Ozone Octane 2 Owner's Manual
YOUR WING IS HERE
CONTENTS
Pilots Manual (Eng) 2 > 15
Manuel de VOL (Fr) 16 > 31
Betriebs HANDBUCH (D) 32 > 49
Line Diagrams 50 > 51
Riser Diagram/Lengths 52
Technical Specifications 52
Materials 52
Version 1.0 Aug 2013
hank you for choosing to fly Ozone.
As a team of free flying enthusiasts, competitors and adventurers, Ozone’s mission is to build agile paragliders of the highest quality with cut-
T
ting edge designs and performance and maximum security.
Confidence and belief in your paraglider is a far greater asset than any small gains in performance - ask any of the Ozone pilots on your local hills, or
those who have taken our gliders on ground-breaking adventures and stood on podiums around the world. All 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, which includes the sites of Gourdon, Monaco and Col de Bleyne, guarantees us more than 300 flyable 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 Octane2. It details information about the Octane2’s 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, the Octane2, or any
of our products please check www.flyozone.com or contact your local dealer, school or any of us here at Ozone.
It is essential that you read this manual before flying your Octane2 for the first time.
Please ensure that this manual is passed on to the new owner if you ever resell this paraglider.
Safe Flying!
Team Ozone
ENGLISH
3
WARNING TEAM OZONE
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 certified paragliders, harnesses with protector and reserve
parachutes that are free from modification, and use them only within
their certified weight ranges. Please remember that flying a glider
outside its certified configuration 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-flight inspection of
all of your equipment. Never attempt flying 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 flying.
Choose the correct wing, harness and conditions for your level of
experience.
Pay special attention to the terrain you will be flying and the weather
conditions before you launch. If you are unsure do not fly, and always
add a large safety margin to all your decisions.
Avoid flying 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.
Paragliding design is led by the ever thoughtful David Dagault; Dav
has a wealth of experience both in competition, adventure flying 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 and works closely with Dav
and Luc.
Back in the office Mike 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.
Everyone at Ozone continues to be driven by our
passion for flying, our love of adventure and our
quest to see Ozone’s paraglider development create
better, safer and more versatile paragliders.
Remember, PLEASURE is the reason for our sport
4
YOUR OCTANE 2
In the tradition of the original Octane, which redefined handling in
the paragliding world, The Octane 2 is dedicated to freestyle play
and acro flying based on the Octane FLX featuring new materials and
colour schemes.
The Octane 2 is our answer to pilots who need a wing that performs
well in the entire range of acro manoeuvres, but with a good enough
sink rate to thermal and fly comfortably… and of course with EN C
Certification in the 22m and 25m sizes. It is a compact and easy to
use acro wing, with energy enough for big tumbles and lofty wingovers, and the pitch stability needed for gentle recoveries and the
smoothest, easiest helicopters imaginable.
If you are an aspiring acro pilot, or if handling and fun are an absolute
priority for you, then the Octane 2 is for you.
For pilots who are looking for a more dynamic and powerful wing, the
Octane 2 is available in a 20m size - this wing has a valid load test
only and no flight test certification. The 20m size remains a fun and
accessible wing, but is certainly more advanced and dynamic than
the certified sizes. For pilots looking to make the transition from the
Octane 2 to the Trickster, this size could be an excellent choice.
The Octane 2 represents our best efforts to create a wing that is,
above all else, fun to fly. It features a totally uncompromised freestyle
handling, and modern freestyle/acro pilots will love its predictable
recovery characteristics, dynamic character, and ease of use.
Rucksack
The bag is light in weight, comfortable and useful (padded hip belt,
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 Octane 2 features the new Ozone Acro handles.
The brake line lengths have been set carefully during testing. If you do
choose to adjust them, please consider the following:
Ensure both main brake lines are of equal length.•
When the brake handles are released in flight, the brake lines •
should be slack. There must be a substantial “bow” in them to
guarantee no deformation of the trailing edge.
Make sure the brake handles are correctly secured to the •
bungies
You can remove the brake line from the pulley if you wish. •
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 (D-risers) for directional control.
Risers
The Octane2 has been designed with 4 risers. The A riser is coloured
to make it easily identifyable.
Accelerator System
To set up an accelerator on the ground, ask a friend to pull your
risers into their in-flight 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.
ENGLISH
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
5
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 flying 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 flying. Therefore, we
recommend you spend the time necessary to adjust your harness’s
different settings until you are completely comfortable. This will make
flying more pleasurable.
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 find it difficult 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.
BASIC FLIGHT TECHNIQUES
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.
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, D, 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 is 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
Total Weight in flight
Each Ozone glider has been certified for a defined 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 fly in
mountains and/or in strong conditions, you should chose to fly in the
top part of the weight range. If you want a better sink rate, or if you
generally fly in flat lands and/or in weak conditions, you may choose
to fly near the bottom part of the weight range. Remember, you can
always add ballast for when conditions are stronger.
