Ozone Swift Six Manual
Pilot Manual - EN
EN v1.0 November 2022
CONTENTS
Thank You 01
Warning 02
Your Swift 6 03
Preparation 06
Basic Flight Techniques 08
Rapid descent Techniques 12
Incidents 14
Care and Maintenance 17
Ozone Quality 26
Technical Specications 27
Drawings/Riser Lengths 28
Rigging Diagram 29
Materials 30
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, class
leading performance and maximum security.
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.
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 which is a great asset in
the development of the Ozone range.
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 latest online version 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
THANK YOU
WARNING
02
• 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 certied paragliders, harnesses with protector and reserve parachutes that are free from
modication, and use them only within their certied weight ranges. Please remember that ying a glider
outside its certied conguration 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 preight 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, turbulent weather conditions or clouds.
• If you use good, safe judgment you will enjoy many years of paragliding.
Remember, PLEASURE is the reason for our sport
YOUR SWIFT 6
03
The Swift 6 is a high performance intermediate cross-country wing. Thanks to lightweight materials and advanced construction
techniques, the sail weight is among the lightest in the class. Its reduced sail inertia and increased agility makes it easier to launch
and more efcient in ight. Derived from the Rush 6/Alpina 4, it shares performance development features with the Enzo and Zeno
series wings, offering the highest glide and XC performance in its class.
Hundreds of hours test ying in real air and turbulent conditions have gone into the development ensuring the wing satises our
own demanding requirements along with the True Performance design goal – real, usable performance in turbulent air throughout
the speed range.
Solidity in accelerated ight has been improved thanks to the new prole and optimised internal structure and the ACR risers. The
Swift 6’s structure is the strongest we have yet made, even in aggressive turbulence the prole remains undisturbed, retaining
its shape and efciency and does not suffer from the loss of performance associated with chord wise deformations. The pilot is
connected intuitively to the wing thanks to the Active Control Risers, inherited directly from the Alpina 4. The innovative risers give
the pilot full control over the angle of attack of the wing throughout the speed range without deforming the camber of the prole.
The ACR risers act on both the B and C lines and offer 2- line-esque levels of control with the comfort of a 3 line package. This
transforms the level of control in accelerated ight as the wing is always in your hands.
The Swift 6 is the baby brother of the Alpina 4 and shares many of its design features. Aspect Ratio has been maintained at a
moderate level to ensure ease of use, fun and higher levels of passive safety. Gains in performance have been made elsewhere with
further optimisations of the line layout with a 3 line structure supporting the middle of the wing and a 2 line structure at the wing
tips reducing overall line drag. The new 3D shaping splits the leading edge into three distinct sections to give a clean, wrinkle free
surface which smooths the airow in this aerodynamically critical area. Modications to the shaping of the panels and construction
of the trailing edge mini ribs have also contributed to further reductions in parasitic drag. The Swift 6 features a new optimised
Shark Nose prole, not only does this add stability, comfort and performance, it also gives a forgiveness to the brake range – the
wing is extremely resistant to accidental spin or stall. The leading edge features G strings which help maintain the shape of the cell
openings during accelerated ight, reducing utter and the associated drag it creates.
Combining sporty, dynamic handling, great top speed and high levels of passive safety in a comfortable and accessible package
makes the Swift 6 suitable for a wide range of pilots. Certied EN B, it is ideal for experienced intermediate recreational pilots and
experienced XC hounds who y at least 50hrs per year.
04
Rucksack
A choice of optional rucksacks are available for your wing. We have a large range suited for many
applications - from large competition bags to accommodate modern competition harnesses to small
lightweight compact designs suited for lightweight harnesses and hike and y. You can choose from any
of them at the time of order or choose to not take one and re-use your old bag.
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 (one turn of the handle around the hand). However, if you do choose to adjust
their length please keep in mind the following:
• Ensure both main brake lines are of equal length.
• If a brake handle has been removed, check that its line is routed through the pulley when it is replaced.
• When the brakes are fully 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 when accelerated.
• There must be a minimum of 5-10cm 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.
Risers
The Swift 6 has been designed with 3 risers per side. The A risers are covered with coloured webbing for
easy identication - the smaller riser, holding only the outermost A line, is for an easier application of big
ears.
The risers feature attachments for a foot operated accelerator system, they do not feature trimmers or any
other adjustable devices.
The Swift 6 features new Active Control Risers (ACR) for full control whilst accelerated. Acting on both
the B and C risers, this new innovative system offers direct, efcient angle of attack control - without
deforming the prole. The intuitive feel and feedback from the risers allows the pilot to increase the solidity
of the wing whilst accelerated in turbulent air.
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) for
directional control.
