Ozone Roadster Pilot's Manual

Marque: Ozone

Modèle: Roadster

Taper: Pilot's Manual

PILOT’SMANUAL

page 2 > 13

Line diagram > page 42 - Riser diagram > page 44

Technical specications > page 44

ENGLISH

THANK YOU

Thank you for choosing to y an Ozone Roadster.

As a team of ying enthusiasts and adventurers, Ozone's mission is to build sweet

handling, agile paragliders which produce 'cutting edge' performance, whilst still

keeping you safe in rough air.

All our research and development is concentrated on creating the best handling

characteristics possible with optimum security. Condence 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 sites, or those who have taken our gliders on ground-

breaking adventures and stood on podiums around the world.

Our development team is based in the south of France. This area, which includes the

sites of Gourdon, Monaco and Lachens, guarantees us more than 300 yable 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 your new

paraglider; so to keep costs low and quality high we now build all our wings in our own

production plant. This way we can guarantee that all our paragliders meet the same

high standards that we expect ourselves.

This manual will help you get the most out of your Roadster. It details information

about the Roadster's design, tips and advice on how best to use it and how to care for

it to ensure it has a long life and retains a high resale value.

If you need any further information about Ozone, the Roadster, or any of our products

please check www.yozone.com or contact your local dealer, school or any of us here

at Ozone.

It is essential that you read this manual before ying your Roadster for the rst time.

Please ensure that this manual is passed on to the new owner if you ever resell this

paraglider.

Ozone's web site, www.yozone.com carries up-to-date information, including any

safety issues or issues specic to your Roadster. Please check it regularly.

Safe Flying

All the team @ Ozone

WARNING

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 qualied pilots or those under instruction.

This manual does not replace proper instruction. Make sure you seek professional

tuition and learn with a reputable school. All pilots should have the appropriate level of

license for their respective country and third party insurance.

Use only certied paragliders, harnesses with protector and reserve parachutes that

are free from modication, and use them only within their certied weight ranges.

Please remember that ying a glider outside its certied conguration may jeopardise

any insurance (e.g. liability, life etc) you have.

sMake sure that you are physically and mentally healthy before ying.

Choose the correct wing, harness and conditions for your level of experience.

Pay special attention to the terrain you will be ying and the weather conditions before

you launch. If you are unsure do not y, and always add a large safety margin to all

your decisions.

Avoid ying your glider in rain, snow, strong wind, and turbulent weather conditions or

clouds.

Any liability claims resulting from use of this product towards the manufacturer,

distributor or dealers is excluded.

Be prepared to practice as much as you can - especially ground handling, as this is a

critical aspect of paramotoring. Poor control whilst on the ground is one of the most

common cause 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.

Make sure you complete a thorough daily and pre-ight inspection of all of your

equipment. Never attempt ying with unsuitable or damaged equipment.

Always make sure your engine is pre ight checked and warmed up ready for ight.

(See manufacturer’s recommendations).

Always wear a helmet, ear defenders, gloves and boots.

If you use good, safe judgment you will enjoy many years of paramotoring.

Remember, PLEASURE is the reason for our sport

TEAM OZONE

Everyone at Ozone continues to be driven by our passion for ying, our love of

adventure and our quest to see Ozone's paraglider development create better, safer

and more versatile paragliders.

Paragliding design is led by the ever thoughtful David Dagault; Dav has a wealth of

experience both in competition, adventure ying and paraglider design. Also on the

design team are test pilots Jerome Canaud and Russell Ogden. Jerome is a true acro

spirit who has instructed paragliding for many years. Russell is a top competition pilot

and paragliding instructor - they can usually be found putting Dav's latest creation

through a series of tests and acro manoeuvres.

World, European and French Paramotoring champion Mathieu Rouanet has been

heavily involved with the test ying, offering valuable advice and feedback throughout

the development process to produce the perfect blend of safety, speed and

performance.

Back in the ofce Mike 'Da Boss' Cavanagh generally keeps control of the mayhem.

Promotion and Team pilots are organised by Matt Gerdes, our resident base jumping

expert. Manu Prissette looks after all our adverts, videos and communication, as well

as trying to keep the computers running. Karine Marconi makes sure we don't spend

too much money whilst if you phone us you are likely to hear the dulcet tones of Nicky

Watts.

