Ozone Viper 3 User manual

Manual

CONTENTS
Pilots Manual (En) 2-18
Materials 19
Line Diagram 20
Technical Specications 21
Version 1.1 Nov 2014 OZONE GLIDERS
1258 Route de Grasse, 06620, Le Bar sur Loup, France

3
ENGLISHENGLISH
Thank you for choosing to y an Ozone Viper 3.
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. 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 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 3. It details information about the Viper 3’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 3, 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 3 for the rst time.
Ozone’s web site, www.yozone.com carries up-to-date information, including any safety issues or issues specic to your Viper
3. Please check it regularly.
Safe Flying
All the team @ Ozone

Warning Team Ozone
4
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 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 qualied 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 certied paragliders, harnesses with protector and reserve para-
chutes 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.
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 Russell Ogden,
Luc Armant and Fred Pieri.
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 manoeuvres. 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 proc-
ess. Fred is the latest addition to the team. He is a mathematian,
mechanical engineer and vol Biv specialist and works closely with
Dav and Luc.
Former female World champion, Emilia Plak manages the paramo-
tor department. She is helped by Mathieu Rouanet and Alex Ma-
teos, two of the nest pilots in the world holding World, European
and French Paramotoring champion titles amongst them. They both
offer valuable advice and feedback throughout the development
process, helping to produce the perfect blend of safety, speed and
performance.
Back in the ofce Mike Cavanagh generally keeps control of the
mayhem. Promotion and Team pilots are organised by Matt Ger-
des. Karine Marconi and Chloe Vila 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 Khanh
and 700 production staff.

Your Viper 3
5
Risers
Lower TST elastic
attachment point
Upper TST line
attachment
point
B riser
pulley
TST
tube-ball
handle
White and red
trimmer stitch lines
Neutral trim
position
Adjustable brake
handle positions
ENGLISH
The updated risers feature the new tip steering system; Trim tabs;
adjustable brake pulley heights; ball bearing pulleys on the B risers
for smooth acceleration and a huge accelerator range. The A riser
is covered with a Grey coloured webbing for easy identication.
Replacing the successful Viper2, the Viper3 features several major
improvements and innovations including the patented Ozone Shark
Nose Technology and a new wing tip steering system.
The Viper 3 is a classic competition wing designed for advanced
pilots. The new high-performance Shark Nose reex prole is the
most efcient prole used in PPG design to date. In a series of
national competition wins in 2014, Ozone Team Pilot, Alex Ma-
teos, proved the efciency of this new wing by dominating the
economy tasks. Thanks to its 3-line design, unsheathed lines, and
new prole, the Viper 3 is highly efcient. In thermal conditions its
behavior is similar to a paragliding wing, with very good climb and
glide performance and with progressive and intuitive handling, it
transmits moderate feedback to the pilot.
Although this new wing is surprisingly efcient, it is also very fast.
The Viper 3’s speed is easily accessible and it is not necessary to
overpower the wing with a large engine to maintain level ight –
the Viper 3 maintains excellent glide performance even in its most
accelerated congurations.
Viper and Viper 2 pilots will notice that the Viper 3 is tuned for
performance ying more so than freestyle ying. While its handling
is natural and it carves in an intuitive fashion, the Viper 3 is not a
freestyle or slalom wing, and its core mission is performance y-
ing.
This new design is aimed at highly experienced PPG pilots only,
who are looking for a wing with high efciency, the ability to climb
easily in lifting air, and know how to handle a wing of this aspect
ratio. It is recommended to y the Viper 3 using a harness with
low hang points, to allow weight shifting and active piloting. Expe-
rienced PG pilots who are looking for a more advanced crossover
wing will also enjoy the Viper 3.
For more information on the Shark Nose and how it works, please
visit our website.