05
Total Weight in flight
Each Ozone glider has been designed and certied for a dened 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 y in mountains and/or in strong
conditions, you should chose to y in the top part of the weight range.
• If you want a better sink rate, or if you generally y in at lands and/or in weak conditions, you may
choose to y nearer the middle part of the weight range. Remember, you can always add ballast when
conditions are stronger.
• It is not recommended to y at the very bottom of the weight range.
Towing
The Swift 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 qualied to tow, use a qualied tow operator with proper, certied 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 Swift 6 has been designed as a solo sports performance XC wing and is not intended for beginner
pilots, tandem ights or aerobatic manoeuvres. The Swift 6 shows no unusual ying characteristics, turns
are smooth and coordinated and it remains solid and well pressured throughout the accelerated speed
range. It has a very high resistance to both collapses and stalls. However, it is a sport intermediate XC
wing and is therefore only suitable for experienced pilots who y approximately 50hrs per year and who
have SIV experience.
The Swift 6 was certied without the use of collapse lines.
PREPARATION
06
IMPORTANT
Using the accelerator
decreases the angle
of attack and makes
the wing more prone
to collapse, therefore
using the accelerator
near the ground or in
turbulent conditions
should be avoided.
Accelerator System
To set up the accelerator system, rst route the lines supplied with the speed system through the harness.
Make sure this is done correctly and that the lines pass through all of the pulleys (check your harness
manual for instructions). Attach the speed system lines to the accelerator system on the risers with the
Brummel hooks.
A basic set-up can be performed on the ground: ask a friend to pull the risers tight into their in-ight
position whilst you sit in the harness on the ground. Now adjust the lengths of the lines so that the main
bar sits just beneath your seat. You should be able to hook your heel in to the lower loop of the accelerator.
There must be enough slack in the speed system to ensure the A risers are not inadvertently pulled during
normal trim speed ight, but not so long that it is impossible to use the full speed range of the glider. Fully
extending the lower loop of the speed bar will accelerate the wing to approximately half its accelerated
speed range. For full speed, hook your heels on to the upper bar and smoothly extend your legs, maximum
speed is when the pulleys on the risers overlap. Once set up, test the full range of the accelerator in
calm ying conditions and ensure that both risers are pulled evenly during operation. Fine-tuning can be
completed when you are back on the ground.
Harness
It is important to set up your harness correctly before ying the wing. Make sure to spend time adjusting
your harness’s different settings until you are completely comfortable. We recommend a chest strap
setting between 42cm and 48cm (measured between the centre of the hang points).
The wing has been certied with a standard seated harness, XS/S sizes are certied with a chest strap set
to 42cm, the MS/ML between 44-46cm, and the L between 46-48cm. Do not y with a chest strap setting
too tight (below 42cm) or too wide (above 48cm) as this will affect the behaviour and feedback of the wing.
Using a pod harness in a laid back supine position does not invalidate the certication but it may have an
inuence on the behaviour of the wing. Pod harnesses increase the risk of twists occurring during a large
asymmetric collapse.
07
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 inations and small ights on a
training hill. This will enable you to set up your equipment correctly.
Take-o 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
BASIC FLIGHT TECHNIQUES
08
IMPORTANT
Never take o with
a glider that is not
fully inated or if you
are not in control of
the pitch/roll of your
wing.
Launching
Your Swift 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 Swift 6 will immediately start to inate. 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 difcult and
potentially dangerous.
Move smoothly throughout the entire launch, there is no need to Swift 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
Swift 6 is inated correctly, accelerate smoothly off the launch.
Reverse Launch - Light to Strong Winds
Lay out your wing as you would for the forward launch. However, this time turn to face it, passing one
entire set of risers over your head as you turn. Now you can inate the glider with your body weight and
the A-risers. Once the wing is overhead, release the risers, brake gently if necessary, turn and launch.
In stronger winds, be prepared to take a few steps towards the glider as it inates. This will take some of
the energy out of the glider and it will be less likely to overy you. This reverse-launch technique can be
used in surprisingly light winds too.
Speed to Fly
Flying at trim speed (hands-up), the Swift 6 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 using the accelerator system. Using up to half bar does not degrade the glide angle or
stability signicantly and will improve your ying performance. You will reach the next thermal faster and
higher. At full speed the Swift 6 is stable, however we recommend to always pilot the wing with the ACR
risers when accelerated and to not y at full speed close to the ground or in turbulent air.
09
By applying approximately 20cm of brakes the Swift 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.
Turning
To familiarize yourself with the Swift 6 your rst turns should be gradual and progressive. To make efcient
and coordinated turns, rst check the airspace is clear and then lean in the direction you want to go. The
rst input for directional change should be weight-shift, followed by a 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 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 quickly apply the brakes until you feel normal pressure again. Once you
have normal pressure, raise the hands 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. The
brake inputs 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
likelihood 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, but be ready to anticipate the following
pitch forward. The goal is to maintain the wing directly overhead with a constant level of internal pressure.
