Ozone TriOX 2 Manual

Pilots Manual EN

CONTENTS
Thank You 01
Warning 02
Team Ozone 03
Your Triox 2 04
Risers & Trimmers 05
Limitations 10
Preparation 14
Basic Flight Techniques 15
Advanced Flying Techniques 20
Incidents 21
Caring and Maintenance 24
Ozone Quality 31
Technical Specications 32
Line diagram 33
Materials 34
EN v1.0 Dec 2021

THANK YOU
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 data 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
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, Emilia Plak and Alex Mateos. Dav has a wealth
of experience in competition ying, XC, XAlps and paraglider design. Former female World
champion, Emilia Plak manages the paramotor department, she is helped by Alex Mateos. As
two of the world’s nest pilots holding World, European and French Paramotoring champion
titles between them, they oer 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. Back in the o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 sta.

YOUR TRIOX 2
04
The Triox 2 is Ozone’s purpose-built trike wing. It makes trike ying as easy as possible while delivering fast cruise speeds,
high fuel-eciency, and an eortless launch.
The Triox 2 inates easily without overshooting, is roll-stable and very easy to ground-handle in all conditions. The Launch
Assist System means the ination process is simple and eortless, leaving your hands free to control brakes and throttle.
In the air, the Triox 2’s handling is progressive and direct. Turns are smooth and coordinated with no dive tendency.
Winglets make it highly stable in the air even during a high-powered climb or hands-o cross country ights, leaving the
pilot and passenger to sit back and enjoy the ride.
The high performance Shark Nose OZONE Reex Prole (OZRP) is tuned specically for powered ight, providing consistent
lift and internal pressure through a wide range of angles of attack. The Triox 2 is more stable in accelerated ight, and more
stall & spin resistant at low speeds. The aspect ratio and low-drag line plan combined with the OZRP prole make this the
most ecient trike wing available.
The double tip steering system provides pilots with two options: A 2D system, for agility and precision, and the TST mini-
toggles for high speed control. The location low on the risers make these controls easily accessible even with high hang
points.
The A-Assist attach points, custom trike brake handles, and TST all feature strong magnetic retainers. Trimmer adjustments
are easy thanks to the Triox 2’s high quality roller buckle.
Winglets provide signicantly greater roll stability and improve spiral behaviour. Glider characteristics are often at odds
and we are forced to make compromises in order to reach the best outcomes, but the use of winglets avoids compromise
and provides the “best of both worlds” – they increase roll stability without negative outcomes. Regardless of trike type,
geometry, thrust, or power, the Triox 2 remains roll-stable!
Certied DGAC and load tested to 410 kgs @8G (EN standard) and 625kg @5.25G (DGAC standard), the Triox 2 is available
in three sizes, accommodating a wide range of power units and wing loadings. It is suitable for both solo and tandem trike
ying, and thanks to the easy launch and ight characteristics is acceptable for a wide range of pilots from recreational to
pro. This intuitive and dependable trike wing will last you for many seasons.

RISERS & TRIMMERS
05
Bungee
Launch assist
system attachments
TST handle and it’s
attachment point
Adjustable brake
handle pulley
Trim tab
Main Hangpoint
DO NO
USE
BRAKES!
Upper red line
Above this limit,
do not use brakes!
Lower
RED line
TAKE OFF
Fully closed
Trimmer
fully open
TRIOX 2

06
The updated risers feature long range trimmers with roller cam buckles; strong brake handle
magnets; tip steering system (TST); fully adjustable brake pulley height settings; special
brake handles; double launch assist system attachment points and coloured A risers for easy
identication.
Trimmers
The Triox 2 is supplied with long range trimmers that are fully adjustable in the air to suite the
conditions, phase of ight and wing loading.
The slowest trim setting - with the trimmers pulled all the way gives the minimum sink
rate and the maximum climb rate. This setting is recommended for climbing under power
but not too close to the ground. The brake pressure is at its lightest and the handling at its
best in the slow position. When the air becomes turbulent and active ying is necessary it is
recommended to set the trimmers in the slow position as the wing is stable and the reactions
to collapses is at its most benign.
The rst (lowest) red line is the recommended position for the take o phase as it oers the
best compromise between ination behaviour and take-o speed. Launching at this setting is
especially eective in light winds and/or at high altitudes.
The upper red line is the limit at which it is possible to use the brakes for directional control
without signicantly aecting the inherent stability of the wing. When ying faster than the
upper red line position, directional control MUST be made using the TST system. Using the
brakes fully accelerated compromises the stability of the wing and increases the chances of
a collapse occurring.
The white stitching lines act as a reference for symmetry and reduce the chances of the
trimmers slipping in ight. They do not indicate any specic ight speed.
IMPORTANT
In thermic or turbulent
air it is recommended
pull the trimmers to
the slowest position or
at least to the lower
red stitch line and y
the glider actively.
IMPORTANT
When accelerated
faster than the upper
red line position,
directional control
MUST be maintained
using the TST system.
DO NOT use the
brakes when fully
accelerated.

