Ozone Kona 2 Manual

Pilots Manual

Thank You 01
Warning 02
Team Ozone 03
Your Kona 2 04
Risers 05
Preparation 08
Basic Flight Techniques 12
Advanced Flying Techniques 15
Incidents 18
Caring and Maintenance 20
Limitations 27
Ozone Quality 29
Technical Specications 30
Drawing/Riser lengths 31
Line diagram 32
Materials 33
EN v1.1 November 2019

THANK YOU
EN
01
Thank you for choosing to y Ozone. As a team of paraglding and paramotoring enthusiasts, Ozone’s
mission is to build agile wings of the highest quality with cutting edge designs, high performance and
maximum security.
Condence 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 the True
Performance philosphy - creating the best handling/performance characteristics possible with optimum
levels of security throughout the speed range.
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 yable days per year, this is a great asset in the
development of the Ozone range.
As pilots we fully understand just how big an investment a new paraglider is. We know that quality and
value for money are essential considerations when choosing 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 ying your paraglider for the rst 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. This can be found on the
product’s page on at www.yozone.com
If you need any further information about any of our products please check yozone.com or contact your
local dealer, school or any of us here at Ozone.
Safe Flying!
Team Ozone

WARNING
02
• 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 certied paragliders, harnesses with protector and reserve parachutes that are free
from modication, and use them only within their certied weight ranges. Please remember
that ying a glider outside its certied conguration may jeopardise any insurance (e.g.
liability, life etc) you have. It is your responsibility as the pilot to verify your insurance cover.
• Make sure you complete a thorough daily and preight inspection of all of your equipment.
Never attempt ying with unsuitable or damaged equipment.
• Always wear a helmet, gloves and boots.
• All pilots should have the appropriate level of license for their respective country and third
party insurance.
• Make sure that you are physically and mentally healthy before ying.
• Choose the correct wing, power unit and ying conditions for your level of experience.
• Pay special attention to the terrain you will be ying and the weather conditions before
you launch. If you are unsure do not y, and always add a large safety margin to all your
decisions.
• NEVER y your glider in rain, snow, strong wind, clouds or turbulent weather
conditions.
• If you use good, safe judgment you will enjoy many years of paragliding/paramotoring.

TEAM OZONE
EN
03
Everyone at Ozone continues to be driven by our passion for ying, our love of adventure
and our quest to see Ozone’s paraglider development create better, safer and more versatile
paragliders.
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 ying, 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
ying 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 nest 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.
Mike Cavanagh is the boss and multiple winner of the UK XC league, when not out ying he
generally keeps control of the mayhem. Promotion and team pilots are organised by BASE
jumping legend and mini wing specialist Matt Gerdes. He works closely with graphic designer
Loren Cox. Loren is a keen pilot from Salt Lake city, USA. Back in the ofce Karine Marconi,
Chloe Vila and Isabelle Martinez run the show. These wonderful ladies look after the ordering
system, the dealers, the design team and the general day to day running of the company -
without them it would be chaos.
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 a superb team
managed by Khanh and Phong with over 700 production staff.

YOUR KONA 2
04
The Kona 2 is the PPG version of the Buzz Z6, sharing the same technology, cutting edge performance,
comfort and ease of use. It is the perfect cross over wing that excels whether own under power or in
free-ight.
Aerodynamically, the Kona 2’s prole and sail are very clean, beneting from many of the performance
enhancing design features that have driven our latest generation of performance wings. The Kona 2’s
aspect ratio remains the same as the Kona - increasing aspect ratio is a simple method of increasing
performance, but can lead to signicant compromises in passive safety. This is not something we are
willing to do, instead we focus on other areas, notably reducing drag. Although not a full on reex prole,
the Kona 2 features the well proven, solid Shark Nose prole that is very collapse resistant and forgiving
in the brake range. The Kona 2 also features double 3D shaping for a cleaner leading edge; a new internal
structure for comfort and structural strength along with an optimised line layout to reduce parasitic drag.
The Kona 2 is a very modern performance wing offering class leading performance, solidity and high levels
of safety.
Above all else, the Kona 2 is easy and comfortable to y. The handling is intuitive, fun, and agile, with a
progressive and precise feel though the brakes. It is highly compact, with perfectly coordinated roll and
yaw in the climb. In active air, the feedback from the wing is gentle and predictable; ltering air movements
in an understandable way.
Launching is a critical part of each and every ight, and we have paid particular attention to the ground-
handling characteristics of the Kona 2. It inates smoothly, without overshooting in higher winds and in
zero wind conditions there is no tendency to hang back.
All of these factors provide you with the condence to progress and have fun, whether ying under power
or in free-ight mode.
The Kona 2 is suitable for a wide range of pilots from talented beginners to the most experienced, it is
ideal for those who y between around 30-50 hours per year and enjoy free ying as much as powered
ight. Owning dedicated wings for both disciplines is expensive, the Kona 2 offers the perfect balance in
one package.

