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Related Manuals for Ozone Mojo PWR 2
Summary of Contents for Ozone Mojo PWR 2
- Page 1 Pilots Manual EN...
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Page 2: Table Of Contents
CONTENTS Thank You Warning Team Ozone Your Mojo PWR 2 Limitations Preparation Basic Flight Techniques Rapid Descent Techniques Incidents Caring For Your wing Ozone Quality Technical Specifications Drawing/Riser lengths Line diagram Materials EN v1.0 June 2020... -
Page 3: Thank You
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 security. Confidence and belief in your paraglider is a far greater asset than any small gains in performance - ask any of the Ozone pilots on your local hills, or those who have taken our gliders on ground-breaking adventures or stood on podiums around the world. All our research and development is concentrated on creating the best handling/performance characteristics possible with optimum security. Our development team is based in the south of France. This area - which includes the sites of Gourdon, Monaco and Col de Bleyne - guarantees us more than 300 flyable days per year, this is a great asset in the development of the Ozone range. As pilots we fully understand just how big an investment a new paraglider is. We know that quality and value for money are essential considerations when choosing a new wing, so to keep costs low and quality high we manufacture all of our products in our own production facility. During production our wings undergo numerous rigorous quality control checks that are fully traceable, this way we can guarantee that all of our paragliders meet the same high standards. It is essential that you read this manual before flying your wing for the first time. The manual will help you get the most out of your new wing, it details information about the design, tips and advice on how best to use it and how to care for your wing to ensure it has a long life and retains a high resale value. For the latest updates, including all technical datas please refer to the online version. This can be found on the product’s page on at www.flyozone.com If you need any further information about any of our products please check flyozone.com or contact your local dealer, school or any of us here at Ozone. Safe Flying! Team Ozone... -
Page 4: Warning
WARNING • 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 paramotoring 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 equipment will increase these risks. • Ozone paragliders are only suitable for qualified pilots or those under instruction. This manual does not replace proper instruction. Make sure you seek professional tuition and learn with a reputable school. • Use only certified paragliders, harnesses with protector and reserve parachutes that are free from modification, and use them only within their certified weight ranges. Please remember that flying a glider outside its certified configuration 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. -
Page 5: Team Ozone
TEAM OZONE Everyone at Ozone continues to be driven by our passion for flying, our love of adventure and our quest to see Ozone’s paraglider development create better, safer and more versatile paragliders. The design team consists of David Dagault, Luc Armant, Fred Pieri, Russell Ogden, Honorin Hamard, Emilia Plak and Alex Mateos. Dav has a wealth of experience in competition flying, XC, XAlps and paraglider design. Luc, a dedicated XC and competition addict has a background in naval architecture. Fred, our resident geek is a mathematician, mechanical engineer and vol Biv specialist. Russ is a competition pilot and test pilot with 1000s of hours testing experience. Honorin has been flying since he was 13, naturally talented, he has already become world champion. Between them, they bring a wealth of knowledge, ideas and experience and work closely together in the design and testing process. Former female World champion, Emilia Plak manages the paramotor department, she is helped by Alex Mateos. As two of the world’s finest pilots holding World, European and French Paramotoring champion titles between them, they offer valuable advice and feedback throughout the development process, helping to produce the perfect blend of safety, speed and performance. Mike Cavanagh is the boss and multiple winner of the UK XC league, when not out flying he generally keeps control of the mayhem. 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 company - without them it would be chaos. Our own manufacturing facility in Vietnam is headed up by Dr Dave Pilkington who works relentlessly manufacturing gliders and producing prototypes as well as researching materials and manufacturing processes for our future products. He is backed up by a superb team managed by Khanh and Phong with... -
Page 6: Your Mojo Pwr 2