Our 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

Ngan and 400 production staff.

ENGLISH

YOUR ROADSTER

After two years of testing, countless prototypes, and hundreds of hours test ying, the

Roadster was born. Our aim was to produce a paramotor wing offering a large speed

range, Ozone handling, easy ination and a high resistance to collapse.

The Ozone Roadster features a customized Ozone Reex Prole (OZRP) that has

been tuned specically for powered ight. The OZRP gives the Roadster stability at

high speed and collapse resistance in turbulent air. This special airfoil design provides

constant lift in a wider range of angles of attack. When you apply speed-bar or y with

the glider accelerated at a lower angle of attack, the RP takes effect and provides

continuous lift and heightened stability.

Through carefully moderating the shape and amount of curve in the OZRP, we have

found a balance that provides increased lift at extreme angles of attack, while still

retaining excellent launch characteristics and stall resistance, two crucial aspects in

motor wings.

The Roadster was created for a wide range of intermediate paramotor pilots, ranging

from XC distance iers to ground skimmers and adventure pilots. It is a paramotor

specic glider, with characteristics similar to the Viper (World Champion competition

wing) but with an overall much higher ease of use. The Roadster is for paramotor pilots

who want a reassuring amount of stability and a good cruising speed. The Roadster's

OZRP Technology (Ozone Reex Prole) means that it is more stable in accelerated

ight than a normal free-ight wing.

Special attention was paid to the launching characteristics of the Roadster. The

ination is smooth and constant in any wind speed, and the wing comes up directly

overhead without shooting in high winds or lagging behind in no wind, all of which

means that your time will be spent enjoying your ight, not struggling with your launch.

The Roadster can also be own without a motor. Its sink rate is low enough to soar

in light lift, thermal in all conditions, and y cross country. Although it is designed for

pilots who y mainly (if not exclusively) under power, the Roadster performs excellently

un-powered as well.

Intermediate and Advanced pilots will appreciate the easy launches, stable ight,

‘Ozone’ handling and the high top speed of this wing, which is designed to allow you

to enjoy your ying without worrying about your wing.

Bag

The bag has been redesigned to be comfortable and useful (padded hip belt,

ergonomic and adjustable shoulder straps). It has a large volume that will allow you

to store all your kit, whilst still being comfortable for hiking. We've also added some

pockets on the side and on the top, handy for all those easily lost accessories.

Brake Lines

The brake line lengths have been set carefully during testing. We feel it is better to

have slightly long brake lines and to y with a wrap (one turn of line around the hand).

However, if you do choose to adjust them, please bear in mind the following:

• Ensure both main brake lines are of equal length.

• If a brake handle has been removed, check that its line is still routed through the

pulley when it is replaced.

• When the brake handles are released in ight, the brake lines should be slack. There

must be a substantial "bow" in them to guarantee no deformation of the trailing edge.

• There must be a minimum of 10cm of free play before the brakes begin to deform

the trailing edge. This prevents the trailing edge from being deformed when using the

speed system.

IMPORTANT: In the unlikely event of a brake line snapping in ight, or a handle

becoming detached, the glider can be own by gently pulling the rear risers

(D-risers) for directional control.

Risers

The Roadster has been designed with 4 rows of lines and risers. Each riser is covered

with coloured webbing, this allows them to be easily identied.

The A's are RED. You will notice that the A's are split in two parts. The small riser on

the back, holding only one line, is the "Baby A"; it has been designed to make applying

"Big Ears" simple.

The B's are BLUE

The C's and D’s are BLACK

There are two hang point positions; a lower one and higher one. Ozone recommends

using the lower hang point for free ight and low hang point motors and the upper one

for powered ight using a high-hang point motor harness (to help reduce the distance

to the brakes). Ensure both risers are connected to your harness correctly using the

same hang points.

Trimmers

The Roadster is supplied with a trim riser set as standard. The trims should be set at

the normal position (i.e trims pulled down so that all risers are the same length) for take

off and landing. The normal trim setting is ideal for climbing under power and whilst

thermalling. Brake pressure is lighter and the handling at its best on the slower speed

trim setting. During straight ight the trims can be released for an increased cruise

speed; perfect for maintaining height and speed. Using the trims affects the amount of

reex in the wing, by releasing the trims the reex is increased creating a faster, more

stable aerofoil. However in strong turbulence we recommend returning the trims to the

normal position (pulled down) and ying the glider actively.