07
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 releasing the
trimmers or when controlling the wing with the TST.
The brakes are also attached to the TST system to aid with handling. Any adjustments made
to the main brake lines must be replicated on the TST attachment.
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/trikes
whilst a middle or lower setting are for units with higher hang points.
The factory setting may not be suitable for your particular trike unit. We recommend to make
a test ination with your unit to ensure the pulleys are in a suitable position, the brake lines
are not set too short and that you can reach the brake handles comfortably.
To adjust the pulley height, rst remove them 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 lines/TST
attachment lines accordingly.
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 re lengthen
the brake lines
accordingly.

08
Tip Steering System
The Tip Steering System (TST) uses ergonomic handles for control of the wing during
accelerated ight. Located near the main hang point loops, 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 eect a turn
so be progressive and gentle at rst until you are familiar with the handling characteristics.
For directional control whilst ying faster than the upper red line position only 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 eect on the reex prole causing loss of precision, adverse roll, and reduced
collapse resistance. In accelerated ight faster the tip steering system can be used for both
directional control - to keep a straight heading and for eecting nice smooth turns. It becomes
more precise the faster you y. When ying faster than the upper red line trim position,
directional control must be maintained by the TST, do NOT use the brakes.
Trike Launch Assist System
The rises are equipped with special attachment points for the trike launch assist system. This
system shortens the A risers to help with the rst phase of the ination (when the canopy is
still behind the trike/pilot). There are two attachment points - upper and lower. Either can be
used depending on your personal preference or the particular requirements of your trike unit.
Using the upper point pulls more the center of the wing during the ination process, this is the
recommended position if your technique causes the wing to horseshoe forwards. The lower
point inates the wing more evenly across the span. The way you lay out the wing therefore
is crucial to which attachment point you use.
The A-Assist needs to be adjusted so that once the wing is inated above the head it is no
longer under tensioning and inadvertently pulling the A risers.
The length of the system can be adjusted to suite conditions or taste. If the canopy is inating
too fast, the system should be lengthened to reduce the speed, whereas if the canopy rises
too slowly the system should be reduced in length. It is not necessary to hold the A risers
IMPORTANT
When accelerated
faster than the upper
red line directional
control MUST be
maintained with the
TST system. Do NOT
use the brakes.

09
whilst launching with the trike assist system. The system is part of the trike construction so
please refer to the trike manual for more information.
Trike and Power unit
The Triox 2 is delivered as standard without any special equipment for tandem ying. All
suitable accessories such as tandem spreader bars, tandem roll bar etc are specic to a
paramotor / trike unit and needs to be provided by the paramotor / trike manufacture. It is
the pilot’s responsibility to make a hang test and to ensure the set up is well adjusted and
balanced.
The Triox 2 is suitable for all types of paramotor / trike power units. There are many dierent
units available and it is vitally important that you choose one that is suitable for your needs,
weight and skill level. Always seek assistance and advice from your instructor or experienced
pilots before choosing equipment for yourself.

