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Related Manuals for Ozone GEO 6
Summary of Contents for Ozone GEO 6
- Page 1 Pilots Manual...
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Page 2: Table Of Contents
CONTENTS Thank You Warning Team Ozone Your Geo 6 Preparation Basic Flight Techniques Rapid Descent Techniques 12 Incidents Caring For Your wing Ozone Quality Technical Specifications Drawing/Riser lengths Line diagram Link Lites Materials EN v1.0 September 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 which 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. It is essential that you read this manual before flying your wing for the first time. The manual will help you get the most out of your new wing, it details information about the design, tips and advice on how best to use it and how to care for your wing to ensure it has a long life and retains a high resale value. For the latest updates, including all technical datas please refer to the online version found on the product’s page on at www.flyozone.com. 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 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. -
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 and Sam Jobard. Dav started flying when he was 12 years old and has accumulated a wealth of experience in competition flying, XC 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. World and European champion Honorin is a naturally talented pilot who has been flying since he was 13 years old. Sam designs and develops our range of harnesses, he has a great deal of experience both flying paragliders and designing harnesses. Between them, they bring a wealth of knowledge, ideas and... -
Page 6: Your Geo 6
YOUR GEO 6 The Geo 6 is the lightweight version of the Buzz Z6, balancing passive safety, ease of use, performance and fun. True performance – real useable performance throughout the speed range - in a lightweight package, the Geo 6 is ideal for hike and fly and travel adventures. Modern construction techniques and a clever use of materials have shaved 350 gr from the weight of its predecessor and the significant performance gains made in the Buzz Z6 project have been directly passed over. The Shark Nose profile has been modified with carefully calculated opening positions to aid the internal pressure and launch characteristics. The leading edge openings feature G-strings, straps that help maintain a clean opening shape especially during accelerated flight, they also help the re- inflation behaviour - collapses open faster with less height loss. The leading edge also features double... - Page 7 Rucksack As standard, your wing is supplied with a specially designed bag that is light and comfortable. It features a padded hip belt, ergonomic adjustable shoulder straps and extra pockets to store keys, accessories and all those extra bits. Its large volume allows you to store all of your equipment whilst distributing the weight for comfortable hiking. We have a large range of bags and you can choose from any of them at the time of order. Brake Lines IMPORTANT The brake line lengths have been set carefully during testing. We feel it is better to have slightly long brake In the unlikely lines and to fly with a wrap (one turn of the handle around the hand). However, if you do choose to adjust event of a brake line their length please keep in mind the following: snapping in flight, or a handle becoming • Ensure both main brake lines are of equal length. detached, the glider • If a brake handle has been removed, check that its line is routed through the pulley when it is replaced. can be controlled by • When the brakes are fully released in flight, the brake lines should be slack. There must be a substantial gently pulling the rear bow in them to guarantee no deformation of the trailing edge when accelerated.
- Page 8 Total Weight in flight Each Ozone glider has been designed and 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: • For the most precise and dynamic 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 nearer the middle part of the weight range. Remember, you can always add ballast for when conditions are stronger. • It is not recommended to fly at the very bottom of the weight range. Towing The Geo 6 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. Limitations The Geo 6 has been designed as a light weight solo intermediate XC wing and is not intended for tandem flights nor aerobatic manoeuvres. Primarily designed for the newly qualified, it exhibits no unusual flying characteristics and has a very high resistance to both collapses and stalls whilst remaining solid and well-pressured throughout the speed range. Due to this forgiving nature, it is also suitable for all levels...
