Ozone SPYDER 3 Manual

Pilots Manual

CONTENTS
Thank You 01
Warning 02
Team Ozone 03
Your Spyder 3 04
Risers 05
Preparation 08
Basic Flight Techniques 10
Advanced Flying Techniques 15
Incidents 17
Caring and Maintenance 19
Limitations 26
Ozone Quality 30
Line diagram 31
Technical Specications 32
Drawing/Riser lengths 33
Materials 34
ENv 1.3 July 2020

THANK YOU
EN
01
Thank you for choosing to y Ozone. As a team of free ying enthusiasts, competitors and adventurers,
Ozone’s mission is to build agile paragliders of the highest quality with cutting edge designs,
performance and maximum security.
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
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 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 wing 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, harness and conditions for your level of experience.
• Pay special attention to the terrain you will be ying and the weather conditions before
you launch. If you are unsure do not y, and always add a large safety margin to all your
decisions.
• 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. He is helped by Jean Christophe Skiera (JC) who
manages our distribution network and the product range. Promotion and marketing are co-
ordinated by BASE jumping legend Matt Gerdes. 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 own 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 1000 production staff.

YOUR SPYDER 3
04
The Spyder 3 is the lightweight version of the Roadster 3. It is a fun, safe and easy to use wing
specically aimed at the newly qualied but also suitable for a wide range of pilots from beginners
to the more experienced alike. Beginners under training and the newly qualied will appreciate
the impeccable launching characteristics and rock solid stability whilst experienced XC pilots will
appreciate its overall efciency, performance and agile handling.
The Spyder 3 incorporates the knowledge gained from the development of our lightweight paragliding
range along with the experience of our World Championship winning Paramotor design team. Made
from a hybrid mix of lightweight materials; strong and UV resistant Dominico N20D and long-
proven Porcher Skytex 27gr, the reduced weight allows for easier manoeuvring on the ground to
the preparation process easier and less tiring. Nil-wind ination is exceptional and it will remain
overhead in lighter winds than a standard weight wing, also the take-off speed is generally lower
requiring less engine power and a shorter runway to become airborne.
The Spyder 3 features the well-proven Shark Nose Ozone Reex Prole that has been developed
specically for powered ight. The reexed Shark Nose prole maintains a constant level of lift and
internal pressure over a wide range of angles of attack, this gives the Spyder 3 exceptional levels of
stability throughout the speed range. In turbulent air, even at low angles of attack it is very collapse
resistant, the reex prole absorbs turbulence and remains inated even without pilot input. At high
angles of attack the brake range is very forgiving so deep inputs can be made without the risk of
stall.
The Spyder 3 features a new internal structure designed to increases the strength and longevity
of the sail without adding weight. Further changes have been made to the twist of the wing and
overall line lengths to reduce the chances of inadvertent roll and the effects of engine torque whilst
improving the overall handling.
The risers feature long range trimmers; a foot operated speed system; tip steering system and fully
adjustable brake attachment points to suite different power units and pilot preferences.
Although designed for pilots who y mainly (if not exclusively) under power, the Spyder 3 also
performs excellently un-powered. The sink rate is low enough to soar in light lift, thermal in all
conditions and the glide performance is good enough to y XC.

RISERS
EN
05
The risers feature long range trimmers; stronger brake handle magnets; TST steering system;
fully adjustable brake pulley height settings and coloured A risers for easy identication.
Trimmers
The Spyder 3 is supplied with a trim riser set. The ‘standard’ position is when the trimmers are
pulled all the way down. The trimmers can be set to the red line (neutral) position for faster
ination behaviour during the take-off, this is especially useful in light winds and/or at high
altitudes. The red line position is a good setting for ‘normal’ powered ight, it allows you to
cruise around with a relatively high trim speed whilst retaining efciency. The white lines are
there simply for reference and to reduce the chances of slippage.
The standard (slow) trim setting is ideal for climbing under power, whilst thermalling, free
ying and when the air is turbulent, brake pressure is at its lightest and the handling at its
best.
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 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 can lead to a collapse.
IMPORTANT
In thermic or turbulent
air pull the trimmers
to the slow or
standard position or at
least to the red stitch
line or accept a higher
risk of collapse.
IMPORTANT
In addition to our own
extensive testing, the
Spyder 3 has passed the
criteria required by the
DGAC and has been load
tested to the EN 926.1
standard.