NOTE: The Roadster is only certied with the trimmers set in the slow position,

ying the glider in the untrimmed (fast) position is safe, but falls outside of the

certication.

Accelerator System

To set up an accelerator on the ground, ask a friend to pull your risers into their in-

ight position while you sit in your harness. Now adjust the length of the line so that

the main bar sits just beneath your seat. You should now be able to hook your heel in

to the secondary (lower) loop of the accelerator.

The accelerator must be slack enough to ensure that the front risers are not pulled

down in normal ight, but not so long that it is impossible to use the full range of the

speed system. Once set up, test the full range of the speed system in calm ying

conditions: ensure that both risers are pulled evenly during operation. Fine-tuning can

be completed when you are back on the ground.

IMPORTANT: Using the accelerator decreases the angle of attack and can

make the gliders recovery from a collapse more aggressive, therefore using the

accelerator near the ground or in turbulence should be avoided.

Harness and Motor

It will be in your harness that you will enjoy ying... 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 speed bar before ying.

The Roadster is suitable for all types of motor. There are many different motor units

available and it is vitally important that you choose one that is suitable for your needs,

weight and skill level. Always seek assistance and advice from your instructor or

experienced pilots before choosing equipment for yourself.

Total weight in ight

Each Roadster has been certied for a dened weight range. We strongly recommend

that you respect these weight ranges and y the wing most suited to your weight. That

way you can get many hours of ight both powered and un-powered with the same

wing.

BASIC FLIGHT TECHNIQUES

To familiarise yourself with the glider it is a good idea to perform practice inations and

ground handling with and without the motor. You should have no difculties ying the

Roadster for the rst time in suitable conditions, but as with all new equipment; only y

in conditions that you would normally y in, on a familiar site and do so progressively.

Preparation

Lay out the Roadster downwind of your motor on its top surface in a pronounced arc,

with the centre of the wing higher than the tips. Lay out the lines one side at a time.

Hold up the risers and starting with the brake lines, pull all lines clear. Repeat with the

D, C, B and A lines, laying the checked lines on top of the previous set, and making

sure no lines are tangled, knotted or snagged. Mirror the process on the other side.

Remember: Always lay out your glider downwind of the motor, never leave the

motor downwind of the wing!

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. Karabiners 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

Launching

Your Roadster 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 out safely, avoiding trees, power lines and any other obstacles that

may affect you should you have a power failure. Always y with a safety margin so

that power failures do not leave you compromised. You should always be able to glide

power off to a suitable landing place.

Whilst inating your wing, you should hold both of the A risers (main A and baby A) on

each side. Once clipped in, and you have gone through the take-off check list (above),

stand central to the wing to ensure an even and progressive ination.

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.

Forward Launch - Nil to Light winds

When the wind is favourable, move forward positively: your lines should become tight

within one or two steps. The Roadster will immediately start to inate. 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

ENGLISH

deform and possibly collapse making taking-off more difcult and potentially

dangerous.

Move smoothly throughout the entire launch, there is no need to rush or snatch at it.

You should have plenty of time to look up and check your canopy before committing

yourself.

Once you are happy that the Roadster is inated correctly, progressively apply full

power and accelerate smoothly for the launch.

Reverse Launch -Light to Strong Winds

Lay out your Roadster 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 Roadster 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 inates. This

will take some of the energy out of the glider and it will be less likely to over-y you.

Once stable and above your head apply progressive power and accelerate smoothly

for a controlled take off.

IMPORTANT: Never attempt to take off with a glider that is not fully inated,

directly overhead or if you are not fully in control of the pitch/roll of the wing.

Practice ground handling and launching as much as possible! It is great fun, and

will give you a much better feel for your Roadsters ight characteristics. It will also

improve your overall enjoyment of ying by making your launches easier and safer.