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Page 9: Preparation
PREPARATION Accelerator System To set up the accelerator system, first route the lines supplied with the speed system through the harness. IMPORTANT Make sure this is done correctly and that the lines pass through all of the pulleys (check your harness Using the accelerator manual for instructions). Attach the speed system lines to the accelerator system on the risers with the decreases the angle Brummel hooks. of attack and makes the wing more prone A basic set-up can be performed on the ground: ask a friend to pull the risers tight into their in-flight to collapse, therefore position whilst you sit in the harness on the ground. Now adjust the lengths of the lines so that the main using the accelerator... - Page 10 Wing To prepare the wing, lay it out on the top surface and perform a thorough daily check. You should inspect the top and bottom surfaces for any rips and tears or any other obvious signs of damage. 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 (uppers), 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 and then inspect the lines for any visual damage. Then inspect the risers for any signs of obvious damage. The general rule is if it looks OK then it is OK, however if you have any doubts please get advice from an experienced pilot or your local dealer or instructor. 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. 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. Risers connected to the harness correctly with carabiners and maillons tight 5. Accelerator system connected 6. Holding the A risers and your brake handles correctly 7. Leading edge open 8. Aligned in the middle of the wing and directly into wind 9. Airspace and visibility clear...
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Page 11: Basic Flight Techniques
BASIC FLIGHT TECHNIQUES Launching Your Geo 6 will launch with either the forward or reverse technique. The wing should be laid out in a pronounced arc, with the centre of the wing higher than the tips. 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 Geo 6 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 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 Geo 6 is inflated correctly, accelerate smoothly off the launch. IMPORTANT Reverse Launch Light to Strong Winds Never take off with... - Page 12 By applying approximately 20cm of brakes the Geo 6 will achieve its Minimum-Sink rate; this is the speed for best climb and is the speed to use for thermalling and ridge soaring in lifting air. Turning To familiarize yourself with the Geo 6 your first turns should be gradual and progressive. To make efficient IMPORTANT and coordinated turns, first check the airspace is clear and then lean towards the direction you wish to Never initiate a turn at turn. The first input for directional change should be weight-shift, followed by a smooth application of the minimum speed (i.e. brake until the desired bank angle is achieved. To regulate the speed and radius of the turn, coordinate with full brakes on) as your weight shift with the inner and outer brake. you could risk entering a spin. Active Flying To minimize the likelihood of suffering collapses in turbulent conditions, it is essential to use active flying. These are skills that are best learnt by playing with the glider on the ground. Flying with a small amount of brake applied (approx. 20cm) will allow you to feel the feedback from the wing. In turbulent conditions the internal pressure of the wing is constantly changing and by using a small amount of brake will you feel these changes. The aim of active flying is to maintain a constant pressure through the brakes, If you feel a reduction or loss of pressure quickly apply the brakes until you feel normal pressure again. Once you have normal pressure, raise the hands back to the original position. Avoid flying with continuous amounts of deep brake in rough air as you could inadvertently stall the wing - always consider your airspeed. The IMPORTANT brake inputs can be symmetric or asymmetric; you may have to apply both brakes or just one. These Always keep hold of subtle adjustments will keep the glider flying smoothly and directly above you and dramatically reduce the your brakes.
- Page 13 Landing The Geo 6 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.
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Page 14: Rapid Descent Techniques
Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator bar, Always pull the Big however NEVER try to pull the Big Ears in if the accelerator is already pushed. The lower angle of attack Ears first and then 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. apply the speed bar. Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high forces applied to the lower DO NOT perform spiral lines could exceed the breaking strain of the lines leading to equipment failure! dives with Big Ears engaged. Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged. - Page 15 B-Line Stall B-stall is for fast descents in emergency situations only, sink rates of around 6 m/s can be achieved. It is however 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 near the maillons. IMPORTANT Pull down firmly - there is a lot of pressure so it requires a reasonably amount of force. As you pull the The pitching movement B-lines the airflow over the wing is broken and the glider loses its forward speed but remains open with on exiting the B stall is a reduced cord. Once the wing is in B stall, maintain your position. Make sure to pull symmetrically small but necessary. otherwise the wing can rotate during the B stall, if this occurs pull the opposite side to stop the rotation We recommend you do or release the B risers to resume normal flight. If you pull too much B-line the glider may horseshoe and not brake the glider move around a lot. If this occurs, slowly release the B lines until the wing stabilises or simply exit the B...