10
LIMITATIONS
Pilot Suitability
The Triox 2 is designed for use with a powered trike or paramotor unit. It is suitable for either
tandem or solo ying so long as the maximum permitted load is respected. Extra care must
be taken when foot launching due to the small surface area and high wing loading. The Triox
2 is intended for competent pilots only, it is not suitable for beginner pilots nor those under
training.
Certification
In addition to our own extensive testing, this wing has passed the criteria required by the
DGAC and has been load tested to the EN 926.1 standard. It has however, not undergone any
independent ight certication.
Wing Loading and Flight Characteristics
Wing loading has a signicant eect on the ight characteristics and behavior of the wing.
Heavily loaded, the Triox 2 is more responsive to pilot inputs and reacts more dynamically in
turns with a greater loss of height. Recovery from collapses tend to be more impulsive and
with higher pitch angles. High loading also makes the wing more likely to remain neutral in
a spiral dive, especially when combined with a high hang point or trike power unit. Flying at
the maximum recommended load is only suitable for more experienced pilots who have the
necessary skills to control a more dynamic wing. High G rapid descent manoeuvres should
be avoided when ying with a trike or high hang point harness. Never y above Ozone’s
recommended weight range.
Load test and wing loading information for PPG wings
To verify the structural strength of a paraglider or paramotor wing, the larger sizes of each
model are subjected to the EN 926.1 load test. This test is comprised of two parts; a static
shock test, and a sustained load test. First, using at least a 1000 kg weak link (higher for
tandems) the wing must survive a brutal static shock test without any visible signs of damage
to the lines or sail. The same wing then performs a sustained load test, inated and pulled
along a runway by a large truck until a three second average value of 8G is achieved without
breaking. 8G is the minimum accepted load factor for EN certication, calculated by 8x the
maximum permitted EN weight.
IMPORTANT
Wing loading has a
direct eect 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.
IMPORTANT
In addition to our own
extensive testing, the
Triox 2 has passed
the criteria required
by the DGAC and has
been load tested to the
EN 926.1 standard.

11
In addition to EN 926.1 our paramotor wings are also recognised by the DGAC, an entity
responsible for Microlight (ULM) and lightweight powered aircraft (Paramotor) certication in
France. Using the EN load test results, the DGAC accepts 5.25G as the maximum acceptable
load factor.
We consider the DGAC load factor limit of 5.25G acceptable for “normal” PPG use - circuit
ying, XC, adventure ying, Slalom racing, wing overs etc. Some rapid descent maneuvers
t into the “normal” denition: spiral dives with descent rates of ~10m/s are considered
generally safe.
However, in our testing at Ozone we have recorded loads of up to 5.25G during ‘normal’ fully
engaged, nose-down spiral dives, throughout the weight range. Theoretically, it should not be
possible to break a wing whilst ying at the maximum PPG weight of the larger sizes (smaller
wing sizes have an inherent safety margin due to the fact that the same number & type of
lines carry a lower max weight), but when you consider:
a) the natural weakening of lines with age;
b) the potential of accidentally damaged lines during normal use;
c) and that during a spiral dive or other aggressive acrobatic manoeuvre the load is not
distributed as evenly across the span as it is during a physical test;
There is signicantly less structural safety margin in when ying close to the maximum DGAC
weight.
For this reason, our recommendation to all PPG pilots when ying at high wing loadings
(above the middle of the recommended PPG weight range) is to not perform deeply engaged
nose down, high-G spirals and other aggressive aerobatic manoeuvres. Doing so poses a real
risk of line failure with potentially fatal consequences.
IMPORTANT
It is strongly
recommended to
not perform deeply
engaged, high sink
rate spirals when
ying with a trike.

12
Trike Flying
The Triox 2 may be used with a solo or tandem trike so long as the maximum recommended
weight range is respected. It is strongly recommended to not perform deeply engaged,
high sink rate spirals when ying with a trike due to the increased risk of spiral neutrality /
instability.
Towing
The Triox 2 may be tow-launched. It is the pilot’s responsibility to use suitable harness
attachments and release mechanisms and to ensure that they are correctly trained on the
equipment and system employed. All tow pilots should be qualied to tow, use a qualied tow
operator with proper, certied equipment, and make sure all towing regulations are observed.
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 ecient, 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
Do not y your wing
when it is wet.
IMPORTANT
Do not perform high
G spiral dives when
ying with a trike
or a high hang point
harness.

13
IMPORTANT
Do not modify your
wing in any way.
Modifications
Your Ozone Triox 2 was designed and trimmed to give the optimum balance of performance,
handling and safety. Any modication voids the certication and will also make the wing more
dicult and dangerous to y. Do not modify your glider in any way.
Aerobatic Flying
This wing is not suitable for aerobatic manoeuvres, they are potentially very dangerous
to perform and put abnormal stresses on the glider. Ozone strongly recommend you not
undertake this style of ying.
Ozone cannot be held responsible for any damage or accident resulting from aerobatic ying.
IMPORTANT
Do not perform
aerobatic manoeuvres.

PREPARATION
14
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/trike unit. 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 eect 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-o checklist:
1. Check reserve parachute - pin in and handle secure
2. Helmets on and fastened
3. All harness buckles closed - check leg-loops again, especially your passenger’s
4. Carabiners and maillons tight
5. Holding the A’s (or A assist attached) and holding your brake handles and throttle
6. Leading edge open
7. Aligned exactly central to the wing and directly into wind
8. Engine warm and able to deliver full power
9. Trimmers set correctly
10.Prop clear of lines
11.Airspace and visibility clear
IMPORTANT
Never y with a
damaged sail or lines.

