Ozone Triox Manual

Pilots Manual

THANK YOU
CONTENTS
EN
01
Thank You 01
Warning 02
Team Ozone 03
Your Triox 04
Risers 05
Preparation 09
Basic Flight Techniques 10
Advanced Flying Techniques 15
Incidents 17
Caring and Maintenance 19
Limitations 27
Ozone Quality 28
Technical Specications 29
Drawing/Riser lengths 30
Line diagram 31
Materials 32
EN v1.0 March 2018
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 TEAM OZONE
EN
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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.
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 coordinated 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 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 TRIOX RISERS
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The Triox has been designed specically for powered trike ying. Compatible with all types of
trike power units from the lightest to the very heaviest, the Triox is a versatile and reliable
wing offering a stable and fast platform with easy launch and landing characteristics.
The Triox inates easily in all wind conditions without overshooting. The Trike launch assist
system further aids the ination process, leaving your hands free to control the brakes and
throttle. The landing characteristics are also very good thanks to the excellent air authority
through the brakes. The easy, forgiving nature helps remove the stress from launches and
landings allowing you to concentrate more on the ying.
In the air the Triox handles well with a progressive, direct feel through the brakes. Turns are
smooth and coordinated without the tendency to dive but it retains the fun and agility that
Ozone wings have become renowned for. Feedback from the wing has been tuned for comfort,
ltering out unnecessary movements and information so the pilot and passenger can enjoy the
ride. The high levels of glide and climb efciency, thanks to the high performance prole, high
aspect ratio and low total line drag gives greater autonomy from a full tank of fuel and makes
the Triox suitable for XC ying adventures.
The Triox features a customised Shark Nose Ozone Reex Prole (OZRP) tuned specically
for powered ight. The Shark nose prole maintains a constant level so of lift and internal
pressure over a wide range of angles of attack. This gives the Triox increased levels of stability
whilst accelerated, not only is it very collapse resistant in turbulent air, it is also very resistant
to stalls, even with deep inputs at low speeds.
The risers have been especially designed for trike ying, the short risers feature TST handles
for high speed manoeuvrability; adjustable magnetic brake positions and adjustable long
range trimmers for fast cruise speeds.
Certied DGAC and EN load tested to 411kgs and available in 2 sizes, the Triox accommodates
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 suitable for a wide range
of pilots from professionals to recreation pilots alike. Overall it is intuitive to y and a very
predictable – a dependable trike wing that is designed to last many seasons.
The updated risers feature long range trimmers; 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. See
page 30.
Trimmers
The Triox is supplied with long range trimmers that are fully adjustable in the air to suite the
conditions, phase of ight and wing loading. The trimmers have four rows of stitching; a lower
red line and an upper red line with two rows of white stitching in between.
The slowest trim setting - with the trimmers pulled all the way, gives the maximum climb rate
and is recommended for when climbing under power but not near the ground, ridge soaring
or thermalling, the brake pressure is at its lightest and the handling at its best. It is also the
recommended position for when the air becomes turbulent and active ying is necessary. At
this setting the reactions to collapses is at its most benign.
The rst (lowest) red line is the recommended position for the take off phase as it offers the
best compromise between ination behaviour and take-off speed. Launching at this setting is
especially effective in light winds and/or at high altitudes.
Upper red line is the limit at which it is suitable to use the brakes for directional control
without signicantly affecting the 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
should be maintained
using the TST system.
DO NOT use the
brakes when fully
accelerated.

EN
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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.
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
accordingly. Moving the pulleys to the middle position on the risers requires the addition of
about 10cm to the overall brake line lengths (measured from the mark on the lines). Moving
to the lowest position requires an additional 20cm from the marks.
Tip Steering System
The Tip Steering System (TST) uses ergonomic handles for control of the wing during
accelerated ight. Located near the main hangpoint 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 effect 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 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.
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
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.
IMPORTANT
When accelerated
directional control
should be maintained
with the TST system.
Do NOT use the
brakes.

PREPARATION
EN
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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 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 is suitable for all types of paramotor / trike power units. There are many different
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.
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 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. 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
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.

