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Related Manuals for Ozone Mojo 5
Summary of Contents for Ozone Mojo 5
- Page 1 Pilots Manual...
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Page 3: Table Of Contents
CONTENTS THANK YOU hank you for choosing to fly Ozone. As a team of free flying enthusiasts, competitors and adventurers, Ozone’s mission is to build agile paragliders of the highest quality with cutting edge designs, performance and maximum Thank You Incidents Warning Deflations security. Team Ozone Cravats Your Mojo 5 Parachutal stall Confidence and belief in your paraglider is a far greater asset than any small gains in performance - ask any of Rucksack Caring For Your wing Brake lines Packing the Ozone pilots on your local hills, or those who have taken our gliders on ground-breaking adventures or stood Risers Caring Tips on podiums around the world. All our research and development is concentrated on creating the best handling/ Total weight in flight Storage and transport performance characteristics possible with optimum security. Our development team is based in the south of France. Towing Cleaning This area - which includes the sites of Gourdon, Monaco and Col de Bleyne - guarantees us more than 300 flyable days Limitations Repairs per year, this is a great asset in the development of the Ozone range. Preparation... -
Page 4: Warning
WARNING TEAM OZONE Everyone at Ozone continues to be driven by our passion for flying, our love of adventure and our quest • 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 to see Ozone’s paraglider development create better, safer and higher performing paragliders. involves such risks. The paraglider design team is led by David Dagault; Dav has a wealth of experience both in competition, • As the owner of an Ozone paraglider you take exclusive responsibility for all risks associated with its adventure flying and paraglider design. Also on the design team are Luc Armant, Fred Pieri and Russell use. Inappropriate use and or abuse of your equipment will increase these risks. Ogden. Luc is a top competition pilot and XC addict with a background in naval architecture, he brings • Any liability claims resulting from use of this product towards the manufacturer, distributor or dealers a wealth of knowledge and ideas to the design team. Fred is a mathematian, mechanical engineer and are excluded. vol Biv specialist. Together with Luc he works closely with Dav in the design process. Russ is a top • Be prepared to practice as much as you can - especially ground handling, as this is a critical aspect of competitor and test pilot, he can usually be found putting the latest creations through a series of test paragliding. Poor control while on the ground is one of the most common causes of accidents. manoeuvres. • Be ready to continue your learning by attending advanced courses to follow the evolution of our sport, as techniques and materials keep improving. Mike Cavanagh is the boss and multiple winner of the UK XC league. When he’s not out flying he gener- • Use only certified paragliders, harnesses with protector and reserve parachutes that are free from ally keeps control of the mayhem. Promotion and team pilots are organised by BASE jumping legend modification, and use them only within their certified weight ranges. Please remember that flying a and mini wing specialist Matt Gerdes. He works closely with graphic designer Loren Cox. Loren is a glider outside its certified configuration may jeopardise any insurance (e.g. liability, life etc) you have. It keen pilot from Salt Lake city, USA. is your responsibility as the pilot to verify your insurance cover. • Make sure you complete a thorough daily and pre-flight inspection of all of your equipment. Never Back in the office Karine Marconi, Chloe Vila and Isabelle Martinez run the show. These wonderful ladies look after the ordering system, the dealers, the design team and the general day to day running of the attempt flying with unsuitable or damaged equipment. company - without them it would be chaos. • Always wear a helmet, gloves and boots. • All pilots should have the appropriate level of license for their respective country and third party Our manufacturing facility in Vietnam is headed up by Dr Dave Pilkington who works relentlessly manu- insurance. -
Page 5: Your Mojo 5
YOUR MOJO 5 Rucksack The Mojo 5 is designed for new pilots. First and foremost it is a safe, fun, and easy high-performance Your wing is supplied with a specially designed bag that is light in weight and comfortable. It features wing suitable for students in training but ideal for the newly qualified. It is reliable and dependable, perfect for pilots who require a safe and solid wing for ridge soaring, thermalling, and XC flying during a padded hip belt, adjustable ergonomic shoulder straps and extra pockets to store keys, accessories and all those extra bits. Its large volume allows you to store all of your equipment whilst distributing the their first few hundred hours and beyond. It is also suitable for more experienced pilots who seek the highest levels of passive safety for their flying adventures. weight for comfortable hiking. Brake Lines The Mojo Legacy continues. Meticulously designed from the ground up with many prototypes and The brake line lengths have been set carefully during testing. We feel it is better to have slightly long countless hours of R&D, we believe the Mojo 5 is the best Mojo yet. The Mojo 5 improves over the Mojo IMPORTANT brake lines and to fly with a wrap (one turn of line around the hand). However, if you do choose to adjust 4 in every aspect - it is lighter, easier to launch, more comfortable and fun to fly, and provides higher In the unlikely levels of precision and comfort in the handling. their length please keep in mind the following: event of a brake line snapping in flight, or • Ensure both main brake lines are of equal length. With an increased number of cells and totally new profile, the Mojo 5 is aerodynamically very clean. The a handle becoming reduced sail drag, optimized line layout, reduction in overall line length, and newly-shaped cell openings • If a brake handle has been removed, check that its line is routed through the pulley when it is replaced. -
