Ozone Viper 2 Series Manual
YOUR WING IS HERE
CONTENTS
Pilots Manual (En) 2 > 17
Manuel de VOL (F) 18 > 35
Betriebs HANDBUCH (D) 36 > 53
Line Diagram 54
Riser Diagram/Lengths 56
Technical Specications 56
3
ENGLISH
Thank you for choosing to y an Ozone Viper 2.
As a team of ying enthusiasts and adventurers, Ozone’s mission is to build sweet handling, agile paragliders which pro-
duce ‘cutting edge’ performance, whilst still keeping you safe in rough air.
All our research and development is concentrated on creating the best handling characteristics possible with optimum secu-
rity. Condence 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 sites, or those who have taken our gliders on ground-breaking adventures and stood on podiums around the
world.
Our development team is based in the south of France. This area, which includes the sites of Gourdon, Monaco and Lachens,
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 your new paraglider; so to keep costs low and quality high we now build all our wings
in our own production plant. This way we can guarantee that all our paragliders meet the same high standards that we expect
ourselves.
This manual will help you get the most out of your Viper 2. It details information about the Viper 2’s design, tips and advice on
how best to use it and how to care for it to ensure it has a long life and retains a high resale value.
If you need any further information about Ozone, the Viper 2, or any of our products please check www.yozone.com or contact
your local dealer, school or any of us here at Ozone.
It is essential that you read this manual before ying your Viper 2 for the rst time.
Please ensure that this manual is passed on to the new owner if you ever resell this paraglider.
Ozone’s web site, www.yozone.com carries up-to-date information, including any safety issues or issues specic to your Viper
2. Please check it regularly.
Safe Flying
All the team @ Ozone
WARNING TEAM OZONE
4
Paragliding or 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 that para-
motoring involves 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 equip-
ment will increase these risks.
Ozone paragliders are only suitable for qualied pilots or those under in-
struction. This manual does not replace proper instruction. Make sure you
seek professional tuition and learn with a reputable school.
Use only certied paragliders, harnesses with protector and reserve para-
chutes that are free from modication, and use them only within their certi-
ed weight ranges. Please remember that ying a glider outside its certied
conguration may jeopardise any insurance (e.g. liability, life etc) you have.
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 condi-
tions before you launch. If you are unsure do not y, and always add a large
safety margin to all your decisions.
Avoid ying your glider in rain, snow, strong wind, and turbulent weather
conditions or clouds.
Any liability claims resulting from use of this product towards the manufac-
turer, distributor or dealers is excluded.
Be prepared to practice as much as you can - especially ground handling, as
this is a critical aspect of paramotoring. Poor control whilst on the ground is
one of the most common cause 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.
Make sure you complete a thorough daily and pre-ight inspection of all of
your equipment. Never attempt ying with unsuitable or damaged equip-
ment. Always make sure your engine is pre ight checked and warmed up
ready for ight. (See manufacturer’s recommendations).
Always wear a helmet, ear defenders, gloves and boots.
If you use good, safe judgment you will enjoy many years of paramotoring.
Remember, PLEASURE is the reason for our sport
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 cre-
ate better, safer and more versatile paragliders.
Paragliding design is led by the ever thoughtful David Dagault; Dav
has a wealth of experience both in competition, adventure ying
and paraglider design. Also on the design team are test pilots Rus-
sell Ogden and Luc Armant. Russ is a top competition pilot and ex
paragliding instructor, he can usually be found putting Dav’s latest
creation through a series of test maneuvers. Luc, a dedicated XC
addict has a background in naval architecture. He brings a wealth
of knowledge and ideas to the design team and works closely with
Dav in the design process.
World, European and French Paramotoring champion Mathieu
Rouanet has been heavily involved with the test ying, offering
valuable advice and feedback throughout the development process
to produce the perfect blend of safety, speed and performance.
