Table of Contents
Advertisement
Quick Links
Advertisement
Table of Contents
Related Manuals for Ozone Spark 2
Summary of Contents for Ozone Spark 2
- Page 1 Pilots Manual...
-
Page 2: Table Of Contents
CONTENTS Thank You Warning Team Ozone Your Spark 2 Risers Preparation Basic Flight Techniques Rapid Descent Techniques Incidents in Flight Caring For Your wing Limitations Ozone Quality Technical Specifications Drawing/Riser lengths Line diagram Materials EN v1.0 April 2019... -
Page 3: Thank You
THANK YOU 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 cutting edge designs, 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 or 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 a new wing, so to keep costs low and quality high we manufacture all of our products in our own production facility. During production our wings undergo numerous rigorous quality control checks that are fully traceable, this way we can guarantee that all of our paragliders meet the same high standards. This manual will help you get the most out of your glider, it is essential that you read it before flying your new wing for the first time. Its details the procedure for preparing the wing before flight, basic flying techniques and also includes tips and advice on how best to care and maintain your wing to ensure a long life and high resale value. For the latest updates, including all technical data please refer to the online version. This can be found on the product’s page at www.flyozone. If you need any further information about any of our products please check flyozone.com or contact your local dealer, school or any of us here at Ozone. Safe Flying! Team Ozone... -
Page 4: Warning
WARNING • Paragliding/Paramotoring 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 of the involved 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... -
Page 5: Team Ozone
TEAM OZONE 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. The design team consists of David Dagault, Luc Armant, Fred Pieri, Russell Ogden, Honorin Hamard, Emilia Plak and Alex Mateos. Dav has a wealth of experience in competition flying, XC, XAlps and paraglider design. Luc, a dedicated XC and competition addict has a background in naval architecture. Fred, our resident geek is a mathematician, mechanical engineer and vol Biv specialist. Russ is a competition pilot and test pilot with 1000s of hours testing experience. Honorin has been flying since he was 13, naturally talented, he has already become world champion. Between them, they bring a wealth of knowledge, ideas and experience and work closely together in the design and testing process. Former female World champion, Emilia Plak manages the paramotor department, she is helped by Alex Mateos. As two of the finest pilots in the world holding World, European and French Paramotoring champion titles between them, they offer valuable advice and feedback throughout the development process, helping to produce the perfect blend of safety, speed and performance. -
Page 6: Your Spark 2
YOUR SPARK 2 The Spark 2 is a PPG wing designed specifically for schools and beginner pilots. Based on the Element 3, the Spark 2 is an incredibly easy and forgiving wing ideal for all levels of student training. The Spark 2 features technologies taken from our higher performance models but implemented into a concept focused very much towards, safety, forgiveness and excellent inflation behaviour. The new profile, line layout and internal structure improves the efficiency and passive safety whilst retaining the forgiving nature required for a school wing. The planform retains a moderated aspect ratio which has proven to be a good compromise for comfort, ease of use and fun whilst maintaining exceptional safety characteristics. -
Page 7: Risers
The standard (EN certified) trim setting is recommended for take off, landing, climbing under power, whilst or in turbulent conditions thermalling or free flying and when the air is turbulent. Brake pressure is lighter and the handling at its best should be avoided. at the standard trim setting. To increase cruise speed you can use the accelerator system, release the trimmers, or do both - if the IMPORTANT conditions are suitable. The Spark 2 is EN certified in accelerated flight In turbulent air the profile is stable, it will resist reasonable levels of turbulence with a high resistance to with the speed bar only collapse without pilot input. However in turbulent air Ozone recommends to return the trimmers to the and the trimmers set in standard position (pulled down) and to fly the glider actively. This way, you will be in the best position to the standard or slowest react correctly should an incident occur. - Page 8 Accelerator System The risers feature a foot operated accelerator system for high speed cruising. The speed system acts differently than releasing the trimmers, but either can be used in any combination to accelerate the wing. Be careful, fully accelerated with the trimmers released is fast and should only be used in calm conditions and with sufficient altitude. Brake Lines The brake line lengths have been set carefully during testing. We feel it is better to have slightly long brake IMPORTANT lines and to fly with a wrap (one turn of line around the hand). However, if you do choose to adjust their In the unlikely event of length please keep in mind the following: a brake line snapping in flight, or a handle • Ensure both main brake lines are of equal length.