06
Accelerator System
The risers feature a foot operated speed 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 very fast and should only be used in calm conditions
and with sufcient altitude. Use the TST for directional control, applying the brakes whilst fully
accelerated may lead to a collapse.
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 or when controlling the wing with the TST.
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. Higher settings are for low hang point motors whilst a
middle or lower setting are for units with higher hang points.
To adjust the pulley height, rst remove the pulleys from the risers and re-attach at the
desired position, then undo the Velcro magnet attachments and re-attach a few cms below
the new pulley position. If you lower the pulley height, you must also lengthen the brake
and TST lines accordingly e.g lowering the pulleys by 10cm requires an additional 10cm to be
added to the overall brake/TST line lengths (measured from the mark on the lines).
IMPORTANT
In the unlikely
event of a brake line
snapping in ight, or
a handle becoming
detached, the glider
can be own by gently
pulling the rear risers
(D-risers), or the TST
for directional control.
IMPORTANT
If you adjust the
brake pulley height,
you MUST lengthen
the brake lines
accordingly.

EN
07
Tip Steering System
The Tip Steering System (TST) uses ergonomic handles for control of the wing during high
speed 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.
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 can lead to a collapse. Application of brake when the wing is at a low angle of
attack has a negative effect on the reex prole causing loss of precision, adverse roll, and
reduced collapse resistance. In 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 accelerated
directional control
should be maintained
with the TST system.
Do NOT use the
brakes.

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. Hang from a solid beam and
double check that you are comfortable and that you can reach the brake handles, tip steering
handles and that you can achieve the full range of speed bar travel before ying.
The Spyder 3 is suitable for all types of motor. 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. 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.
IMPORTANT
The wing has been
tested with dened
harness dimensions.
The 28, 26 and 24
were certied with
hangpoint width
between 44-48cm.

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.
The closer to the top of the recommended weight range the more dynamic and responsive
the wing will be.
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. Karabiners 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
Always lay out your
glider downwind of the
motor, never leave the
motor downwind of
the wing or connected
to the motor if
unattended.
IMPORTANT
Never y with a
damaged sail or lines.
IMPORTANT
Wing loading has a
direct effect on the
ying characteristics.
The closer to the top
of the recommended
weight range the
more dynamic and
responsive the
wing will be. Fly
progressively.

BASIC FLIGHT TECHNIQUES
10
Launching
Your Spyder 3 will launch with either the forward or reverse launch techniques. The wing
inates perfectly with the trimmers set to the slow position but to improve the ination
characteristics, it is advised to set the trimmers to the red line position.
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 - Red line
When the wind is favourable, move forward positively: your lines should become tight within
one or two steps. The Spyder 3 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 Spyder 3 is inated correctly, progressively apply full power and accelerate smoothly
for the launch.
IMPORTANT
The trimmers can be
set to the red line
position for better
ination behaviour
during take-off. This is
especially important in
light winds and/or at
high altitudes.
IMPORTANT
For take off and
landing use only the
brakes. In turbulent
air use the brakes
for directional, pitch
and pressure control,
DO NOT use the Tip
Steering

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 Spyder 3 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 Spyder 3 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 Spyder 3s 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.
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.

12
The Spyder 3 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 Spyder 3 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 beyond the red line, only do so in calm conditions.
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 the
trimmers. In turbulent air the reex prole is very stable. It will resist reasonable levels of
turbulence with a high resistance to collapse without active pilot input. The faster the wing is
own the more inherent stability there is, as the reex has a greater effect. In mild turbulence
it may be best to not attempt to y the wing actively and let the prole absorb the turbulence
itself, indeed application of the brakes whilst accelerated will reduce the inherent stability of
the prole. However in very strong turbulence Ozone recommends to return the trimmers to
the fully slow position and y the glider actively. This way, you will be in the best position to
react correctly should a collapse occur.
For maximum efciency whilst ying downwind, release the speed bar and return the trimmers
to the slow position. By pulling the trimmers to the slow position and applying a small amount
of brake, the Spyder 3 will achieve its best minimum-sink rate; this is the speed to use for
thermalling and ridge soaring whilst free ying.
IMPORTANT
Never apply the brakes
whilst using the speed
system - it makes
the wing more prone
to collapse. During
accelerated ight use
the TST for directional
control.

EN
13
Turning
To familiarize yourself with the Spyder 3 your rst turns should be gradual and progressive.
To make efcient and coordinated turns with the Spyder 3 rst look in the direction you want
to go and check that 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
In turbulent air the Shark nose Ozone reex prole (OZRP) is very stable. It will resist
reasonable levels of turbulence without pilot input. The faster the wing is own the more
inherent stability there is as the reex has a greater effect. Using the speed system has
exactly the same effect as releasing the trimmers so it is safe and possible to y with the
trimmers in the slow position whilst using the full range of the speed system.
The key elements of effective active ying are pitch control and pressure control: In very
turbulent air, if the glider pitches hard 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. Avoid ying with
continuous amounts of brake in rough air as you could inadvertently stall the wing. Always
consider your airspeed.
In mild turbulence it may be best to not attempt to y the wing actively and let the prole
absorb the turbulence itself, indeed small applications of the brakes can reduce the inherent
stability of the prole. However in strong turbulence Ozone recommends to always return the
trimmers to the slow neutral position and y the glider actively. This way, you will be in the
best position to react correctly should an incident occur. No pilot and no glider are immune
to collapses however in strong turbulence, correct active ying will virtually eliminate any
tendency to collapse. When the conditions are very turbulent, be more active and anticipate
the movements of your wing. Always be aware of your altitude and do not over-react.
IMPORTANT
Never initiate a turn at
minimum speed (i.e.
with full brakes on) as
you could risk entering
a spin.
IMPORTANT
Always keep hold
of your brakes. Do
not y in turbulent
conditions.

