Ozone ZENO 2 Manual

Pilot Manual - EN

EN v1.0 April 2022
CONTENTS
Thank You 01
Warning 02
Your Zeno 2 03
Preparation 05
Limitations 07
Basic Flight Techniques 09
Rapid descent Techniques 14
Incidents 16
Care and Maintenance 18
Ozone Quality 27
Technical Specications 28
Drawings/Riser Lengths 29
Rigging Diagram 30
Materials 31

01
Thank you for choosing Ozone.
As a team of free ying enthusiasts, competitors and adventurers, Ozone’s mission is to
build paragliding equipment of the highest quality. We are constantly working together to
develop cutting edge designs with class leading performance and maximum security. Wings
are rigorously tested and developed by our team of experienced, discerning, world-class pilots
to ensure they meet your expectations and demands. The products we oer you are the ones
we y ourselves, every day.
To ensure the highest levels of quality, we manufacture all of our products in our own production
facility, our unique made-to-order system means that every glider is eectively tailor-made
for you. Panels are individually laser cut from a single layer to ensure the highest precision and
production consistency from one wing to the next. Your wing undergoes numerous rigorous
quality control checks at each and every stage of the manufacturing process to guarantee it
meets the highest industry standards.
It is essential that you read this manual before ying your wing for the rst time. It includes
important information regarding the use and care of your paraglider. For the latest updates,
including all technical datas, please refer to the latest online version.
If you need any further information about any of our products please check yozone.com or
contact your local dealer, school or any of us here at Ozone.
Safe Flying!
Team Ozone
THANK YOU

WARNING
02
• Paragliding is a potentially dangerous sport that can cause serious injury including bodily
harm, paralysis and death. Flying an Ozone paraglider is undertaken with the full knowledge
that paragliding involves such risks.
• As the owner of an Ozone paraglider you take exclusive responsibility for all risks associated
with its use. Inappropriate use and or abuse of your equipment will increase these risks.
• Any liability claims resulting from use of this product towards the manufacturer, distributor
or dealers are excluded.
• Be prepared to practice as much as you can - especially ground handling, as this is a critical
aspect of paragliding. Poor control while on the ground is one of the most common causes
of accidents.
• Be ready to continue your learning by attending advanced courses to follow the evolution of
our sport, as techniques and materials keep improving.
• Use only 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 suitable footwear.
• Pilots should have the appropriate level of license for their respective country and third
party insurance.
• Make sure that you are physically and mentally healthy before ying.
• Choose the correct wing, harness and conditions for your level of experience.
• Pay special attention to the terrain you will be ying and the weather conditions before
you launch. If you are unsure, do not y and always add a large safety margin to all your
decisions.
• NEVER y your glider in rain, snow, strong wind, turbulent weather conditions or clouds.
• If you use good, safe judgment you will enjoy many years of paragliding.

YOUR ZENO 2
03
The Zeno 2 builds on the success of the original, retaining the same cell count and aspect ratio to maintain
the balance of comfort/performance/ease of use, whilst squeezing more performance, speed, and precision
out of the concept.
Developed alongside the Enzo competition wing project, the Zeno 2 features a completely new prole with
an increased cm+ and more rearward opening positions. This creates an ecient, pitch stable prole that
delivers a higher top speed and better glide performance throughout the speed range.
Performance wise we have seen some impressive gains: with a slightly faster trim speed and signicantly
faster top speed compared to the Zeno, it now matches the Enzo 3 in top speed and glide. Throughout
the normal XC speed range the wing remains comfortable like the Zeno, only becoming slightly more
demanding at the very top speed - but this speed is fast, signicantly faster than the Zeno and only
necessary for competitive nal glides.
Overall, the Zeno 2 oers a little more feedback compared to the Zeno, but always in an intelligible way,
remaining comfortable and condence inspiring for the target group. The heightened sensation makes it
easier to sni out the cores, follow the good energy lines and feel the air intuitively. The optimised internal
structure gives a solid planform with which to climb, in thermic turbulence the wing remains cohesive along
the span and the chord allowing the handling to be exploited whenever necessary. The turn response is
precise and dynamic - rm and precise in the rst part of the range whilst elastic and responsive in the
second.
Passive safety has been improved with less aggressive EN side collapse behaviour and better response
to frontals, the improved behaviour and increased cohesion of the sail is noticeable on the ground, with
impeccable launching characteristics.
Designed and developed for serious, experienced XC pilots who y at least 100hrs a year and have a
good understanding of SIV. The performance makes it perfect for both XC record hunting and top level
competitions.

