, check
it gently with the brakes, turn and launch. The technique is simple, but can feel
strange at first. We advise you to practice in a flat open area before taking to the
hill.
In stronger winds, a helpful tip is to be prepared to take a few steps towards the
glider as it inflates and rises. This reverse-launch technique can be used in surprisingly light winds too.
IMPORTANT: NEVER TAKE OFF WITH A GLIDER THAT IS NOT FULLY
INFLATED.
Practice your ground handling! It will improve your overall enjoyment of the wing
by making your launches easier and giving you a better feel for its flight characteristics. Find a safe obstruction free area and practice.
12
In the hands-up position in calm air, your glider will be stable in pitch and roll and
achieve its 'best glide' speed. By applying the brakes approximately 30cm, the
minimum-sink rate will be found. For increased speed or headwind glides, use
the accelerator bar which will give you an increase in speed of up to 10km/h.
Active Flying
Active flying is the technique of using input to keep the wing as stable and efficient as possible. All good pilots do it. For example, on entering a thermal your
glider will rock back slightly behind you; at this point you should reduce brake to
allow the glider to come overhead again. As you leave the thermal your glider will
try to accelerate and dive forward slightly, so apply a little brake to stabilise the
wing overhead.
When flying in turbulent air, you should be able to sense pressure loss in parts
of the wing through the brake lines. You can then compensate by using a little of
the appropriate brake until you feel the pressure return.
This should all be done smoothly and progressively. Warning: over-braking your
glider is dangerous and could lead to a stall.
NORMAL FLIGHT
WING-OVERS
To familiarise yourself with your glider your first turns should be gradual and progressive.
For efficient coordinated turns: look in the direction of your intended course, then
lean into it. Your first input for directional change should be weight-shift, followed
by smooth application of the brake until the desired bank angle is achieved. To
regulate the speed and radius of the turn the outer brake should be used.
Warning: never initiate a turn at minimum speed (i.e. with full brakes on) as you
could risk entering a spin.
TURNING & THERMALLING USING WEIGHT SHIFT
OZONE paragliders are not designed for aerobatic flying. The limit is tightly
banked S-turns, commonly known as wing-overs. These must not exceed 45
degrees of bank. Warning: uncoordinated wing-overs can lead to large asymmetric collapses and therefore tight turns should never be executed near the
ground.
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DRAG INDUCERS (BIG EARS)
B-LINE STALL
Folding in the tips increases the sink rate of your glider. This is useful for staying
out of cloud or descending in strong winds. You 'pull big ears' by drawing in the
outermost A-lines until the tips of the wing fold under and drag behind. OZONE
gliders are fitted with split A-risers to make this procedure easy.
To increase the sink rate further the accelerator bar may be employed, but pull
the tips in first. Remember that when the tips are in, you have reduced the area
of wing supporting you, so your stall speed will have increased. Be sure to keep
speed on and not to use the brakes other than cautiously for reinflation. For directional control while using the drag inducers, you should rely on weight shift alone.
To reopen the wing tips, release the small A-risers. Normally the tips will reinflate
automatically, but you can help the process by careful use of the brakes. This is
best done one tip at a time to minimise the chance of inducing a stall. You will find
that there is surprisingly little tendency for the glider to deviate during the process.
CAUTION: Do not use Drag Inducers near the ground.
B-stall is used for fast descents in emergency situations only. B-stall is performed
by symmetrically pulling down on the B-risers. This takes quite a lot of effort. The
best way to do this is to place your fingers between the lines above the maillons
at the top of the risers. You should not release the brake handles while B-stalling.
As you first pull the B-lines down the airflow over the wing is broken and the glider loses its forward speed but remains open. By pulling the B-risers further the
sink rate can be increased as the chord is effectively reduced.
To exit the B-stall the B-risers should be returned to their normal flight position
symmetrically in one smooth progressive motion. The glider should then resume
normal forward flight without further input. Always be sure of this before using the
brakes again.