YOUR MOJO PWR 2 The Mojo PWR 2 is a truly versatile wing, ideal for those looking for a one-wing solution for both powered and free flight. The all new design features many optimisations and updates: reduced sail drag, reinforced and optimised line layout, reduced line consumption, newly-shaped wing tips for less roll and optimised cell openings for impeccable launching behaviour and improved full speed performance. Internally, the wing has been updated with a new structure and alignment of the rib holes for better structural stability and cohesion. The risers feature trimmers for fast cruising, adjustable pulleys to adjust the brake line lengths depending on your motor setup along with magnetic brake connectors. Special attention has been made to the ground handling and inflation characteristics of the wing to make the whole launching process easier, less stressful and ultimately safer. Setting up is easy; the risers are simple and clean the wing inflates smoothly – without overshooting or hanging back – even in zero wind conditions. In stronger winds it inflates progressively with less tendency to “shoot up” and pull the pilot off their feet. In the air the Mojo PWR 2 is agile, stable and comfortable with a sporty feel. The increased top speed and reduced tendency to oscillate improves the PPG experience when flown heavily loaded under power, and the tight sporty feel though the brakes when in free flight mode makes it ideal for thermalling, ridge soaring and XC flying. In active air the wing is compact and forgiving, it cuts through turbulence efficiently and is very resistant to deflations. It delivers gentle, predictable feedback and filters air movements in an understandable way. At full speed the leading edge remains solid allowing for a large usable speed range and high cruise speeds. Brake pressure and brake precision have been further refined for improved handling – turns are easy to initiate, and the wing maintains bank angles whilst thermalling with minimal input and a sporty dynamic feel. The balance of performance, safety and strength is an important consideration for any new pilot, and the Mojo PWR 2 combines EN A* rating with solidity, agility, low sink rate, and excellent glide performance that is necessary for short take off and low fuel consumption during long XC flights. - Page 7 To increase cruise speed you can use the accelerator system, release the trimmers, or do both - but only wing, the trimmer locking do so when the conditions are suitable. If the conditions are turbulent Ozone recommends to return the maillons must be removed trimmers to the neutral (pulled down) position and fly the glider actively. This way, you will be in the best before flight. position to react correctly should an incident occur. NOTE: The standard or neutral position of the risers is when the trimmers are pulled down to the slowest position.
- Page 8 Brake Lines The brake line lengths have been set carefully during testing. We feel it is better to have slightly long brake IMPORTANT lines and to fly with a wrap (one turn of line around the hand). However, if you do choose to adjust their In the unlikely 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. a handle becoming • If a brake handle has been removed, check that its line is routed through the pulley when it is replaced. detached, the glider can be flown by • When the brakes are fully released in flight, the brake lines should be slack. There must be a substantial gently pulling the rear bow in them to guarantee no deformation of the trailing edge when accelerated. risers (C-risers) for • There must be a minimum of 10cm of free play before the brakes begin to deform the trailing edge. This directional control.
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Page 9: Limitations
This wing has passed the criteria required by the DGAC and has been load tested to the EN 926.1 standard. In addition to our own extensive testing, the 24, 26 and 28 have also been independently flight tested to the EN 926.2 standard with the use of the accelerator system, but with the trimmers set to the slow position. The 22 and 30 are only DGAC recognised. Releasing the trimmers, or flying outside of the EN certified weight range invalidates any EN flight certification. As delivered, the wing does not conform IMPORTANT to the EN 926.2 standard due to the inclusion of the trimmer risers. The Mojo PWR 2 24, 26 & 28 are certified EN A Choosing Your Wing Size with the accelerator, The most suitable size wing for you depends on how you intend to use it. If you will be flying solely with but with the trimmers a motor, aim for the middle of the PPG weight range (all up weight with wing, motor, fuel etc). However if... - Page 10 5.25G DGAC values, along with the recommended PG (free flight) and PPG (powered) weight ranges IMPORTANT are indicated in the specifications for your reference. We consider the DGAC load factor limit of 5.25G Do not perform high acceptable for “normal” PPG use - circuit flying, XC, adventure flying, Slalom racing, wing overs etc. Some G spiral dives when rapid descent manoeuvres fit into the “normal” definition: spiral dives with descent rates of ~10m/s are flying above the considered generally safe. maximum EN weight However, in our testing at Ozone we have recorded loads in excess of 5.25G during fully engaged, nose- range or when flying down spiral dives, at all parts of the weight range. Theoretically, it should not be possible to break a wing with a trike or a high whilst flying at the maximum PPG weight of the larger sizes (smaller wing sizes have an inherent safety hang point harness margin due to the fact that the same number & type of lines carry a lower max weight), but when you consider: a) the natural weakening of lines with age; b) the potential of accidentally damaged lines during normal use;...
