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Related Manuals for Ozone Zero 3
Summary of Contents for Ozone Zero 3
- Page 1 Pilots Manual...
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Page 2: Table Of Contents
CONTENTS Thank You Warning Team Ozone Your Zero 3 Rucksack Brake lines Risers Limitations Preparation Accelerator Harness Wing Incidents Basic Flight Techniques Launching Deflations Cravats Speed to fly Turning Parachutal stall Active flying Caring For Your wing Packing Landing Advanced Flying Techniques Caring Tips Storage and transport Big ears... -
Page 3: Thank You
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 which is a great asset in the development of the Ozone range. -
Page 4: Warning
WARNING • 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 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. It 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 attempt flying with unsuitable or damaged equipment. • Always wear a helmet, gloves and boots. • 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 create better, safer and higher performing paragliders. The design team consists of David Dagault, Luc Armant, Fred Pieri, Russell Ogden, Honorin Hamard and Sam Jobard. Dav started flying when he was 12 years old and has accumulated a wealth of experience in competition flying, XC 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. World and European champion Honorin is a naturally talented pilot who has been flying since he was 13 years old. Sam designs and develops our range of harnesses, he has a great deal of experience both flying paragliders and designing harnesses. Between them, they bring a wealth of knowledge, ideas and experience and work closely together in the design, development and testing process. -
Page 6: Your Zero 3
YOUR ZERO 3 The ZERO series has always been about fun and dynamic mini-wing handling, with efficiency that allows a wide range of sites and conditions. Your Zero 3 is a ground-up redesign and is a new start for the series. It has improved passive safety, easier launch characteristics, and a generally more efficient profile. Our goal was to increase the level of ease of use while retaining all of the fun and efficiency that has made its predecessors so loved. We worked hard to make the launch as accessible as possible. In no wind conditions, your Zero 3 inflates and rises fully overhead with normal technique (gentle and progressive A-riser input with forward movement). In high wind conditions, there is no tendency to overshoot. -
Page 7: Rucksack
Rucksack Your wing is supplied with a specially designed bag that is light in weight and comfortable. It features 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 weight for comfortable hiking. Brake Lines IMPORTANT In the unlikely The brake line lengths have been set carefully during testing. We feel it is better to have slightly long event of a brake line brake lines and to fly with a wrap (one turn of line around the hand). However, if you do choose to adjust snapping in flight, or their length please keep in mind the following: a handle becoming • Ensure both main brake lines are of equal length. detached, the glider can be flown by • If a brake handle has been removed, check that its line is routed through the pulley when it is replaced. gently pulling the rear • When the brakes are fully released in flight, the brake lines should be slack. There must be a substantial risers (D-risers) for bow in them to guarantee no deformation of the trailing edge when accelerated. -
Page 8: Limitations
The Zero 3 has been designed as a solo mini wing for all levels of pilot, however it is not suitable for training, tandem flights or aerobatic manoeuvres. Certification In addition to our own extensive testing, this wing has been load tested to the EN 926.1 standard. It has however, not undergone any independent flight certification. Choosing Your Wing Size The most suitable size wing for you depends on your experience and how you intend to use it. Beginner pilots should aim for the middle of the recommended weight range of the larger sizes and avoid flying the smaller sizes heavily loaded. Experienced pilots should choose the size/loading that most suites their style and normal flying sites. Wing Loading and Flight Characteristics Wing loading has a significant effect on the flight characteristics and behavior of the wing. Heavily loaded, the Zero 3 is more responsive to pilot inputs, has a higher sink rate, higher top speed and reacts more dynamically in turns with a greater loss of height. Recovery from collapses tend to be more impulsive, with higher pitch angles when flown heavy. High loading also makes the wing more likely to remain neutral in a spiral dive. Flying at the maximum recommended load is only suitable for more experienced pilots who have the necessary skills to control a more dynamic wing. High g rapid descent manoeuvres should be avoided when flying near the maximum recommended weight. Never fly above Ozone’s recommended weight range. -
Page 9: Preparation
PREPARATION Accelerator System IMPORTANT To set up the accelerator system, first route the lines supplied with the speed system through the Using the accelerator harness. Make sure this is done correctly and that the lines pass through all of the pulleys (check your or the trimmers harness manual for instructions). Attach the speed system lines to the accelerator system on the risers decreases the angle with the Brummel hooks. of attack and makes the wing more prone A basic set-up can be performed on the ground: ask a friend to pull the risers tight into their in-flight to collapse, therefore position whilst you sit in the harness on the ground. Now adjust the lengths of the lines so that the... - Page 10 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. The Zero 3 shows no unusual flying characteristics, consequently it is suitable for a very wide range of pilot. Turns are smooth and coordinated, whilst on glide it remains solid and well pressured throughout the accelerated speed range as it has a very high resistance to both collapses and stalls. However it is a small wing and it can be dynamic so fly it with due respect, with high safety margins and always be progressive. 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. Karabiners 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...