- Page 16 The Geo 6 shows little tendency to remain neutral in a spiral dive, however some parameters could interfere with its behaviour. These might include: unsuitable chest strap setting (too tight), total weight in flight outside of the certified weight range, or being in a very deep spiral at a very high sink rate >14m/s. You should always be prepared to pilot the wing out of a spiral dive. To do so, use opposite weight shift and smoothly apply enough outside brake until you feel the wing start to decelerate, the glider will then start to resume normal flight. Recovering from a spiral with hard or quick opposite inputs will result in an aggressive climb and surge and is not recommended. Always be prepared to manage the energy, bleed off the speed if necessary. Never perform spiral dives close to the ground. Active C Riser Control Whilst gliding it is possible to pilot the wing with the C risers, this gives an improved feel and control over the wing enabling you to fly actively without using the brakes. Using brakes whilst accelerated causes drag IMPORTANT which is not only inefficient but it also reduces the inherent stability of the profile - using the brakes whilst Never apply the brakes accelerated can actually lead to a collapse. Using the C risers increases the angle of attack more evenly whilst using the speed across the chord and does not weaken the profile as much as using the brakes. The direct feel allows you...
- Page 17 to a collapse. When flying faster than ¾ speed, we recommend to control the pitch of the wing actively using a combination of the speed bar and C riser input. If you feel the nose of the wing start to collapse or pitch forward whilst accelerated the first action should be to release the speed bar impulsively and then make any necessary C riser input, always release the speed bar first before making any C inputs. Using the combined active speed bar/C riser control technique you will be able to maximise your speed and efficiency whilst minimising the likelihood of collapses. Be prepared for plenty of practice as this new method may take some time for it to become totally intuitive, efficient and comfortable. This control method is suitable for gliding in good ‘normal’ air, it does not replace proper active flying with the brakes in strong turbulent conditions. If you are unsure about the air return the glider to trim speed, release the C risers and fly the glider actively with the brakes.
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Page 18: Incidents
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 WARNING 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 Uncoordinated recovery of the wing most of the time. wingovers can lead to large asymmetric collapses and cravats, Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. This therefore they should 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 never be executed flying. If you are unable to stop the glider turning without exceeding the stall point then allow the glider to near the ground. turn whilst you reinflate the collapse. If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump on the deflated side. This pumping action should take about 1-2 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. After a symmetric collapse always consider your airspeed. Make sure the glider is not in parachutal stall before making any further inputs. - Page 19 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 both hands. This normally allows the glider to return to normal flight but If nothing happens after a few taken them! seconds, apply the speed bar or reach up and push the A-risers forwards 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 20 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 and/or releasing the trimmers, even during the final approach. DO NOT use big ears as a descent technique, big ears increases drag, and with a wet wing this will further increase the chances 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 release the trimmers and accelerate the wing to regain airspeed.
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Page 21: 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. 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 22 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 23 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 24 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 or any hard surface as this is guaranteed to cause damage to the sailcloth. Lift it up and carry it clear of the ground. • 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 or high levels of heat. Leaving the wing sitting in the sun or allowing it to get hot (e.g in the back of a car) will significantly increase the chances of premature ageing. • 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. • Change your main brake lines if they are damaged. • When groundhandling be careful 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 the risers. If you notice any signs of abrasion, especially to the lines, make sure to replace them. It is important to modify your groundhandling technique to stop any future damage.
- Page 25 IMPORTANT Never use detergent or If you land in salt water, you must first rinse it thoroughly with clean fresh water. Dry the wing completely, chemical cleaners. preferably out of the sun, in the wind. Never use a hair dryer or other sources of direct heat. Wing 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 however 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 26 If you damage a line: Any line that is visually damaged MUST be replaced. Lines can be ordered from your local Ozone dealer or directly from our website www.flyozone.com. Alternatively, use a reputable paragliding service centre to make the replacement lines. 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. The IMPORTANT dimensions of the lines tend to move during the first part of their life, it is therefore recommended to have It is recommended to a performance trim check within the first 50hrs of use. To ensure the correct trim, the lines should be have a performance measured and adjusted to the published values as necessary. Loops in the C lines are in place to make...