04
Rucksack
A choice of optional rucksacks are available for your wing. We have a large range suited
for many applications - from large competition bags to accommodate modern competition
harnesses to small lightweight compact designs suited for lightweight harnesses and hike &
y. You can choose from any of them at the time of order, or decide to not take one and re-
use your old rucksack.
Brake Lines
The brake line lengths have been set carefully during testing. We feel it is better to y with a
wrap (one turn of the handle around the hand), for greater turn authority in the thermals and
better overall control. Shortening the brakes from the factory setting will aect the trailing
edge at full speed, so we strongly recommend to not do so. As the wing ages, the brakes will
naturally reduce in length, so it is possible that they will require lengthening at some stage.
When adjusting the brake lengths please keep in mind the following:
• Ensure both main brake lines are of equal length.
• If a brake handle has been removed, check the main brake line is routed through the pulley
when replacing the handle. Use a bowline knot.
• When the brakes are fully released in ight, the brake lines should be slack. There must be
a minimum of around 10cm of free play before the brakes begin to deform the trailing edge
and a substantial bow to guarantee no deformation of the trailing edge when accelerated.
Risers
The Zeno 2 has been designed with 2 risers per side. The A risers have a smaller Dyneema
riser holding the outermost AR3 line. As the wing ages, it is not unusual for the AR3 risers to
reduce in length. Adjustment can be made by releasing the loop found on the small maillon
attached to the B riser. Replacement AR3 risers can also be ordered separately from your
Ozone dealer.
The risers feature a foot operated accelerator system, they do not feature trimmers.
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 (B-risers) for
directional control.

LIMITATIONS
05
Pilot Ability
The Zeno 2 has been designed as a solo high performance XC/competition wing and is suitable
for experienced pilots only. It is NOT suitable for beginner or intermediate pilots, aerobatic
manoeuvres, training or tandem ights. To be own safely, the Zeno 2 requires a high level of
piloting skills, pilots are expected to have the necessary active ying skills and quick reaction
times to keep a high aspect ratio wing open in turbulent air. We also expect an in-depth
knowledge of SIV, preferably with recent, direct experience of a high aspect ratio wing.
Total Weight in flight
Each Ozone glider has been designed and certied for a dened weight range. We strongly
recommend that you respect these weight ranges. If you are between sizes the following
information may help you make a decision as to which size to buy:
• For the most precise and dynamic handling or if you generally y in mountains and/or in
strong conditions, you should chose to y near the top part of the weight range.
• If you want a better sink rate, or if you generally y in at lands and/or in weaker
conditions, you may choose to y nearer the middle part of the weight range. Remember,
you can always add ballast when conditions are stronger.
• It is not recommended to y at the very bottom of the weight range.
SIV
As a thoroughbred high performance machine, we do not recommend to use the Zeno 2 for
SIV training. It was certied with the use of collapse lines, therefore induced collapses cannot
be performed correctly, or safely without them. We strongly recommend to not perform
collapses, this is not the wing with which to learn these skills.
If you must use it for SIV it is better to work on your stall control. Ensure you fully understand
the correct and safe use of this equipment before attempting SIV and only do so under expert
tuition over water with all the necessary safety precautions in place.
IMPORTANT
The Zeno 2 was
certied with the
use of collapse lines,
therefore induced
collapses cannot be
performed correctly,
or safely without
them.

06
Towing
The Zeno 2 may be tow-launched. It is the pilot’s responsibility to use suitable harness
attachments and release mechanisms and to ensure that they are correctly trained on the
equipment and system employed. All tow pilots should be qualied to tow, use a qualied tow
operator with proper, certied equipment, and make sure all towing regulations are observed.
When towing you must be certain that the paraglider is completely over your head before
you start. In each case the maximum tow force needs to correspond to the body weight of
the pilot.
Flying in the Rain
Modern wings are susceptible to rain and moisture, ying with a wet wing can result in the
loss of normal ight.
Due to the ecient, wrinkle-free design of the sail, water tends to bead on the leading
edge causing ow separation. Flow separation will make the wing more prone to entering
inadvertent parachutal stalls, so ying in the rain, or with a wet wing (e.g early morning dew)
should be avoided at all costs.
If you are accidently caught-out in a rain shower, it is best to land immediately. If your wing
becomes wet in the air it is advised to maintain accelerated ight using the speed bar, 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 accelerate the wing with the speed bar to
regain airspeed.
IMPORTANT
Never y in the rain or
with a wet glider.