-
Page 9: Preparation
PREPARATION Accelerator System To set up the accelerator system, first route the lines supplied with the speed system through the harness. Make sure this is done correctly and that the lines pass through all of the pulleys (check your harness manual for instructions). Attach the speed system lines to the accelerator system on the risers with the Brummel hooks. A basic set-up can be performed on the ground: ask a friend to pull the risers tight into their in-flight position whilst you sit in the harness on the ground. Now adjust the lengths of the lines so that the main bar sits just beneath your seat. You should be able to hook your heel in to the lower loop of the accelerator. There must be enough slack in the speed bar to ensure the front risers are not pulled down in normal trim speed flight, but not so long that it is impossible to use the full speed range of the glider. Fully extending the lower loop will accelerate the wing to approximately half its accelerated speed range. For full speed, hook your heels on to the upper bar and smoothly extend your legs, maximum speed is when the pulleys on the risers touch. Once set up, test the full range of the accelerator in calm flying conditions and ensure that both risers are pulled evenly during operation. Fine-tuning can be completed when you are back on the ground. IMPORTANT Harness and Motor The wing has been It will be in your harness that you will enjoy flying. Therefore, we recommend you spend the time on the certified with defined... - Page 10 Wing To familiarise yourself with the glider it is a good idea to perform practice inflations and ground handling both with and without the motor. As with all new equipment, only fly in conditions that you would normally fly in and on a familiar site. Fly the wing in a progressive manner and be aware that wing loading has a direct effect on the wing’s flying characteristics. Preflight Checks Lay out the wing downwind of your motor on its top surface in a pronounced arc, with the centre of the wing higher than the tips. As you unfold the wing check the upper and lower panels for any rips or tears, pay particular attention to the seams and line attachment points as these are load bearing. Never fly with a damaged wing. Lay out the lines one side at a time and check for any obvious signs of damage. Hold the risers clear of the ground at shoulder height and starting with the brake lines, pull all lines clear. Repeat the process with the D, C, B and then the A lines, laying the checked lines on top of the previous set. Make sure no lines are tangled, knotted or snagged then 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. Carabiners and maillons tight 5. Holding the A’s, your brake handles and throttle 6. Leading edge open 7. Aligned directly into wind 8. Engine warm and able to deliver full power 9. Trim set correctly 10.Prop clear of lines 11.Airspace and visibility clear...
-
Page 11: Basic Flight Techniques
BASIC FLIGHT TECHNIQUES Launching IMPORTANT Never take off with a glider Your Spark 2 will launch with either the forward or reverse technique. The wing should be laid out in a that is not fully inflated or pronounced arc, with the centre of the wing higher than the tips. if you are not in control of Forward Launch Nil to Light winds the pitch/roll of your wing. 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 Spark 2 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. - Page 12 the ground very hard. Do not initiate turns until you have sufficient height and airspeed. Avoid low turns downwind with insufficient airspeed. The Spark 2 is well damped in roll but under certain circumstances it is possible for the pilot to induce oscillations. This is caused by a combination of the engine/propeller torque and pilot weight shift and/or brake inputs. To stop oscillations it is best to reduce the power slightly and ensure that you remain static with weight shift and brake inputs. Once settled you can once again apply full power. Under full power the torque effect will attempt to gently turn the wing, using weight shift or adjusting the trims asymmetrically is the best method to correct this. Normal Flight Once at a safe height you can release the trimmers for a faster cruise speed. If your motor has enough power, the Spark 2 will achieve very good straight line speeds whilst maintaining level flight with trims fully released and full speed bar applied. Be cautious when releasing the trimmers, only do so in calm IMPORTANT conditions. In turbulent air return the glider to trim speed - Flying at trim speed (hands-up, trimmers pulled to the slow position), the Spark 2 will achieve its ‘best release the speed bar and glide’ speed for still air. You should fly at this speed when gliding downwind or when the air is not return the trims to the slow excessively sinking. For better penetration in headwinds and improved glide performance in sinking position air, crosswinds or headwinds, you should fly faster than trim speed by using the accelerator system or trimmers. Using up to half bar does not degrade the glide angle or stability significantly and will improve your flying performance. At full speed the Spark 2 is stable; however we recommend that you do not fly...
- Page 13 Turning To familiarize yourself with the Spark 2 your first turns should be gradual and progressive. To make IMPORTANT efficient and coordinated turns with the Spark 2 first look in the direction you want to go, then lean into it. Never initiate a turn at Your first input for directional change should be weight-shift, followed by the smooth application of the minimum speed (i.e. with brake until the desired bank angle is achieved. To regulate the speed and radius of the turn, coordinate full brakes on) as you your weight shift and use the outer brake. could risk entering a spin. Active Flying To minimize the likelihood of suffering collapses in turbulent conditions, it is essential to use active flying.
- Page 14 Landing The Spark 2 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 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 descent 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 progressive 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.