No pilot and no glider are immune to collapses however correct active ying will reduce the chances
signicantly. When the conditions are turbulent, be more active and anticipate the movements of your
wing, always be aware of your altitude and do not over-react.
We strongly advise you to keep hold of your brakes at all times and to not y in turbulent conditions.
IMPORTANT
Always keep hold of
your brakes. Do 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.
10
Active Control Risers
The Swift 6 features Active Control Risers, a new innovative control system that acts on both the B and
C risers for an improved feel and intuitive angle of attack control over the wing. This enables you to y
actively without using the brakes. Using brakes whilst accelerated causes drag, not only is this inefcient
but it also reduces the inherent stability of the prole whilst using the ACR risers increases the angle
of attack more evenly across the chord and does not weaken the prole. The direct feel allows you to
stop collapses before they happen and maintain higher speeds and higher levels of efciency through
turbulence.
To y with the risers, keep hold of your brake handles (remove any wraps) and take hold of the ACR
handles. 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 help keep the nose open. 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 or you
risk stalling part or all of the wing if you are over enthusiastic. Learn the feel of the wing - how much speed
bar to release and the force required on the risers to keep the nose open without inducing unnecessarily
large pitch movements.
ACR control is very effective throughout the speed range, in strong turbulence we recommend to control
the pitch of the wing actively using a combination of the speed bar and ACR input. If you feel the nose
of the wing start to collapse or pitch forward whilst accelerated the rst action should be to release the
speed bar impulsively and then make any necessary riser input. Using the combined active speed bar/
ACR control technique you will be able to maximise your speed and efciency whilst minimising the
likelihood of collapses.
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 risers and y the glider actively with the brakes.
IMPORTANT
Always take control of
your ACR risers during
accelerated ight.
11
Landing
The Swift 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
ight. 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 y at hands up (trim) speed for your nal descent until you are around 1 metre above
the ground (in windy or turbulent conditions you must y 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 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.
• If the glider does begin to climb, ease off the brakes (10-20cm) - do not put your hands up all the way -
then are again, but more gently this time. Keep the brakes at mid speed, stand up, be ready to run and
make sure you brake fully as you arrive on the ground.
• Choose the appropriate approach style in function of the landing area and the conditions.
• In strong winds you need to turn towards the glider the second your feet touch the ground. Once facing
the wing pull smoothly and symmetrically down on the brakes to stall the wing. If the glider pulls you,
run toward it.
• If the wind is very strong, and you feel you might be dragged, or lifted again, stall the glider with the C
risers. This stalls the wing in a very quick and controllable way and will drag you less than if you use the
brakes.
• Always land heading into wind!
RAPID DESCENT TECHNIQUES
12
DO NOT perform spiral
dives with the big ears
engaged.
Ozone would like to remind you that the following manoeuvres should be learnt under the supervision of
a qualied 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 increases the sink rate without radically changing the airspeed. This is useful for
staying out of cloud or descending quickly through the lift band of the hill, for example when top landing.
To pull big ears, keep hold of your brake handles and take the outermost A-line on each side, then pull out
and down (preferably one at a time) until the wing tips fold under. The outer A line is attached to the A2
riser, making identication and use of the big ear system easier. The size of the big ears can be adjusted
by pulling more line, or reaching higher up the line. For directional control while using the Big Ears, you
should use weight shift. To reopen the ears, release both A lines at the same time. To help reination,
brake gently one side at a time until tips regain pressure. Avoid deep symmetric applications of the brake
as this could accidently induce parachutal or full stalls.
Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator,
however NEVER try to pull the Big Ears in if the accelerator is already applied. The lower angle of attack
and the act of deating the tips can lead to a major deation. Always make the Big Ears rst and then
apply the speed bar.
Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged.
B-Line Stall
B-stall is for fast descents in emergency situations only. It is more efcient to lose altitude with a spiral
dive rather than a B-stall.
To initiate the B-stall, keep the brakes in your hand and take hold of the maillons on the B risers. Look
at the wing and smoothly pull both B risers down symmetrically. As soon as the wing breaks the airow
you will feel and see the wing deform in the chord and move rearwards. Once the glider has stabilised
overhead keep the B risers in the same position for a stable B stall, do not pull any further. If you pull too
13
much the glider may deform across the span and the wing tips may move forward. In turbulent air pulling
too much could result in a horseshoe or unstable B stall with the wing moving around above the head. If
this occurs, slowly release the B lines until the wing stabilises or simply exit the B line stall by immediately
releasing the B risers. Do not attempt to maintain a B line stall that is not stable.
