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Summary of Contents for Ozone Roadster 4
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Page 2: Table Of Contents
CONTENTS Thank You Warning Your Roadster 4 Risers Limitations Preparation Basic Flight Techniques Rapid Descent Techniques Incidents in Flight Caring For Your wing Ozone Quality Technical Specifications Technical Drawing Risers Line diagram Materials EN v1.0 November 2024... -
Page 3: Thank You
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. -
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 of the involved 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 wings suitable for your level and always fly with a reserve parachute. Respect the recommended weight ranges, never fly above the maximum permitted load. Flying a wing outside its... -
Page 5: Your Roadster 4
YOUR ROADSTER 4 The Roadster 4 is a dedicated paramotoring wing with a fully reflexed profile that is safe, fun and agile. It excels in all types of powered flight: circuits, low level precision flying and XC adventures . Thanks to its ease of use and high levels of safety it is suitable for a wide range of pilots from the newly qualified to the more experienced. Beginners under training and the newly qualified will appreciate the impeccable launching characteristics and rock solid stability whilst experienced XC pilots will appreciate its overall efficiency, performance and agile handling. The Roadster 4 is a... -
Page 6: Risers
RISERS The risers feature coloured long range Rollercam trimmers; stronger brake handle magnets; TST steering system; fully adjustable brake pulley height settings and coloured risers for easy identification. See pg 30. Trimmers The Roadster 4 comes equipped with a new trimmer system featuring Roller Cam buckles and printed webbing. This system allows for easy adjustment of the trimmer position and prevents the trimmer buckle from slipping. The coloured webbing includes a black and white line with an arrow to indicate the recommended trimmer position for takeoff. Additional marked lines on the webbing assist with symmetrical trim adjustments. The Roadster 4 has been flight tested to EN 926-2 standard (flight test) with the trimmer fully pulled to its slowest position. The wing inflates well in the slow (standard) setting but the trimmers can be released, up to the white arrow for faster inflation behaviour during the take-off, this is especially useful in light winds and/or at high altitudes. The white arrow position is a good setting for ‘normal’ powered flight, it allows you to cruise around with a relatively high trim speed whilst retaining efficiency. The lines on the trimmers indicate a... - Page 7 Speed System IMPORTANT Using the accelerator The risers feature a foot operated speed system with ball bearing pulleys for easy, comfortable high speed cruising. Using the speed system has exactly the same effect as releasing the trimmers - either can be or releasing the used in any combination to accelerate the wing. Be careful, fully accelerated with the trimmers released trimmers decreases the angle of attack and is very fast and due to the lower angle of attack the wing is more prone to collapse. Flying at full speed makes the wing more should only be done in calm conditions and with sufficient altitude. Use the TST for directional control, prone to collapse, applying the brakes whilst fully accelerated may lead to a collapse. therefore accelerating Brake Lines the wing near to the The brake line lengths have been set carefully during testing. We feel it is better to have slightly long brake ground or in turbulent lines and to fly with a wrap (one turn of line around the hand). However, if you do choose to adjust their conditions should be length please keep in mind the following:...
- Page 8 Tip Steering System The Tip Steering System (TST) uses ergonomic handles for control of the wing during high speed accelerated flight. Located on the B risers, the handles are easily accessible and linked to the very tips of the wing, giving high levels of precision and comfort for high speed cruising or accurate low level carving. IMPORTANT The TST allows for precise handling without the need to use the brakes, it is not necessary to use large In the unlikely control movements to effect a turn so be progressive and gentle at first until you are familiar with the event of a brake line handling characteristics. The attachment height of the TST handles can also be adjusted according to snapping in flight, or...
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Page 9: Limitations
Roadster 4 is more responsive to pilot inputs and reacts more dynamically in turns with a greater the speed bar or loss of height. Recovery from collapses tend to be more impulsive and with higher pitch angles. High flying outside of the loading also makes the wing more likely to remain neutral in a spiral dive, especially when combined with EN certified weight a high hang point or trike power unit. Flying at the maximum recommended load is only suitable for more range invalidates any experienced pilots who have the necessary skills to control a more dynamic wing. High G rapid descent 3rd party EN flight manoeuvres should be avoided when flying above the maximum recommended EN weight or when flying certification. with a trike or high hang point harness. We advise you to aim for near the top of the recommended EN weight range for free flying and to never fly above Ozone’s recommended PPG weight range whilst under power. - Page 10 Load test and wing loading information for PPG wings IMPORTANT Do not perform high To verify the structural strength of a paraglider or paramotor wing, the larger sizes of each model are G spiral dives when subjected to the EN 926.1 load test. This test is comprised of two parts; a static shock test, and a sustained flying above the load test. First, using at least a 1000 kg weak link (higher for tandems) the wing must survive a brutal maximum EN weight static shock test without any visible signs of damage to the lines or sail. The same wing then performs...