- Page 11 360’s and maintain your air speed at all times. If your wing enters parachutal stall when wet, immediately release the trimmers and accelerate the wing to regain airspeed. Aerobatic Flying IMPORTANT The Mojo PWR 2 is not suitable for aerobatic manoeuvres, they are potentially very dangerous to perform Do not perform and put abnormal stresses on the glider. Ozone strongly recommend you not undertake this style of flying. aerobatic manoeuvres. Ozone cannot be held responsible for any damage or accident resulting from aerobatic flying. IMPORTANT It is permissible to practice SIV with the Mojo PWR 2, however it is strongly recommended to set the During SIV set the trimmers to the neutral (slow) position. Do not perform manoeuvres with the trimmers released, the trimmers to the slow reactions of the wing will be more aggressive than with the trims set in the certified (slow) position.
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Page 12: Preparation
The Mojo PWR 2 is suitable for all types of power units. There are many different units available and it is vitally important that you choose one that is suitable for your needs, weight and skill level. Always seek NOTE assistance and advice from your instructor or experienced pilots before choosing equipment for yourself. It is recommended to pilot the wing with The 24, 26 and 28 were certified with chest strap settings of 42, 44 and 46 cm respectively. Ozone the rear risers during recommends to fly with the chest strap set between 42 and 48 cm. accelerated flight. It will be in your harness that you will enjoy flying so it is recommended that you spend the time on the ground to adjust your harness’s different settings. Hang from a solid beam and double check that you are comfortable, that you can reach the brake handles and that you can achieve the full range of speed bar travel before flying. - Page 13 for any visual damage. Then inspect the risers for any signs of obvious damage. The general rule is if it looks OK then it is OK, however if you have any doubts please get advice from experienced pilots or your local dealer or instructor. 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. Take-off 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. 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. Engine warm and able to deliver full power 9. Trimmers set correctly 10. Prop clear of lines 11. Airspace and visibility clear...
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Page 14: Basic Flight Techniques
BASIC FLIGHT TECHNIQUES Launching Your Mojo PWR 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 IMPORTANT out safely, avoiding trees, power lines and any other obstacles that may affect you should you have a Never take off with power failure. Always fly with a safety margin so that power failures do not leave you compromised. You a glider that is not should always be able to glide power off to a suitable landing place. fully inflated or if you are not in control of Whilst inflating your wing, you should hold both of the A risers on each side. Once clipped in, and you have the pitch/roll of your gone through the take-off check list (above), stand central to the wing to ensure an even and progressive wing. inflation. 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. - Page 15 Reverse Launch -Light to Strong Winds Lay out your Mojo PWR 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 Mojo PWR 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 inflates. This will take some of the energy out of the glider and it will be less likely to over-fly you. Once stable and above your head apply progressive power and accelerate smoothly for a controlled take off. Practice ground handling and launching as much as possible! It is great fun, and will give you a much better feel for your Mojo PWR 2’s flight characteristics. It will also improve your overall enjoyment of flying by making your launches easier and safer. The Climb Out Once in the air you should continue flying into wind whilst gaining height. By setting the trimmers to the standard (certified) position you will achieve the best climb rate. Do not attempt to climb too steeply or too quickly by using the brakes. The wing already has a high angle of attitude, coupled with a higher AoA NOTE (if you use the brakes) plus the engine’s full thrust acting on the pilot, this could contribute to make the Using the trims glider more prone to stall. Furthermore, in the event of an engine failure the resulting backward pendulum asymmetrically will motion of the pilot and the forward dive of the wing may bring you back to the ground very hard. Do not invalidate certification initiate turns until you have sufficient height and airspeed. Avoid low turns downwind with insufficient airspeed.
- Page 16 Turning The handling characteristic of the Mojo PWR 2 is truly amazing. We have worked hard on tuning the wing so that it turns tightly but also efficiently, as the ability to climb in a turn is very important for powered and free flight, making the climb out fun and thermalling easy. IMPORTANT Never initiate a turn at To familiarize yourself with the Mojo PWR 2 your first turns should be gradual and progressive. To make minimum speed (i.e. efficient and coordinated turns with the Mojo PWR 2 first look in the direction you want to go and check with full brakes on) as that the airspace is clear. Your first input for directional change should be weight-shift, followed by the you could risk entering smooth application of the brake until the desired bank angle is achieved. To regulate the speed and radius a spin. of the turn, coordinate your weight shift and use the outer brake. Normal Flight Once at a safe height you can release the trimmers for a faster cruise speed. If your motor has enough power, the Mojo PWR 2 will achieve very good straight line speeds whilst maintaining level flight at high speeds. IMPORTANT For better penetration in headwinds and improved glide performance in sinking air, crosswinds or Never apply the headwinds, you should fly faster than trim speed by using the accelerator system, the trimmers or both.