Back in the ofce Mike ‘Da Boss’ Cavanagh generally keeps control
of the mayhem. Promotion and Team pilots are organised by Matt
Gerdes. Karine Marconi and Jill Devine make sure we don’t spend
too much money and look after the ordering system.
Our manufacturing facility in Vietnam is headed up by Dr Dave
Pilkington, who works relentlessly manufacturing gliders and pro-
ducing prototypes as well as researching materials and manufac-
turing processes for our future products. He is backed up by Ngan
and 400 production staff
YOUR VIPER 2
5
ENGLISH
The Champion’s wing. The Viper 2 is the highest performance
competitve paramotor wing available. This is the wing of choice for
serious paramotor pilots who need speed, sink rate, handling and
stability.
The Ozone Viper 2 features a customized Ozone Reex Prole
(OZRP) that has been tuned specically for powered ight. The
OZRP gives the Viper 2 stability at high speed and collapse resis-
tance in turbulent air.
This special airfoil design provides a wider range of angles of
attack. When you apply speed-bar or y with the glider acceler-
ated at a lower angle of attack, the RP takes effect and provides
continuous lift and heightened stability.
Through carefully moderating the shape and amount of camber
in the OZRP, we have found a balance that provides increased lift
at extreme angles of attack, while still retaining excellent launch
characteristics and stall resistance, two crucial aspects in motor
wings.
The Viper 2 was created for experienced paramotor pilots, who
excel in XC distance ying, ground skimming and competitive task
ying. The Viper 2 is for paramotor pilots who want top perfor-
mance with a reassuring amount of stability and a high cruis-
ing speed. The Viper 2’s OZRP Technology (Ozone Reex Prole)
means that it is more stable in accelerated ight than a normal
free-ight wing.
The Viper 2 can also be own without a motor. Its sink rate is low
enough to soar in light lift, thermal in all conditions, and y cross
country. Although it is designed for pilots who y the majority of
time (if not exclusively) under power, the Viper 2 performs excel-
lently unpowered.
Bag
The bag has been redesigned to be comfortable and useful (pad-
ded hip belt, ergonomic and adjustable shoulder straps). It has a
large volume that will allow you to store all your kit, whilst still be-
ing comfortable for hiking. We’ve also added some pockets on the
side and on the top, handy for all those easily lost accessories.
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 line around the hand). However, if you do choose
to adjust them, please bear 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 still • routed through the pulley when it is replaced.
When the brake handles are released in ight, the brake lines • should be slack. There must be a substantial “bow” in them to
guarantee no deformation of the trailing edge.
There must be a minimum of 10cm of free play before the• brakes begin to deform the trailing edge. This prevents the
trailing edge from being deformed when using the speed sys-
tem.
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 Tip
Steering System line for directional control.
Risers
The Viper 2 has been designed with 4 rows of lines and risers.
Each riser is covered with coloured webbing, this allows them to be
easily identied.
The A’s are GREY. You will notice that the A’s are split in two parts.
The small riser on the back, holding only one line, is the “Baby A”;
it has been designed to make applying “Big Ears” simple.
The B’s, C’s and D’s are BLACK.
6
There are two hang point positions; a lower one and higher one.
Ozone recommends using the lower hang point for free ight and
the upper one for powered ight (to help reduce the distance to
the brakes when using a high-hang point motor harness). Ensure
both risers are connected to your harness with the same hang
points.
Tip Steering System
The Tip steering system is for precise handling at high speeds
without the need to use the brakes. Located on the risers the small
handle is linked to the very tip of the wing giving you unparelled
levels of precision and comfort for high speed cruising or low level
stick kicking.
Trimmers
The Viper 2 is supplied with a trim riser set as standard. The trims
should be set at the normal position (i.e trims pulled down so that
all risers are the same length) for take off and landing. The normal
trim setting is ideal for climbing under power and whilst thermall-
ing. Brake pressure is lighter and the handling at its best on the
slower speed trim setting. During straight ight the trims can be
released for an increased cruise speed; perfect for maintaining
height and speed. Using the trims affects the amount of reex in
the wing, by releasing the trims the reex is increased creating a
faster, more stable aerofoil. However in strong turbulence we rec-
ommend returning the trims to the normal position (pulled down)
and ying the glider actively.