- Page 11 Flying in the Rain Modern wings are susceptible to rain and moisture, flying with a wet wing can result in the loss of normal IMPORTANT flight. Due to the efficient, wrinkle-free design of the sail, water tends to bead on the leading edge causing Do not fly when your flow separation. Flow separation will make the wing more prone to entering inadvertent parachutal stalls, wing is wet. so flying in the rain, or with a wet wing (e.g early morning dew) should be avoided at all costs. If you are accidently caught-out in a rain shower, it is best to land immediately. If your wing becomes wet in the air it is advised to maintain accelerated flight using the speed bar and/or releasing the trimmers, even during the final approach. DO NOT use big ears as a descent technique, big ears increases drag, and with a wet wing this will further increase the chances of a parachutal stall occurring. Instead, lose height with gentle 360’s and maintain your air speed at all times. If your wing enters parachutal stall when wet, immediately release the trimmers and accelerate the wing to regain airspeed. Modifications Your Ozone Roadster 4 was designed and trimmed to give the optimum balance of performance, handling and safety. Any modification voids the certification and will also make the wing more difficult and dangerous to fly. For these reasons, we strongly recommend that you do not modify your glider in any way.
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Page 12: Preparation
PREPARATION Harness and Motor It will be in your harness that you will enjoy flying. Therefore, we recommend you spend the time on the ground to adjust your harness’ different settings. Hang from a solid beam and double check that you are comfortable and that you can reach the brake handles and that you can achieve the full range of speed IMPORTANT bar travel before flying. Do not fly with your chest strap set too tight. The wing has been certified with defined The Roadster 4 is suitable for all types of power units, however we recommend using units with low harness dimensions. hang points or Goose neck systems. Using power units with high hang points is possible, but it will have The 28 was certified a detrimental effect on the behaviour of the wing especially during spiral dives with an increased risk of with the hang point neutrality. Using a harness that does not conform to the dimensions required of the EN standard or flying... - Page 13 Take-off checklist: 1. Check reserve parachute - pin in and handle secure 2. Helmet on and fastened 3. All harness buckles closed - check leg-loops again 4. Carabiners and maillons tight 5. Holding the A’s, your brake handles and throttle 6. Leading edge open 7. Aligned directly into wind 8. Engine warm and able to deliver full power 9. Trim 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 Roadster 4 will launch with either the forward or reverse technique. The wing should be laid out in a IMPORTANT pronounced arc, with the centre of the wing higher than the tips. The trimmers can be set to the take Forward Launch Nil to Light winds off position mark When the wind is favourable, whilst gently holding the A risers move forward positively, your lines should for better inflation become tight within one or two steps and the Roadster 4 will immediately start to inflate. You should behaviour during take- maintain a constant pressure on the risers until the wing is overhead. Do not pull down or push the risers off. -
Page 15: Normal Flight
resulting backward pendulum motion of the pilot and the forward dive of the wing may bring you back to the ground very hard. Do not initiate turns until you have sufficient height and airspeed. Avoid low turns downwind with insufficient airspeed. The Roadster 4 is well damped in roll but under certain circumstances it is possible for the pilot to induce oscillations. This is caused by a combination of the engine/propeller torque and pilot weight shift and/or brake inputs. To stop oscillations it is best to reduce the power slightly and ensure that you remain static with weight shift and brake inputs. Once settled you can once again apply full power. Under full power the torque effect will attempt to gently turn the wing, using weight shift or adjusting the trims asymmetrically is the best method to correct this. Normal Flight Once at a safe height you can release the trimmers for a faster cruise speed. If your motor has enough power, the Roadster 4 will achieve very good straight line speeds whilst maintaining level flight with trims fully released and full speed bar applied. Be cautious when releasing the trimmers, only do so in calm conditions. Flying at trim speed (hands-up, trimmers pulled to the slow position), the Roadster 4 will achieve its ‘best glide’ speed for still air. You should fly at this speed when gliding downwind or when the air is not excessively sinking. For better penetration in headwinds and improved glide performance in sinking air, crosswinds or headwinds, you should fly faster than trim speed by using the accelerator system or trimmers. Using up to half bar does not degrade the glide angle or stability significantly and will improve... - Page 16 Turning IMPORTANT To familiarize yourself with the Roadster 4 your first turns should be gradual and progressive. To make Never initiate a turn at efficient and coordinated turns with the Roadster 4 first look in the direction you want to go, then lean into minimum speed (i.e. it. 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 you could risk entering your weight shift and use the outer brake. a spin. Active Flying To minimize the likelihood of suffering collapses in turbulent conditions, it is essential to use active flying. IMPORTANT These are skills that are best learnt by playing with the glider on the ground. Flying with a small amount of In turbulent air return brake applied (approx. 20cm) will allow you to feel the feedback from the wing. In turbulent conditions the the glider to trim internal pressure of the wing is constantly changing and only by using a small amount of brake will you feel speed - release the these changes. The aim of active flying is to maintain a constant pressure through the brakes, If you feel a...