Page 6: Total Weight In Flight
When towing you must be certain that the paraglider is completely over your head before you start. In conditions and ensure that both risers are pulled evenly during operation. Fine-tuning can be completed the rear risers during each case the maximum tow force needs to correspond to the body weight of the pilot. when you are back on the ground. accelerated flight. Limitations Harness The Mojo 5 has been designed as a solo intermediate XC wing and is not intended for tandem flights It is important to set up your harness correctly before flying the wing. Make sure to spend time adjusting or aerobatic manoeuvres. A specific standard of certification for aerobatic flying has not been set up your harness’s different settings until you are completely comfortable. The chest strap should be set yet, Ozone wings although designed to the highest specifications are not certified for this type of flying. between 44cm and 48cm (between the centre of the hang points). XS/S sizes are certified with a chest Aerobatic manoeuvres such as wingovers are very difficult and complex to perform correctly and put strap around 44cm wide and the M/L/XL between 46 and 48cm. abnormal stresses on the glider and can lead to loss of control. Ozone strongly recommends to not undertake this style of flying. The wing was certified without the use of collapse lines and therefore can be used for SIV as normal. We strongly recommend expert tuition over water with all the necessary safety precautions in place. Ensure that you fully understand the correct and safe use of this equipment before attempting SIV. -
Page 7: Wing
BASIC FLIGHT TECHNIQUES Wing Launching To prepare the wing, lay it out on the top surface and perform a thorough daily check. You should Your Mojo 5 will launch with either the forward or reverse technique. The wing should be laid out in a inspect the top and bottom surfaces for any rips and tears or any other obvious signs of damage. Lay pronounced arc, with the centre of the wing higher than the tips. out the lines one side at a time, hold up the risers and starting with the brake lines, pull all lines clear. Forward Launch Nil to Light winds Repeat with the stabilo, D (uppers), C, B and A lines, laying the checked lines on top of the previous When the wind is favourable, whilst gently holding the A risers move forward positively, your lines set, and making sure no lines are tangled, knotted or snagged. Mirror the process on the other side and should become tight within one or two steps and the Mojo 5 will immediately start to inflate. You should then inspect the lines for any visual damage. Then inspect the risers for any signs of obvious damage. maintain a constant pressure on the risers until the wing is overhead. Do not pull down or push the The general rule is if it looks OK then it is OK, however if you have any doubts please get advice from risers forward excessively, or the leading edge will deform and possibly collapse making taking-off more experienced pilots or your local dealer or instructor. difficult and potentially dangerous. Move smoothly throughout the entire launch, there is no need to rush or snatch at it. You should have To familiarise yourself with the glider it is a good idea to perform practice inflations and small flights on a training hill. This will enable you to set up your equipment correctly. plenty of time to look up and check your canopy before committing yourself. Once you are happy that the Mojo 5 is inflated correctly, accelerate smoothly off the launch. IMPORTANT Take-off checklist: Reverse Launch Light to Strong Winds Never take off with 1. Check reserve parachute - pin is in and handle secure Lay out your wing as you would for the forward launch. However, this time turn to face it, passing one... -
Page 8: Turning
angle or stability significantly and will improve your flying performance. You will reach the next thermal to collapse. When the conditions are turbulent, be more active and anticipate the movements of your faster and higher. At full speed the Mojo 5 is stable; however we recommend that you do not fly at full wing. Always be aware of your altitude and do not over-react. We strongly advise you to always keep speed close to the ground or in turbulent air. hold of your brakes. Do not fly in turbulent conditions. Landing By applying the brakes approximately 30cm, the Mojo 5 will achieve its Minimum-Sink rate; this is the speed for best climb and is the speed to use for thermalling and ridge soaring. The Mojo 5 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. Turning IMPORTANT To familiarize yourself with the Mojo 5 your first turns should be gradual and progressive. To make • Once below 30 metres avoid turning tightly as the glider will have to dive to accelerate back to normal Never initiate a turn at flight. If you are at low altitude, or if you hit sink, this could mean you hit the ground harder than efficient and coordinated turns with the Mojo 5 first look in the direction you want to go, then lean into it. minimum speed (i.e. necessary. Your first input for directional change should be weight-shift, followed by the smooth application of the with full brakes on) as brake until the desired bank angle is achieved. To regulate the speed and radius of the turn, coordinate • Lean forward out of your harness before the actual landing (especially if it’s turbulent), with your you could risk entering weight leaning forward against the chest strap, and make sure your legs are ready for the landing and your weight shift and use the outer brake. a spin. -