BASIC FLIGHT TECHNIQUES
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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 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 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 off 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.
Foot Launching
Although designed specically for trike ying, it is also possible to foot launch the Triox. 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 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 has inated correctly and is directly above your head progressively apply full
power and accelerate smoothly. When you have sufcient 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.
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 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 off.
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.
IMPORTANT
The trimmers should
be set to the lower red
line position for better
ination behaviour
during take-off. This is
especially important in
light winds and/or at
high altitudes.
IMPORTANT
DO NOT attempt to
trike launch in strong
winds.

EN
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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-off. 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.
The Triox 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 Triox 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 effect. 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.
Turning
To familiarize yourself with the Triox your rst turns should be gradual and progressive. To
make efcient and coordinated turns with the Triox 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 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 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
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
IMPORTANT
The closer to the top
of the recommended
weight range the
more dynamic and
responsive the wing
will be.
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

ADVANCED FLIGHT TECHNIQUES
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Landing
The Triox shows no unusual landing characteristics. We recommend the trimmers be returned
to the lower red line 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 so
that you arrive on the ground smoothly.
• 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 Triox in a very quick and controllable way and will drag you less
than if you use the brakes.
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. The ying
characteristics and behaviour of the wing are very much dependent on the wing loading and
power unit. Smaller, heavily loaded wings are more dynamic than larger wings.
Big Ears
Folding in the wing tips of the Triox increases its sink rate. This is useful for staying out of
cloud or descending quickly. To pull big ears on the Triox take hold of the outermost A-line on
each side whilst keeping the brake handles in your hand. Pull down the outer A lines 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 the A lines 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 releasing the trimmers.
Never attempt to induce Big Ears with the trimmers already released, 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!
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.

INCIDENTS IN FLIGHT
EN
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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 place your ngers between the lines above the maillons on the B risers.
Do not release the brake handles. As you pull the B-lines down the airow over the wing
is broken and the glider loses its forward speed but remains open and you will descend at
around 6 m/s. If you pull too much B-line the glider may horseshoe and move around a lot.
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 Triox 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 to the direction you want to turn and then
smoothly apply the inside brake. The Triox 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 or trikes, increases the likelihood of the wing remaining neutral or
possibly unstable in spiral. Always be prepared to pilot the wing out of the spiral using counter
brake.
To exit the spiral dive, weight shift away from the direction of rotation and smoothly release
the inside brake. As the Triox 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.
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 pull the trimmers to the slow position
before attempting to reinate the canopy.
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.

CARE AND MAINTENANCE
EN
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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 C 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, 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 if necessary.
Step 1. Lay mushroomed wing
on the ground. It is best to start
from the mushroomed position
as this reduces the dragging
of the leading edge across the
ground. Step 2. Group LE reinforcements
with the A tabs aligned, make
sure the plastic reinforcements
lay side by side.
Step 3. Lay wing on its side and Strap
LE...Note the glider is NOT folded
in half; it is folded with a complete
concertina from tip to tip. It is really
important to not stress the middle cell or
bend the plastic too tightly.
Packing
To prolong the life of your wing and to keep the plastic reinforcements in the best
possible condition it is very important to pack the wing carefully.
Ozone recommends to use the concertina packing method exactly as shown so that all of
the cells rest alongside each other and the plastic reinforcements are not unnecessarily
bent. Using an Ozone Saucisse or Saucisse light pack will help preserve the life of the wing
and aid with the speed and ease of packing.

EN
21
20
Step 8. If using the Saucisse Pack, carefully
zip it up without trapping any material.
Step 9. Turn the Saucisse on its side and make the rst
fold just after the LE reinforcements. Do not fold the plastic
reinforcements, use 3 or 4 folds around the LE.
IMPORTANT: Do NOT lay the wing
at on the ground before packing the
glider, this will cause abrasion damage
to the top surface as you pull the glider
towards the middle. ALWAYS pack from
a mushroom or lift the wing off the
ground when gathering the wing and
grouping the leading edge.
IMPORTANT: Do not fold the glider in the centre, you
will bend the plastics, instead pack the wing with a full
concertina method from tip to tip before packing into the
stuff sac.
If using a Saucisse pack go to Step 8.
Step 7. Now place the folded wing into the stuff sack.
Step 4. Group together the middle/trailing
edge of the wing by sorting the folds near
the B, C and D tabs.
Step 6. Fold the wing with 3 or 4 folds whilst being
careful to not crush the LE.
Step 5. Once the LE and rear of the wing have
been sorted, turn the whole wing on its side.