- Page 17 Active Flying In turbulent air the profile is stable. It will resist reasonable levels of turbulence without pilot input. However in stronger turbulence Ozone recommends to return the trimmers to the standard position and fly the glider actively. This way, you will be in the best position to react correctly should an incident occur. IMPORTANT In turbulent air return The key elements of effective active flying are pitch control and pressure control: the glider to trim In turbulent air, if the glider pitches hard in front of you, use the brakes to slow it down. Equally, if the glider speed - release the drops behind you, release the brakes to allow it to speed up. speed bar or return the trims to the slow In severe turbulence, flying with a small amount of brake applied (approx. 20cm) will give you tension in the...
- Page 18 Landing The Mojo PWR 2 shows no unusual landing characteristics. We recommend 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 options and a safe margin for error and make sure you are heading INTO wind. • Once below 30 metres avoid turning tightly as the glider will have to dive to accelerate back to normal flight. • Allow the glider to fly with speed for your final 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 flight if you misjudge your final approach, but can be more expensive if you get it wrong! • Choose the appropriate approach style in function of the landing area and the conditions. • In light winds you need a strong, long and progressive flare to bleed off all your excess ground speed. In strong winds your forward speed is already low so you are flaring only to soften the landing.
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Page 19: Rapid Descent Techniques
Ears in accelerated fly actively and the risk of an inadvertent stall whilst descending through the wind gradient. flight, this can lead to a major deflation. Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator bar, Always pull the Big however NEVER try to pull the Big Ears in if the accelerator is already pushed. The lower angle of attack Ears first and then and the act of deflating the tips can lead to a major deflation. Always make the Big Ears first and then apply the speed bar. apply the speed bar. Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high forces applied to the lower lines could exceed the breaking strain of the lines leading to equipment failure! Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged. - Page 20 B-Line Stall B-stall is for fast descents in emergency situations only. It is faster and safer to lose altitude with a spiral IMPORTANT dive than a B-stall. The pitching movement on exiting the B stall is To initiate the B-stall, keep the brakes in your hand and take hold of both the B risers, or place your fingers small but necessary. between the lines above the maillons. As you pull the B-lines down the airflow over the wing is broken We recommend you do and the glider loses its forward speed but remains open with a reduced cord. You can descend at around not brake the glider 6 m/s. until you are sure that the glider is flying To exit the B-stall the B-risers should be released symmetrically and in one smooth, progressive motion. properly again. The glider will resume normal forward flight without further input. Check you have forward flight again before using the brakes.
- Page 21 The Mojo PWR 2 shows little tendency to remain stable in a spiral dive; however some parameters could interfere with its behaviour. These might include: tight chest strap settings, total weight in flight outside of the certified weight range, high hang point harnesses or power units, trike power units or being in a very DO NOT perform spiral deep spiral at a very high sink rate >14m/s. You should always be prepared to pilot the wing out of such a dives with Big Ears spiral dive. To do so, smoothly use opposite weight shift and apply enough outside brake to stop the wing engaged. from spiralling, the glider will then start to resume normal flight. Never attempt to recover from a spiral with hard or quick opposite inputs as this will result in an aggressive climb and surge. Active C Riser Control When gliding in accelerated flight it is possible to pilot the wing with the C risers, this gives an improved feel and control over the wing enabling you to fly actively without using the brakes. Using brakes whilst accelerated causes drag which is not only inefficient but it also reduces the inherent stability of the profile - using the brakes whilst accelerated can actually lead to a collapse. Using the C risers increases the angle of attack more evenly across the chord and does not weaken the profile. The direct feel allows you to stop collapses before they happen and maintain higher speeds and higher levels of efficiency through turbulence.