PREPARATION
07
IMPORTANT
Using the accelerator
decreases the angle
of attack and makes
the wing more prone
to collapse, therefore
using the accelerator
near the ground or in
turbulent conditions
should be avoided.
Accelerator System
Attach the speed system lines to the accelerator system on the risers with the Brummel
hooks. Alternatively they can be bypassed with the speed system attached directly to the riser
accelerator lines using a Larks foot.
There must be enough slack in the speed system to ensure the A risers are not inadvertently
pulled during normal trim speed ight, but not so long that it is impossible to use the full
speed range of the glider.
Maximum speed is achieved when the A/B limiter comes under tension. Pushing the speed
system beyond this point will not increase the speed.
Once set up, test the full range of the accelerator in calm ying conditions and ensure that
both risers are pulled evenly during operation. Fine-tuning can be completed when you are
back on the ground.
Harness
It is important to set up your harness correctly before ying the wing. Make sure to spend time
adjusting your harness’s dierent settings until you are completely comfortable. Depending
on the size of the wing, we recommend a chest strap setting between 42cm and 48cm
(measured between the centre of the hang points). The S size was certied with a chest strap
set to around 42cm, the MS/ML between 44-46cm, and the L between 46-48cm. Do not y
with a chest strap setting too tight (below 42cm) or too wide (above 48cm) as this will aect
the behaviour and feedback of the wing.
The wing has been certied with a standard seated harness. Using a pod harness in a laid
back supine position does not invalidate the certication but it may have an inuence on
the behaviour of the wing. Pod harnesses increase the risk of twists occurring during a large
asymmetric collapse.

08
Wing
To prepare the wing, lay it out on the top surface and perform a thorough daily check. You
should inspect the top and bottom surfaces for any rips and tears or any other obvious signs
of damage. Lay out the lines one side at a time, hold up the risers and starting with the brake
lines, pull all lines clear. Repeat with the B and A lines, including the upper C’s laying the
checked lines on top of the previous set. Make sure no lines are tangled, knotted or snagged.
Mirror the process on the other side and then inspect the lines for any visual damage.
Inspect the risers for any signs of obvious damage or wear. Ensure they are not twisted, pay
particular attention to the Dyneema AR3 risers as these are easily twisted.
Take-o checklist:
1. Check reserve parachute - pin is in and handle secure
2. Helmet on and fastened
3. All harness buckles closed - check leg-loops again
4. Risers connected to the harness correctly with carabiners and maillons tight
5. Accelerator system connected
6. Holding the A risers and your brake handles correctly
7. Leading edge open
8. Aligned in the middle of the wing and directly into wind
9. Airspace and visibility clear

BASIC FLIGHT TECHNIQUES
09
IMPORTANT
Never take o with
a glider that is not
fully inated or if you
are not in control of
the pitch/roll of your
wing.
Launching
Your Zeno 2 will launch with either the forward or reverse technique. The wing should be laid
out in a pronounced arc, with the centre of the wing higher than the tips.
Forward Launch - Nil to Light winds
When the wind is favourable, whilst gently holding the central A risers move forward positively,
your lines should become tight within one or two steps and the Zeno 2 will immediately start
to inate. You should maintain a constant pressure on the risers until the wing is overhead.
Do not pull down or push the risers forward excessively, or the leading edge will deform and
possibly collapse.
Move smoothly throughout the entire launch, do not rush or snatch at it. Once above your
head look up and check the canopy is fully inated and there are no knots in the lines before
committing yourself to the launch run.
Reverse Launch - Light to Strong Winds
Lay out your wing as you would for the forward launch. Turn to face it by passing one entire
set of risers over your head as you turn. Inate the glider using your body weight and the
A-risers. Once the wing is overhead, release the risers, brake gently if necessary, turn and
launch. In stronger winds, be prepared to take a few steps towards the glider as it inates.
This will take some of the energy out of the wing and it will be less likely to overy you or
pick you o your feet.
Speed to Fly
The Zeno 2 achieves its best glide in still air at trim speed. To maximise glide ratio when
gliding downwind or when the air is not excessively sinking y at trim speed or slightly slower
by applying gentle pressure on the B risers. To penetrate better in headwinds and improve the
glide ratio in sinking air, crosswinds or headwinds you should y faster than trim speed using
the accelerator. Using up to half bar does not degrade the glide angle or stability signicantly
and will improve your eciency.
IMPORTANT
Never apply the brakes
whilst using the speed
system - it makes the
wing more prone to
collapse.