- Page 27 D if applicable) line should be tested for strength. Each line is tested to breaking point and the value recorded. The minimum value is 14G for all main riser lines calculated from the maximum certified flying weight of the glider. The added minimum strength for the middle lines and upper lines should be the same value. If the breaking strength is close to the minimum value calculated, the professional should give a period after which the strength test should be performed 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. Compliance of the test sample’s suspension lines, brake lines and risers were checked by the testing laboratory after the test flights were completed. Risers - Visual inspection for signs of wear or abrasion. Differences to manual lengths should not exceed +/-5mm. Canopy 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 deterioration. Finally, a flight test to confirm that the wing behaves normally should be carried out by a professional. Modifications Your Ozone Geo 6 was designed and trimmed to give the optimum balance of performance, handling and safety. Any modification means the glider loses its certification and will be more difficult and dangerous to fly. For these reasons, we strongly recommend that you do not modify your glider in any way.
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Page 28: 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 29: Technical Specifications
TECHNICAL SPECIFICATIONS No. of Cells Projected Area (m 18.7 20.3 21.8 24.5 Flat Area (m 24.1 25.8 27.3 22.2 Projected Span (m) 8.23 8.57 8.87 9.12 Flat Span (m) 10.69 11.14 11.52 11.85 12.22 Projected Aspect Ratio 3.62 3.62 3.62 3.62 3.62 Flat Aspect Ratio... -
Page 30: Drawing/Riser Lengths
TECHNICAL DRAWINGS Trailing Lower Surface Edge Leading Upper Surface Edge Baby A Riser Riser Riser Riser Pulley Upper Cell Accelerator Lines Brake Openings Pulleys Brake Handle Lines Butt Hole Non Accelerated Middle Brummel Hook Lines 500mm for Speed System Riser 500mm Stabilo Line Lines... -
Page 31: Line Diagram
Buzz Z6 Rigging Diagram LINE DIAGRAM Individual and linked line lengths can be found online. A Riser B Riser KMU4 KML3 KMU3 CRU4 KMU2 KMU1 KML2 KML1 KRU1 CRL4 KRL1 C Riser Brake handle... -
Page 32: Link Lites
LINK LITES Your wing uses lightweight Amsteel Dyneema Link Lite connectors, they replace standard maillons and have a breaking load in excess of 1000kgs. To avoid disappointment, injury or death, when changing lines it is vitally important to connect the Link Lites correctly. Please follow these instructions carefully, if you have ANY doubts please consult with your Ozone dealer. Removal First loosen the B loop Continue pulling the loop Pull the B loop through the A loop, the lines and the before feeding the A tab through the risers/lines/ring for rubber ring. through the B loop. the second turn. Re-attaching the Link Lite is the reverse of the above procedure. - Page 33 Replacement Pull tension Feed the loop through the riser, Feed the loop through the Ensure the lines are in then through the line loops, passing The loops of the lines must line loops for the second time the correct order and not behind the lines before going through come back through the following the same path as before.
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Page 34: Materials
MATERIALS All Ozone gliders are made from the highest quality materials available. Cloth Upper Surface Dominico N20D MF/ Porcher Skytex 27 Classic Lower Surface Porcher Skytex 27 Classic Internal Ribs Dominico N20D FM / Porcher Skytex 27 Hard Leading Edge Reinforcement 2.5/1.8/1.4mm Plastic Main Line Set Brake Lines Riser Lines Main brake Lines PPSL - 120/160/200 Liros - 10-200-040/DSL -140 PPSL S - 191 Middle brake lines Middle Lines Edelrid 8000U - 50 Edelrid 8000U - 50/70/90/130 Upper brake lines Upper Lines... - Page 36 1258 Route de Grasse Le Bar sur Loup 06620 France...
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