15
Trike Launching
Make sure there is enough clear space upwind to launch and climb out safely, avoiding trees,
power lines and any other obstacles that may aect 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 to a suitable landing place.
• Following the pre ight inspection lay the wing out in a perfect arch with the leading edge
open
• Attach risers to the carabiners or hang points of your trike
• Lay the lines neatly over the line support points on both sides of the frame
• Pull the trike forwards so that it is perfectly centred with the wing and aligned to the wind.
Tension the lines symmetrically being careful to not close the leading edge
• Ensure the lines are clear of the front wheel
• To improve the ination characteristics, it is advised to set the trimmers to the rst
(lower) red line position and to use the A-Assist system when using a trike unit.
• After completing the pre-ight checks and conrming the conditions are favourable,
commence the launch by smoothly applying enough throttle to start rolling forwards and
inate the wing
• Once the wing has inated to approximately 60 degrees give full throttle to increase
forward speed
• During the take o run whilst the wing is inated above the head, pitch and directional
control should be maintained with the brakes.
• If the wing is inating asymmetrically, decrease the throttle to a minimum but just enough
to maintain forward speed. Correction should be made using the brakes and by driving
the front wheel so that the trike unit remains directly under the wing
Extra care must be taken when launching in wind, it is possible for the trike to be pulled
backwards during the ination process or sideways in the case of an asymmetric ination.
Even in average wind strengths, without good pilot control it is possible to be pulled backwards
or sideways, potentially inverting the trike and trapping the pilot and passenger inside.
IMPORTANT
DO NOT attempt to
trike launch in strong
winds.
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.
BASIC FLIGHT TECHNIQUES
IMPORTANT
The trimmers should
be set to the lower red
line position for better
ination behaviour
during take-o. This is
especially important in
light winds and/or at
high altitudes.

16
Foot Launching
Although designed specically for trike ying, it is also possible to foot launch the Triox 2.
Extra care must be taken however due to the small surface area and high wing loading.
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 Triox 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.
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 the Triox 2 has inated correctly and is directly above your head progressively apply
full power and accelerate smoothly. When you have sucient airspeed a gentle application of
brake will help you lift o, do not stop running until your feet have left the ground and you
are sure of a safe climb out.
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 Triox 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 inate the wing using the A-risers. In stronger
winds, be prepared to take a few steps towards the glider as it inates, this will take some of
the energy from the wing 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 o.
IMPORTANT
Never take o with
a glider that is not
fully inated or if you
are not in control of
the pitch/roll of your
wing.

17
The Climb Out
Once in the air you should continue ying into wind whilst gaining height. By setting the
trimmers to the rst red line position you will achieve the safest climb rate. Do not attempt
to climb too steeply or too quickly by using the brakes or slow trim directly after take-o. 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 sucient height and airspeed. Avoid
low turns downwind with insucient airspeed.
The Triox 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 eect 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 Triox 2 will achieve very good straight line speeds whilst maintaining
level ight with trims fully released. Be cautious when releasing the trimmers beyond the
upper 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 accelerate the wing by releasing 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 eect. In mild turbulence it may be best to not attempt to
actively y the wing, rather let the prole absorb the turbulence itself. However in very strong
turbulence Ozone recommends to return the trimmers to the lower red line position and y
the glider actively. This way, you will be in the best position to react correctly should a collapse
occur and the behaviour of the wing will be more benign.
IMPORTANT
For take o and
landing use only the
brakes. In turbulent
air use the brakes
for directional, pitch
and pressure control,
DO NOT use the Tip
Steering

18
Turning
To familiarize yourself with the Triox 2 your rst turns should be gradual and progressive. To
make ecient and coordinated turns with the Triox 2 rst look in the direction you want to
go and check that the airspace is clear. Then smoothly apply the brake until the desired turn
radius and bank angle is achieved. To regulate the speed and radius of the turn, coordinate
the inner and outer brakes. When accelerated beyond the upper red line position, use the TST
system for directional control. Do not use the brakes.
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 however in strong turbulence we recommend to y
the wing actively.
The key elements of eective 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 or at least the lower red line position
and y the glider actively. At this trim setting you will be better able 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
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.
IMPORTANT
The closer to the top
of the recommended
weight range the
more dynamic and
responsive the wing
will be.