Ozone Mojo 4 Owner's Manual
CONTENTS
Pilots Manual (Eng) 2 > 17
Manuel de vol (Fr) 18 > 33
Betriebs Handbuch (D) 34 > 51
Line Diagram 52
Riser Diagram/Lengths 53
Technical Specications 53
Materials 54
Version 1.1 Sept 2015
3
ENGLISH
T
hank you for choosing to y Ozone.
As a team of free ying enthusiasts, competitors and adventurers, Ozone’s mission is to build agile paragliders of the highest quality with cutting edge designs,
performance and maximum security.
All of our research and development is concentrated on creating the best handling/performance characteristics possible with optimum security. Our development
team is based in the south of France, this area includes the sites of Gourdon, Monaco and Col de Bleyne and guarantees us more than 300 yable days per year. This
is a great asset in the development of the Ozone range.
As pilots we fully understand just how big an investment a new paraglider is. We know that quality and value for money are essential considerations when choosing
your new paraglider; so to keep costs low and quality high we build all our wings in our own production plant. During production our wings undergo numerous and
rigorous quality control checks. This way we can guarantee that all our paragliders meet the same high standards that we expect ourselves.
This manual will help you get the most out of your Mojo4. It details information about its design, tips and advice on how best to use it and how to care for it to ensure
it has a long life and retains a high resale value. If you need any further information about Ozone or any of our products please check www.yozone.com or contact
your local dealer, school or any of us here at Ozone.
It is essential that you read this manual before ying your new wing for the rst time.
Please ensure that this manual is passed on to the new owner if you ever resell this paraglider.
Safe Flying!
Team Ozone
WARNING
TEAM OZONE
4
Paragliding is a potentially dangerous sport that can cause serious injury
including bodily harm, paralysis and death. Flying an Ozone paraglider is
undertaken with the full knowledge that paragliding involves such risks.
As the owner of an Ozone paraglider you take exclusive responsibility for all
risks associated with its use. Inappropriate use and or abuse of your equipment will increase these risks.
Any liability claims resulting from use of this product towards the manufacturer, distributor or dealers are excluded.
Be prepared to practice as much as you can - especially ground handling,
as this is a critical aspect of paragliding. Poor control while on the ground is
one of the most common causes of accidents.
Be ready to continue your learning by attending advanced courses to follow
the evolution of our sport, as techniques and materials keep improving.
Use only certied paragliders, harnesses with protector and reserve parachutes that are free from modication, and use them only within their certied weight ranges. Please remember that ying a glider outside its certied
conguration may jeopardise any insurance (e.g. liability, life etc) you have.
It is your responsibility as the pilot to verify your insurance cover.
Make sure you complete a thorough daily and pre-ight inspection of all of
your equipment. Never attempt ying with unsuitable or damaged equipment.
Always wear a helmet, gloves and boots.
All pilots should have the appropriate level of license for their respective
country and third party insurance.
Make sure that you are physically and mentally healthy before ying.
Choose the correct wing, harness and conditions for your level of experience.
Pay special attention to the terrain you will be ying and the weather conditions before you launch. If you are unsure do not y, and always add a large
safety margin to all your decisions.
Avoid ying your glider in rain, snow, strong wind, and turbulent weather
conditions or clouds.
If you use good, safe judgment you will enjoy many years of paragliding.
Remember, PLEASURE is the reason for our sport
Everyone at Ozone continues to be driven by our passion
for ying, our love of adventure and our quest to see
Ozone’s paraglider development create better, safer and
more versatile paragliders.
Paragliding design is led by the ever thoughtful David Dagault; Dav has a
wealth of experience both in competition, adventure ying and paraglider
design. Also on the design team are Russell Ogden, Luc Armant and Fred
Pieri.
Russ is a top competition pilot and ex paragliding instructor, he can usually
be found putting Dav’s latest creation through a series of test manoeuvres.
Luc, a dedicated XC addict has a background in naval architecture. He
brings a wealth of knowledge and ideas to the design team and works
closely with Dav in the design process.
Fred is the latest addition to the team. He is a mathematian, mechanical
engineer and vol Biv specialist. Fred designed the Anti-G and was the
brainchild of the shark nose.
Back in the ofce Mike ‘Da Boss’ Cavanagh generally keeps control of the
mayhem. Promotion and Team pilots are organised by Matt Gerdes. Karine
Marconi, Jill Devine and Chloe Vila make sure we don’t spend too much
money and look after the ordering system.