EN
23
22
Storage and Transport
Always store all your ying equipment in a dry room, protected from direct heat. Your wing
should be dry before being packed away. Moisture, heat and humidity are the worst elements
for damaging your glider. Storing a damp glider in your car under the sun would be terrible
for example.
If you land in salt water, you must rst rinse it thoroughly with clean fresh water. Dry the wing
completely, preferably out of the sun, in the wind. Never use a hair dryer, etc.
Take care that no insects get packed away with the wing. They may eat the cloth and make
holes in a bid to escape. They can also leave acidic deposits if they die and decompose.
Transport the wing in the supplied bags and keep away from oils, paints, chemicals, detergents
etc.
Cleaning
Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not
clean the wing, but if you do have to, use a soft cloth dampened with a small amount of water
and use gentle movements little by little across the surface.
Wing Repairs
Always let a registered dealer, professional repair centre or the manufacturer carry out any
major or complex repairs, especially those near seam margins.
If you damage the sail:
If the rip is small and in the middle of a panel however you can x it yourself. You’ll nd all the
materials in the repair kit you need. The fabric can be simply mended with the sticky rip stop/
spinnaker tape. When cutting out the patches allow ample overlap of the tear and make sure
both sides are different sizes. Make sure to round off each corner of the patches.
You can nd more information about repairing your wing on the Ozone website, including step
by step instructions with pictures.
Caring Tips
Careless ground handling damages many paragliders. Here are some things to avoid in order
to prolong the life of your aircraft:
• DO NOT drag your wing along the ground to another take-off position - this damages the
sailcloth. Lift it up and carry it.
• DO NOT try to open your wing in strong winds without untangling the lines rst - this puts
unnecessary strain on the lines.
• DO NOT walk on the wing or lines.
• DO NOT repeatedly inate the glider and then allow it to crash back down. Try to keep this
movement as smooth as possible by moving towards the glider as it comes down.
• DO NOT slam your glider down on the ground leading edge rst! This impact puts great
strain on the wing and stitching and can even explode cells.
• FLYING in salty air, in areas with abrasive surfaces (sand, rocks etc.) and ground handling
in strong winds will accelerate the aging process.
• DO NOT y in the rain or expose the wing to moisture.
• DO NOT expose the wing to unnecessary UV. Pack away once you have nished ying. Do
not leave it sitting in the sun.
• If you y with a wrap, you should regularly undo the twisting that appears on the main brake
lines. By twisting the line become shorter and you can end up with a constant tension on the
trailing edge which can lead to problem on launch, stalling, glider not ying symmetrically.
• Change your main brake lines if they are damaged.
• Be Careful when groundhandling to not saw the brake lines against the risers or main lines.
The abrasion caused by a sawing motion can damage the main lines and lead to premature
ageing of the risers. If you notice any signs of abrasion, especially to the lines, make
sure you get the wing professionally serviced and importantly modify your groundhandling
technique to stop any further damage.
• Your Ozone wing has an opening closed using Velcro on the trailing edge of the tip called
the ‘Butt hole’. This has been designed to easily empty all the things which have been
accumulating in your wing (sand, leaves, rocks, mobile phones etc).
IMPORTANT
Never use detergent or
chemical cleaners.
IMPORTANT
Never pack away or
store your glider wet.