It is possible for the wing to resume its normal shape on release of the B-lines,
but to remain in steep descent without full forward motion. This is called 'deep
stall'. It is unlikely to happen on OZONE gliders, but you should be aware of the
possibility. If you suspect it has happened, simply push the A-risers forwards until
normal flight returns. Only then should you use the brakes again.
14
Due to the flexible form of a paraglider, turbulence may cause a portion of the
wing suddenly to collapse.
An asymmetrical collapse can be easily controlled by weight shifting to the open
side and applying the minimum amount of brake required to control your direction. It is important not to brake too much, the glider must retain enough speed
to continue to fly and does not inadvertently enter a spin. A long, smooth progressive pump on the deflated side will assist reinflation. (Flapping your arms
uncontrollably will not help).
A symmetrical collapse should reinflate quickly without pilot input, however 15 to
20cm of brake applied symmetrically will speed the process. If your glider has a
collapse in accelerated flight you must immediately release the stirrup to slow
down to trim speed.
Active flying will virtually eliminate any tendency to collapse.
DEFLATIONS
Your glider is designed to exit immediately from any deep-stall configuration within four seconds of the brakes or B-line stall being released. If you find yourself in
a deep-stall situation (loss of forward speed, low internal wing pressure) ensure
your brakes are up. If your glider does not return to normal flight, you should gently push the A-risers forward until the glider surges slightly and normal flight is
resumed.
DEEP STALL
When you turn a series of tightening 360s the paraglider will enter a spiral - a
highly banked turn with rapid height loss. The longer you hold the inside brake
on, the faster the turn becomes. Safe descent rates of 8metres/second (500
ft/min approx.) are possible in a spiral dive, but at these high speeds and Gforces it is easy to become disorientated, so you must pay particular attention to
altitude.
To exit the spiral dive, slowly release the inside brake and apply a small amount
of outside brake. As the glider begins to decelerate it is important to allow it to
continue in its turn until enough energy has been lost for it to return to level flight
without excessive surging.
Spiral dives with sink rates over 8 m/s are possible, but should be avoided. They
are dangerous and put unnecessary strain on the glider.
IMPORTANT: Spiral dives cause disorientation and need time and hight to
recover. Do not perform this manoeuvre near the ground.
SPIRAL DIVE
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LANDING
PACKING YOUR PARAGLIDER
1. Lay the glider out on its top surface, check the lines are not tangled, then lay
them on the wing, free of kinks. The risers should be laid together at the centre
of the trailing edge.
2. Fold the wing from each tip to the centre cell by cell, making sure that the leading edge is in one straight line, until it is one or two cells wide.
3. Push any remaining air out by flattening the folded wing from the trailing edge
to the leading edge.
4. Make four or five folds from the trailing edge up to the leading edge so that the
bundle is approximately the size and shape of the OZONE rucksack. Never roll
the wing up as this introduces unnecessary stresses into the fabric. Finally, wrap
the velcro band around the bundle and put it in the rucksack.
Note: Making sure not to pack the paraglider too tightly and taking care that the
leading edge is folded carefully will increase its life. Always pack as loosely as
you can, while still being able to fit it in the rucksack - every fold weakens the cloth
on any paraglider. It is best not to keep folding the glider along the same lines,
so don't worry if it is not completely tidy every time.
The life of your paraglider depends largely on how you look after it. A well lookedafter glider can last twice as long as a badly treated glider with the same number
of flying hours! Your glider was a major investment and should be worth looking
after carefully. Do not forget that your life may depend on the good condition of
your wing.
Light wind: The landing approach should be flown using only light input on the
brakes. When you are one or two metres above the ground, apply the brakes progressively so that the full brake position is attained just before your feet touch
down. Always approach with plenty of speed so that it that can be converted into
a full flare.