10
At full speed the Zeno 2 is very fast, we recommend to only y at full speed when absolutely
necessary, such as when on nal glide during a competition or when ying towards a strong
thermal. 3/4 speed should suce in most normal XC conditions.
Always pilot the wing with the B risers whilst accelerated and do not y full speed close to the
ground or in turbulent conditions.
By applying approximately 20cm of brakes the Zeno 2 will achieve its Minimum-Sink rate; this
is the speed to use for thermalling and ridge soaring.
Turning
To familiarize yourself with the Zeno 2 your rst turns should be gradual and progressive. To
make ecient and coordinated turns, rst check the airspace is clear and then lean in the
direction you want to go. The rst input for directional change should be weight-shift, followed
by a smooth application of the brake until the desired bank angle is achieved. To regulate the
speed and radius of the turn, coordinate your weight shift and use both the outer and inner
brake.
Active Flying
To minimize the likelihood of suering collapses in turbulent conditions, it is essential to
y the wing actively. The aim of active ying is to maintain a constant pressure and pitch
control of the wing. If you feel a reduction or loss of pressure quickly apply the brakes until
you feel normal pressure again. Once you have normal pressure, raise the hands back to the
original position. Avoid ying with continuous amounts of deep brake in rough air as you could
inadvertently stall the wing - always consider your airspeed. These subtle adjustments will
help keep the glider ying smoothly directly above you and dramatically reduce the likelihood
of a collapse. If the glider pitches in front of you, use the brakes to slow it down. Equally, if the
glider drops behind you, release the brakes to allow it to speed up, but be ready to anticipate
the following pitch forward. The goal is to maintain the wing directly overhead with a constant
level of internal pressure.
IMPORTANT
Always keep hold of
your brakes. Do not y
in turbulent conditions
IMPORTANT
Never initiate a turn at
minimum speed (i.e.
with full brakes on) as
you could risk entering
a spin.

11
When the conditions are turbulent, be more active and anticipate the movements of your
wing, always be aware of your altitude and do not over-react.
We strongly advise you to keep hold of your brakes at all times and to not y in turbulent
conditions.
Active B Riser control
When gliding, whether at trim speed or in accelerated ight, we recommend to pilot the wing
using the B risers. This gives an improved feel and control over the angle of attack enabling
you to y actively without using the brakes (which causes drag and pitch movements). The
direct feel allows you to stop collapses before they happen and maintain higher speeds and
higher levels of eciency.
To y with the B risers, keep hold of your brake handles (remove any wraps) and take hold
of the wooden handles located on the B risers. Now you have direct control of the AofA; by
pulling the B risers down you increase the AofA, releasing pressure reduces AofA and returns
the wing to trim speed. With B riser control you can y actively through turbulence, collapses
can be stopped or at least reduced with correct inputs due to the sudden increase in AofA.
If you feel the nose of the wing lose internal pressure, or you see a crease appear between
the A and B line attachment points on the sail you can quickly input the B risers to stop the
collapse occurring. The amount of pressure and size of the input is dependent on the amount
of turbulence, or loss of pressure, but always avoid long deep inputs to avoid inducing large
pitch movements or inadvertent stalls.
During accelerated ight, the added control of active B riser ying further increases the
eciency and stability of the wing. Whilst accelerated the act of pulling the B risers is exactly
the same as releasing the speed bar. This translates to direct control of speed, AofA, and
internal pressure in your hands. Coupled with active speed bar control, adjustments can
be made with the B risers to optimise your speed and internal pressure through turbulence
helping you to maintain a higher average speed whilst reducing the likelihood of unexpected
IMPORTANT
Always take hold of
the B risers during
accelerated ight.

