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Related Manuals for Ozone Dragonfly
Summary of Contents for Ozone Dragonfly
- Page 1 Pilots Manual...
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Page 2: Table Of Contents
CONTENTS Thank You Warning Team Ozone Your Dragonfly Limitations Preparation Basic Flight Techniques Advanced Flight Techniques Incidents Caring and Maintenance Ozone Quality Line Diagram Technical Specification Materials EN v1.0 August 2020... -
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 see Ozone’s paraglider development 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 Dragonfly
YOUR DRAGONFLY The Dragonfly is a hybrid mini/speedwing founded on a simple principle: Maximum stability and ease of use in the category. It is the most stress-free wing in our speed & mini-wing lineup and is suitable for beginner and experienced speed wing pilots alike who are looking for a compact and user-friendly wing that delivers a massive amount of fun. It builds on the legacy of the Firefly series, with significant improvements in the areas of launch, handling, and flare. The low aspect ratio and thick chord adds protection for passive safety and stability. In high winds, the wing has no tendency to overshoot, and is very easy to control and ground-handle. At Ozone, our main priority for mini-wing and speed-wing development is safety. Higher wing loading does not automatically means higher stability, and we have taken great care to produce a smaller wing that, while fun to fly, still retains a level of passive safety that is suitable for paraglider pilots with beginner-intermediate skill levels, and higher. - Page 7 The 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 IMPORTANT weight for comfortable hiking. In the unlikely event of a brake line Brake Lines snapping in flight, or The brake line lengths have been set carefully during testing. We feel it is better to have slightly long brake a handle becoming lines and to fly with a wrap (one turn of the handle around the hand). However, if you do choose to adjust detached, the glider their length please keep in mind the following: can be flown by gently pulling the rear • Ensure both main brake lines are of equal length. risers (C-risers) for • If a brake handle has been removed, check that its line is routed through the pulley when it is replaced.
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Page 8: Limitations
LIMITATIONS Pilot Suitability The Dragonfly has been designed as a solo hybrid mini/speed wing and is suitable for all levels of pilot, however it is not suitable for training, tandem flights nor 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 behaviour of the wing. Heavily loaded, the Dragonfly 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. Flying in the Rain Modern wings are susceptible to rain and moisture, flying with a wet wing can result in the loss of normal flight. Due to the efficient, wrinkle-free design of the sail, water tends to bead on the leading edge causing flow separation. Flow separation will make the wing more prone to entering inadvertent parachutal stalls, so flying in the rain, or with a wet wing (e.g early morning dew) should be avoided at all costs. Towing Do not tow launch your Dragonfly. -
Page 9: Preparation
PREPARATION 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, the stabilo, D, C, B and A lines pull all the lines clear. Make sure there are no knots or tangles and lay the checked lines on top of the previous set . Mirror the process on the other side and then inspect the lines for any visual damage. Then inspect the risers for any signs of obvious damage. 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. Helmet on and fastened 2. All harness buckles closed - check leg-loops again 3. Carabiners and maillons tight 4. Trimmers set correctly 5. Holding the A risers and your brake handles correctly 6. Leading edge open 7. Aligned in the middle of the wing and directly into wind 8. Airspace and visibility clear Harness It is important to set up your harness correctly before flying the wing. Make sure to spend time adjusting your harness’s different settings until you are completely comfortable. The chest strap should be set between 42cm and 48cm (between the centre of the hang points). -
Page 10: Basic Flight Techniques
BASIC FLIGHT TECHNIQUES Launching After your daily inspection and pre-flight check, your wing may be launched with either the forward or reverse techniques. 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 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 wing 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... - Page 11 Turning To familiarize yourself with the Dragonfly, your first turns should be gradual and progressive. To make IMPORTANT coordinated turns, first look in the direction you want to go, then smoothly apply the brake. It is a small Never initiate a turn dynamic wing, so take it easy to begin with and learn the response of the wing before steepening the at minimum speed turns. To regulate the speed and radius of a turn, coordinate with weight shift and use the outer brake (i.e. with full brakes if necessary. on) as you could risk entering a spin. Active Flying To minimize the likelihood of suffering collapses in very turbulent conditions, it is essential to use active flying. These are skills that are best learnt by playing with the glider on the ground. Flying with a small amount of brake applied (approx. 20cm) will allow you to feel the feedback from the wing. In turbulent conditions the internal pressure of the wing is constantly changing and only by using a small amount of brake will you feel these changes. The aim of active flying is to maintain a constant pressure through the brakes, If you feel a reduction or loss of pressure apply the brakes until you feel normal pressure again. Once you have normal pressure, raise the hands quickly back to the original position. Avoid flying with continuous amounts of deep brake in rough air as you could inadvertently stall the wing.