RISERS
EN
05
The updated risers feature trimmers; stronger brake handle magnets; adjustable brake pulley
height settings, TST controls and coloured A risers for easy identication.
Although the Kona 2 shares the same top speed as the Buzz Z6, as delivered the wing does
not conform to the EN 926.2 standard due to the inclusion of the trimmers. Fully certied Buzz
Z6 risers are available, if you require them please consult with your dealer.
Trimmers
The Kona 2 is supplied with a trim riser set for comfortable fast cruising whilst under power.
The standard setting is with the trimmers pulled all the way down to the slowest position.
The wing has been EN ight tested with the use of the foot operated speed system and the
trimmers set in the slow position. Flying outside of the certied weight range or releasing the
trimmers will change the behaviour of the wing and invalidates any EN ight certication.
The standard trim setting is recommended for take off, landing, climbing under power, whilst
thermalling or free ying, rapid descent manoeuvres and when the air is turbulent. Brake
pressure is at its lightest and handling at its best, the wing is also in it’s optimum trim for
the fastest recovery should an incident occur. To increase cruise speed you can use the
accelerator system, release the trimmers, or do both. Using the speed system has exactly the
same effect on the geometry of the risers as releasing the trimmers. Unlike some other PPG
wings, it is safe and possible to y with the trimmers in the standard (slow) position whilst
using the full range of the foot operated speed system. With the trimmers fully released it is
possible to use the brakes for directional control. However when ying faster - by accelerating
further with the speed system - directional control should be maintained with the TST. Using
the brakes at speeds faster than the trimmer-released position weakens the prole and can
lead to a collapse.
Flying with the trimmers released changes the behaviour of the wing, turns are steeper with a
greater loss of height and the side collapse recovery will be more dynamic. Always return the
trimmers to the standard (slow) position in turbulent air or before performing rapid descent
manoeuvres.
IMPORTANT
Whilst free ying or
whilst ying under
power in thermic /
turbulent air pull the
trimmers to the slow
(neutral) position and
y the wing actively.
IMPORTANT
This wing has passed the
criteria required by the
DGAC and has been load
tested to the EN 926.1
standard. In addition
to our own extensive
testing, it has also been
independently ight tested
to the EN 926.2 standard
with the trimmers set
to the slow position.
Releasing the trimmers,
or ying outside of the
EN certied weight range
invalidates any EN ight
certication.

06
Accelerator System
The risers feature an accelerator system with ball bearing pulleys for easy, comfortable high
speed cruising. Using the speed system has exactly the same effect as releasing the trimmers,
either can be used in any combination to accelerate the wing. Be careful, fully accelerated with
trimmers released is fast and should only be used in calm conditions and sufcient altitude.
Brake Lines
The brake line lengths have been set carefully during testing. We feel it is better to have
slightly long brake lines and to y with a wrap when necessary.
• Ensure both main brake lines are of equal length.
• If a brake handle has been removed, check that its line is still routed through the pulley
when it is replaced.
• When the brake handles are released in ight, the brake lines should be slack. There
must be a substantial “bow” in them to guarantee no deformation of the trailing edge.
• There must be a minimum of 10cm of free play before the brakes begin to deform the
trailing edge. This prevents the trailing edge from being deformed when using the speed
system.
Adjustable Brake Pulley Position
The height of the brake line pulley can be adjusted according to pilot preference and to suite
the power unit’s hang points height. The higher setting (as set by the factory) is for low hang
point motors, whilst a middle or lower setting are for units with higher hang points or for pilots
with particularly short arms. To adjust the pulley height, rst remove the pulleys from the
risers and re-attach them at the desired position. Undo the Velcro magnet attachments for the
brake handles and re-attach them a few cms below the new pulley position.
If you alter the pulley position, you must also re-lengthen the brake and TST lines accordingly.
Measure the distance of the new pulley position from the factory setting and move the brake
handle position by the same amount using the black mark on KRL1 as the reference.
IMPORTANT
In the unlikely
event of a brake line
snapping in ight, or
a handle becoming
detached, the glider
can be own by gently
pulling the rear risers
(C-risers) or the TST
system for directional
control.
IMPORTANT
If you adjust the brake
pulley height, you
MUST re lengthen the
brake and TST lines
accordingly.