Page 9: Big Ears
Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a spiral dive, but at these Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high forces applied to the lower and apply enough rates the associated high speeds and G-forces can be disorientating. Always pay particular attention to DO NOT perform spiral outside brake to lines could exceed the breaking strain of the lines leading to equipment failure! your altitude. To exit the spiral dive, ensure your weight shift is in a centred position and then smoothly dives with Big Ears stop the wing from release the inside brake. As the Mojo 5 decelerates allow it to continue to turn until enough energy is lost Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged. engaged. spiralling. for it to return to level flight without an excessive climb and surge. - Page 10 INCIDENTS IN FLIGHT Deflations The Mojo 5 shows little tendency to remain stable in a spiral dive; however some parameters could Due to the flexible form of a paraglider, turbulence may cause a portion of the wing suddenly to collapse. interfere with its behaviour. These might include: wrong chest strap settings, total weight in flight outside of the certified weight range, or being in a very deep spiral at a very high sink rate >14m/s. You This can be anything from a small 30% (asymmetric) collapse to a complete (symmetric) collapse. should always be prepared to pilot the wing out of such a spiral dive. To do so, smoothly use opposite weight shift and apply enough outside brake to stop the wing from spiralling, the glider will then start to If you have a collapse, the first thing to do is to control your direction. You should fly away from the resume normal flight. Never attempt to recover from a spiral with hard or quick opposite inputs as this ground or obstacles and other pilots. Asymmetric collapses should be controlled by weight shifting away from the collapse and applying enough brake to control your direction. This action alone will be enough will result in an aggressive climb and surge. for a full recovery of the wing most of the time. Active C Riser Control When gliding in accelerated flight it is possible to pilot the wing with the C risers, this gives an improved Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. feel and control over the wing enabling you to fly actively without using the brakes. Using brakes whilst This means the glider will spin or stall with less brake input than normal. In your efforts to stop the glider accelerated causes drag which is not only inefficient but it also reduces the inherent stability of the pro- turning towards the collapsed side of the wing you must be very careful not to stall the side of the wing file - using the brakes whilst accelerated can actually lead to a collapse. Using the C risers increases the that is still flying. If you are unable to stop the glider turning without exceeding the stall point then allow IMPORTANT WARNING angle of attack more evenly across the chord and does not weaken the profile. The direct feel allows you Never apply the brakes the glider to turn whilst you reinflate the collapse. Uncoordinated to stop collapses before they happen and maintain higher speeds and higher levels of efficiency through whilst using the speed wingovers can lead turbulence.
- Page 11 CARE AND MAINTENANCE Cravats Packing If the tip of your wing gets stuck in the lines, this is called a ‘cravat’. This can make your glider go into 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 IMPORTANT a spiral, which is difficult to control. The first solution to get out of this situation is to stabilise the glider carefully. A bad preparation into normal flight, i.e get control of your direction and then pull down the stabilo line (CR4 - green line on launch, aerobatic Ozone recommends to use the concertina packing method exactly as shown so that all of the cells rest alongside each other and the on the C riser) until the wing tip clears. You must be careful with any brake inputs or you may stall the flying, flying a wing of plastic reinforcements are not unnecessarily bent. Using an Ozone Saucisse or Saucisse light pack will help preserve the life of the wing opposite wing. You can also use strong deep pumps of the brake on the cravated side, when doing so it too high a level or in and aid with the speed and ease of packing. is important to lean away from the cravat otherwise you risk spinning or deepening the spiral. The aim is conditions too strong to empty the air out of the wing tip, but without spinning. Correctly done, this action will clear the cravat. for your ability, are the main causes of If it is a very large cravat and the above options have not worked then a full stall is another option. This...