Strong wind: You should regulate your speed facing into wind. Use the minimum
of brake needed to touch down smoothly, then immediately turn 180 degrees,
reach up and pull down both C-risers while moving towards the glider. This will
bring the wing down quickly without pulling you off your feet.
IMPORTANT: Always land into wind in a clear obstacle-free zone.
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UV damage
It is now commonly known that UV rays from the sun degrade paraglider cloth.
Do not leave the wing lying out in the sun for a moment longer than necessary.
Storage
Moisture is the enemy! Always store paraglider/harness/reserve parachute in a
dry room. Do not pack the paraglider away for any length of time until it is completely dry. A damp paraglider can be dried by hanging it over a washing line preferably out of the sun. Allow it to dry naturally, never use a hair dryer etc.
Even when the paraglider is dry, leave the rucksack zip open when possible to
allow residual moisture to evaporate. Do not store the paraglider in company with
chemicals such as dyes, paints or gasoline.
Cleaning
Any abrasion or water will age the cloth of your paraglider, even if only slightly.
Therefore we recommend that stains or marks which have dried into the cloth
should be left uncleaned. The glider may not look so pretty, but it will certainly last
longer! If you still feel that the wing must be cleaned, then use only a soft cloth
moistened with water on small areas and remember that the most sensitive area
of the wing is the leading edge top surface - which should on no account be
cleaned.
Don't even think of putting your glider in the washing machine or using any sort
of chemical cleaners!
Wing Repairs
Amateur repairs can do more harm than good. Always let a registered dealer or
the manufacturer carry out glider repairs.
Very small holes in the wing can be repaired by using a very thin coat of silicone
glue and Gelvenor cloth as long as the tear is not on the stitching of the wing and
a large overlap is used. Stick repair cloth on the inside and outside of any area
you are repairing. The silicone coating on the Gelvenor cloth used to enhance the
life of the of the glider makes the use of adhesive repair cloth difficult, so repairs
should be professionally stitched. Please consult your dealer.
GLIDER CARE
17
Line repairs
Any damage to the lines (even if it is only the outer sheath) means a new line
should be ordered immediately. Ideally a dealer should replace the line. Before
fitting a replacement line, check it for length against its counterpart on the other
side of the wing. When a line has been replaced, always inflate the glider on flat
ground to check that everything is in order before flying.
Ground handling
Many paragliders are damaged by careless ground handling. Here are some
things to avoid in order to prolong the life of your aircraft :
DO NOT drag your wing along the ground to another take-off position - this damages the sailcloth.
DO NOT try to open your wing in strong winds without untangling the lines first this puts unnecessary strain on the lines.
DO NOT walk on the wing or lines.
DO NOT inflate the glider and then allow it to crash back down. Try to keep this
movement as smooth as possible by moving towards the glider as it comes down.
NEVER allow the glider to crash back down to ground leading edge first! This
puts great strain on the wing and stitching and can even explode cells. Almost all
claims of 'faulty stitching' or 'weak sailcloth' originate from leading-edge slams.
lnsects
Take care that no insects get packed away with the wing. Some insects
(grasshoppers for example) decay into an acidic substance which can then burn
holes in the sailcloth!
Inspections
All Ozone gliders should be inspected every two years in accordance with DHV
regulation to ensure proper airworthiness. Contact your local dealer for information on a qualified service centre near you.
18
OZONE gliders may be tow-launched. It is the pilot's responsibility to ensure that
suitable harness attachments and release mechanisms are used and that she/he
is correctly trained on the equipment and system employed. All pilots involved in
towing should be qualified to do so and use a qualified tow operator with proper
equipment.
When towing you must be certain that the paraglider is completely over your head
before you start. A tow force greater than 90 kp is not allowed. In each case the
maximum tow force needs to correspond to the body weight of the pilot.
In summary, make sure all towing regulations are observed, the towing team is
suitably qualified and the correct equipment is used.