Our manufacturing facility in Vietnam is headed up by Dr Dave Pilkington,
who works relentlessly manufacturing gliders and producing prototypes as
well as researching materials and manufacturing processes for our future
products. He is backed up by Khanh and 700 production staff.
YOUR MOJO 4
5
ENGLISH
Rucksack
The rucksack is light weight, comfortable and useful. It includes a padded
hip belt along with ergonomic and adjustable shoulder straps. It has a large
volume that will allow you to store all your kit, whilst still being comfortable
for hiking.
Brake Lines
The brake line lengths have been set carefully during testing. We feel it is
better to have slightly long brake lines and to y with a wrap (one turn of line
around the hand). However, if you do choose to adjust them, please bear in
mind the following:
• Ensure both main brake lines are of equal length.
• If a brake handle has been removed, check that its line is still
routed through the pulley when it is replaced.
• When the brake handles are released in ight, the brake lines should
be slack. There must be a substantial “bow” in them to guarantee no
deformation of the trailing edge.
• There must be a minimum of 10cm of free play before the brakes begin
to deform the trailing edge. This prevents the trailing edge from being
deformed when using the speed system.
IMPORTANT: In the unlikely event of a brake line snapping
in ight, or a handle becoming detached, the glider can be
own by gently pulling the rear risers (C-risers) for directional control.
Risers
The Mojo4 has been designed with 3 risers. The A riser is covered with
coloured webbing, this allows it to be easily identied.
The A’s are Grey. You will notice that the A’s are split into two risers. The
small riser at the back, holding only one line (outermost A line) is the ‘Baby
A’, it has been designed to make applying big ears simple.
The B’s and C’s are BLACK.
The Mojo Legacy continues. The Mojo4 is an evolution of the Mojo3 in
terms of design, but the mission remains the same: Offer the highest level
of performance in the EN A category without compromising safety and ease
of use. The Mojo4 is designed to provide the passive safety that new pilots
rely on for their rst stages of ight and for intermediate pilots to progress
safely into XC ying.
With the experience and knowledge gained through our performance
research & development projects, coupled with feedback from pilots and
instructors, we have managed to improve the Mojo3 in every respect: The
Mojo4 is lighter; easier to launch; easier to y; and more comfortable in the
air. It has also benetted from some free performance upgrades as a result
of a lower drag line-plan and an even cleaner sail construction.
The new top and bottom surface cloth which has proven to be durable and
mechanically stable over years of testing, has reduced the total sail weight
and enhanced the wing’s launch and ight characteristics. This new cloth
has also proven to have excellent colour retention and UV resistant properties. The Mojo 4 also features new leading edge reinforcements inspired by
the higher performance wings in our range.
Thanks to a new line material, the Mojo 4 has benetted from an 8% reduction in drag. This reduction in overall drag signicantly increases performance without sacricing safety.
The Mojo4 has a precise and linear feel through the brakes, whilst retaining
a long overall travel. It is comfortable and stable in the air, absorbing turbulence in a predictable manor due to a light sail and efcient leading edge.
This makes the Mojo4 the perfect wing for soaring and long XC ights.
We have poured a great deal of time and energy into the design and testing
of the new Mojo4, we hope you enjoy ying it as much as we do!
BASIC FLIGHT TECHNIQUES
6
Accelerator System
To set up an accelerator on the ground, ask a friend to pull your risers into
their in-ight position while you sit in your harness. Now adjust the length of
the line so that the main bar sits just beneath your seat. You should now be
able to hook your heel in to the secondary (lower) loop of the accelerator.
The accelerator must be slack enough to ensure that the front risers are not
pulled down in normal ight, but not so long that it is impossible to use the
full speed range of the glider.
Extending the secondary (lower) loop of the accelerator fully will take the
glider through approximately half its accelerated speed range. Should you
need even more speed you should hook your feet on to the upper bar,
which you can then extend until the pulleys on the risers touch.
Once set up, test the full range of the accelerator in calm ying conditions:
ensure that both risers are pulled evenly during operation. Fine-tuning can
be completed when you are back on the ground.
IMPORTANT: Using the accelerator decreases the angle
of attack and can make the glider more prone to collapse,
therefore using the accelerator near the ground or in turbulence should be avoided.