NOTE: The Viper 2 is only certied with the trimmers set in
the slow position, ying the glider in the untrimmed (fast)
position is safe, but falls outside of the certication.
Accelerator System
To set up an accelerator on the ground, ask a friend to pull your
risers into their in-ight position while you sit in your harness. Now
adjust the length of the line so that the main bar sits just beneath
your seat. You should now be able to hook your heel in to the sec-
ondary (lower) loop of the accelerator.
The accelerator must be slack enough to ensure that the front ris-
ers are not pulled down in normal ight, but not so long that it is
impossible to use the full range of the speed system.
Once set up, test the full range of the speed system in calm y-
ing conditions: ensure that both risers are pulled evenly during
operation. Fine-tuning can be completed when you are back on the
ground.
IMPORTANT: Using the accelerator decreases the angle of
attack and can make the gliders recovery from a collapse
more aggressive, therefore using the accelerator near the
ground or in turbulence should be avoided.
Harness and Motor
It will be in your harness that you will enjoy ying... Therefore, we
recommend you spend the time on the ground to adjust your har-
ness’ different settings. Hang from a solid beam and double check
that you are comfortable and that you can reach the brake handles
and speed bar before ying.
The Viper 2 is suitable for all types of motor. There are many dif-
ferent motor 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 experi-
enced pilots before choosing equipment for yourself.
Total weight in ight
Each Viper 2 has been certied for a dened weight range. We
strongly recommend that you respect these weight ranges and y
the wing most suited to your weight. That way you can get many
hours of ight both powered and un-powered with the same wing.
BASIC FLIGHT TECHNIQUES
7
ENGLISH
To familiarise yourself with the glider it is a good idea to perform
practice inations and ground handling with and without the motor.
You should have no difculties ying the Viper 2 for the rst time
in suitable conditions, but as with all new equipment; only y in
conditions that you would normally y in, on a familiar site and do
so progressively.
Preparation
Lay out the Viper 2 downwind of your motor on its top surface in a
pronounced arc, with the centre of the wing higher than the tips.
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 D, 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.
Remember: Always lay out your glider downwind of the mo-
tor, never leave the motor downwind of the wing!
Take-off checklist:
1. Check reserve parachute - pin in and handle secure
2. Helmet on and fastened
3. All harness buckles closed - check leg-loops again
4. Karabiners and maillons tight
5. Holding the A’s, your brake handles and throttle
6. Leading edge open
7. Aligned directly into wind
8. Engine warm and able to deliver full power
9. Trim set correctly
10.Prop clear of lines
11.Airspace and visibility clear
Launching
Your Viper 2 will launch with either the forward or reverse launch
techniques.
When taking off under power, make sure there is enough clear
space upwind of you to launch and climb out safely, avoiding trees,
power lines and any other obstacles that may affect you should
you have a power failure. Always y with a safety margin so that
power failures do not leave you compromised. You should always
be able to glide power off to a suitable landing place.
Whilst inating your wing, you should hold both of the A risers
(main A and baby A) on each side. Once clipped in, and you have
gone through the take-off check list (above), stand central to the
wing to ensure an even and progressive ination.
Run in an upright position so that the motor is generating forward
thrust, do not lean too far forward otherwise the power of the
motor will attempt to push you into the ground! When you have
enough airspeed a gentle application of brake will help you lift off.
Do not stop running until your feet have left the ground and you
are sure of a safe climb out.
Forward Launch - Nil to Light winds
When the wind is favourable, move forward positively: your lines
should become tight within one or two steps. The Viper 2 will im-
mediately start to inate. You should maintain a constant pressure
on the risers until the wing is overhead.