-
Page 15: Rapid Descent Techniques
A riser, making identification and use of the big ear system easier. The size of the big ears can be adjusted speed bar. by pulling more line, or reaching higher up the line. For directional control while using the Big Ears, you should use weight shift. To reopen the 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 accidently induce parachutal or full stalls. You may use Big ears for the final landing approach but they should be released before making the final flare. Ozone advise to not use this technique in turbulent or windy conditions due to the reduced ability to fly actively and the risk of an inadvertent stall whilst descending through the wind gradient. Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator bar, however NEVER try to pull the Big Ears in if the accelerator is already pushed. The lower angle of attack and the act of deflating the tips can lead to a major deflation. Always make the Big Ears first and then apply the speed bar. DO NOT perform spiral dives with Big Ears Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high forces applied to the lower engaged. lines could exceed the breaking strain of the lines leading to equipment failure! Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged. - Page 16 B-Line Stall The B-line stall is for fast descents in emergency situations only, it is faster and safer to lose altitude with a spiral dive than a B-stall. To initiate the B-stall, keep the brakes in your hand and take hold of both the B risers, or place your fingers between the lines above the maillons. As you pull the B-lines down the airflow over the wing is broken and the glider loses its forward speed but remains open with a reduced cord. You can descend at around 6 m/s. 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. If you pull too much B-line the glider may horseshoe and move around a lot. If this occurs, slowly release the B lines until the wing stabilises or simply exit the B line stall by immediately release the B risers. Do not attempt to maintain a B line stall that is not stable. 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 Spark 2 will first 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 inflated. IMPORTANT Always be prepared to Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a spiral dive, but at these rates pilot the wing out of a the associated high speeds and G-forces can be disorientating. Always pay particular attention to your spiral dive. Use opposite altitude. To exit the spiral dive, ensure your weight shift is in a centred position and then smoothly release weight shift and apply the inside brake. As the Spark 2 decelerates allow it to continue to turn until enough energy is lost for it to enough outside brake return to level flight without an excessive climb and surge.
-
Page 17: Incidents In Flight
INCIDENTS IN FLIGHT 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. Asymmetric collapses should be controlled by weight shifting away from the collapse and applying enough brake to control your direction. This action alone will be enough for a full recovery of the wing most of the time. 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 have a deflation which does not spontaneously reinflate, make a long smooth progressive pump WARNING on the deflated side. This pumping action should take about 1-2 seconds per pump. Pumping too short Uncoordinated wingovers and fast will not reinflate the wing and pumping too slow might take the glider close to, or beyond, the can lead to large stall point. asymmetric collapses and cravats, therefore they Symmetrical collapses reinflate without pilot input, however 15 to 20cm of brake applied symmetrically will should never be executed speed the process. After a symmetric collapse always consider your airspeed. Make sure the glider is not near the ground. in parachutal stall before making any further inputs. - Page 18 Always release your It is unlikely to happen on any Ozone glider, but should it do so your first reaction should be to fully raise wraps if you have taken both hands. This normally allows the glider to return to normal flight but If nothing happens after a few them! seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain normal flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the brakes again.
-
Page 19: Caring For Your Wing
CARE AND MAINTENANCE 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 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. You can however use the traditional half and half method. Using an Ozone Saucisse or Saucisse light 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. 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. - Page 20 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.
- Page 21 Step 8. If using the Saucisse Pack, carefully zip it up without trapping any material. Step 9. Turn the Saucisse on its side and make the first 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 flat 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.
- Page 22 • 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. • DO NOT fly in the rain or expose the wing to moisture. • DO NOT expose the wing to unnecessary UV. Pack away once you have finished flying. Do not leave it sitting in the sun. • DO NOT expose the wing to excessive heat. Allow the wing to cool before storage. • 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. • Be Careful when groundhandling to not saw the brake lines against the risers or main lines. The abrasion caused by a sawing motion can damage the main lines and lead to premature ageing of the risers. If you notice any signs of abrasion, especially to the lines, make sure you get the wing professionally serviced and importantly modify your groundhandling technique to stop any further damage. • Your Ozone wing has an opening closed using velcro on the trailing edge of the tip called the ‘Butt hole’. This has been designed to easily empty all the things which have been accumulating in your wing (sand, leaves, rocks, mobile phones etc).
- Page 23 Cleaning IMPORTANT Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not clean the wing, Never use detergent or but if you do have to, use a soft cloth dampened with a small amount of water and use gentle movements chemical cleaners. little by little across the surface. Remember moisture and abrasion damages the coating of the cloth. Repairs Always let a registered dealer, professional repair centre or the manufacturer carry out any major or complex repairs, especially those near seam margins. If you damage the sail: If the rip is small and in the middle of a panel 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 patches allow ample overlap of the tear and make sure both sides are different sizes. Make sure to round off each corner of the patches. You can find more information about repairing your wing on the Ozone website, including step by step instructions with pictures.