Harness
It will be in your harness that you will enjoy ying, therefore we recommend
you spend the time necessary to adjust your harness’s different settings
until you are completely comfortable.
The shoulder straps and the hip straps need to be set for comfort (make
sure you do not have your shoulder’s strap too tight, or you might nd it
difcult to get seated after launching). The ideal position in your harness
should be with your knees horizontal and your body position leaning slightly
backwards with your head behind the risers.
The chest strap should be set between 42cm and 46cm (between the centre
of the hang points). XS/S sizes are certied with a chest strap set at 42cm,
the M at 44cm and L/XL at 46cm.
Total Weight in ight
Each Ozone glider has been certied for a dened weight range. We
strongly recommend that you respect these weight ranges. If you are
between sizes the following information may help you make a decision as to
which size to buy:
If you want better speed, precise handling or if you generally y in mountains and/or in strong conditions, you should chose to y in the top part of
the weight range. If you want a better sink rate, or if you generally y in at
lands and/or in weak conditions, you may choose to y near the bottom
part of the weight range. Remember, you can always add ballast when
conditions are stronger.
To familiarise yourself with the glider it is a good idea to perform practice
inations and small ights on a training hill. This will enable you to set up
your equipment correctly. If in any doubt please get advice and help from
your local dealer or instructor.
Preparation
Lay out the wing on its top surface in a pronounced arc, with the centre of
the wing higher than the tips. Lay out the lines one side at a time. Hold up
the risers and starting with the brake lines, pull all lines clear. Repeat with
the stabilo, C, B and A lines, laying the checked lines on top of the previous
set, and making sure no lines are tangled, knotted or snagged. Mirror the
process on the other side.
Take-off checklist:
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. Holding the A’s and your brake handles
6. Leading edge open
7. Aligned directly into wind
8. Airspace and visibility clear
7
ENGLISH
Launching
The Mojo4 can be inated with either the forward or reverse launch techniques.
Forward Launch - Nil to Light winds
When the wind is favourable, whilst gently holding the A risers move forward
positively, your lines should become tight within one or two steps and the
Mojo4 will immediately start to inate. You should maintain a constant
pressure on the risers until the wing is overhead. Do not pull down or push
the risers forward excessively, or the leading edge will deform and possibly
collapse making taking-off more difcult and potentially dangerous.
Move smoothly throughout the entire launch, there is no need to rush or
snatch at it. You should have plenty of time to look up and check your
canopy before committing yourself. Once you are happy that the wing is
inated correctly, accelerate smoothly off the launch.
Reverse Launch - Light to Strong Winds
Lay out your wing as you would for the forward launch. However, this time
turn to face it, passing one entire set of risers over your head as you turn.
Now you can inate the glider with the A-risers. Once the wing is overhead,
release the risers, brake gently if necessary, turn and launch.
In stronger winds, be prepared to take a few steps towards the glider as it
inates. This will take some of the energy out of the glider and it will be less
likely to overy you. This reverse-launch technique can be used in surprisingly light winds too.
IMPORTANT: Never take off with a glider that is not fully inated or if you are not in control of the pitch/roll of your wing.
Practice ground handling! Not only is it great fun, but it will give you a much
better feel for your wing’s ight characteristics. It will also improve your
overall enjoyment of ying by giving you the feeling of control, making your
launches easier and less stressful.
In Flight Characteristics
The Mojo4 shows no unusual ying characteristics, consequently it is suitable for a wide range of pilot. Turns are smooth and co-ordinated, on glide
it remains solid and well pressured, even through the accelerated speed
range. It has a very high resistance to both collapses and stalls. However,
to get the most out of your Mojo4 we advise you to consider the following
information:
Normal Flight
Flying at ‘trim speed’ (hands-up), the Mojo4 will achieve its ‘best glide’
speed for still air. You should y at this speed when gliding downwind or
when the air is not excessively sinking.
For better penetration in headwinds and improved glide performance in
sinking air, crosswinds or headwinds, you should y faster than trim speed
by using the accelerator system. Using up to half bar does not degrade the
glide angle or stability signicantly and will improve your ying performance.
You will reach the next thermal faster and higher. At full speed the Mojo4 is
stable; however we recommend that you do not y at full speed close to the
ground or in turbulence.
By applying the brakes approximately 30cm, the Mojo4 will achieve its
minimum-sink rate; this is the speed for best climb and is the speed to use
for thermalling and ridge soaring.