EN
07
Tip Steering System
The Tip Steering System (TST) uses ergonomic handles for control of the wing during
accelerated ight. Located on the B risers, the handles are easily accessible and linked to the
very tips of the wing, giving high levels of precision and comfort for high speed cruising or
accurate low level carving. The TST allows for precise handling without the need to use the
brakes, it is not necessary to use large control movements to effect a turn so be progressive
and gentle at rst until you are familiar with the handling characteristics. The attachment
height of the TST handles can also be adjusted according to your comfort, ying style and
motor unit.
For directional control whilst ying at full speed use the TST. DO NOT use the brakes alone.
Application of brake when the wing is at a low angle of attack has a negative effect on
the prole causing loss of precision, adverse roll, and reduced collapse resistance. In fully
accelerated ight the tip steering system can be used for both directional control - to keep a
straight heading and for effecting nice smooth turns. It becomes more precise the faster you
y.
When using the TST, it is advised to keep the brake handles through the wrists. This is in case
of an engine failure or loss of control. It is therefore necessary to ensure that the brake lines
are adjusted in such a way that they are not activated when using the tip steering - make sure
the brake and TST lines are set correctly.
IMPORTANT
When fully accelerated
directional control
should be maintained
with the TST system
or the rear risers. Do
NOT use the brakes,
doing so will make the
prole less stable.

PREPARATION
08
Accelerator System
To set up the accelerator on the ground, ask a friend to pull your risers into their in-ight
position while you sit in your harness. Now adjust the length of the line so that the main bar
sits just beneath your seat. You should now be able to hook your heel in to the secondary
(lower) loop of the accelerator.
The accelerator must be slack enough to ensure that the front risers are not pulled down in
normal ight, but not so long that it is impossible to use the full range of the speed system.
Ensure that the speed bar is secured in place before take off to avoid fouling the prop. Once
set up, test the full range of the speed system in calm ying conditions: ensure that both
risers are pulled evenly during operation. Fine-tuning can be completed when you are back
on the ground.
Harness and Motor
It will be in your harness that you will enjoy ying. Therefore, we recommend you spend the
time on the ground to adjust your harness’ different settings. Suspend from a solid beam to
check you are comfortable and that you can reach the brake handles, tip steering handles and
achieve the full range of the speed bar travel before ying. Do not y with your chest strap
set too tight.
The Kona 2 is suitable for all types of power units, however we recommend using units with
low hang points or Goose neck systems. Using power units with high hang points is possible,
but it will have a detrimental effect on the behaviour of the wing especially during spiral dives
with an increased risk of neutrality. Using a harness that does not conform to the dimensions
required of the EN standard or ying with a power unit will lead to a change in the ight
characteristics.
There are many different motor units available and it is vitally important that you choose one
that is suitable for your needs, weight and skill level. Due to the high performance prole of
the Kona 2, a unit with a less powerful motor and low movable hang points may be advisable.
IMPORTANT
The wing has been
certied with dened
harness dimensions.
The 31, 29, 27, 26
and were certied
with hangpoint width
between 44-48cm
whilst the 24 and 22
were between 42 and
44cm.

EN
09
Wing
To familiarise yourself with the glider it is a good idea to perform practice inations and
ground handling both with and without the motor. As with all new equipment, only y in
conditions that you would normally y 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 ying 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 y 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
IMPORTANT
Never attempt to y
with a damaged sail or
lines.