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Page 22: Incidents
INCIDENTS IN FLIGHT Deflations Due to the flexible form of a paraglider, turbulence may cause a portion of the wing suddenly to collapse. This can be anything from a small 30% (asymmetric) collapse to a complete (symmetric) collapse. WARNING Uncoordinated If you have a collapse, the first thing to do is to control your direction. You should fly away from the ground wingovers can lead or obstacles and other pilots. Asymmetric collapses should be controlled by weight shifting away from the to large asymmetric collapse and applying enough brake to control your direction. This action alone will be enough for a full collapses and cravats, recovery of the wing most of the time. therefore they should never be executed Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. This near the ground. means the glider will spin or stall with less brake input than normal. In your efforts to stop the glider turning towards the collapsed side of the wing you must be very careful not to stall the side of the wing that is still flying. If you are unable to stop the glider turning without exceeding the stall point then allow the glider to turn whilst you reinflate the collapse. If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump on the deflated side. This pumping action should take about 1-2 seconds per pump. Pumping too short and fast will not reinflate the wing and pumping too slow might take the glider close to, or beyond, the stall point. Symmetrical collapses reinflate without pilot input, however 15 to 20cm of brake applied symmetrically 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. - Page 23 Only a few cms of deflation. The glider often looks as though it has recovered properly but carries on descending vertically input from your without full forward motion. This situation is called ‘deep stall’ or ‘parachutal stall’. brakes can maintain your wing in the stall. It is unlikely to happen on any Ozone glider, but should it do so your first reaction should be to fully raise Always release your both hands. This normally allows the glider to return to normal flight but If nothing happens after a few wraps if you have seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain taken them! normal flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the brakes again.
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Page 24: Caring For Your Wing
CARE AND MAINTENANCE Packing To prolong the life of your wing and to keep the plastic reinforcements in the best possible condition it is very important to pack the wing carefully. Ozone recommends to use the concertina packing method exactly as shown so that all of the cells rest alongside each other and the plastic reinforcements are not unnecessarily bent. Using an Ozone Saucisse or Saucisse light pack will help preserve the life of the wing and aid with the speed and ease of packing. Step 1. Lay mushroomed wing on the ground. It is best to start from the mushroomed position as this reduces the dragging of the leading edge across the ground. Step 2. Group LE reinforcements with the A tabs aligned, make sure the plastic reinforcements lay side by side. Step 3. Lay wing on its side and Strap LE...Note the glider is NOT folded in half; it is folded with a complete concertina from tip to tip. It is really important to not stress the middle cell or bend the plastic too tightly. - Page 25 Step 4. Group together the middle/trailing edge of the wing by sorting the folds near 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 been sorted, turn the whole wing on its side. Step 6. Fold the wing with 3 or 4 folds whilst being careful to not crush the LE. Step 7. Now place the folded wing into the stuff sack.
- Page 26 Step 8. If using the Saucisse Pack, carefully zip it up without trapping any material. Step 9. Turn the Saucisse on its side and make the first 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 flat on the ground before packing the glider, this will cause abrasion damage to the top surface as you pull the glider towards the middle. ALWAYS pack from a mushroom or lift the wing off the ground when gathering the wing and grouping the leading edge.
- Page 27 • DO NOT try to open your wing in strong winds without untangling the lines first - this puts unnecessary strain on the lines. • DO NOT walk on the wing or lines. • DO NOT repeatedly inflate the glider and then allow it to crash back down. Try to keep this movement as smooth as possible by moving towards the glider as it comes down. • DO NOT slam your glider down on the ground leading edge first! This impact puts great strain on the wing and stitching and can even explode cells. • FLYING in salty air, in areas with abrasive surfaces (sand, rocks etc.) and ground handling in strong winds will accelerate the aging process. • DO NOT fly in the rain or expose the wing to moisture. • DO NOT expose the wing to unnecessary UV. Pack away once you have finished flying. Do not leave it sitting in the sun. • 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 (which can lead to problem on launch, stalling, glider not flying symmetrically, ...) • Change your main brake lines if they are damaged. • Be Careful when groundhandling to not saw the brake lines against the risers or main lines. The abrasion caused by a sawing motion can damage the main lines and lead to premature ageing of the risers. If you notice any signs of abrasion, especially to the lines, make sure you get the wing professionally serviced and importantly modify your groundhandling technique to stop any further damage. • Your Ozone wing has an opening closed using Velcro on the trailing edge of the tip called the ‘Butt hole’. This has been designed to easily empty all the things which have been accumulating in your wing (sand, leaves, rocks, mobile phones etc).
- Page 28 Never use detergent or little by little across the surface. chemical cleaners. Wing Repairs Always let a registered dealer, professional repair centre or the manufacturer carry out any major or complex repairs, especially those near seam margins. If you damage the sail: If the rip is small and in the middle of a panel however you can fix it yourself. You’ll find all the materials in the repair kit you need. The fabric can be simply mended with the sticky rip stop/spinnaker tape. When cutting out the patches allow ample overlap of the tear and make sure both sides are different sizes. Make sure to round off each corner of the patches. If you damage a line: Any line that is visually damaged MUST be replaced. Use a reputable paragliding service centre to make the replacement lines or contact your local Ozone dealer.