Turning
To familiarize yourself with your new wing your rst turns should be gradual
and progressive.
To make efcient and coordinated turns rst look in the direction you want
to turn to check for clear space, then lean into it. The rst input for directional change should be with weight-shift, followed by a smooth application
of the brake until the desired bank angle is achieved. To regulate the speed
and radius of the turn, coordinate your weight shift and/or use the outer
brake.
IMPORTANT: Never initiate a turn at minimum speed (i.e.
with full brakes on) as you risk entering a spin.
8
Landing
The Mojo4 shows no unusual landing characteristics but as a reminder, here
are some tips:
• Always set up for your landing early, give yourself plenty of options and a
safe margin for error.
• Once below 30 metres avoid turning tightly as the glider will have to dive to
accelerate back to normal ight. If you are at low altitude, or if you hit sink,
this could mean you hit the ground harder than necessary.
• Lean forward out of your harness before the actual landing (especially if it’s
turbulent), with your weight leaning forward against the chest strap, and
make sure your legs are ready for the landing and a possible PLF (parachute landing fall).
• Allow the glider to y at hands up (trim) speed for your nal descent until
you are around 1 metre above the ground (in windy or turbulent conditions
you must y the glider actively all the way). Apply the brakes slowly and
progressively to slow the glider down until groundspeed has been reduced
to a minimum and you are able to step onto the ground.
• In light winds/zero wind you need a strong, long and progressive are to
bleed off all your excess ground speed. In strong winds your forward speed
is already low so you are aring only to soften the landing. A strong are
may result in the glider climbing upwards and backwards quickly, leaving
you in a vulnerable position.
• If the glider does begin to climb, ease off the brakes (10-20cm) - do not put
your hands up all the way - then are again, but more gently this time. Keep
the brakes at mid speed, stand up, be ready to run and make sure you
brake fully as you arrive on the ground.
• Choose the appropriate approach style in function of the landing area and
the conditions.
• In strong winds you need to turn towards the glider the second your feet
touch the ground. Once facing the wing pull smoothly and symmetrically
down on the brakes to stall the wing. If the glider pulls you, run toward it.
• If the wind is very strong, and you feel you might be dragged, or lifted
again, stall the glider with the C risers. This stalls the wing in a very quick
and controllable way and will drag you less than if you use the brakes.
• Always land heading into wind!
Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions it is
essential to use active ying.
Flying with a small amount of brake applied (approx. 20cm) will give you
feedback from the wing. In turbulent conditions the internal pressure of
the wing can change and you will feel this through the brakes. The aim
is to maintain a constant pressure through the brakes. If you feel a loss
in pressure apply the brakes until normal pressure is resumed then raise
hands back to original position (this must be done quickly). Avoid ying with
continuous amounts of deep brake in turbulent air as you may inadvertently
stall the wing. Always consider your airspeed.
These movements can be symmetric or asymmetric; you may have to apply
both brakes or just one. These subtle adjustments will keep the glider ying
smoothly and directly above you and dramatically reduce the chances of a
collapse. If the glider pitches in front of you, use the brakes to slow it down.
Equally, if the glider drops behind you, release the brakes to allow it to
speed up. The goal is to always keep the wing directly overhead.
These are skills that are best learnt by playing with the glider on the ground!
IMPORTANT: No pilot and no glider are immune to collapses
however active ying will virtually eliminate any tendency
to collapse. When the conditions are turbulent, be more active and anticipate the movements of your wing. Always be
aware of your altitude and do not over-react. We strongly
advice you to always keep hold of your brakes. Do not y in
turbulent conditions.
9
ENGLISH
Spiral Dives
If you turn your glider in a series of tightening 360’s it will enter a spiral dive.
This will result in rapid height loss. To initiate a spiral, look and lean in to the
direction you want to go, then smoothly pull down on the inside brake. The
Mojo4 will rst turn almost 360 degrees before it drops into the spiral. Once
in the spiral you should re-centre your weight shift and apply a little outside
brake to keep the outer wing tip pressured and inated.
Safe descent rates of 8m/s (1600 ft/min approx.) are possible in a spiral
dive, but at these rates the associated high speeds and G-forces can be
disorientating, so pay particular attention to your altitude.
To exit the spiral dive, ensure your weight shift is in a centred position and
then slowly release the inside brake. As the Mojo4 decelerates allow it to
continue to turn until enough energy is lost for it to return to level ight
without an excessive climb and surge.