Don’t pull down or push the risers forward excessively, or the lead-
ing 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
rush or snatch at it. You should have plenty of time to look up and
check your canopy before committing yourself.
Once you are happy that the Viper 2 is inated correctly, progres-
sively apply full power and accelerate smoothly for the launch.
8
Under full power the torque effect will attempt to gently turn the
wing, adjusting the trims or using weightshift is the best method to
correct this.
The handling characteristic of the Viper 2 is truly amazing. We
have worked hard on tuning the wing so that it turns tightly but
also efciently, as the ability to climb in a turn is very important for
powered and free ight, making the climb out fun and thermalling
easy.
Normal Flight
Once at a safe altitude you can release the trims for a faster cruise
speed. The Viper 2 will achieve very good straight line speed (i.e
maintaining level ight) with trims fully released and full speed bar
applied.
For better penetration in headwinds and improved glide perfor-
mance in sinking air, crosswinds or headwinds, you should y
faster than trim speed by using the accelerator system. For maxi-
mum efciency whilst ying downwind, release the speed bar and
pull the trims to the slow position.
By pulling the trimmers to the slow position and applying the
brakes approximately 30cm, the Viper 2 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 Viper 2 your rst turns should be
gradual and progressive.
To make efcient and coordinated turns with the Viper 2 rst look
in the direction you want to go and check that the airspace is
clear. Your rst input for directional change should be weight-shift,
followed by the smooth application of the brake until the desired
bank angle is achieved. To regulate the speed and radius of the
turn, coordinate your weight shift and use the outer brake.
Reverse Launch -Light to Strong Winds
Lay out your Viper 2 as you would for the forward launch. However,
this time face the wing, and attach the risers in the correct manor
(half a turn in each riser, and crossed in the direction you want to
turn). Now you can pull up the Viper 2 by its A-risers. Once the
wing is overhead, brake it gently, turn and launch.
In stronger winds, be prepared to take a few steps towards the
glider as it inates. This will take some of the energy out of the
glider and it will be less likely to over-y you. Once stable and
above your head apply progressive power and accelerate smoothly
for a controlled take off.
IMPORTANT: Never attempt to take off with a glider that is
not fully inated, directly overhead or if you are not fully in
control of the pitch/roll of the wing.
Practice ground handling and launching as much as possible! It is
great fun, and will give you a much better feel for your Viper 2s
ight characteristics. It will also improve your overall enjoyment of
ying by making your launches easier and safer.
The Climb Out
Once in the air you should continue ying into wind gain altitude.
By using slow trim and a small amount of brake you will achieve
the best climb rate. Do not attempt to climb too steeply, too
quickly. The high angle of attack will make the glider more prone
to stall and in the event of an engine failure the pendulum effect
may bring you to the ground very hard. Do not initiate turns until
you have sufcient height and airspeed. Avoid low turns downwind
with insufcient airspeed.
The Viper 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 weightshift
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.
9
ENGLISH
Avoid ying with continuous amounts of brake in rough air as you
could inadvertently stall the wing. Always consider your airspeed.
IMPORTANT: No pilot and no glider are immune to collapses
however active ying will virtually eliminate any tendency
to collapse. 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 advice
you to keep hold of your brakes. Do not y in turbulent
conditions.
Landing
The Viper 2 shows no unusual landing characteristics. We recom-
mend the trimmers be returned to the normal slow position for
landings. You can land un-powered or powered, here are some
tips:
Always set up your landing early, give yourself plenty of op-•
tions and a safe margin for error and make sure you are head-
ing INTO wind.
Once below 30 metres avoid turning tightly as the glider will • have to dive to accelerate back to normal ight.
Allow the glider to y with speed for your nal descent until • you are around 1 metre above the ground. Apply the brakes
slowly and progressively to slow the glider down until the
glider stalls and you are able to step onto the ground.