- Page 12 • 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).
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Page 13: Advanced Flight Techniques
Always pull the Big reinflation, brake gently one side at a time until tips regain pressure. Avoid deep symmetric applications Ears first and then of the brake as this could accidently induce parachutal or full stalls. apply the speed bar. You may use Big ears for the final landing approach but they should be released before making the final flare. Ozone advise to not use this technique in turbulent or windy conditions due to the reduced ability to fly actively and the risk of an inadvertent stall whilst descending through the wind gradient. Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high forces applied to the lower DO NOT perform spiral lines could exceed the breaking strain of the lines leading to equipment failure! dives with Big Ears engaged. Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged. - Page 14 Use The Dragonfly shows little tendency to remain neutral or unstable in a spiral dive; however some parameters could affect its behaviour. These might include: chest strap setting too narrow, heavy opposite weight shift loading, or being in a very deep spiral at a very high sink rate >14m/s. You should always be prepared...
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Page 15: Incidents
INCIDENTS IN FLIGHT Deflations Ozone Speed wings are very stable and are resistant to deflations or collapses. 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. Returning the trimmers to the neutral position will aid recovery. Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. This 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 and rapidly will speed up 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 16 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, your first reaction should be to fully raise both Always release your hands. This normally allows the glider to return to normal flight. If nothing happens after a few seconds, wraps if you have reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain normal taken them! flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the brakes again. IMPORTANT Never fly in the rain or Do not fly in rain. Doing so significantly increases the likelihood of parachutal stalls occurring. To reduce...
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Page 17: Caring And Maintenance
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 18 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 19 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 20 Caring Tips Careless ground handling damages many paragliders. Here are some things to avoid in order to prolong the life of your aircraft: • DO NOT drag your wing along the ground to another take-off position - this damages the sailcloth. Lift it up and carry it. • 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. When the line is twisted it becomes shorter, which may apply constant tension on the trailing edge (which can lead to problem on launch, spinning, stalling, glider not flying symmetrically etc. • 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.
- Page 21 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 wing, but if you do have to, use a soft cloth dampened with a small amount of water and use gentle or 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 22 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 be serviced 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 you have the wing serviced 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 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 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. You alone are responsible for your flying kit and your safety depends on it. Take care of your equipment and have it regularly inspected. Changes in inflation/groundhandling/flying behaviour indicates the gliders aging, if you notice any changes you should have the wing checked before flying again. These are the basic elements of the check up: Porosity is measured with a porosity meter, the time taken by a certain volume of air to go through a certain surface of the cloth. The time in seconds is the result. A measurement is done in a several places...
- Page 23 The tearing resistance of the cloth - A non-destructive test following the TS-108 standard which specifies minimum tear strength for sky diving canopies should be made using a Bettsometer. (B.M.A.A. Approved Patent No. GB 2270768 Clive Betts Sails) 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 5Kgs of tension. The difference between the measured length and the original length should not exceed +/- 10mm. 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.
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Page 24: 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 25: Line Diagram
Dragonfly Rigging diagram LINE DIAGRAM Individual and linked line lengths can be found online. A Riser B Riser B1 B2 B3 B4 B5 B6 B9 B10 Brake handle C Riser... -
Page 26: Technical Specification
TECHNICAL SPECIFICATIONS & MATERIALS All Ozone gliders are made from the highest quality materials available. Cloth Upper Surface No. of Cells Dominico DOKDO 30D MF Lower Surface Projected Area (m2) 14.23 16.31 Dominico DOKDO N20D MF Flat Area (m2) 15.98 18.32 Internal Ribs Dominico DOKDO 30D FM Projected Span (m) 6.62 7.09 Line Set Flat Span (m) 7.86 8.42... - Page 28 1258 Route de Grasse Le Bar sur Loup 06620 France...
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