The Mojo4 shows no tendency to remain locked in a spiral dive; however
some parameters could interfere with its behaviour. These might include:
wrong settings of the chest strap, total weight in ight outside of the certied weight range, or being in a very deep spiral at a very high sink rate. You
should always be prepared to pilot the wing out of such a spiral dive. To do
so, smoothly use opposite weight shift and apply a small amount of outside
brake and the glider will start to resume normal ight. Never attempt to
recover from a spiral with hard or quick opposite inputs as this will result in
an aggressive climb and surge.
IMPORTANT: 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. Spiral dives cause
disorientation and need time and height to recover. Do not
perform this manoeuvre near the ground.
ADVANCED FLIGHT TECHNIQUES
Rapid Descent Techniques
Ozone would like to remind you that these manoeuvres should be learnt
under the supervision of a qualied instructor and always used with caution.
Never forget that properly analysing the conditions before launch will help
avoid the need to use these techniques.
Big Ears
Folding in the wingtips increases the wing’s sink rate. This is useful for staying out of cloud or descending quickly. To pull big ears, keep hold of your
brake handles and take the outermost A-line on each side, then pull down
(preferably one at a time) until the tips of the wing fold under. The Outer A
line is attached to the Baby A riser, making identication and use of the big
ear system easier.
Do not use the brakes other than for re-ination. For directional control
while using the Big Ears, you should use weight shift.
To reopen your big ears, release both A lines at the same time. To help
reination, brake gently one side at a time until tips regain pressure. Avoid
deep symmetric applications of the brake as this could induce parachutal or
full stalls.
IMPORTANT: You can land with the ears (you should release
the ears before nal are). Ozone do not advise you to do
this when it’s turbulent or windy due to the risk of a possible stall and lack of precision in steering.
Big ears and accelerator
Once the big ears are in you can further increase the sink rate by pushing on
the accelerator bar.
IMPORTANT NEVER induce Big Ears with the speed bar engaged, this can provoke a major deation. Always make Big
Ears rst and THEN apply the speed bar.
10
Deations
Due to the exible form of a paraglider, turbulence may cause a portion of
the wing suddenly to collapse. These can be anything from a small 30%
(asymmetric) collapse to a complete (symmetric) collapse.
Most collapses can be prevented with good active ying skills, however if a
collapse does occur the most important thing is to not panic!
The rst course of action for an asymmetric collapse should always be to
take control of the direction of ight. You should y away from the ground,
obstacles and other pilots. Asymmetric collapses can be controlled by
weight shifting away from the collapsed side and applying the necessary
amount of brake to control your direction. This act alone will, most of the
time, be enough for a full recovery of the wing.
Once a glider is deated it is effectively a smaller wing, so the wing loading
and stall speed are higher. This means the glider will spin or stall with less
brake input than normal. In your efforts to stop the glider turning towards
the collapse you must be very careful to not apply too much brake so that
the remaining ying side stalls. If you are unable to stop the glider turning
without exceeding the stall point, allow the glider to turn whilst you reinate
the collapse.
If you have a deation which does not spontaneously reinate, make a long
smooth progressive pump on the deated side whilst trying to retain directional control. The pumping action should be deep and hard. Pumping too
short and fast will not reinate the wing, whilst pumping too long and slow
may take the wing close to, or beyond, the stall point. A stubborn collapse
may require several rm pumps.
Symmetrical (front) collapses normally reinate without pilot input, however
15 to 20cm of brake applied symmetrically will speed the process. As soon
as the wing re-inates keep your hands high to ensure the wing recovers
airspeed and does not enter a parachutal stall.
If your Mojo4 collapses in accelerated ight, immediately release the speed
bar and follow the same proceedures as mentioned above.
Big ears and spiral dive
Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high
forces applied to the lower lines could exceed the breaking strain of the
lines leading to equipment failure!
Ozone strongly recommend to NOT use this manoeuvre!
Wingovers
The limit is tightly banked S-turns, commonly known as wingovers. These
must not exceed 90 degrees of bank.
WARNING: Uncoordinated wingovers can lead to large
asymmetric collapses and cravats, therefore they should
never be executed near the ground.
B-Line Stall
B-stall is for fast descents in emergency situations only. B-stall is performed
by symmetrically pulling down on the B-risers.