It is safest to perform un-powered landings as this reduces the • likelihood of propeller damage caused by either falling over
or allowing the lines to foul the prop. Turn off the engine at
around 30m and glide in like a normal paraglider.
Powered landings offer the chance to power up and continue • with the ight if you misjudge your nal approach, but can be
more expensive if you get it wrong!
Choose the appropriate approach style in function of the land-• ing 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
IMPORTANT: Never initiate a turn at minimum speed (i.e.
with full brakes on) or under full power in a steep climb as
you may risk entering a spin.
Tip Steering System
To use the tip steering system rst locate the main brake handles
onto their keepers (to avoid tangles) then use the small handles
for accurate directional control. It is not necessary for large control
movements to effect a turn, use progressively and gently at rst
until you are familiar with the handling characteristics of the wing
with this conguration. When not in use ensure that they located
securely back in position.
IMPORTANT: For take off, landing and In turbulent air we
strongly recommend that you use the normal brakes for
directional, pitch and pressure control.
Active Flying
To minimize the likelihood of suffering collapses in turbulent condi-
tions, it is essential to use active ying.
All good pilots react to the feedback the gliders send them, and
are constantly adjusting their speed and pitch to match the move-
ments of the air. The key elements of active ying are pitch control
and pressure control:
As the glider pitches in front of you, use the brakes to slow it
down. Equally, as the glider drops behind you, release the brakes
to allow it to speed up.
Flying with a small amount of brake applied (approx. 20cm) will
give you tension in the brakes and feedback from the wing. In
turbulent conditions the internal pressure of the wing can change
and you can feel this through the brakes. The aim is to maintain a
constant pressure through the brakes. If you feel a loss in pressure
apply the brakes until normal pressure is resumed then raise hands
back to original position (this must be done quickly).
advanced flight techniques
10
Rapid Descent Techniques
Ozone would like to remind you that these manoeuvres should be
learnt under the supervision of a qualied instructor and always
used with caution. Never forget that properly analysing the condi-
tions before launch will help avoid the need to use these tech-
niques.
Big Ears
Folding in the wingtips of the Viper 2 increases its sink rate. This
is useful for staying out of cloud or descending quickly. To pull big
ears on the Viper 2 take hold of the outermost A-line (Baby A) on
each side whilst keeping the brake handles in your hand. Pull down
the baby A risers until the tips of the wing fold under.
Do not use the brakes other than for re-ination. For directional
control while using the Big Ears, you should use weight shift steer-
ing. To reopen your big ears, release both baby As at the same
time. To help re-ination, 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.
IMPORTANT: You can land with the ears (you should release
the ears before nal are). Ozone does not advise you to do
this when it is turbulent or windy due to the risk of a pos-
sible stall and lack of precision in steering.
Big ears and accelerator
Once the big ears are in you can further increase the sink rate by
pushing on the accelerator bar.
NEVER try to pull the Big Ears in with the speed bar on al-
ready. This can lead to a major asymmetric deation.
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 Viper 2 in a
very quick and controllable way and will drag you less than if
you use the brakes.
Packing
Spread the glider at on its top surface, then lay the lines on • top. The risers should be laid on the ground, at the centre of
the glider, near the trailing edge.
Take a wing tip and fold it in to the centre of the wing. Repeat • this until the glider is folded up and approx. 60 cm’s wide.
Do the same to the other side of the glider. Always make • sure that the leading edge is kept in one straight line, as it
is important not to badly crease the reinforcing fabrics in the
leading edge.
Don’t fold the glider along the same lines every time; any type • of folding reduces the strength of the fabric over time.
Push out any remaining air by attening the folded wing from • the trailing edge to the leading edge.
Fold the glider so that the bundle is approximately the size • and shape of the OZONE rucksack. Never roll the wing up as
this introduces unnecessary stresses into the fabric.
Always pack your Viper 2 as loosely as you can, as every fold • weakens the cloth on any paraglider.
Finally, wrap the glider tie around the bundle and put it in the • stuff sack.