BASIC FLIGHT TECHNIQUES
10
Launching
Your Kona 2 will launch with either the forward or reverse launch techniques. It is recommended
to launch with the trimmers set to the standard (slow) position, but you can increase the
speed of the ination by releasing the trimmers a few cm if you wish.
When taking off under power, make sure there is enough clear space upwind of you to launch
and climb out safely, avoiding trees, power lines and any other obstacles that may affect you
should you have a power failure. Always y with a safety margin so that power failures do not
leave you compromised. You should always be able to glide power off to a suitable landing
place.
Once clipped in, and you have gone through the take-off check list (above), stand central to
the wing to ensure an even and progressive ination. Whilst inating your wing, you should
hold both of the A risers on each side.
Run in an upright position so that the motor is generating forward thrust, do not lean too far
forward otherwise the power of the motor will attempt to push you into the ground! When you
have enough airspeed a gentle application of brake will help you lift off. Do not stop running
until your feet have left the ground and you are sure of a safe climb out.
Forward Launch - Nil to Light winds
When the wind is favourable, move forward positively: your lines should become tight within
one or two steps. The Kona 2 will immediately start to inate. 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
difcult 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 Kona 2 is inated correctly, progressively apply full power and
accelerate smoothly for the launch.
IMPORTANT
Never take off with
a glider that is not
fully inated or if you
are not in control of
the pitch/roll of your
wing.

EN
11
During a forward launch we advise to NOT use the power launch technique. During the
ination the power should be progressively applied once the wing is half way up. Applying the
power too early may inhibit the ination characteristics of the center part of the wing, causing
the wing tips to come up faster.
Reverse Launch -Light to Strong Winds
Lay out your Kona 2 as you would for the forward launch. However, this time face the wing,
and attach the risers in the correct manor (half a turn in each riser, and crossed in the
direction you want to turn). Now you can pull up the Kona 2 by its A-risers. Once the wing is
overhead, brake it gently, turn and launch.
In stronger winds, be prepared to take a few steps towards the glider as it inates. This will
take some of the energy out of the glider and it will be less likely to over-y you. Once stable
and above your head apply progressive power and accelerate smoothly for a controlled take
off.
Practice ground handling and launching as much as possible! It is great fun, and will give
you a much better feel for your Kona’s ight characteristics. It will also improve your overall
enjoyment of ying by making your launches easier and safer.
The Climb Out
Once in the air you should continue ying into wind whilst gaining height. By setting the
trimmers to the rst white line position you will achieve the best climb rate. Do not attempt
to climb too steeply or too quickly by using the brakes or slow trim. The wing already has a
high angle of attitude, coupled with a higher AoA (if you use the brakes) plus the engine’s
full thrust acting on the pilot, this could contribute to make the glider more prone to stall.
Furthermore, in the event of an engine failure the resulting backward pendulum motion of
the pilot and the forward dive of the wing may bring you back to the ground very hard. Do
not initiate turns until you have sufcient height and airspeed. Avoid low turns downwind with
insufcient airspeed.

12
The Kona 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 Kona 2 will achieve very good straight line speeds whilst maintaining
level ight with trims fully released and full speed bar applied. Be cautious when releasing the
trimmers, only do so in calm conditions.
Flying at trim speed (hands-up, trimmers pulled to the slow position), the Kona 2 will achieve
its ‘best glide’ speed for still air. You should y at this speed when gliding downwind or when
the air is not excessively sinking. For better penetration in headwinds and improved glide
performance in sinking air, crosswinds or headwinds, you should y faster than trim speed
by using the accelerator system or trimmers. Using up to half bar does not degrade the glide
angle or stability signicantly and will improve your ying performance. At full speed the Kona
2 is stable; however we recommend that you do not y at full speed close to the ground or
in turbulent air.
In turbulent air the prole is stable, it will resist reasonable levels of turbulence with a high
resistance to collapse without pilot input. However in turbulent air Ozone recommends to
return the trimmers to the neutral position (pulled down) and ying the glider actively. This
way, you will be in the best position to react correctly should an incident occur.
By pulling the trimmers to the slow position and applying a small amount of brake, the Kona
2 will achieve its best minimum-sink rate; this is the speed to use for thermalling and ridge
soaring whilst free ying. For maximum efciency whilst ying downwind, release the speed
bar and return the trimmers to the slow position.
IMPORTANT
Never apply the brakes
whilst using the speed
system - it makes the
wing more prone to
collapse.