The Climb Out

Once in the air you should continue ying into wind gain altitude. By using slow trim

and a small amount of brake you will achieve the best climb rate. Do not attempt to

climb too steeply, too quickly. The high angle of attack will make the glider more prone

to stall and in the event of an engine failure the pendulum effect may bring you to the

ground very hard. Do not initiate turns until you have sufcient height and airspeed.

Avoid low turns downwind with insufcient airspeed.

The Roadster 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 weightshift and/or brake inputs. To stop oscillations it is best to

reduce the power slightly and ensure that you remain static with weightshift 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, adjusting the

trims or using weightshift is the best method to correct this.

We have worked hard on tuning the wing so that it turns tightly but also efciently, as

the ability to climb in a turn is very important for powered and free ight, making the

climb out fun and thermalling easy.

Normal Flight

Once at a safe altitude you can release the trims for a faster cruise speed. The

Roadster will achieve very good straight line speed (i.e maintaining level ight) with

trims fully released and full speed bar applied.

For better penetration in headwinds and improved glide performance in sinking

air, crosswinds or headwinds, you should y faster than trim speed by using the

accelerator system. For maximum efciency whilst ying downwind, release the speed

bar and pull the trims to the slow position.

By pulling the trimmers to the slow position and applying the brakes approximately

30cm, the Roadster will achieve its minimum-sink rate; this is the speed for best climb

and is the speed to use for thermalling and ridge soaring.

Turning

To familiarize yourself with the Roadster your rst turns should be gradual and

progressive.

To make efcient and coordinated turns with the Roadster rst look in the direction

you want to go and check that the airspace is clear. Your rst input for directional

change should be weight-shift, followed by the smooth application of the brake until

the desired bank angle is achieved. To regulate the speed and radius of the turn,

coordinate your weight shift and use the outer brake.

IMPORTANT: Never initiate a turn at minimum speed (i.e. with full brakes on)

or under full power in a steep climb against the direction of tourqe as you may

risk entering a spin.

Active Flying

To minimize the likelihood of suffering collapses in turbulent conditions, it is essential

to use active ying.

All good pilots react to the feedback the gliders send them, and are constantly

adjusting their speed and pitch to match the movements of the air. The key elements

of active ying are pitch control and pressure control:

As the glider pitches in front of you, use the brakes to slow it down. Equally, as the

glider drops behind you, release the brakes to allow it to speed up.

Flying with a small amount of brake applied (approx. 20cm) will give you tension in the

brakes and feedback from the wing. In turbulent conditions the internal pressure of

the wing can change and you can feel this through the brakes. The aim is to maintain

a constant pressure through the brakes. If you feel a loss in pressure apply the brakes

until normal pressure is resumed then raise hands back to original position (this must

be done quickly).

Avoid ying with continuous deep amounts of brake in rough air as you could

inadvertently stall the wing. Always consider your airspeed.

IMPORTANT: No pilot and no glider are immune to collapses however active

ying will virtually eliminate any tendency to collapse. When the conditions are

turbulent, be more active and anticipate the movements of your wing. Always

be aware of your altitude and do not over-react. We advice you to keep hold of

your brakes. Do not y in turbulent conditions.

Landing

The Roadster 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 ight.

• Allow the glider to y with speed for your nal 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 ight if you

misjudge your nal 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 are to bleed off all your

excess ground speed. In strong winds your forward speed is already low so you

are aring only to soften the landing. A strong are may result in the glider climbing

upwards and backwards quickly, leaving you in a vulnerable position.

• In strong winds you need to turn towards the glider the second your feet touch the

ground. Once facing the wing pull smoothly and symmetrically down on the brakes to

stall the wing. If the glider pulls you, run toward it.

• If the wind is very strong, and you feel you might be dragged, stall the glider with the

C risers. This stalls the Roadster in a very quick and controllable way and will drag you

less than if you use the brakes.

Packing

• Spread the glider at on its top surface, then lay the lines on top. The risers should

be laid on the ground, at the centre of the glider, near the trailing edge.

• Take a wing tip and fold it in to the centre of the wing. Repeat this until the glider is

folded up and approx. 60 cm's wide.

• Do the same to the other side of the glider. Always make sure that the leading edge

is kept in one straight line, as it is important not to badly crease the reinforcing fabrics

in the leading edge.

• Don't fold the glider along the same lines every time; any type of folding reduces the

strength of the fabric over time.