TOWING
When your glider leaves the factory, it is trimmed for the optimum balance
between performance, handling and safety. It should be noted that any modification will mean that the glider loses any certification and will also probably be more
difficult to fly. For these reasons, we strongly recommend that modifications
should only be made after contacting OZONE directly.
MODIFICATIONS
Size Small Medium Large
Area Fl at (m2) 25.37 27.52 29.76
Area P rojected (m) 22.36 24.26 26.24
Span Fl at (m) 11.1 11.57 12.03
Span P roj ected (m) 8.67 9.03 9.39
Aspect Ratio Flat 4.86 4. 86 4.86
Aspect Ratio Projected 3.36 3.36 3.36
Number of Cells 33 33 33
Take Off Weight* 60-85kg 80-100kg 95-120k g
Trim Speed 36 km /h 36 km /h 36 km /h
Max i m um Speed 46 km/ h 46 k m / h 46 km/ h
Towing yes yes yes
DHV Certification 1 1 1
* Pi l ot + Clothes + Harness + Paraglider
GLIDER SPECIFICATIONS
The ideal DHV 1 wing, simply bombproof!
The Atom was designed to give you pure enjoyment with the highest level of secu-
rity. Traditionally DHV 1 wings are often dull and lifeless, but the Atom is far from
this. We have produced a wing that is really great fun to fly yet as safe and secure
as you can get.
The Atom is a well-rounded glider that could easily be used by the school for training or flown cross-country depending on the aspirations of the pilot. It is Ozone’s
belief that handling is very important as it can improve a pilots overall security. We
think this nice handling is what sets the Atom apart from all the others in this class.
The Atom utilises Gelvenor silicone-coated sailcloth from South Africa on both the
top and the bottom surfaces to enhance the gliders durability and life span. Takeoff and landings are made easy and big ears a delight with split A risers.
We have worked hard to give the Atom life and character, which we hope will make
it a joy for you to fly.
THE ATOM
19
GENERAL FLYING TIPS
Flying safely is the most important part of flying. The best way to be safe is to
practise regularly. This does not only mean flying it also involves ground handling
and a continuous interest in the weather.
The first and most important tip is to RESPECT the weather. It has more power
than you can imagine. Understand what are the right conditions for you at your
level and always stay within that window.
Do not overestimate your abilities, be honest with yourself. As the wise saying
goes, ‘it is much cooler to be on the ground wishing you were up there, than in
the air wishing you were on the ground’. Take it easy, you can fly well into old age
so you have got plenty of time to gain experience. If it does not look good to you
then pack up and go home, there is always tomorrow.
There is no substitute for practice, it is the only thing that will help you to improve.
Most pilots only like to practise the flying, which is the relatively easy part of
Paragliding.
There is however a problem with that: it will only help you in the air and probably
the most dangerous part of flying is the take-off. It certainly requires a lot of skill
to be confident every time and this is where ground handling comes in. It is a form
of flying, like flying a kite and the skill required to be good at it is enormous. The
reward for practising ground handling is that you learn how to feel the wing and
this helps on the ground and in the air. Find an open space and a clear airflow
and practise inflating the wing with both forward and reverse launch techniques.
Don't stop there, do it again and again day after day until you are confident you
are fully in control. Even when you are confident it is always worth practising this
skill. This skill will help remove some of that apprehension at take-off and make
you a safer and better pilot.