Packing your glider using the concertina method, keeping the • Mylar reinforcements at may prolong the life your glider.
11
ENGLISH
The load applied on the B lines during this manoeuvre is not very
good for your wing; only use it in emergency situations.
Spiral Dives
If you turn your Viper 2 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 pull
down on the inside brake. The Viper 2 will rst turn almost 360
degrees before it drops into the spiral. Once in the spiral you must
apply a little outside brake to keep the outer wing tip pressured
and inated.
Safe descent rates of 8m/s (500 ft/min approx.) are possible in
a spiral dive, but at these rates the associated high speeds and
G-forces can be disorientating, so pay particular attention to your
altitude.
To exit the spiral dive, return your weight shift to a central position
and then slowly release the inside brake. As the Viper 2 deceler-
ates allow it to continue to turn until enough energy is lost for it
to return to level ight without an excessive climb and surge. The
Viper 2 shows no tendency to remain locked in a spiral dive; how-
ever some parameters could interfere with its behaviour. These
might include: wrong settings of the chest strap (too wide); total
weight in ight outside of the certied weight range, or being in a
very deep spiral at a very high sink rate. You should always be pre-
pared to pilot the wing out of such a spiral dive. To do so smoothly
use opposite weight shift and apply a small amount of outside
brake and the glider will start to resume normal ight. Never at-
tempt to recover from a spiral with hard or quick opposite inputs
as this will result in an aggressive climb and surge.
IMPORTANT: Spiral dives with sink rates over 8 m/s are
possible, but should be avoided. They are dangerous and
put unnecessary strain on the glider. Spiral dives cause
disorientation and need time and height to recover. Do not
perform this manoeuvre near the ground.
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 break-
ing strain of the lines leading to equipment failure!
Ozone does not recommend the use of this manoeuvre!
Wingovers
The OZONE Viper 2 is not designed for aerobatic ying. The limit
is tightly banked S-turns, commonly known as wingovers. These
must not exceed 90 degrees of bank.
Warning: Uncoordinated wingovers can lead to large asym-
metric collapses, even cravats and therefore should never
be executed near the ground.
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.
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 airow 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, progressive motion. The glider will resume nor-
mal forward ight without further input. Check you have forward
ight again before using the brakes.
IMPORTANT: The pitching movement on exiting the B stall
is small but necessary. We recommend you do not apply
brake to the glider until you are sure that the wing is ying
fully again.
12
INCIDENTS 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 col-
lapse.
If you do have a deation, which does not spontaneously reinate,
make a long smooth progressive pump on the deated side. This
pumping action should take about 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. If you
simulate a symmetrical collapse during an SIV course it is impor-
tant to use both the A and Baby A risers and to pull evenly to in-
duce a symmetrical collapse. Use of just A risers or uneven pulling
may lead to the glider collapsing only in the centre section with the
tips ying forward to meet in the middle, leading to an increased
risk of a cravat occurring.
If your Viper 2 collapses in accelerated ight, immediately release
the accelerator to slow down to trim speed and after a 90 deg turn
the canopy will reinate and return to normal ight.
Cravats
When 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 stabi-
lize the glider into normal ight by maintaining control of your di-
rection and then pull down the stabilo line (red line on the B-riser)
until you feel tension to help release the tip. You must be careful
with any brake inputs or you may stall the opposite wing.
If this does not work, a full stall is another option. This should not
be done unless you have been taught how to do so and it can only
be done with a safe amount of altitude. Remember if the rotation is
accelerating and you are unable to control it, you should use your
Deep Stall / Parachutal Stall
It is possible for gliders to resume their normal shape on a very
slow release of the B-lines, but carry on descending vertically and
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 hap-
pen, your rst reaction should be to fully raise both brakes and the
glider should return to normal ight. If nothing happens after a
few seconds, reach up and push the A-risers forwards or apply the
speed bar to regain normal ight.