- Page 17 Landing The Roadster 4 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). • Allow the glider to fly at hands up (trim) speed for your final descent until you are around 1 metre above the ground (in windy or turbulent conditions you must fly the glider actively all the way). Apply the brakes slowly and progressively to slow the glider down until groundspeed has been reduced to a minimum and you are able to step onto the ground. • In light winds/zero wind you need a strong, long and progressive 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. A strong flare may result in the glider climbing upwards and backwards quickly, leaving you in a vulnerable position. • If the glider does begin to climb, ease off the brakes (10-20cm) - do not put your hands up all the way - then flare again, but more gently this time. Keep the brakes at mid speed, stand up, be ready to run and make sure you brake fully as you arrive on the ground. • Choose the appropriate approach style in function of the landing area and the conditions.
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Page 18: Rapid Descent Techniques
A riser, making identification and use of the big ear system easier. The size of the big ears can be adjusted by pulling more line, or reaching higher up the line. For directional control while using the Big Ears, you should use weight shift. To reopen the ears, release both A lines at the same time. To help reinflation, brake gently one side at a time until tips regain pressure. Avoid deep symmetric applications of the brake as this could accidently induce parachutal or full stalls. 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. Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator bar, however NEVER try to pull the Big Ears in if the accelerator is already pushed. The lower angle of attack and the act of deflating the tips can lead to a major deflation. Always make the Big Ears first and then DO NOT perform spiral apply the speed bar. dives with Big Ears engaged. 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 19 B-Line Stall The B-line stall is for fast descents in emergency situations only, it is faster and safer to lose altitude with a spiral dive than a B-stall. To initiate the B-stall, keep the brakes in your hand and take hold of both the B risers, or place your fingers between the lines above the maillons. As you pull the B-lines down the airflow over the wing is broken and the glider loses its forward speed but remains open with a reduced cord. You can descend at around 6 m/s. To exit the B-stall the B-risers should be released symmetrically and in one smooth, progressive motion. The glider will resume normal forward flight without further input. Check you have forward flight again before using the brakes. If you pull too much B-line the glider may horseshoe and move around a lot. If this occurs, slowly release the B lines until the wing stabilises or simply exit the B line stall by immediately release the B risers. Do not attempt to maintain a B line stall that is not stable. Spiral Dives If you turn your glider in a series of tightening 360’s it will enter a spiral dive. This will result in rapid height loss. To initiate a spiral, look and lean in to the direction you want to go, then smoothly pull down on the inside brake. The Roadster 4 will first turn almost 360 degrees before it drops into the spiral. Once in the IMPORTANT spiral you should re-centre your weight shift and apply a little outside brake to keep the outer wing tip Always be prepared pressured and inflated. to pilot the wing out of a spiral dive. Use Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a spiral dive, but at these rates opposite weight shift the associated high speeds and G-forces can be disorientating. Always pay particular attention to your and apply enough altitude. To exit the spiral dive, ensure your weight shift is in a centred position and then smoothly release outside brake to the inside brake. As the Roadster 4 decelerates allow it to continue to turn until enough energy is lost for...