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Page 11: Basic Flight Techniques
BASIC FLIGHT TECHNIQUES Launching Your Zero 3 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. It is recommended to release the trimmers approximately 2cm to the red stitching line to aid the inflation behaviour. Forward Launch Nil to Light winds When the wind is favourable, whilst gently holding the A risers move forward positively, your lines should become tight within one or two steps and the Zero 3 will immediately start to inflate. 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 making taking-off more difficult and potentially dangerous. IMPORTANT Never take off with Move smoothly throughout the entire launch, there is no need to rush or snatch at it. You should have a glider that is not plenty of time to look up and check your canopy before committing yourself. Once you are happy that... -
Page 12: Turning
or headwinds, you should fly faster than trim speed by using the accelerator system. Using up to half bar does not degrade the glide angle or stability significantly and will improve your flying performance. You will reach the next thermal faster and higher. At full speed the Zero 3 is stable; however we recommend that you do not fly at full speed close to the ground or in turbulent air. By applying the brakes approximately 30cm, the Zero 3 will achieve its Minimum-Sink rate; this is the speed for best climb and is the speed to use for thermalling and ridge soaring. IMPORTANT Turning Never initiate a turn at To familiarize yourself with the Zero 3 your first turns should be gradual and progressive. To make minimum speed (i.e. efficient and coordinated turns with the Zero 3 first look in the direction you want to go, then lean into it. with full brakes on) as Your first input for directional change should be weight-shift, followed by the smooth application of the you could risk entering brake until the desired bank angle is achieved. To regulate the speed and radius of the turn, coordinate a spin. -
Page 13: Landing
wing. Always be aware of your altitude and do not over-react. We strongly advise you to always keep hold of your brakes. Do not fly in turbulent conditions. Landing The Zero 3 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 flight. 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). -
Page 14: Advanced Flying Techniques
Always pull the Big Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator bar, Ears first and then however NEVER try to pull the Big Ears in if the accelerator is already pushed. The lower angle of attack apply the speed bar. 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. DO NOT perform spiral Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high forces applied to the lower dives with Big Ears lines could exceed the breaking strain of the lines leading to equipment failure! engaged. Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged. -
Page 15: Spiral Dives
B-Line Stall Do not attempt B line stalls with Zero 3. If you need to lose altitude use big ears or a spiral dive instead. Spiral Dives IMPORTANT If you turn your glider in a series of tightening 360’s it will enter a spiral dive. This will result in rapid Only ever initiate height loss. To initiate a spiral, first ensure the trimmers are in the pulled down, slow position. Then spiral dives with look and lean in to the direction you want to go and smoothly pull down on the inside brake. The Zero the trimmers set in 3 will first turn almost 360 degrees before it drops into the spiral depending on your input. Once in the the slow position. spiral you should re-centre your weight shift and apply a little outside brake to keep the outer wing tip Spirals with open pressured and inflated. -
Page 16: 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. If you have a collapse, the first thing to do is to control your direction. You should fly away from the 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 for a full recovery of the wing most of the time. WARNING Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. Uncoordinated This means the glider will spin or stall with less brake input than normal. In your efforts to stop the glider wingovers can lead turning towards the collapsed side of the wing you must be very careful not to stall the side of the wing to large asymmetric that is still flying. If you are unable to stop the glider turning without exceeding the stall point then allow collapses and cravats, the glider to turn whilst you reinflate the collapse. therefore they should never be executed If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump near the ground. -
Page 17: Cravats
Deep Stall / Parachutal Stall It is possible for gliders to enter a state of parachutal stall. This can be caused by several situations IMPORTANT including; a very slow release from a B-line stall; flying the glider when wet; or after a front/symmetric 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 Always release your raise both hands. This normally allows the glider to return to normal flight but If nothing happens after wraps if you have a few seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing taken them! to regain normal flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the brakes again. IMPORTANT Do not fly in rain, doing so significantly increases the likelihood of parachutal stalls occurring. To reduce Never fly in the rain or the chance of stalling in rain avoid using deep brake movements or Big Ears. Find a safe area to land... -
Page 18: 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 19 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 20 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.