6
Trimmers
The Viper 3 is supplied with a trim riser set. See page 5.
The slow trim setting, with the trimmers fully pulled is the neutral
position. This is ideal for thermalling or when minimising sink rate.
Brake pressure is lighter and the handling is at its best in the neu-
tral or slow trim setting. Note, in this position the risers are NOT of
equal lengths.
The trimmers have 2 stitch lines; the rst (lowest) white stitch line
is the best setting for the climb out, normal ight and for the best
ination behaviour during take-off. This is especially useful in light
winds and/or at high altitudes.
To increase cruise speed you can use the speed system, further
release the trimmers, or do both. Using the speed system has
exactly the same effect as releasing the trimmers so it is safe and
possible to y with the trimmers in the fully slow (neutral) position
whilst using the full range of the speed system.
The second RED stitch line is the limit for comfortable fast cruis-
ing and the limit for using the brakes without affecting stability too
much. You can still use the brakes and exceed this setting when
conditions are safe to do so, but in thermic or turbulent air we
recommend closing the trimmers to the slow or neutral position
or at least to the lowest white stitch line or accept a higher risk of
collapse.
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 in-
herent stability there is, as the reex has a greater effect. In mild
turbulence it may be best to not attempt to y the wing actively
and let the prole absorb the turbulence itself, indeed application
of the brakes whilst accelerated will reduce the inherent stability of
the prole. However in very strong turbulence Ozone recommends
to return the trimmers to the fully slow position and y the glider
actively. This way, you will be in the best position to react correctly
should an incident occur.
NOTE: When the trimmers are fully pulled to the neutral
position the risers are NOT of equal lengths.
Accelerator System
The riser’s accelerator system now includes B riser pulleys. These
reduce the overall friction for a lighter, smoother action. The light
pressure allows for easier, more comfortable high speed cruising.
Using the speed system has exactly the same effect as releasing
the trimmers. Either can be used in any combination to accelerate
the wing, but be careful, fully accelerated with trimmers released
is very fast!
To set up the accelerator on the ground, ask a friend to pull your
risers into their in-ight position while you sit in your harness. Now
adjust the length of the line so that the main bar sits just beneath
your seat. You should now be able to hook your heel in to the 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. Ensure that
the speed bar is secured in place before take off to avoid fouling
the prop. Once set up, test the full range of the speed system in
calm ying conditions: ensure that both risers are pulled evenly
during operation. Fine-tuning can be completed when you are back
on the ground.
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.
IMPORTANT: When fully accelerated directional control
should be maintained with the Tip Steering System. Do not
use the brakes.

7
ENGLISH
Important: Using the speed system has exactly the same
effect as releasing the trimmers so it is safe and possible
to y with the trimmers in the fully slow (neutral) position
whilst using the full range of the speed system.
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.
IMPORTANT:
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 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 to suite the power unit’s hang points height. There
are 3 settings: Upper, Middle and Lower. The upper setting (as set
by the factory) is for low hang point motors whilst the middle and
lower settings are for units with higher hang points.
To adjust the pulley height, rst remove the brake line from the
pulley by taking off the brake handle; next remove the pulley
line from the loop on the riser which is attached with a larks foot.
Replace the pulley line on the desired loop using a larks foot and
route the brake line through the pulley before attaching the brake
handle (at the new adjusted length).
If you lower the pulley height, you must also lengthen the brake
lines accordingly. Moving the pulleys to the middle setting requires
adding 10cm to the overall brake line length (measured from the
mark on the brake line), using the lower setting requires an ad-
ditional 20cm from the mark.
IMPORTANT: If you adjust the brake pulley height, you
MUST re lengthen the brake lines accordingly.
IMPORTANT: In the unlikely event of a brake line snapping
in ight, or a handle becoming detached, the glider can be
own by gently pulling the rear risers (C-risers) or the tip
steering system for directional control.
Tip Steering System
The all new Tip Steering System uses ergonomic handles to help
better control the wing during high speed ight. Located on the
risers, the tube-ball handles are easily accesible and linked to the
very tips of the wing, giving you high levels of precision and com-
fort for high speed cruising or accurate low level carving, It allows
for precise handling without the need to use the brakes.
When using the TST, it is not necessary to
use large control movements to effect a
turn. The tst line moves freely inside
the tube so when you pull down the
effect is doubled. Be progressive and
gentle at rst until you are familiar
with the handling characteristics.
The attachment height of the new
Tube-ball handle can be adjusted ac-
cording to your comfort, ying style
and motor unit. Attachment loops are
located on the risers for easy mounting
with the maillons. For high hang point motor
units an extra, longer TST line is also included
so that the system can be lowered to the lowest position.
For directional control whilst ying at full speed only use the tip

8
Basic Flight Techniques
Harness and Motor
To familiarise yourself with the glider it is a good idea to perform
practice inations and ground handling with and without the motor.
As with all new equipment; only y in conditions that you would
normally y in, on a familiar site. Fly the wing progressively.
Preparation
Lay out the Viper 3 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
motor, never leave the motor downwind of the wing or con-
nected to the motor if unattended.
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
steering, 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 head-
ing and for effecting nice smooth turns. It becomes more precise
the faster you y.
When using the tip steering, it is advised to keep the brake handles
in the hand. This is in case of an engine failure or loss of control. It
is therefore necessary to ensure that the brake lines are adjusted
in such a way that they are not activated when using the tip steer-
ing - make sure the brake and TST lines are set correctly.
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
It will be in your harness that you will enjoy ying. Therefore,
we recommend you spend the time on the ground to adjust your
harness’ different settings. Hang from a solid beam and double
check that you are comfortable and that you can reach the brake
handles, tip steering handles and that you can achieve the full
range of speed bar travel before ying.
The Viper 3 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.
Due to the high performance prole of the Viper 3, a unit with a
less powerful motor and low movable hang points may be advis-
able. Always seek assistance and advice from your instructor or
experienced pilots before choosing equipment for yourself.