Ensure the glider has returned to normal ight (check your air-
speed) before you use the brakes again.
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!
Deations
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) col-
lapse.
If you have a collapse, the rst thing to do is to control your direc-
tion. 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 apply-
ing 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 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
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FLYING in salty air, in areas with abrasive surfaces (sand, • rocks etc.) and ground handling in strong winds will accelerate
the aging process.
It is recommended that you regularly CHECK your Viper 2, espe-
cially after a heavy period of use, after an incident or after a long
period of storage.
Storage
Always store all your ying equipment in a dry room, protected
from the direct heat.
Your wing should be dry before being packed away. Heat and
humidity are the worst factors in damaging your glider. (Stor-
ing a damp glider in your car under the sun would be terrible for
example).
Dry your wing preferably out of the sun, in the wind. Never use a
hair dryer, etc.
If you land in the salt water, you must clean it with fresh water
rst and then dry it.
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.
Cleaning
Any kind of wiping/scratching can damage the coating of the cloth.
We recommend for cleaning your Viper 2, you use a soft cloth
dampened only with water and to use gentle movements little by
little across the surface.
Never use any detergent or chemical cleaners
Wing Repairs
Amateur repairs can do more harm than good. Always let a regis-
tered dealer or the manufacturer carry out major glider repairs.
reserve parachute whilst you still have enough time and altitude.
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.
ACROBATIC FLYING
The Viper 2 has been designed as high performance PPG wing and
is not suitable for acrobatic manoeuvres.
A specic standard of certication for acrobatic ying has not
been set up yet. Ozone wings although designed to the highest
specications are, therefore, not certied for this type of ying. As
acrobatic manoeuvres are very difcult and incorrectly performed
manoeuvres can put abnormal stresses on the glider and lead to
loss of pilot control, Ozone strongly recommend you do not under-
take this style of ying.
CARING FOR YOUR VIPER 2
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 untan-• gling the lines rst - this puts unnecessary strain on the lines.
DO NOT walk on the wing or lines.• DO NOT repeatedly inate 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 Viper 2 down on the ground leading edge • rst! This impact puts great strain on the wing and stitching
and can even explode cells.
14
MAINTENANCE CHECKS
Your wing, like a car, should be technically checked to ensure
proper airworthiness.
Your wing should be checked by a qualied professional for the rst
time after 24 months, and thereafter every 12 months.
However, if you are a frequent yer (more than 80 hrs per year),
then we recommend that your glider is checked after every ying
season.
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: it is possible
that you’ll have to change part or all of the lines during your wings
life. This is why it is also important to do a regularly check up to
know the condition of all the components of your glider.
We recommend that the check up is carried out by a qualied
professional.
You are responsible for your ying kit and your safety depends on
it. Take care of your equipment and have it regularly inspected.
Changes in a wings ying behaviour, are also indicators of 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 per-
missible 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 sev-
eral places on the top surface along the span of the glider behind
the leading edge.
If you damage the sail:
If the rip is small, you can x it yourself. You’ll nd all the materi-
als in the repair kit you need.
The Porcher Marine fabric can be simply mended with the sticky rip
stop / spinnaker tape.
When cutting out the patch remember to allow ample overlap
around the tear and round the corners of the patch.
You can nd more information about repairing your wing on the
Ozone website, including step by step instructions with pictures.
If you damage a line:
Any line that is damaged should be replaced. It is important that
the replacement line is from the same material, has got the same
strength and the same length. You can check its length against its
counterpart on the other side of the wing, to make sure that it is
symmetrical. Once the line has been replaced, inate and check
the glider before ying. If you do not have access to an Ozone
dealer you can order individual lines at www.yozone.com (or
www.aerorosport.de if you are from Germany or Austria).
Caring Tips
Your Ozone wing has an opening on the trailing edge of the • tip, closed using Velcro, called the ‘butt hole’. This has been
designed to easily empty all the things which have been ac-
cumulating in your wing (sand, leaves, rocks, mobile phones
etc).