14
Landing
The Spyder 3 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 Spyder 3 in a very quick and controllable way and will drag you less
than if you use the brakes.

ADVANCED FLIGHT TECHNIQUES
EN
15
Rapid Descent Techniques
Ozone would like to remind you that these manoeuvres should be learnt under the supervision
of a qualied instructor and always used with caution. Never forget that properly analysing
the conditions before launch will help avoid the need to use these techniques.
Big Ears
Folding in the wing tips of the Spyder 3 increases its sink rate. This is useful for staying out of
cloud or descending quickly. To pull big ears on the Spyder 3 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
to the lower lines could exceed the breaking strain of the lines leading to equipment failure!
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, with the brakes in the hands take hold of the on the B risers or reach
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.
DO NOT perform spiral
dives with Big Ears
engaged.

16
above the maillons and take hold of all the B lines. 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. If this occurs, release the B lines immediately.
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 Spyder 3 in a series of tightening 360’s it will enter a spiral dive. This will
result in rapid height loss.
To initiate a spiral dive, look and lean in to the direction you want to turn and then smoothly
apply the inside brake. The Spyder 3 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. Excessive G forces can lead to loss of consciousness. High descent rates,
especially when combined with high hangpoint power units increases the likelihood of the
wing remaining neutral or possibly unstable in spiral.
To exit the spiral dive, weight shift away from the direction of rotation and smoothly release
the inside brake. As the Spyder 3 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
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.

INCIDENTS IN FLIGHT
EN
17
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, make a long smooth
progressive pump on the deated side. 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 stall point.
Symmetrical collapses normally reinate without pilot input, however 15 to 20cm of brake
applied symmetrically will speed the process.
If your wing collapses in accelerated ight, immediately release the accelerator and pull the
trimmers to the slow or standard position before attempting to reinate the canopy.

18
Cravats
If the tip of your wing gets stuck in the lines, this is called a ‘cravat’. This can make your glider
go into a spiral, which is difcult to control. The rst solution to get out of this situation is to
stabilise the glider into normal ight, i.e get control of your direction and then pull down the
stabilo line (attached to the B riser) until the wing tip frees itself. You must be careful with
any brake inputs or you may stall the opposite wing. You can also use strong deep pumps on
the brake to the cravated side, when doing so it is important to lean away from the cravat
otherwise you risk spinning or deepening the spiral. The aim is to empty the air out of the
wing tip, but without spinning. Correctly done, this action will clear the cravat. If it is a very
large cravat and the above options have not worked then a full stall is another option. This
should not be attempted unless you have been taught how to do it and can only be done
with a large amount of altitude. Remember if the rotation is accelerating and you are unable
to control it, you should throw your reserve parachute whilst you still have enough altitude.
Deep Stall / Parachutal stall
It is possible for gliders to enter a state of parachutal stall. This can be caused by several
situations including; a very slow release from a B-line stall; ying the glider when wet; or
after a front/symmetric deation. The glider often looks as though it has recovered properly
but carries on descending vertically without full forward motion. This situation is called ‘deep
stall’ or ‘parachutal stall’. Should it happen, your rst reaction should be to fully raise both
brakes, this action alone normally allows the glider to return to normal ight. If nothing
happens after a few seconds, apply the speed bar or release the trimmers to regain normal
ight. Ensure the glider has returned to normal ight (check your airspeed) before using the
brakes again.
Never y in rain or with a wet wing, this will signicantly increase the likelihood of
parachutal stall. If you are accidently caught-out in a rain shower, land immediately. DO
NOT use big ears as a descent technique; big ears with a wet wing will further increase the
chances of a parachutal stall occurring. Instead, lose height with gentle 360’s and make sure
to consider your air speed during nal approach, release the trimmers or use the speed bar
if necessary.
IMPORTANT
A bad preparation
on launch, aerobatic
ying, ying a wing of
too high a level or in
conditions too strong
for your ability, are
the main causes of
cravats.
IMPORTANT
Only a few cms of
input from your
brakes can maintain
your wing in the stall.
Always release your
wraps if you have
taken them.
IMPORTANT
Never y in the rain or
with a wet glider.