- Page 24 If you damage a line: Any line that is visually damaged MUST be replaced. Use a reputable paragliding service centre to make the replacement lines. Alternatively you can order them from your local Ozone dealer or directly from our website http://www.flyozone.com/paragliders/en/shop/lines.php It is important that replacement lines are made from the correct materials and diameters. You should check lengths against their counterpart on the other side of the wing to make ensure symmetry. Once the line has been replaced, inflate and check the glider before flying. Maintenance Checks In addition to the normal daily and pre flight checks, it is recommended to service the wing regularly, especially after a heavy period of use, after an incident or after a long period of storage. You alone are...
- Page 25 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. IMPORTANT Tearing resistance of the cloth - A non-destructive test following the TS-108 standard which specifies Take care of your glider minimum tear strength for sky diving canopies should be made using a Bettsometer. (B.M.A.A. Approved and make sure you have Patent No. GB 2270768 Clive Betts Sails) it checked and serviced according to the schedule. Line strength - 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 14 G for all 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. Compliance of the test sample’s suspension lines, brake lines and risers were checked by the testing laboratory after the test flights were completed.
-
Page 26: Limitations
We strongly recommend that you respect the EN weight ranges for free flight and the recommended weight ranges for powered flight. Flying above or below the recommended weights will have a detrimental affect on the behaviour of the wing and exposes you to unnecessary risk. Choose the size most suited to your weight, that way you can get many hours of both powered and un-powered flight with the same wing. Towing The Spark 2 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. Flying in the Rain Modern wings are susceptible to rain and moisture, flying with a wet wing can result in the loss of normal flight. Due to the efficient, wrinkle-free design of the sail, water tends to bead on the leading edge causing flow separation. Flow separation will make the wing more prone to entering inadvertent parachutal stalls, so flying in the rain, or with a wet wing (e.g early morning dew) should be avoided at all costs. If you are accidently caught-out in a rain shower, it is best to land immediately. If your wing becomes wet in the air it is advised to maintain accelerated flight using the speed bar, even during the final approach. DO NOT use big ears as a descent technique, the increased drag will increase the chance of a parachutal stall occurring. Instead, lose height with gentle 360’s and maintain your air speed at all times. If your wing enters parachutal stall when wet, immediately accelerate the wing to regain airspeed. Modifications Your Ozone Spark 2 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. -
Page 27: Ozone Quality
OZONE QUALITY GUARANTEE 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. Ozone guarantees all of its products against manufacturer’s defects or faults. Ozone will repair or replace any defective product free of charge. Ozone and its distributors provide the highest quality service and repair, any damage to products due to wear and tear will be repaired at a reasonable charge. If you are unable to contact your dealer then you can contact us directly at info@flyozone.com. 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 fly as regularly as we can, ground handle as much as possible and... -
Page 28: Technical Specifications
TECHNICAL SPECIFICATIONS Riser Lengths No. of Cells Non Accelerated 20.4 22.1 25.1 Projected Area (m 24.3 26.3 29.9 Flat Area (m 8.12 8.46 Projected Span (m) 10.5 10.93 11.64 Flat Span (m) Accelerated Speed bar 3.24 3.24 3.24 Projected Aspect Ratio 4.54 4.54 4.54 Flat Aspect Ratio 2.87 2.99 3.18 Root Chord (m) Fully Untrimmed 4.55 4.75 Glider Weight (Kg) Max Control Travel (cm) -
Page 29: Drawing/Riser Lengths
TECHNICAL DRAWINGS Trailing Lower Surface Edge Leading Upper Surface Edge Riser Riser Riser Baby A Upper Brake Riser Pulley (Big Ears) Adjustable Magnet Brake Upper Handle Cell Accelerator Lines Openings Lower Brake Pulley Brake Pulley Lines Butt Hole Brummel Hook Middle for Speed System Lines... -
Page 30: Line Diagram
Element 3 Rigging diagram LINE DIAGRAM Individual and linked line lengths can be found online. A Riser B Riser A15 A16 K6 K7 K2 K3 KMU6 KMU5 KMU4 DML2 CML2 KMU3 KMU2 CML1 DML1 KMU1 KML3 KML1 KML2 KRL1 Brake Handle C Riser... -
Page 31: Materials
MATERIALS All Ozone gliders are made from the highest quality materials available. Cloth Upper Surface Dominico DOKDO 30D Lower Surface Dominico DOKDO 30D Internal Ribs Dominico DOKDO 30D FM Leading Edge Reinforcement 1.8mm / 1.4mm Plastic pipe MainLine Set Brake Lines Riser Lines Main brake Lines Edelrid 6843 - 200/160 Liros - 10-200-040 Middle Lines Middle brake lines Liros DSL - 140/70 Liros DSL - 70 Upper Lines Upper brake lines Liros DSL - 70... - Page 32 1258 Route de Grasse Le Bar sur Loup 06620 France...
Need help?
Do you have a question about the Spark 2 and is the answer not in the manual?
Questions and answers