Note: The Octane2 20 is uncertied
Launching
Your Octane2 will launch with either the forward or reverse 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 Octane2 will immediately start to inflate. 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
difficult and potentially dangerous.
Move smoothly throughout the entire launch, there is no need to
6
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 Octane2 is inflated 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 inflate 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 inflates. This will take some of the energy out of the glider
and it will be less likely to overfly 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.
In Flight Characteristics
The Octane2 shows no unusual flying characteristics, however it is a
small wing with very dynamic behaviour and is therefore only suitible
for experienced and competent pilots.
Normal Flight
Flying at ‘trim speed’ (hands-up), the Octane2 will achieve its ‘best
glide’ speed for normal air. You should fly 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 fly faster than
trim speed by using the accelerator system. Using up to half bar
does not degrade the glide angle or stability significantly and will
improve your flying performance, as you will reach the next thermal
faster and higher. At full speed the Octane2 is stable; however we
recommend that you do not fly at full speed close to the ground or in turbulence.
By applying the brakes approximately 30cm, the Octane2 will achieve
its minimum-sink rate; this is the speed for best climb and is the
speed to use for thermalling and ridge soaring.
Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions, it is essential to use active flying.
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 flying with continuous amounts of deep brake in
rough air as you could 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 flying 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.
ENGLISH
7
Landing
The Octane2 shows no unusual landing characteristics but as a reminder, here are some tips:
you use the brakes.
Always land heading into wind!•
Always set up for your landing early, give yourself plenty of op-•
tions 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 flight. 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 fly at hands up (trim) speed for your final de-•
scent until you are around 1 metre above the ground (in windy or
turbulent conditions you must fly 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 progres-•
sive flare to bleed off all your excess ground speed. In strong
winds your forward speed is already low so you are flaring only
to soften the landing. A strong flare 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 flare 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
RAPID DESCENT TECHNIQUES
Ozone would like to remind you that these manoeuvres should be
learnt under the supervision of a qualified 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.
Do not use the brakes other than for re-inflation. 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 reinflation, 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.
NEVER try to pull the Big Ears in with the speed bar on. This
can lead to a major asymmetric deation. Always make the
Big Ears rst and then apply the speed bar.
8
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 fingers between the lines above
the maillons on the B risers. Do not release the brake handles. As
you pull the B-lines down the airflow 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 will horseshoe and move around
a lot.
To exit the B-stall the B-risers should be released symmetrically and
in one smooth, progressive motion. The glider will resume normal forward flight without further input. Check you have forward flight 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.
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 Octane2 will first turn almost 360 degrees
before it drops into the spiral. Once in the spiral you should re-centre your weightshift and apply a little outside brake to keep the outer
wing tip pressured and inflated.
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 not engaged, use
opposite weight shift if necessary and then release the inside brake.
As the Octane2 decelerates allow it to continue to turn until enough
energy is lost for it to return to level flight without an excessive
climb and surge.
In normal conditions the Octane2 shows no tendency to remain
locked in a spiral dive; however some parameters may interfere with
its behaviour. These include: wrong settings of the chest strap,
total weight in flight outside of the certified 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 flight. Never attempt to
recover from a spiral with hard or quick opposite inputs as this will
result in an aggressive climb and surge.
IMPORTANT: Always be prepared to pilot yourself out of a
spiral dive using opposite input if necessary.
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.
ENGLISH
9
INCIDENTS
Deflations
Due to the flexible form of a paraglider, turbulence may cause a portion of the wing suddenly to collapse. This can be anything from a
small 30% (asymmetric) collapse to a complete (symmetric) collapse.
If you have a collapse, the first thing to do is to control your direction. You should fly away from the ground or obstacles and other
pilots, or at least not to fly into them... Asymmetric collapses can
be controlled by weight shifting away from the collapse and applying a
small amount of brake to control your direction. This act will most of
the time be enough for a full recovery of the wing.
Once a glider is deflated 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 collapsed side of the wing you must be
very careful not to stall the side of the wing that is still flying. If you
are unable to stop the glider turning without exceeding the stall point
then allow the glider to turn whilst you reinflate the collapse.
If you do have a deflation, which does not spontaneously reinflate,
make a long smooth progressive pump on the deflated side. This
pumping action should take about 2 seconds per pump. Pumping too
short and fast will not reinflate the wing and pumping too slow might
take the glider close to, or beyond, the stall point.
Symmetrical collapses reinflate without pilot input, however 15 to
20cm of brake applied symmetrically will speed the process.
If the wing collapses in accelerated flight, immediately release the
accelerator and actively recover using the brakes.
Cravats
If the tip of your wing gets stuck in the lines, this is called a ‘cravat’.