• Push out any remaining air by attening the folded wing from the trailing edge to the

leading edge.

• Fold the glider so that the bundle is approximately the size and shape of the OZONE

rucksack. Never roll the wing up as this introduces unnecessary stresses into the

fabric.

• Always pack your Roadster as loosely as you can, as every fold weakens the cloth

on any paraglider.

• Finally, wrap the glider tie around the bundle and put it in the stuff sack.

• Packing your glider using the concertina method, keeping the Mylar reinforcements

at may prolong the life your glider.

ADVANCED FLIGHT TECHNIQUES

Rapid Descent Techniques

Ozone would like to remind you that these manoeuvres should be learnt under the

supervision of a qualied instructor and always used with caution. Never forget that

properly analysing the conditions before launch will help avoid the need to use these

techniques.

Big Ears

Folding in the wingtips of the Roadster increases its sink rate. This is useful for staying

out of cloud or descending quickly. To pull big ears on the Roadster take hold of the

outermost A-line (Baby A) on each side whilst keeping the brake handles in your hand.

Pull down the baby A risers until the tips of the wing fold under.

Do not use the brakes other than for re-ination. For directional control while using the

Big Ears, you should use weight shift steering. To reopen your big ears, release both

baby As at the same time. To help re-ination, brake gently one side at a time until tips

regain pressure. Avoid deep symmetric applications of the brake as this could induce

parachutal or full stalls. Do not attempt big ears with the engine under power, the

increased angle of attack can cause unexpected stalls.

IMPORTANT: You can land with the ears (you should release the ears before

nal are). Ozone does not advise you to do this when it is turbulent or windy

due to the risk of a possible stall and lack of precision in steering.

Big ears and accelerator

Once the big ears are in you can further increase the sink rate by pushing on the

accelerator bar.

NEVER try to pull the Big Ears in with the speed bar on already. This can lead

to a major asymmetric deation.

ENGLISH

Big ears and spiral dive

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 does not recommend the use of this manoeuvre!

Wingovers

The OZONE Roadster is not designed for aerobatic ying. The limit is tightly banked

S-turns, commonly known as wingovers. These must not exceed 90 degrees of bank.

Warning: Uncoordinated wingovers can lead to large asymmetric collapses,

even cravats and therefore should never be executed near the ground.

B-Line Stall

B-stall is for fast descents in emergency situations only. B-stall is performed by

symmetrically pulling down on the B-risers.

To initiate the B-stall place your ngers between the lines above the maillons on the B

risers. Do not release the brake handles. As you pull the B-lines down the airow over

the wing is broken and the glider loses its forward speed but remains open and you

will descend at around 6 m/s.

If you pull too much B-line the glider may horseshoe and move around a lot.

To exit the B-stall the B-risers should be released symmetrically and in one smooth,

progressive motion. The glider will resume normal forward ight without further input.

Check you have forward ight again before using the brakes.

IMPORTANT: The pitching movement on exiting the B stall is small but

necessary. We recommend you do not apply brake to the glider until you are

sure that the wing is ying fully again.

The load applied on the B lines during this manoeuvre is not very good for your

wing; only use it in emergency situations.

Spiral Dives

If you turn your Roadster 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 will rst turn

almost 360 degrees before it drops into the spiral. Once in the spiral you must apply a

little outside brake to keep the outer wing tip pressured and inated.

Safe descent rates of 8m/s (500 ft/min approx.) are possible in a spiral dive, but at

these rates the associated high speeds and G-forces can be disorientating, so pay

particular attention to your altitude.

To exit the spiral dive, return your weight shift to a central position and then slowly

release the inside brake. As the Roadster decelerates allow it to continue to turn until

enough energy is lost for it to return to level ight without an excessive climb and

surge.

The Roadster shows no tendency to remain locked in a spiral dive; however some

parameters could interfere with its behaviour. These might include: wrong settings of

the chest strap (too wide); total weight in ight outside of the certied weight range,

or being in a very deep spiral at a very high sink rate. You should always be prepared

to pilot the wing out of such a spiral dive. To do so smoothly use opposite weight shift

and apply a small amount of outside brake and the glider will start to resume normal

ight.