20
21
22
DHV FLIGHT TEST REPORT
Ozone Atom S
DHV Certification Number: MZL GS-01-848-01
Classification / Harness group: 1 / GH
Number of seats: 1
Trimming system: Accelerator
Winch towing: Yes
Behaviour at min. take off
weight (60 kgs)
Behaviour at max. take off
weight (85 kgs)
TAKE-OFF 1 1
Inflation evenly, immediately evenly, immediately
Rising behaviour
immediately comes over
pilot
immediately comes over
pilot
Lift off speed average average
Take-off behaviour overall easy easy
LEVEL FLIGHT 1 1
Trim speed 35 km/h 36 km/h
Speed accelerated 46 km/h
Roll damping average average
TURN BEHAVIOUR 1 1
Spin tendency not available not available
Control travel average average
Agility average average
SYMMETRIC STALL 1 1
Deep stall limit average 60 cm - 75 cm average 60 cm - 75 cm
Full stall limit average 65 cm - 80 cm average 65 cm - 80 cm
Control pressure increase average average
SYMMETRIC TUCK 1 1
Tendency to shoot forward slight slight
Opening behaviour spontaneous, quickly spontaneous, quickly
SYMMETRIC TUCK
(ACCELERATED)
- 1
Tendency to shoot forward - slight
Opening behaviour - spontaneous, quickly
ASYMMETRIC TUCK 1 1
Turn < 90 degrees < 90 degrees
Rate of turn average with deceleration average with deceleration
Loss of altitude slight slight
Stabilization spontaneous spontaneous
Opening behaviour spontaneous, quickly spontaneous, quickly
DHV FLIGHT TEST REPORT
Ozone Atom S (continued)
23
Behaviour at min. take off
weight (60 kgs)
Behaviour at max. take off
weight (85 kgs)
ASYMMETRIC TUCK
(ACCELERATED)
- 1
Turn - < 90 degrees
Rate of turn - average with deceleration
Loss of altitude - slight
Stabilization - spontaneous
Opening behaviour - spontaneous, quickly
COUNTERSTEERING AN
AS YMMETRIC TUCK
1 1
Stabilization spontaneous spontaneous
Control travel average average
Control pressure increase average average
Opposite turn easy, no tendency to stall easy, no tendency to stall
Opening behaviour spontaneous, quickly spontaneous, quickly
FULLSTALL (symmetric exit) 1 1
FULLSTALL (asymmetric exit) 1 1
SPIN AT TRIM SPEED 1 1
SPIN IN STATIONARY TURN 1 1
SPIRAL DIVE 1 1
Entry easy easy
Spin tendency not available not available
Exit spontaneous spontaneous
B LINE STALL 1 1
Entry easy easy
Exit spontaneous spontaneous
LANDING 1 1
Landing behaviour easy easy
ADDITIONAL FLIGHT SAFETY
REMARKS
24
DHV FLIGHT TEST REPORT
Ozone Atom M
DHV Certification Number: MZL GS-01-844-01
Classification / Harness group: 1 / GH
Number of seats: 1
Trimming system: Accelerator
Winch towing: Yes
Behaviour at min. take off
weight (80 kgs)
Behaviour at max. take off
weight (100 kgs)
TAKE-OFF 1 1
Inflation evenly, immediately evenly, immediately
Rising behaviour
immediately comes over
pilot
immediately comes over
pilot
Lift off speed average average
Take-off behaviour overall easy easy
LEVEL FLIGHT 1 1
Trim speed 34 km/h 36 km/h
Speed accelerated 46 km/h
Roll damping average average
TURN BEHAVIOUR 1 1
Spin tendency not available not available
Control travel average average
Agility average average
SYMMETRIC STALL 1 1
Deep stall limit average 60 cm - 75 cm average 60 cm - 75 cm
Full stall limit average 65 cm - 80 cm average 65 cm - 80 cm
Control pressure increase average average
SYMMETRIC TUCK 1 1
Tendency to shoot forward slight slight
Opening behaviour spontaneous, quickly spontaneous, quickly
SYMMETRIC TUCK
(ACCELERATED)
- 1
Tendency to shoot forward - slight
Opening behaviour - spontaneous, quickly
ASYMMETRIC TUCK 1 1
Turn < 90 degrees < 90 degrees