To initiate the B-stall place your ngers between the lines above the maillons on the B risers. Do not release the brake handles. As you pull the
B-lines down the airow over the wing is broken and the glider loses its
forward speed but remains open and you will descend at around 6 m/s.
If you pull too much B-line the glider may horseshoe and move around
above your head. If this is the case, release the B risers until stability returns.
To exit the B-stall the B-risers should be released symmetrically and in one
smooth, progressive motion. The glider will resume normal forward ight
without further input. Check you have forward ight again before using the
brakes.
IMPORTANT: The pitching movement on exiting the B stall
is small but necessary. We recommend you do not brake
the glider until you are sure that the glider is ying properly
again.
11
ENGLISH
Deep Stall / Parachutal stall
It is possible for gliders to enter a state of parachutal stall. This can be
caused by several situations including; a very slow release from a B-line
stall; ying the glider when wet; or after a front/symmetric deation. The
glider often looks as though it has recovered properly but carries on descending vertically without full forward motion. This situation is called ‘deep
stall’ or ‘parachutal stall’.
It is unlikely to happen on any Ozone glider, but should it happen, your rst
reaction should be to fully raise both brakes. This normally allows the glider
to return to normal ight. If nothing happens after a few seconds, reach up
and push the A-risers forwards or better still, apply the speed bar to regain
normal ight.
Ensure the glider has returned to normal ight (check your airspeed) before
using the brakes again.
IMPORTANT: Only a few cms of brake input can maintain
the wing in a parachutal stall. Always release your wraps if
you have taken them!
IMPORTANT: Never y in rain or with a wet wing, this will
signicantly increase the likelihood of parachutal stall. If
you are accidently caught-out in a rain shower then land
immediately. DO NOT use big ears as a descent technique;
big ears with a wet wing will further increase the chances
of a parachutal stall occurring. Instead, lose height with
gentle 360’s and make sure to consider your air speed
during nal approach, use a small amount of speed bar if
necessary.
Cravats
If the tip of your wing gets stuck in the lines, this is known as a ‘cravat’.
Cravats will make your glider enter a spiral dive that may be difcult to control unless preventative action is taken. The rst course of action to recover
from a cravat is to maintain directional control. Stop the wing from entering
a spiral by using a combination of weightshift and brake to the opposite
side of the cravat. Be careful with any large brake inputs or you may stall
part or all of the wing, in the case of a large cravat it may be necessary to
allow the wing to remain in a controlled 360 to avoid stalling. Once you have
directional control, take hold of the stabilo line (red line on the C riser) and
pull until you feel it come under tension, keep pulling tension until the wing
tip frees itself.
If this does not work, taking the wing to the point of stall with a deep action
on the brake (symmetrically or asymmetrically) is another option. The high
angle of attack can reduce the tension in the trapped area and free the cravat. Be carefull to not accidentally spin or stall the glider whilst doing this.
Using the above methods will clear 95% of cravats. If these methods have
not been successful or for very stubborn or large cravats it may be necessary to perform a full stall. Full stalls should only be attempted with plenty of
altitude and only if you know how to do them properly.
If the cravated rotation accelerates and you are unable to control it by counter steering, you should use throw reserve parachute whilst you still have
enough altitude.
IMPORTANT: A bad preparation on launch, aerobatic ying,
ying a wing of too high a level or in conditions too strong
for your ability, are the main causes of cravats.
12
ACROBATIC / SIV FLYING
The Mojo4 has been designed as an intermediate XC wing and is not intended for aerobatic manoeuvres.
It is possible to perform SIV with this glider without the addition of extra collapse lines. SIV manoeuvres must be performed above water, under expert
tuition and with the necessary safety requirements in place.
TOWING
The Mojo4 may be tow-launched. It is the pilot’s responsibility to use suitable harness attachments and release mechanisms and to ensure that they
are correctly trained on the equipment and system employed. All tow pilots
should be qualied to tow, use a qualied tow operator with proper, certied equipment, and make sure all towing regulations are observed. When
towing you must be certain that the paraglider is completely over your head
before you start. In each case the maximum tow force needs to correspond
to the body weight of the pilot.
Step 1 Lay mushroomed wing on the ground
or the Saucisse pack. It is best to start from
the mushroomed position as this reduces
the dragging of the leading edge across the
ground.