12
collapses. When pushing the bar, if the air becomes slightly turbulent apply some pressure to
the B risers, when the air becomes less turbulent again you can reduce (or release) pressure
on the B risers for extra speed. Flying fast and eciently in normal air requires constant
attention to the wing, it is necessary to combine B riser inputs and speed bar adjustments to
keep the wing open and pressured.
This control method is suitable for gliding in good ‘normal’ air without huge levels of turbulence,
it does not replace proper active ying with the brakes in strong turbulent conditions. If you
are unsure about the air return the glider to trim speed, release the B risers and y the glider
actively with the brakes. If the air becomes very turbulent we recommend to use the brakes
instead of the B risers.
Landing
The Zeno 2 shows no unusual landing characteristics but as a reminder, here are some tips:
• Always set up for your landing early, give yourself plenty of options and a safe margin for
error.
• Once below 30 metres avoid turning tightly as the glider will have to dive to accelerate back
to normal ight. If you are at low altitude, or if you hit sink, this could mean you hit the
ground harder than necessary.
• Lean forward out of your harness before the actual landing (especially if it’s turbulent), with
your weight leaning forward against the chest strap, and make sure your legs are ready for
the landing and a possible PLF (parachute landing fall).
• Allow the glider to y at hands up (trim) speed for your nal descent until you are around
1 metre above the ground (in windy or turbulent conditions you must y the glider actively
all the way). Apply the brakes slowly and progressively to slow the glider down until
groundspeed has been reduced to a minimum and you are able to step onto the ground.
• In light winds/zero wind you need a strong, long and progressive are to bleed o 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.

13
• If the glider does begin to climb, ease o the brakes (10-20cm) - do not put your hands
up all the way - then are again, but more gently this time. Keep the brakes at mid speed,
stand up, be ready to run and make sure you brake fully as you arrive on the ground.
• Choose the appropriate approach style in function of the landing area and the conditions.
• In strong winds you need to turn towards the glider the second your feet touch the ground.
Once facing the wing pull smoothly and symmetrically down on the brakes to stall the wing.
If the glider pulls you, run toward it.
• If the wind is very strong, and you feel you might be dragged, or lifted again, stall the glider
with the B risers. This stalls the wing in a very quick and controllable way and will drag you
less than if you use the brakes.
• Always land heading into wind!

RAPID DESCENT TECHNIQUES
14
Big Ears
Folding in the wing tips increases the sink rate without radically changing the airspeed.
Although mostly pointless with this type of wing, big ears can be useful for staying out of
cloud or descending through the lift band of the hill, for example when top landing. As a
means of descent though, it is better to nd some sinking air and make steep turns.
To pull big ears, keep hold of your brakes and pull down on the AR3 line on each side until the
wing tips fold under. The size of the big ears can be adjusted by pulling more line, or reaching
higher up the line.
It is also possible to pull big ears with the ‘B3’ technique. To do so, keep hold of your brakes
and pull BR3 lines on each side until the wing tips peel backwards.
Directional control while using the ears should be with weight shift.
Once the ears are engaged you can further increase the sink rate by pushing on the accelerator
bar. Whilst it is possible to enter a spiral dive whilst holding in the ears, the high forces applied
to the lower lines could exceed the breaking strain, leading to equipment failure!
Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged.
To reopen the ears, release the lines at the same time. To help reination, if necessary
brake gently one side at a time until tips open and regain pressure. Avoid deep symmetric
applications of the brake as this could accidently induce parachutal or full stalls.
B-Line Stall
Traditional B-line stalls are not possible with the Zeno 2. Prolonged deep input on the B risers
will result in a full stall. Do not do it.
DO NOT perform spiral
dives with the big ears
engaged.

15
Spiral Dives
The spiral dive is the most eective form of rapid descent. To initiate a spiral, look and lean
in to the direction you want to turn, then smoothly and progressively pull down on the inside
brake. The Zeno 2 will rst turn almost 360 degrees before it drops into the spiral. Once in
the spiral you should re-centre your weight shift and apply a little outside brake to keep the
outer wing tip pressured and inated.
Safe descent rates of more than 10m/s are possible, but at these rates the associated high
speeds and g-forces can be disorientating. Always pay particular attention to your altitude.
To exit the spiral dive, smoothly weight shift in the opposite direction of the spiral and
smoothly release the inside brake whilst applying the outside brake. It is possible for the
Zeno 2 to remain neutral in a spiral dive, always be prepared to pilot the wing out of a spiral
dive. To do so, use opposite weight shift and smoothly apply enough outside brake until the
wing starts to decelerate, the glider will then start to resume normal ight. Recovering from
a spiral with hard or quick opposite inputs will result in an aggressive climb and surge and
is not recommended. Always be prepared to manage the energy, allow it to continue to turn
until enough energy is lost for it to return to level ight without an excessive climb and surge.
Never perform spiral dives close to the ground.
Remember the spiral dive should be used in emergency situations only, excessive use of the
spiral may result in an asymmetry in the lines and will put unnecessary strain on the canopy
reducing the performance.
IMPORTANT
Always be prepared
to pilot the wing out
of a spiral dive. Use
opposite weight shift
and apply enough
outside brake to
stop the wing from
spiralling.