Rate of turn average average with deceleration
Loss of altitude slight slight
Stabilization spontaneous Spontaneous
Opening behaviour spontaneous, quickly spontaneous, quickly
DHV FLIGHT TEST REPORT
Ozone Atom M (continued)
25
Behaviour at min. take off
weight (80 kgs)
Behaviour at max. take off
weight (100 kgs)
ASYMMETRIC TUCK
(ACCELERATED)
- 1
Turn - < 90 degrees
Rate of turn - average with deceleration
Loss of altitude - slight
Stabilization - spontaneous
Opening behaviour - spontaneous, quickly
COUNTERSTEERING AN
ASYMMETRIC TUCK
1 1
Stabilization spontaneous spontaneous
Control travel average average
Control pressure increase average average
Opposite turn easy, no tendency to stall easy, no tendency to stall
Opening behaviour spontaneous, quickly spontaneous, quickly
FULLSTALL (symmetric exit) 1 1
FULLSTALL (asymmetric exit) 1 1
SPIN AT TRIM SPEED 1 1
SPIN IN STATIONARY TURN 1 1
SPIRAL DIVE 1 1
Entry easy easy
Spin tendency not available not available
Exit spontaneous spontaneous
B LINE STALL 1 1
Entry easy easy
Exit spontaneous spontaneous
LANDING 1 1
Landing behaviour easy easy
ADDITIONAL FLIGHT
SAFETY REMARKS
26
DHV FLIGHT TEST REPORT
Ozone Atom L
DHV Certification Number: MZL GS-01-847-01
Classification / Harness group: 1 / GH
Number of seats: 1
Trimming system: Accelerator
Winch towing: Yes
Behaviour at min. take off
weight (95 kgs)
Behaviour at max. take off
weight (120 kgs)
TAKE-OFF 1 1
Inflation evenly, immediately evenly, immediately
Rising behaviour
immediately comes over
pilot
immediately comes over
pilot
Lift off speed average average
Take-off behaviour overall easy easy
LEVEL FLIGHT 1 1
Trim speed 34 km/h 36 km/h
Speed accelerated 46 km/h
Roll damping average average
TURN BEHAVIOUR 1 1
Spin tendency not available not available
Control travel high high
Agility average average
SYMMETRIC STALL 1 1
Deep stall limit late > 75 cm late > 75 cm
Full stall limit late > 90 cm late > 90 cm
Control pressure increase high high
SYMMETRIC TUCK 1 1
Tendency to shoot forward slight slight
Opening behaviour spontaneous, quickly spontaneous, quickly
SYMMETRIC TUCK
(ACCELERATED)
- 1
Tendency to shoot forward - slight
Opening behaviour - spontaneous, quickly
ASYMMETRIC TUCK 1 1
Turn < 90 degrees < 90 degrees
Rate of turn average with deceleration average with deceleration
Loss of altitude slight slight
Stabilization spontaneous spontaneous
Opening behaviour spontaneous, quickly spontaneous, quickly
DHV FLIGHT TEST REPORT
Ozone Atom L (continued)
27
Behaviour at min. take off
weight (95 kgs)
Behaviour at max. take off
weight (120 kgs)
ASYMMETRIC TUCK
(ACCELERATED)
- 1
Turn - < 90 degrees
Rate of turn - average with deceleration
Loss of altitude - slight
Stabilization - spontaneous
Opening behaviour - spontaneous, quickly
COUNTERSTEERING AN
AS YMMETRIC TUCK
1 1
Stabilization spontaneous spontaneous
Control travel average average
Control pressure increase average average
Opposite turn easy, no tendency to stall easy, no tendency to stall
Opening behaviour spontaneous, quickly spontaneous, quickly
FULLSTALL (symmetric exit) 1 1
FULLSTALL (asymmetric exi t) 1 1
SPIN AT TRIM SPEED 1 1
SPIN IN STATIONARY TURN 1 1
SPIRAL DIVE 1 1
Entry easy easy
Spin tendency not available not available
Exit spontaneous spontaneous
B LINE STALL 1 1
Entry easy easy
Exit spontaneous spontaneous
LANDING 1 1
Landing behaviour easy easy
ADDITIONAL FLIGHT SAFETY
REMARKS
28
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