Step 2 Group Leading Edge (LE) plastic reinforcements with the A
tabs roughly aligned,
make sure the plas- tic
reinforcements lay side
by side.
Step 3 Strap LE...Note the glider is NOT
folded in half; it is folded with a complete
concertina from tip to tip. It is really important to not stress the middle cell or bend
the plastic too tightly.
CARING FOR YOUR WING
Packing
To prolong the life of your wing and to keep the plastic reinforcements in the
best possible condition it is very important to pack the wing carefully.
Ozone strongly recommends to use the concertina packing method exactly
as shown so that all of the cells rest alongside each other and the plastic
reinforcements are not unnecessarily bent. Using the Ozone Saucisse pack
will help preserve the life of the wing and aid with the speed and ease of
packing.
13
ENGLISH
Step 4 Group together the middle/trailing edge of the wing by sorting the folds
near the B, C and D tabs.
If using a Saucisse pack go to Step 8
Step 5 Once the LE and rear of the wing
have been sorted, turn the whole wing on
its side.
Step 6 Fold the wing with 3 or 4 folds
whilst being careful to not crush the LE
Step 7 Now place the folded wing into the stuff
sack.
Step 8. If using the Saucisse Pack carefully
do it up without trapping any material.
Step 9. Turn the Saucisse on its side
and make the rst fold just after the LE
reinforcements. Do not fold the plastic reinforcements, use 3 or 4 folds around the LE.
IMPORTANT: Do NOT lay the wing at on the ground before
packing the glider, this will cause abrasion damage to the top
surface as you pull the glider towards the middle. ALWAYS pack
from a mushroom or lift the wing off the ground when gathering
the wing and grouping the leading edge.
Important: Do not fold the glider in the centre, you will
bend the plastics, instead pack the wing with a full concertina method from tip to tip before packing into the stuff sac.
14
Take care that no insects get packed away with the wing. They may eat the
cloth and make holes in a bid to escape. They can also leave acidic deposits if they die and decompose.
IMPORTANT: Never pack away or store your glider wet.
Cleaning
Any kind of wiping/scratching can damage the coating of the cloth. We
recommend for cleaning to use a soft cloth dampened only with water and
to use gentle movements little by little across the surface.
IMPORTANT: Never use detergent or chemical cleaners.
Wing Repairs
Amateur repairs often do more harm than good. Always let a registered
dealer or the manufacturer carry out major glider repairs.
If you damage the sail:
If the rip is small, you can x it yourself. You’ll nd all the materials you need
in the supplied repair kit. The fabric can be simply mended with the sticky
rip stop/spinnaker tape.
When cutting out the patch remember to allow ample overlap around the
tear and round the corners of the patch.
You can nd more information about repairing your wing on the Ozone
website, including step by step instructions with pictures.
If you damage a line:
Any line that is damaged should be replaced. It is important that the
replacement line is from the same material, has the same strength and the
same length. You can check its length against its counterpart on the other
side of the wing, to make sure that it is symmetrical. Once the line has been
replaced, inate and check the glider before ying. If you do not have access to an Ozone dealer you can order individual lines at www.yozone.com
Caring Tips
Careless ground handling damages many paragliders. 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. Lift it up and carry it.
• DO NOT try to open your wing in strong winds without untangling the lines
rst - this puts unnecessary strain on the lines.
• DO NOT walk on the wing or lines.
• DO NOT repeatedly inate 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.
• DO NOT slam your glider down on the ground leading edge rst! This impact puts great strain on the wing and stitching and can even explode cells.
• FLYING in salty air, in areas with abrasive surfaces (sand, rocks etc.) and
ground handling in strong winds will accelerate the aging process.
• If you y with a wrap, you should regularly undo the twisting that appears
on the main brake lines. By twisting the line become shorter and you can
end up with a constant tension on the trailing edge which can lead to problem on launch, stalling, glider not ying symmetrically etc.
• Change your main brake lines if they become damaged.
It is recommended that you regularly CHECK your wing, especially after a
heavy period of use, after an incident or after a long period of storage.
Storage
Always store all your ying equipment in a dry room, protected from the
direct heat.
Your wing should be dry before being packed away. Moisture, heat and
humidity are the worst elements for damaging your glider. (Storing a damp
glider in your car under the sun would be terrible for example).
If you land in the salt water, you must clean it with fresh water rst and then
dry it. Dry your wing preferably out of the sun, in the wind. Never use a hair
dryer, etc.