EN
25
24
The tearing resistance of the cloth - A non-destructive test following the TS-108 standard
which species minimum tear strength for sky diving canopies should be made using a
Bettsometer. (B.M.A.A. Approved Patent No. GB 2270768 Clive Betts Sails)
Strength of the lines - An upper, middle and lower A line, along with a lower B and a lower
C (and lower D if applicable) line should be tested for strength. Each line is tested to breaking
point and the value recorded. The minimum value is 8 G for all lower A+B lines and 6 G for all
lower remaining lines, calculated from the maximum certied ying weight of the glider. The
added minimum strength for the middle lines and for the top lines should be the same. If the
breaking strength is too close to the minimum value calculated, the professional should give
a period after which you will have to test the strength of the lines again.
Lengths of the lines - The overall length (riser lines + mid lines + upper lines) has to be
checked under 5Kgs of tension. The difference between the measured length and the original
length should not exceed +/- 10mm. The changes that could appear are a slight shrink on the
C or Ds and/or a slight stretch on the A, B. The consequences of these changes can include a
slower trim speed, difcult ination etc.
Risers - Visual inspection for signs of wear or abrasion. Differences to manual lengths should
not exceed +/-5mm.
Canopy check - A full visual check should be carried out: All the components of the wing
(stitching, ribs, diagonals, lines, tabs, ...) should be checked for signs of deterioration.
Finally, a test ight to conrm that the wing behaves normally should be carried out by a
professional.
If you damage a line:
Any line that is visually damaged MUST be replaced. Use a reputable paragliding service
centre to make the replacement lines. Alternatively you can order them from your local Ozone
dealer or directly from our website http://www.yozone.com/paragliders/en/shop/lines.php
It is important that replacement lines are made from the correct materials and diameters. You
should check lengths against their counterpart on the other side of the wing to make ensure
symmetry. Once the line has been replaced, inate and check the glider before ying.
Maintenance Checks
Your wing, like a car, should be technically checked to ensure proper airworthiness. Your
wing should be checked by a qualied professional for the rst time after 24 months, or
after 100 hours. However, if you are a frequent yer (more than 100 hrs per year), then we
recommend, that you get your glider checked annually. The checker should inform you about
the condition of your glider and if some parts will need to be checked or changed before the
next normal service check period.
The sail and the lines do not age in the same way or at the same rate; it is possible that you
may have to change part or all of the lines during the wing’s life. For this reason it is important
to do regular inspections so that you know the exact condition of all of the components of your
glider. We recommend that inspections are carried out by a qualied professional.
You alone are responsible for your ying kit and your safety depends on it. Take care of
your equipment and have it regularly inspected. Changes in ination/groundhandling/ying
behaviour indicates the gliders aging, if you notice any changes you should have the wing
checked before ying again. These are the basic elements of the check up (full details and
permissible gures can be found on our website)
Porosity is measured with a porosity meter, the time taken by a certain volume of air to go
through a certain surface of the cloth. The time in seconds is the result. A measurement is
done in a several places on the top surface along the span of the glider behind the leading
edge.
IMPORTANT
Take care of your
glider and make sure
you have it checked
and serviced according
to the schedule.

LIMITATIONS
EN
27
26
The Triox 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 recommended weight range and the maximum
permitted load are respected. Extra care must be taken when foot launching due to the small
surface area and high wing loading. It is not designed for aerobatic ying.
The Triox is intended for competent pilots only, it is not suitable for beginner pilots nor those
under training.
Ozone wings are designed and tested to the highest standards by a dedicated team of
professionals. The Triox has passed the EN 926.1 load test and holds DGAC certication.
Towing
The Triox may be tow-launched. It is the pilot’s responsibility to use suitable harness
attachments and release mechanisms and to ensure they are correctly trained in 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.
Total Weight in flight
The Triox has been designed with a dened weight range. Never y outside of the recommended
weight ranges. The ying characteristics and behaviour of the wing are very much dependent
on the wing loading and power unit. Smaller, heavily loaded wings are more dynamic than
larger wings.
Modifications
Your Ozone Triox was designed and trimmed to give the optimum balance of performance,
handling and safety. Any modication means the glider loses its certication and will also be
more difcult to y. We strongly recommend that you do not modify your glider in any way.
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 ef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 modify your
wing in any way.