Never attempt to recover from a spiral with hard or quick opposite inputs as this will

result in an aggressive climb and surge.

IMPORTANT: Spiral dives with sink rates over 8 m/s are possible, but should be

avoided. They are dangerous and put unnecessary strain on the glider. Spiral

dives cause disorientation and need time and height to recover. Do not perform

this manoeuvre near the ground.

INCIDENTS

Deep Stall / Parachutal Stall

It is possible for gliders to resume their normal shape on a very slow release of the B-

lines, but carry on descending vertically and without full forward motion. This situation

is called 'deep stall' or 'parachutal stall'.

It is unlikely to happen on any OZONE glider, but should it happen, your rst reaction

should be to fully raise both brakes and the glider should return to normal ight. If

nothing happens after a few seconds, reach up and push the A-risers forwards or

apply the speed bar to regain normal ight.

Ensure the glider has returned to normal ight (check your airspeed) before you use

the brakes again.

IMPORTANT: Only a few cms of input from your brakes can maintain your wing

in the stall. Always release your wraps if you have taken them!

Deations

Due to the exible 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 rst thing to do is to control your direction. You should y

away from the ground or obstacles and other pilots, or at least not to y into them...

Asymmetric collapses can be controlled by weight shifting away from the collapse and

applying a small amount of brake to control your direction. This act will most of the

time be enough for a full recovery of the wing

Once a glider is deated 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 ying. If you are

unable to stop the glider turning without exceeding the stall point then allow the glider

to turn whilst you reinate the collapse.

If you do have a deation, which does not spontaneously reinate, make a long

smooth progressive pump on the deated side. This pumping action should take

about 2 seconds per pump. Pumping too short and fast will not reinate the wing and

pumping too slow might take the glider close to, or beyond, the stall point.

Symmetrical collapses reinate without pilot input, however 15 to 20cm of brake

applied symmetrically will speed the process. If you simulate a symmetrical collapse

during an SIV course it is important to use both the A and Baby A risers and to pull

evenly to induce a symmetrical collapse. Use of just A risers or uneven pulling may

lead to the glider collapsing only in the centre section with the tips ying forward to

meet in the middle, leading to an increased risk of a cravat occurring.

If your Roadster collapses in accelerated ight, immediately release the accelerator to

slow down to trim speed and after a 90 deg turn the canopy will reinate and return to

normal ight.

Cravats

When the tip of your wing gets stuck in the lines, this is called a 'cravat'. This can

make your glider go into a spiral, which is difcult to control. The rst solution to get

out of this situation is to stabilize the glider into normal ight by maintaining control of

your direction and then pull down the stabilo line (red line on the B-riser) until you feel

tension to help release the tip. You must be careful with any brake inputs or you may

stall the opposite wing.

If this does not work, a full stall (symmetrical or asymmetrical) is the only other option.

This should not be done unless you have been taught how to do so and it can only be

done with a safe amount of altitude. Remember if the rotation is accelerating and you

are unable to control it, you should use your reserve parachute whilst you still have

enough time and altitude.

IMPORTANT: A bad preparation on launch, aerobatic ying, ying a wing of too

high a level or in conditions too strong for your ability, are the main causes of

cravats.

ACROBATIC FLYING

The Roadster has been designed as paramotoring wing and is not suitable for

acrobatic manoeuvres.

A specic standard of certication for acrobatic ying has not been set up yet. Ozone

wings although designed to the highest specications are, therefore, not certied for

this type of ying. As acrobatic manoeuvres are very difcult and incorrectly performed

manoeuvres can put abnormal stresses on the glider and lead to loss of pilot control,

Ozone strongly recommend you do not undertake this style of ying.

MATERIALS

All OZONE gliders are made from the highest quality materials available. Porcher cloth

has been used for all components of the glider due to its lighter weight and stretch

resistance, which are two important factors in a high performance wing.

Upper-surface

Porcher Skytex 45 evolution.

Lower-surface

Porcher Skytex 40 classic

Internal Ribs

Mix of Porcher Skytex 45 and 40 Classic and hard coatings.

Leading- edge reinforcement

Double Laminated Mylar.