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Page 20: Incidents In Flight
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. 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. WARNING If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump Uncoordinated on the deflated side. This pumping action should take about 1-2 seconds per pump. Pumping too short wingovers can lead and fast will not reinflate the wing and pumping too slow might take the glider close to, or beyond, the to large asymmetric stall point. collapses and cravats, therefore they should Symmetrical collapses reinflate without pilot input, however 15 to 20cm of brake applied symmetrically will never be executed speed the process. After a symmetric collapse always consider your airspeed. Make sure the glider is not near the ground. in parachutal stall before making any further inputs. - Page 21 Always release your It is unlikely to happen on any Ozone glider, but should it do so your first reaction should be to fully raise wraps if you have both hands. This normally allows the glider to return to normal flight but If nothing happens after a few taken them! seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain normal flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the brakes again.
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Page 22: Care 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. You can however use the traditional half and half method. Using an Ozone Concerto 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 23 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 Concerto 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 24 Step 8. If using the Concerto pack, carefully zip it up without trapping any material. Step 9. Turn the Concerto 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 25 • 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. • DO NOT expose the wing to excessive heat. Allow the wing to cool before storage. • 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 ground handling 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 ground handling 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 26 Cleaning IMPORTANT Never use detergent or Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not clean the wing, chemical cleaners. but if you do have to, use a soft cloth dampened with a small amount of water and use gentle movements little by little across the surface. Remember moisture and abrasion damages the coating of the cloth. 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 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.
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Page 27: 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 factory made lines 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 In addition to the normal daily and pre flight checks, it is recommended to service the wing regularly, especially after a heavy period of use, after an incident or after a long period of storage. You alone are... - Page 28 Porosity - A porosity meter measures the time taken by a certain volume of air to go through a certain surface of cloth. Measurements are made in several places along the top surface of the leading edge. IMPORTANT The tearing resistance of the cloth - A non-destructive test following the TS-108 standard which Take care of your specifies minimum tear strength for sky diving canopies should be made using a Bettsometer. (B.M.A.A. glider and make sure Approved Patent No. GB 2270768 Clive Betts Sails) you have it checked Strength of the lines - An upper, middle and lower A line, along with a lower B line should be tested and serviced according for strength. to the schedule. 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.
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Page 29: 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 30: Technical Specifications
TECHNICAL SPECIFICATIONS Riser Lengths No. of Cells Neutral Trimmed 16.8 18.5 20.2 21.8 23.5 25.2 Projected Area (m2) 500mm 500mm Flat Area (m2) 500mm 490mm Projected Span (m) 7.72 8.46 9.13 9.46 500mm 475mm Flat Span (m) 10.1 10.59 11.07 11.52 11.95 12.37... -
Page 31: Technical Drawing
TECHNICAL DRAWINGS Upper Surface Leading Lower Surface Edge Cell Openings Trailing Edge Upper Lines Middle Lines Riser Lines Butt Hole Brake Lines Risers... -
Page 32: Risers
RISERS D Riser C Riser Adjustable brake B Riser pulley AR3 Riser A Riser Adjustable magnet Brake handle TST handle Adjustable TST attachment Trimmer point Fully released Trimmer Speed System Recommended launch position Standard trim position Main attachment point... -
Page 33: Line Diagram
Rigging Diagram LINE DIAGRAM Individual and linked line lengths can be found online. A Riser B Riser C Riser AR 1 AR 2 AR 3 CR 2 BR 1 CR 1 BR 2 BR 3 CR 3 AM 2 AM 1 AM 3 AM 4 AM 5... -
Page 34: Materials
MATERIALS All Ozone gliders are made from the highest quality materials available. Cloth Upper Surface Dominico DOKDO 30D Lower Surface Dominico DOKDO 30D Internal Ribs Porcher 9017 E29 Leading Edge Reinforcement Plastic Main Line Set Brake Lines Riser Lines Main brake Lines Edelrid 6843 Liros - 10-200-040 Middle Lines Middle brake lines Liros DSL Liros DSL Upper Lines Upper brake lines... - Page 35 INSPIRED DRIVEN BY NATURE, BY THE ELEMENTS Ozone Power Ltd 16 Barnes Green Livingston Scotland UNITED KINGDOM...
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