- Page 12 Step 4. Group together the middle/trailing Step 8. If using the Saucisse Pack, carefully edge of the wing by sorting the folds near zip it up without trapping any material. the B, C and D tabs. If using a Saucisse pack go to Step 8. Step 5. Once the LE and rear of the wing have Step 9. Turn the Saucisse on its side and make the first been sorted, turn the whole wing on its side. fold just after the LE reinforcements. Do not fold the plastic reinforcements, use 3 or 4 folds around the LE. IMPORTANT: Do NOT lay the wing Step 6. Fold the wing with 3 or 4 folds whilst being flat on the ground before packing the careful to not crush the LE. glider, this will cause abrasion damage to the top surface as you pull the glider towards the middle.
- Page 13 Transport the wing in the supplied bags and keep away from oils, paints, chemicals, detergents etc. winds will accelerate the aging process. Never use detergent or Cleaning chemical cleaners. • DO NOT fly in the rain or expose the wing to moisture. Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not clean the • DO NOT expose the wing to unnecessary UV. Pack away once you have finished flying. Do not leave it wing, but if you do have to, use a soft cloth dampened with a small amount of water and use gentle sitting in the sun. movements little by little across the surface. • If you fly with a wrap, you should regularly undo the twisting that appears on the main brake lines. By twisting the line become shorter and you can end up with a constant tension on the trailing edge Wing Repairs (which can lead to problem on launch, stalling, glider not flying symmetrically, ...) Always let a registered dealer, professional repair centre or the manufacturer carry out any major or • Change your main brake lines if they are damaged. complex repairs, especially those near seam margins. • Be Careful when groundhandling to not saw the brake lines against the risers or main lines. The If you damage the sail: abrasion caused by a sawing motion can damage the main lines and lead to premature ageing of If the rip is small and in the middle of a panel however you can fix it yourself. You’ll find all the materials the risers. If you notice any signs of abrasion, especially to the lines, make sure you get the wing in the repair kit you need. The fabric can be simply mended with the sticky rip stop/spinnaker tape. professionally serviced and importantly modify your groundhandling technique to stop any further When cutting out the patches allow ample overlap of the tear and make sure both sides are different damage. sizes. Make sure to round off each corner of the patches. • Your Ozone wing has an opening closed using velcro on the trailing edge of the tip called the ‘Butt hole’. This has been designed to easily empty all the things which have been accumulating in your wing (sand, leaves, rocks, mobile phones etc).
- Page 14 IMPORTANT You can find more information about repairing your wing on the Ozone website, including step by step Take care of your instructions with pictures. The tearing resistance of the cloth - A non-destructive test following the TS-108 standard which glider and make sure specifies minimum tear strength for sky diving canopies should be made using a Bettsometer. (B.M.A.A. If you damage a line: you have it checked Approved Patent No. GB 2270768 Clive Betts Sails) Any line that is visually damaged MUST be replaced. Use a reputable paragliding service centre to make and serviced according the replacement lines. Alternatively you can order them from your local Ozone dealer or directly from our to the schedule. Strength of the lines - An upper, middle and lower A line, along with a lower B and a lower C (and website http://www.flyozone.com/paragliders/en/shop/lines.php lower D if applicable) line should be tested for strength. Each line is tested to breaking point and the value recorded. The minimum value is 8 G for all lower A+B lines and 6 G for all lower remaining lines, It is important that replacement lines are made from the correct materials and diameters. You should calculated from the maximum certified flying weight of the glider. The added minimum strength for check lengths against their counterpart on the other side of the wing to make ensure symmetry. Once the middle lines and for the top lines should be the same. If the breaking strength is too close to the the line has been replaced, inflate and check the glider before flying.
- Page 15 Ozone will repair or replace any defective product free of charge. Ozone and its distributors provide the highest quality service and repair, any damage to products due to wear and tear will be repaired at a reasonable No.
- Page 16 Mojo 5 Rigging diagram LINE DIAGRAM TECHNICAL DRAWINGS Individual and linked line lengths can be found online. A Riser Trailing B Riser Lower Surface Edge Leading Upper Surface Edge Riser Riser Riser Brake Baby A Riser Line (Big Ears) Pulley B2 B3 Upper Brake Cell Lines Handle Accelerator...
- Page 17 MATERIALS All Ozone gliders are made from the highest quality materials available. Cloth Upper Surface Dominico DOKDO 30D MF Lower Surface Dominico DOKDO 30D MF Internal Ribs Dominico DOKDO 30D FM Leading Edge Reinforcement P18 plastic pipe MainLine Set Brake Lines Riser Lines Main brake Lines Edelrid 6843 - 160/200kg Liros - 10-200-040 Middle Lines Middle brake lines Liros DSL - 140kg Liros DSL - 70kg Upper Lines Upper brake lines Liros DSL - 70kg...
- Page 18 1258 Route de Grasse Le Bar sur Loup 06620 France...