This can make your glider go into a spiral, which is difficult to control.
The first solution to get out of this situation is to stabilise the glider
into normal flight, i.e get control of your direction and then pull down
the stabilo line until the wing tip frees itself. You must be careful with
any brake inputs or you may stall the opposite wing.
If after trying the stabilo line the wingtip is still trapped you can try
pumping deeply the brake of the cravatted side (whilst maintaining
directional control). Empty the air from the wing as much as possible
without inadvertently stalling the wing, this will help free the wing tip.
Using the above methods will normally clear the cravat, however if
it is particularly large or stubborn then a full stall (symmetrical or
asymmetrical) is the only other option. This should not be done unless
you have been taught how to do it and can only be done with a large
amount of altitude. Remember if the rotation is accelerating and you
are unable to control it, you should use your reserve 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.
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; flying the glider when wet; or after a front/symmetric
deflation. 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
first reaction should be to fully raise both brakes. This normally allows
the glider to return to normal flight. If nothing happens after a few
seconds, reach up and push the A-risers forwards or apply the speed
bar to regain normal flight.
Ensure the glider has returned to normal flight (check your airspeed)
before you use the brakes again.
IMPORTANT: Only a few cms of input from your brakes can
10
maintain your wing in the 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, 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.
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.
Step 1. Lay mushroomed
wing on the ground. It is
best to start from the
mushroomed position as
this reduces the dragging of
the leading edge across the
ground.
Step 2. Group LE reinforcements with the A tabs
aligned, make sure the plastic
reinforcements lay side by
side.
ENGLISH
11
Step 3. Lay wing on its side
and 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.
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.
Step 4. Group together the
centre of the wing.
Step 5. Carefully zip up the
saucisse pack without trapping
any material or lines.
Step 6. Make the first fold after the LE reinforcements. Do not
fold the plastic reinforcements, use 3 folds around the LE.
=
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.
=
12
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 first - this puts unnecessary strain on the lines.
DO NOT walk on the wing or lines.•
DO NOT repeatedly 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.
DO NOT slam your glider down on the ground leading edge first! •
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 fly 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
flying symmetrically, ...)
Change your main brake lines if they are 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 flying equipment in a dry room, protected from
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).
Dry your wing preferably out of the sun, in the wind. Never use a hair
dryer, etc.
If you land in the salt water, you must clean it with fresh water first
and then dry it.
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 fix it yourself. You’ll find all the materials in
the repair kit you need.
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 find 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 got 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, inflate and check the
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glider before flying. If you do not have access to an Ozone dealer you
can order individual lines at www.flyozone.com
MAINTENANCE CHECKS
Your wing, like a car, should be technically checked to ensure proper
airworthiness.
Your wing should be checked by a qualified professional for the first
time after 24 months, or after 100 hours. However, if you are a
frequent flyer (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 qualified professional.
You alone are responsible for your flying kit and your safety depends
on it. Take care of your equipment and have it regularly inspected.
Changes in inflation/groundhandling/flying behaviour indicates the gliders aging, if you notice any changes you should have the wing checked
before flying again.
These are the basic elements of the check up (full details and permissible figures 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 TS-108 standard which specifies 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)
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 certified flying
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, difficult inflation 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 flight test that confirms 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.
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MODIFICATIONS
SUMMARY
Your Ozone Octane2 was designed and trimmed to give the optimum
balance of performance, handling and safety. Any modification means
the glider loses its certification and will also probably be more difficult to fly. For these reasons, we strongly recommend that you do
not modify your glider in any way.
TOWING
The Octane2 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 qualified to tow, use a qualified tow
operator with proper, certified 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.
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
glider are traceable. We always welcome customer feedback and
are committed to customer service. We will always undertake to fix
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@flyozone.com.
Safety is paramount in our sport. To be safe, we must be well
trained, practised and always alert to the dangers around us. To
achieve this we must fly as regularly as we can, ground handle as
much as possible and take a continuous interest in the weather. If
you are lacking in any area, you will be exposing yourself to more risk
than is necessary.
A specific standard of certification for aerobatic flying has not been
set up yet. Ozone wings although designed to the highest specifications are, therefore, not certified for this type of flying. Aerobatic
manoeuvres are very difficult and when incorrectly performed can put
abnormal stresses on the glider and lead to loss of pilot control,
Ozone strongly recommends you do not undertake this style
of ying.
If you must, only do so above water with the necessary safety
measures in place such as a rescue boat and buoyancy aid. Only ever
practice aerobatics with plenty of altitude.
Be progressive with your learning curve, master the basics completely before moving on to more complex manoeuvres.
Never become complacent.
Finally, RESPECT the weather, it has more power than you can imagine. Understand what conditions are right for your level and stay
within that window.
Happy flying & enjoy your Octane2.
Team Ozone
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