- Page 29 It is important that replacement lines are made from the correct materials and diameters. You should check lengths against their counterpart on the other side of the wing to make ensure symmetry. Once the line has been replaced, inflate and check the glider before flying. Maintenance Checks Your wing, like a car, should be technically checked to ensure proper airworthiness. Your wing should be checked by a qualified professional for the first time after 24 months, or after 100 hours. However, if you are a frequent flyer (more than 100 hrs per year), then we recommend, that you get your glider checked annually. The checker should inform you about the condition of your glider and if some parts will need to be checked or changed before the next normal service check period. The sail and the lines do not age in the same way or at the same rate; it is possible that you may have to change part or all of the lines during the wing’s life. For this reason it is important to do regular inspections so that you know the exact condition of all of the components of your glider. We recommend that inspections are carried out by a qualified professional.
- Page 30 Compliance of the test sample’s suspension lines, brake lines and risers were checked by the testing laboratory after the test flights were completed. Risers - Visual inspection for signs of wear or abrasion. Differences to manual lengths should not exceed +/-5mm. Canopy check - A full visual check should be carried out: All the components of the wing (stitching, ribs, diagonals, lines, tabs etc) should be checked for signs of deterioration. Finally, a test flight to confirm that the wing behaves normally should be carried out by a professional. Modifications Your Ozone Mojo PWR 2 was designed and trimmed to give the optimum balance of performance, handling and safety. Any modification means the glider loses its certification and will also probably be IMPORTANT more difficult to fly. For these reasons, we strongly recommend that you do not modify your glider in any Do not modify your way. wing in any way.
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Page 31: Ozone Quality
OZONE QUALITY GUARANTEE At Ozone we take the quality of our products very seriously, all our gliders are made to the highest standards in our own manufacturing facility. Every glider manufactured goes through a stringent series of quality control procedures and all the components used to build your glider are traceable. We always welcome customer feedback and are committed to customer service. Ozone guarantees all of its products against manufacturer’s defects or faults. Ozone will repair or replace any defective product free of charge. Ozone and its distributors provide the highest quality service and repair, any damage to products due to wear and tear will be repaired at a reasonable charge. If you are unable to contact your dealer then you can contact us directly at info@flyozone.com. Summary Safety is paramount in our sport. To be safe, we must be trained, practised and alert to the dangers around us. To achieve this we must fly as regularly as we can, ground handle as much as possible and... -
Page 32: Technical Specifications
TECHNICAL SPECIFICATIONS No. of Cells Projected Area (m2) 18.7 20.3 22.1 26.1 Flat Area (m2) 23.9 28.3 30.7 Projected Span (m) 8.05 8.39 8.75 9.12 9.51 Flat Span (m) 10.39 10.83 11.29 11.77 12.27 Projected Aspect Ratio 3.46 3.46 3.46 3.46 3.46 Flat Aspect Ratio... -
Page 33: Drawing/Riser Lengths
TECHNICAL DRAWINGS Neutral Trailing Lower Surface Edge 500mm Leading Upper Surface 500mm Edge Riser Riser Riser 500mm 500mm Baby A Adjustable Brake Riser Untrimmed Pulley (Big Ears) 500mm Adjustable Magnet 500mm 523mm Brake 570mm Upper Handle Cell Accelerator Lines Accelerated Openings Pulley Brake... -
Page 34: Line Diagram
Mojo 5 Rigging diagram LINE DIAGRAM Individual and linked line lengths can be found online. A Riser B Riser B2 B3 KMU4 KMU3 KMU2 KMU1 KML2 KML1 C Riser Brake Handle... -
Page 35: Materials
MATERIALS All Ozone gliders are made from the highest quality materials available. Cloth Upper Surface Dominico DOKDO 30D MF Lower Surface Porcher Skytex 9018 E65 Internal Ribs Porcher Skytex 9017 E29 Leading Edge Reinforcement Plastic pipe MainLine Set Brake Lines Riser Lines Main brake Lines Edelrid 6843 - 160/200/240kg Liros - 10-200-040 Middle Lines Middle brake lines Liros DSL - 70/140kg Liros DSL - 70kg Upper Lines Upper brake lines Liros DSL - 70kg... - Page 36 1258 Route de Grasse Le Bar sur Loup 06620 France...
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