TECHNICAL SPECIFICATIONS
OZONE QUALITY GUARANTEE
EN
29
28
At Ozone we take the quality of our products very seriously, all our gliders are made to the
highest standards in our own manufacturing facility. Every glider manufactured goes through
a stringent series of quality control procedures and all the components used to build your
glider are traceable. We always welcome customer feedback and are committed to customer
service. Ozone guarantees all of its products against manufacturer’s defects or faults. Ozone
will repair or replace any defective product free of charge. Ozone and its distributors provide
the highest quality service and repair, any damage to products due to wear and tear will be
repaired at a reasonable charge.
If you are unable to contact your dealer then you can contact us directly at info@yozone.com
Summary
Safety is paramount in our sport. To be safe, we must be trained, practised and alert to the
dangers around us. To achieve this we must y as regularly as we can, ground handle as much
as possible and take a continuous interest in the weather. If you are lacking in any of these
areas you will be exposing yourself to more danger than is necessary.
Respect the environment and look after your ying sites.
If you need to dispose the wing, do so in an environmentally responsible manner. Do not
dispose of it with the normal household waste.
Finally, RESPECT the weather, it has more power than you can ever imagine. Understand what
conditions are right for your level of ying and stay within that window.
Happy ying & enjoy your Triox.
Team Ozone
34 38
No. of Cells 48 48
Projected Area (m2) 29.3 32.7
Flat Area (m2) 34 38
Projected Span (m) 10.37 10.97
Flat Span (m) 13.17 13.92
Projected Aspect Ratio 3.7 3.7
Flat Aspect Ratio 5.1 5.1
Root Chord (m) 3.3 3.5
Glider Weight (Kg) 7.77 8.49
PPG Weight Range (Kg) 130-320 160-380
Maximum Load 5.25G (kg) 411 411
Certication DGAC DGAC

TECHNICAL DRAWINGS LINE DIAGRAM
EN
31
30
Leading
Edge
Trailing
Edge
Risers
Cell
Openings
Riser
Lines
Middle
Lines
Upper
Lines
Stabilo Line
Brake
Lines
Upper Surface
Lower Surface
Butt Hole
Bungee
Launch assist
system attachments
TST handle
attachment point
Adjustable brake
handle
Trim tab
A
Riser
A2
Riser
B
Riser
C
Riser
D
Riser
Individual and linked line lengths can be found online.
A 1
A 2
A 3
A 4
B 1 B 2
BM 1 BM 2
AM 1
AM 2
B 3 B 4
C 1
C 2
C 3
C 4
D 1 D 2 D 3 D4
C 5
C 6
C 7
C 8
C 9
C 11
B 5 B 6 B 7 B8
A 5
A 6
A 7
A 8
A 9
A 10
A 11
B 9
B 11
D 5 D 6 D 7 D 8 D 9
CM 1
CM 2
DM 1 DM 2
DR 1
AR 1
AR 2
AR 3
CR 1
CR 2
CR 3
A Riser
B Riser
C Riser
BR 1 BR 3
K 1
K 2
K 3
K 4
K 5
K 6
K 7
K 8
K 9
K 10
K 11
KMU 4
KMU 3 KMU 2 KMU 1
KML 3 KML 2
KML 1
BR 2
KR 1
Brake Handle
K 12
K 13
KMU 5
KMU 6
D 11
B 10
C 10
D 10
TRIOX
Rigging Diagram
DR 2 DR 3
B 12
A 12
C 12
D Riser
KT 2
KT 1
KTR U
Tip Steering Handle
KTR L
D 12 D 13
B 13
C 13
A 13
D 15
C 15
B 15
A 15
BM 7
CM 7
AM 7
CR 4
AM 3
AM 4
AM 5
AM 6
BM 3 BM 4
BM 5
BM 6
CM 3
CM 4
CM 5
CM 6
DM 3 DM 4
DM 5 DM 6
A 14
B 14
C14

MATERIALS
32
All Ozone gliders are made from the highest quality materials available.
Cloth
Upper Surface
Dominico DOKDO 30D MF
Lower Surface
Dominico DOKDO 30D MF
Internal Ribs
Dominico DOKDO 30D FM
Leading Edge Reinforcement
2.5mm Plastic pipe
Main Line Set Brake Lines
Riser Lines Main brake/TST Lines
Edelrid 8000U 280/360/470kg Liros - 10-300 / 10-200 /DSL 070
Middle Lines Middle brake lines
Edelrid 8000U 190/230/280kg Edelrid 8000U 190
Upper Lines Upper brake lines
Edelrid 8000U 130/190kg Edelrid 8000U 190
Risers and hardware
Riser webbing
20mm zero stretch polyester webbing
Shackles
Maillon Rapide - Peguet

1258 Route de Grasse
Le Bar sur Loup
06620
France