If you y with a wrap, you should regularly undo the twisting • that appears on the main brake lines. By twisting the line they
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.•
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MODIFICATIONS
Your Ozone Viper 2 was designed and trimmed to give the opti-
mum balance of performance, handling and safety. Any modica-
tion means the glider loses its certication and will also probably
be more difcult to y. For these reasons, DO NOT modify your
Viper 2 in any way.
OZONE QUALITY & SERVICE
At Ozone we take the quality of our products very seriously, all our
gliders are made to the highest standards in our own manufactur-
ing 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. We will always
undertake to x problems not caused by general wear and tear or
inappropriate use. If you have a problem with your glider please
contact your dealer/distributor who will be able to decide upon the
most appropriate action. If you are unable to contact your dealer
then you can contact us directly at info@yozone.com
Ozone Guarantee
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, and damage to products due to wear and tear will be re-
paired at a reasonable charge.
The tearing resistance of the cloth - A non-destructive test fol-
lowing the TS-108 standard which species minimum tear strength
for sky diving canopies is executed.
Strength of the line - The centre lines are tested: The uppers,
the middles and the lowers on the A, B, C and Ds are all measured.
The reason for this is because these are the lines which bear most
of the loads.
Each line is tested on a testing table where they are pulled until
they break. The breaking value is 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 certied ying weight of the glider.
The added minimum strength for middle lines and top lines is the
same. If the breaking strength is too close to the minimum value
calculated, the professional will give a period after which you’ll
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 5DaN 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 and
D and a slight stretch on the A, B. The consequences of these
changes can include a slower trim speed, difcult ination etc.
Full check - A full visual check should be carried out: All the
components of the wing (stitching, ribs, diagonals, lines, tabs etc)
should be checked.
Finally, if in doubt, a ight test that conrms that the wing behaves
normally can be done by a professional.
IMPORTANT: Take care of your glider and make sure you
have it checked according to the above schedule: This will
ensure you hours of safe ying.
MATERIALS
16
All OZONE gliders are made from the highest quality materials
available. Porcher cloth has been used for all components of the
glider due to its lighter weight and stretch resistance, which are
two important factors in a high performance wing.
Cloth
Upper-surface
Porcher Skytex 45 Evolution.
Lower-surface
Porcher Skytex 40 Classic
Internal Ribs
Mix of Porcher Skytex 45 and 40, Classic and Hard coatings.
Leading- edge reinforcement
Dacron
Line Set
Lower cascades - Edelrid 8000UV-230 kg
Upper cascades - Liros DC60-60 kg
Risers and hardware
Shackles - High quality micro maillons from Maillon Rapide.
Riser webbing - 20mm zero stretch polyester webbing.
Pulleys - Ronstan ball bearing
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 pos-
sible and take a continuous interest in the weather. If you are
lacking in any of those areas you will be exposing yourself to more
danger than is necessary.
Flying is an immense subject which takes years to learn, so let
your experience build slowly, do not put pressure on yourself, you
have plenty of time to learn as many people y well into old age.
If conditions are not good now then pack up and go home, there is
always tomorrow.
Do not overestimate your abilities, be honest with yourself. As
the wise saying goes, ‘it is better to be on the ground wishing
you were in the air, than to be in the air wishing you were on the
ground’.
Every year many pilots get hurt launching; do not be one of them.
Launching is the time that you are most exposed to danger so
practice it as much as possible. Ground handling teaches you
to be sensitive to your glider and to understand the feedback it
sends you. If you’re good you will be able to condently and safely
launch whilst others struggle and you will be less likely to get hurt
and more likely to have a great days ying.
Finally, RESPECT the weather, it has more power than you can ever
imagine. Understand what conditions are right for your level of y-
ing and stay within that window.
Happy, safe ying & enjoy your Viper 2.
Team Ozone
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ENGLISH
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