15
ENGLISH
Strength of the lines - An upper, middle and lower A line, along with a
lower B and a lower C (and lower D if applicable) line should be tested for
strength. Each line is tested to breaking point and the value recorded. The
minimum value is 8 G for all lower A+B lines and 6 G for all lower remaining
lines, calculated from the maximum certied ying weight of the glider. The
added minimum strength for the middle lines and for the top lines should be
the same. If the breaking strength is too close to the minimum value calculated, the professional should give a period after which you will have to test
the strength of the lines again.
Lengths of the lines - The overall length (riser lines + mid lines + upper
lines) has to be checked under 5Kgs of tension. The difference between the
measured length and the original length should not exceed +/- 10mm.
The changes that could appear are a slight shrink on the C or Ds and/or a
slight stretch on the A, B. The consequences of these changes can include
a slower trim speed, difcult ination etc.
Full check - A full visual check should be carried out: All the components
of the wing (stitching, ribs, diagonals, lines, tabs, ...) should be checked for
signs of detoriation.
Finally, a ight test that conrms that the wing behaves normally should be
carried out by the professional.
IMPORTANT: Take care of your glider and make sure you
have it checked according to the above schedule: This will
ensure you hours of safe ying.
MAINTENANCE CHECKS
Your wing, like a car, should be technically checked to ensure proper
airworthiness.
Your wing should be checked by a qualied professional for the rst time
after 24 months, or after 100 hours. However, if you are a frequent yer
(more than 80 hrs per year), then we recommend, that you get your glider
checked annually.
The checker should inform you about the condition of your glider and if
some parts will need to be checked or changed before the next normal
service check period.
The sail and the lines do not age in the same way or at the same rate; it
is possible that you may have to change part or all of the lines during the
wing’s life. For this reason it is important to do regular inspections so that
you know the exact condition of all of the components of your glider. We
recommend that inspections are carried out by a qualied professional.
You alone are responsible for your ying kit and your safety depends on it.
Take care of your equipment and have it regularly inspected. Changes in
ination/ground handling/ying behaviour indicates the gliders aging, if you
notice any changes you should have the wing checked before ying again.
These are the basic elements of the check up (full details and permissable
gures can be found on our website):
Porosity is measured with a porosity meter, the time taken by a certain volume of air to go through a certain surface of the cloth. The time in seconds
is the result. A measurement is done in a several places on the top surface
along the span of the glider behind the leading edge.
The tearing resistance of the cloth - A non-destructive test following the TS108 standard which species minimum tear strength for sky diving canopies
should be made using a Bettsometer. (B.M.A.A. Approved Patent No. GB
2270768 Clive Betts Sails)
16
SUMMARY
Safety is paramount in our sport. To be safe, we must be trained, practised
and alert to the dangers around us. To achieve this we must y as regularly
as we can, ground handle as much as possible and take a continuous interest in the weather. We must never stop learning. If you are lacking in any of
these areas you will be exposing yourself to more danger than is necessary.
Every year many pilots get hurt launching; do not be one of them. Launching is the time that you are most exposed to danger so practice continuously. Some launch sites are small and difcult and conditions aren’t always
perfect. If you’re good at ground handling you’ll be able to condently and
safely launch whilst others struggle. Practice as much as you can. You’ll be
less likely to get hurt and more likely to have a great day’s ying.
Finally, RESPECT the weather, it has more power than we can ever imagine.
Understand what conditions are right for your level of ying and stay within
that window.
Happy ying & enjoy your Mojo4.
Team Ozone
IALS
MODIFICATIONS
Your Ozone Mojo4 was designed and trimmed to give the optimum balance
of performance, handling and safety. Any modication means the glider
loses its certication and will also probably be more difcult and dangerous
to y.
Ozone strongly recommend to not modify your glider in any
way.
QUALITY
At Ozone we take the quality of our products very seriously, all our gliders
are made to the highest standards in our own manufacturing facility. Every
glider manufactured goes through a stringent series of quality control
procedures and all the components used to build your wing are traceable.
We always welcome customer feedback and are committed to customer
service. We will always undertake to x problems not caused by general
wear and tear or inappropriate use. If you have a problem with your glider
please contact your dealer/distributor who will be able to decide upon the
most appropriate action. If you are unable to contact your dealer then you
can contact us directly at info@yozone.com.
Loading...