EN
13
Turning
To familiarize yourself with the Kona 2 your rst turns should be gradual and progressive. To
make efcient and coordinated turns rst look in the direction you want to turn and check
the airspace is clear. Your rst input for directional change should be weight-shift, followed by
the smooth application of the brake until the desired bank angle is achieved. To regulate the
speed and radius of the turn, coordinate your weight shift and use the outer brake.
Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions, it is essential to use
active ying. 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 only by using a small amount of brake will you feel these changes. The aim of active
ying is to maintain a constant pressure through the brakes, If you feel a reduction or loss
of pressure apply the brakes until you feel normal pressure again. Once you have normal
pressure, raise the hands quickly back to the original position. Avoid ying 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 ying smoothly and
directly above you and dramatically reduce the chances of a collapse. If the glider pitches in
front of you, use the brakes to slow it down. Equally, if the glider drops behind you, release
the brakes to allow it to speed up. The goal is to always keep the wing directly overhead.
No pilot and no glider are immune to collapses however active ying will virtually eliminate
any tendency to collapse. When the conditions are turbulent, always return the trimmers to
the slow position and be active and ready to anticipate the movements of your wing. Always
be aware of your altitude and do not over-react. We strongly advise you to always keep
hold of your brakes and to not y in turbulent conditions.
IMPORTANT
Never initiate a turn at
minimum speed (i.e.
with full brakes on) as
you could risk entering
a spin.
IMPORTANT
In turbulent air we
recommend to return
the trimmers to the
standard position
(fully pulled down)
and to y the glider
actively.
IMPORTANT
Always keep hold of
your brakes. Do not y
in turbulent conditions

14
Landing
The Kona 2 shows no unusual landing characteristics. We recommend the trimmers be
returned to the normal slow position for landings. You can land un-powered or powered, here
are some tips:
• Always set up your landing early, give yourself plenty of options and a safe margin for
error and make sure you are heading INTO wind.
• Once below 30 metres avoid turning tightly as the glider will have to dive to accelerate
back to normal ight.
• Allow the glider to y with speed for your nal descent until you are around 1 metre
above the ground. Apply the brakes slowly and progressively to slow the glider down until
the glider stalls and you are able to step onto the ground.
• It is safest to perform un-powered landings as this reduces the likelihood of propeller
damage caused by either falling over or allowing the lines to foul the prop. Turn off the
engine at around 30m and glide in like a normal paraglider.
• Powered landings offer the chance to power up and continue with the ight if you misjudge
your nal approach, but can be more expensive if you get it wrong!
• Choose the appropriate approach style in function of the landing area and the conditions.
• In light winds you need a strong, long and progressive are to bleed off all your excess
ground speed. In strong winds your forward speed is already low so you are aring
only to soften the landing. A strong are may result in the glider climbing upwards and
backwards quickly, leaving you in a vulnerable position.
• 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, stall the glider with the C
risers. This stalls the Kona 2 in a very quick and controllable way and will drag you less
than if you use the brakes.
Ozone would like to remind you that the following manoeuvres should be learnt under the
supervision of a qualied instructor and always practiced with caution. Never forget that
properly analysing the conditions before launch will help avoid the need to use these
techniques.

ADVANCED FLIGHT TECHNIQUES
EN
15
Big Ears
Folding in the wing tips of the Kona 2 increases its sink rate. This is useful for staying out of
cloud or descending quickly. To pull big ears on the Kona 2 take hold of the outermost A-line
(Baby A) on each side whilst keeping the brake handles in your hand. Pull down the baby A
risers until the tips of the wing fold under.
Do not use the brakes other than for re-ination. For directional control while using the Big
Ears, you should use weight shift steering. To reopen your big ears, release both baby As at
the same time. To help re-ination, 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.
Big ears and accelerator
Once the big ears are in you can further increase the sink rate by pushing on the accelerator
bar. Never attempt to induce Big Ears with the speed bar already engaged, always make the
Big ears before accelerating the wing otherwise you risk provoking a major asymmetric or
symmetric deation.
Big ears and spiral dive
Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high forces applied
could exceed the breaking strain of the lines leading to equipment failure! Ozone strongly
recommends to not do this.
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. The load applied on the B lines during this manoeuvre is not very
good for your wing; only use it in emergency situations. To initiate the B-stall trim the wing
to the slow standard position and take hold of the maillons on the B risers. Do not release the
brake handles. As you pull the B-lines down the airow over the wing is broken and the glider
loses its forward speed but remains open and you will descend at around 6 m/s. If you pull
too much B-line the glider may horseshoe and move around a lot.
NEVER induce Big
Ears in accelerated
ight, this can lead
to a major deation.
Always pull the Big
Ears rst and then
apply the speed bar or
release the trimmers.
DO NOT perform spiral
dives with Big Ears
engaged.