To exit, release the B-risers symmetrically in one smooth, progressive motion. The glider will resume
normal forward ight without further input. Always double check you have forward ight before using the
brakes.
Spiral Dives
The spiral dive is the most effective form of rapid descent. If you turn your glider in a series of tightening
360’s it will enter a spiral dive. This will result in rapid height loss. To initiate a spiral, look and lean in to the
direction you want to go, then smoothly and progressively pull down on the inside brake. The Swift 6 will
rst turn almost 360 degrees before it drops into the spiral. Once in the spiral you should re-centre your
weight shift and apply a little outside brake to keep the outer wing tip pressured and inated.
Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a spiral dive, but at these rates
the associated high speeds and g-forces can be disorientating. Always pay particular attention to your
altitude. To exit the spiral dive, smoothly weight shift in the opposite direction of the spiral and smoothly
release the inside brake whilst applying the outside brake. As the Swift 6 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.
It is possible for the Swift 6 to remain neutral in a spiral dive under certain circumstances: unsuitable chest
strap setting (too tight), total weight in ight outside of the certied 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 ight. 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.
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
14
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. Asymmetric collapses should be controlled by weight shifting away from the
collapse and applying enough brake to control your direction. This action alone will be enough for a full
recovery of the wing most of the time.
Once a glider is deated 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 reinate the collapse.
If you have a deation which does not spontaneously reinate, make a long smooth progressive pump
on the deated side. This pumping action should take about 1-2 seconds per pump. Pumping too short
and fast will not reinate the wing and pumping too slow might take the glider close to, or beyond, the
stall point.
Symmetrical collapses reinate 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.
If your Swift 6 collapses in accelerated ight, immediately release the accelerator and manage the collapse
using the methods described above.
IMPORTANT
Never apply the brakes
whilst using the speed
system - it makes the
wing more prone to
collapse.
15
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 difcult 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 use strong deep pumps of the brake on 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 quickly and is the most efcient and effective method. You can also try pulling on the
stabilo line to free small stubborn wing tip cravats. Whichever method you use, be careful with any brake
inputs as you may stall the opposite wing.
If it is a very large cravat and the above options have not worked then a full stall is the next option. Only
attempt this if you have enough altitude and you know what you are doing. Remember if the rotation is
accelerating and you are unable to control it, throw your reserve parachute immediately 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
deation. The glider often looks as though it has recovered properly but carries on descending vertically
without full forward motion. This situation is called ‘deep stall’ or ‘parachutal stall’.
It is unlikely to happen on any Ozone glider, but should it do so your rst reaction should be to fully raise
both hands. This normally allows the glider to return to normal ight but If nothing happens after a few
seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain
normal ight. Ensure the glider has returned to normal ight (check your airspeed) before you use the
brakes again.
Do not y in rain, doing so signicantly increases the likelihood of parachutal stalls occurring. To reduce
the chance of stalling in rain avoid using deep brake movements or Big Ears. Find a safe area to land and
using the speed bar, maintain a good airspeed at all times.
WARNING
Uncoordinated
wingovers can lead
to large asymmetric
collapses and cravats,
therefore they should
never be executed
near the ground.
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!
16
Flying in the Rain
Modern wings are susceptible to rain and moisture, ying with a wet wing can result in the loss of normal
ight.
Due to the efcient, wrinkle-free design of the sail, water tends to bead on the leading edge causing ow
separation. Flow separation will make the wing more prone to entering inadvertent parachutal stalls, so
ying 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 ight using the speed bar and/or releasing the trimmers,
even during the nal 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.
IMPORTANT
Never y in the rain or
with a wet glider.
17
CARE AND MAINTENANCE
Step 1. Lay the mushroomed wing on the ground or on the
Concerto pack if you are using one. It is best to start from the
mushroomed position as this reduces the dragging of the leading
edge across the ground.
Step 2. Group leading edge (LE) plastic reinforcements with the A tabs roughly
aligned. Make sure the plastic reinforcements lay side by side. Note the glider is
NOT folded in half; it is folded as a complete concertina from wing tip to wing tip.
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. We recommend 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. It is also good
practice to use the supplied inatable folding pillow to reduce the angle of the leading edge fold, this will help to
preserve the plastic reinforcements. The folding pillow can be deated and carried in your harness. Using the Ozone
Concerto pack will help preserve the life of the wing and aid with the speed and ease of packing.
18
If using the Concerto pack go to Step 7.
Step 4. Once the LE and TE of the wing have been
sorted, turn the whole wing on its side.
Step 3. Group together the middle and the trailing edge
(TE) of the wing by sorting the concertina folds near the B
and C tabs.
Table of contents
Other Ozone Aircraft manuals