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Page 21: Caring Tips
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 22: Storage And Transport
Transport the wing in the supplied bags and keep away from oils, paints, chemicals, detergents etc. Cleaning IMPORTANT Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not clean the Never use detergent or wing, but if you do have to, use a soft cloth dampened with a small amount of water and use gentle chemical cleaners. movements little by little across the surface. 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. You can find more information about repairing your wing on the Ozone website, including step by step instructions with pictures. -
Page 23: Maintenance Checks
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. Alternatively you can order them from your local Ozone dealer. 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 IMPORTANT be serviced by a qualified professional for the first time after 24 months, or after 100 hours. However, if Take care of your you are a frequent flyer (more than 100 hrs per year), then we recommend you have the wing serviced glider and make sure annually. The checker should inform you about the condition of your glider and if some parts will need you have it checked to be checked or changed before the next normal service check period. and serviced according to the schedule. The dimensions of the lines tend to move during the first part of their life, it is therefore recommended to have a performance trim check within the first 50hrs of use. To ensure the correct trim, the lines should be measured and adjusted to the published values as necessary. During the life of the wing the sail cloth 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... -
Page 24: Modifications
Strength of the lines - An upper, middle and lower A line, along with a lower B and a lower C (and 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 14G for all main riser lines calculated from the maximum certified flying weight of the glider. The added minimum strength for the middle lines and upper lines should be the same value. If the breaking strength is close to the minimum value calculated, the professional should give a period after which the strength test should be performed again. Lengths of the lines - The overall length (riser lines + mid lines + upper lines) has to be checked under 5Kg of tension. The difference between the measured length and the original length should not exceed +/- 10mm. 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) should be checked for signs of deterioration. Finally, a flight test to confirm that the wing behaves normally should be carried out by a professional. Modifications Your Ozone Zero 3 has been carefully designed and trimmed to give the optimum balance of performance, handling and safety. Modification will result in a wing that is more dangerous and more difficult to fly. We strongly recommend that you do not modify your wing in any way. -
Page 25: 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... -
Page 26: Drawing/Riser Lengths
TECHNICAL DRAWINGS Trailing Riser Lower Surface Edge Riser Baby A Leading Upper Surface Riser Riser Edge Riser Brake Handle Accelerator Trimmer Upper Pulley Cell Lines Openings Brake Lines Butt Hole Brummel Hook Middle for Speed System Lines Riser Stabilo Line Lines Risers Main Hangpoint... -
Page 27: Line Diagram
LINE DIAGRAM Zero 3 Rigging diagram Individual and linked line lengths can be found online. A Riser B Riser B12 B11 B14 B13 C2 C3 C4 C5 C6 C7 C8 C9 D10 D11 D6 D7 D8 D9 D2 D3 D4 D5 KMU6 KMU5 KMU4 KMU3 KMU2 KMU1 KML1... -
Page 28: Materials
MATERIALS All Ozone gliders are made from the highest quality materials available. Cloth Upper Surface Dominico 30D MF Lower Surface Porcher Easy Fly Internal Ribs Porcher 9017 E29 Leading Edge Reinforcement Plastic pipe MainLine Set Brake Lines Riser Lines Main brake Lines Edelrid 7343 Liros - 10-200-040 Middle Lines Middle brake lines Liros DSL Liros DSL Upper Lines Upper brake lines Liros DSL... -
Page 29: Technical Specifications
TECHNICAL SPECIFICATIONS No. of Cells Projected Area (m2) 11.4 13.2 14.9 16.7 Flat Area (m2) Projected Span (m) 6.28 6.75 7.18 Flat Span (m) 7.69 8.26 8.79 9.31 Projected Aspect Ratio Flat Aspect Ratio Root Chord (m) 2.26 2.54 Glider weight (Kg) 2.94 3.23 3.52... - Page 31 1258 Route de Grasse Le Bar sur Loup 06620 France...
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