16
To exit the B-stall the B-risers should be released symmetrically and in one smooth, fast
progressive motion. The glider will resume normal forward ight without further input. Check
you have forward ight again before using the brakes. Do not release the B lines slowly, this
may lead to a parachutal stall.
Spiral Dives
If you turn your Kona 2 in a series of tightening 360’s it will enter a spiral dive. This will result
in rapid height loss. Only ever perform spiral dives with the trimmers to the slow position,
spirals with the trimmers released increases the chances of neutrality.
To initiate a spiral dive, look and lean in to the direction you want to turn and then smoothly
apply the inside brake. The Kona 2 will rst turn almost 360 degrees before it drops into the
spiral (depending on the input). Once in the spiral you should apply a little outside brake to
keep the outer wing tip pressured and inated.
Safe descent rates are possible but high speeds and high G-forces can build quickly leading
to disorientation and possible loss of consciousness. High descent rates, especially when
combined with high wing loadings and high hangpoint power units increases the likelihood of
the wing remaining neutral or possibly unstable in spiral. Never perform deep engaged spirals
when ying with trikes, high hang point power units or when ying above the maximum EN
weight.
To exit the spiral dive, weight shift away from the direction of rotation and smoothly release
the inside brake. As the Kona 2 decelerates allow it to continue to turn until enough energy is
lost for it to return to level ight without an excessive climb and surge.
Always be prepared to pilot the wing out of a spiral dive. In case of neutrality/instability use
opposite weight shift and smoothly apply enough outside brake to provoke the glider to exit
the spiral.
IMPORTANT
Do not perform high
G spiral dives when
ying with a trike,
a high hang point
harness or when ying
above the maximum
EN weight range.
IMPORTANT
Always be prepared
to pilot the wing out
of a spiral dive. Use
opposite weight shift
and apply enough
outside brake to
stop the wing from
spiralling.
IMPORTANT
Only perform spiral
dives with the
trimmers set to the
slow position.

EN
17
Active C Riser Control
It is possible to pilot the wing with the C risers for improved feel and control, enabling you to y
actively without using the brakes. Using brakes whilst accelerated causes drag which is not only
inefcient but it also reduces the inherent stability of the prole - using the brakes whilst fully
accelerated may lead to a collapse. Using the C risers increases the angle of attack more evenly
across the chord and does not weaken the prole as much as using the brakes. The direct feel
allows you to stop collapses before they happen and maintain higher speeds and higher levels
of efciency through turbulence.
To y with the C risers, keep hold of your brake handles (remove any wraps) and take hold of the
C risers. With the C risers you can y actively through turbulence; If you see or feel the leading
edge lose pressure, at the same time as releasing some or all of the accelerator you can also
apply pressure to the C’s, this will help keep the nose open. Be careful to use only small inputs
with the C risers, you risk stalling part or all of the wing if you are over enthusiastic. The amount
of pressure and size of the input is dependent on the amount of turbulence/loss of pressure,
but always be gentle at rst. Learn the feel of the wing - how much speed bar to release
and the force required on the C’s to keep the nose open without inducing unnecessarily large
pitch movements. If you feel the nose of the wing start to collapse or pitch forward whilst in
accelerated ight the rst action should be to release the speed bar impulsively and then make
any necessary C riser input. Using the combined active speed bar/C riser control technique you
will be able to maximise your speed and efciency 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, efcient and comfortable. This control method is suitable for gliding in good ‘normal’
air, it does not replace proper active ying 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 y the glider
actively with the brakes.

INCIDENTS IN FLIGHT
18
Deflations
Due to the exible 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 rst thing to do is to control your direction. You should y away
from the ground or obstacles and other pilots, or at least not to y 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 deated 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 ying. If you are unable to stop the glider
turning without exceeding the stall point then allow the glider to turn whilst you reinate the
collapse.
If you have a deation which does not spontaneously reinate, return the trimmers to the slow
position and make a long smooth progressive pumps on the deated side until it reinates.
This pumping action should take about 2 seconds per pump. Pumping too short and fast will
not reinate the wing and pumping too slow might take the glider close to, or beyond, the
point of stall.
Symmetrical collapses normally reinate without pilot input, however a short fast application
of 15 to 20cm of both brakes at the moment of collapse will speed up the process and
minimise height loss. Be careful to not over brake the wing and inadvertently cause a stall.
If your wing collapses during accelerated ight, immediately release the accelerator, maintain
directional control whilst pulling the trimmers to the slow position before attempting to
reinate the canopy.