INCIDENTS IN FLIGHT
16
Deflations
No pilot or wing is immune to deations, however correct active ying will reduce the chances
signicantly.
Asymmetric collapses should be controlled by rst weight shifting away from the collapse,
y away from the ground, obstacles and other pilots. Apply enough opposite brake to control
your direction, this action alone will be enough to start the recovery process. In your eorts
to stop the glider turning towards the collapse be very careful not to stall the ying side. If
you are unable to stop the glider turning without exceeding the stall point, allow the glider to
turn during the reination process.
If the deation does not spontaneously reinate make a deep, smooth, progressive input on
the deated side. 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.
Symmetric front collapses normally reinate without pilot input, however 15 to 20cm of brake
applied symmetrically, and immediately will speed the process. After a symmetric collapse
always consider your airspeed. Make sure the glider is not in parachutal stall before making
any further inputs.
If your Zeno 2 collapses in accelerated ight, immediately release the accelerator and manage
the collapse using the methods described above.
Cravats
Cravats are when the wing tips become trapped within the lines and can result in the wing
entering a spiral dive if not addressed correctly. The rst action should be to stabilise the
glider, i.e get control of your direction using opposite weight shift and brake input. Large
cravats may require the wing to continue turning to avoid stalling the ying side. Once you
have control of the spiral use strong deep pumps of the brake on the cravated side to try to
free the tips. 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, without
IMPORTANT
Never apply the brakes
whilst using the speed
system - it makes the
wing more prone to
collapse.

17
spinning. Correctly done, this action will clear the cravat quickly, it is the most ecient and
eective method. You can also try collapsing the wing tip by pulling on the AR3 line, this can
help free small stubborn wing tip cravats. Whichever method you use, be careful with any
brake inputs to not stall the opposite side.
If it is a very large cravat and the above options have not worked then a full stall is the next
option. Only attempt this if you have enough altitude.
Remember if the rotation is accelerating and you are unable to control it, throw your reserve
parachute immediately whilst you still have enough altitude.
Deep Stall / Parachutal Stall
It is possible for gliders to enter a parachutal stall, this normally occurs when ying with too
much brake, after a front collapse or when ying with a wet wing. If the wing is out of trim
this can also be a contributing factor.
If the wing enters a parachutal stall, your rst reaction should be to fully raise both hands.
This allows the glider to return to normal ight but If nothing happens after a few seconds,
reach up and push the A-risers forwards or better, apply the speed bar to encourage the wing
to regain normal ight. Ensure the glider has returned to normal ight (check your airspeed)
before you use the brakes again.
Do not y in rain, doing so signicantly increases the likelihood of parachutal stalls occurring.
To reduce the chance of stalling in rain avoid using deep brake movements or big ears. Find a
safe area to land and using the speed bar, maintain a good airspeed at all times.
IMPORTANT
Never y in the rain or
with a wet glider.
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!

CARE AND MAINTENANCE
18
Step 1. Lay the mushroomed wing on the ground or on the
Concertino pack if you are using one. It is best to start from the
mushroomed position as this reduces the dragging of the leading
edge across the ground.
Step 2. Group leading edge (LE) plastic reinforcements with the A tabs roughly
aligned. Make sure the plastic reinforcements lay side by side. Note the glider is
NOT folded in half; it is folded as a complete concertina from wing tip to wing tip.
Packing
To prolong the life of your wing and to keep the plastic reinforcements in the best possible condition it is very
important to pack the wing carefully. We recommend to use the concertina packing method exactly as shown so that
all of the cells rest alongside each other and the plastic reinforcements are not unnecessarily bent. It is also good
practice to use the supplied inatable folding pillow, although not absolutely necessary it does reduce the angle of
the leading edge fold and helps preserve the plastic reinforcements. The folding pillow can be deated and carried
in your harness. Using the Ozone Concetino will help preserve the life of the wing and aid with the speed and ease
of packing.