Line Set

Lower cascades - Edelrid 6843, 200kg

Middle cascades - Liros DSL 140kg

Upper cascade - Liros DSL 70kg

Risers and hardware

Shackles - High quality micro maillons from Maillon Rapide.

Riser webbing - 20mm zero stretch polyester webbing.

Pulleys - Austri Alpin aluminium mini pulleys with brass roller.

CARING FOR YOUR ROADSTER

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 rst - this

puts unnecessary strain on the lines.

• DO NOT walk on the wing or lines.

• DO NOT repeatedly inate 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 Roadster down on the ground leading edge rst! 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.

It is recommended that you regularly CHECK your Roadster, especially after a heavy

period of use, after an incident or after a long period of storage.

Storage

Always store all your ying equipment in a dry room, protected from the direct heat.

Your wing should be dry before being packed away. Heat and humidity are the worst

factors in damaging your glider. (Storing a damp glider in your car under the sun would

be terrible for example).

Dry your wing preferably out of the sun, in the wind. Never use a hair dryer, etc.

If you land in the salt water, you must clean it with fresh water rst and then dry it.

Take care that no insects get packed away with the wing. They may eat the cloth and

make holes in a bid to escape. They can also leave acidic deposits if they die and

decompose.

Cleaning

Any kind of wiping/scratching can damage the coating of the cloth. We recommend for

normal cleaning of your Roadster, to use a soft cloth dampened with water and to use

gentle movements, little by little, across the surface.

If you accidently spill some petrol or oil on your wing, gently apply some neutral Ph

soap and rinse with lots of water.

Never use detergent or chemical cleaners.

Wing Repairs

Amateur repairs can do more harm than good. Always let a registered dealer or the

manufacturer carry out major glider repairs.

If you damage the sail:

If the rip is small, you can x it yourself. You'll nd all the materials in the repair kit you

need.

The Porcher Marine fabric can be simply mended with the sticky rip stop / spinnaker

tape. When cutting out the patch remember to allow ample overlap around the tear

and round the corners of the patch.

You can nd more information about repairing your wing on the Ozone website,

including step by step instructions with pictures.

If you damage a line:

Any line that is damaged should be replaced. It is important that the replacement line

is from the same material, has got the same strength and the same length. You can

check its length against its counterpart on the other side of the wing, to make sure that

it is symmetrical. Once the line has been replaced, inate and check the glider before

ying. If you do not have access to an Ozone dealer you can order individual lines at

www.yozone.com (or www.aerorosport.de if you are from Germany or Austria).

Caring Tips

• Your Ozone wing has got an opening closed using velcro on the trailing edge of the

tip called '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).

• If you y with a wrap, you should regularly undo the twisting that appears on the

main brake lines. By twisting the line they 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 ying symmetrically etc)

• Change your main brake lines if they are damaged.

MAINTENANCE CHECKS

Your wing, like a car, should be technically checked to ensure proper airworthiness.

Your wing should be checked by a qualied professional for the rst time after 24

months, and thereafter every 12 months.

However, if you are a frequent yer (more than 80 hrs per year), then we recommend

that your glider is checked after every ying season.

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: it is possible that you'll have to

change part or all of the lines during your wings life. This is why it is also important to

do a regularly check up to know the condition of all the components of your glider.

ENGLISH

We recommend that the check up is carried out by a qualied professional.

You are responsible for your ying kit and your safety depends on it. Take care of your

equipment and have it regularly inspected. Changes in a wings ying behaviour, are

also indicators of the gliders aging, if you notice any changes you should have the

wing checked before ying again.

These are the basic elements of the check up (full details and permissible gures can

be found on our website):

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 several places on the top surface along the span of the glider

behind the leading edge.

The tearing resistance of the cloth - A non-destructive test following the TS-108

standard which species minimum tear strength for sky diving canopies is executed.

Strength of the line - The centre lines are tested: The uppers, the middles and the

lowers on the A, B, C and Ds are all measured. The reason for this is because these

are the lines which bear most of the loads.

Each line is tested on a testing table where they are pulled until they break. The

breaking value is recorded. The minimum value is 8 G for all lower A+B lines and 6 G

for all lower remaining lines, calculated from the maximum certied ying weight of the

glider. The added minimum strength for middle lines and top lines is the same.

If the breaking strength is too close to the minimum value calculated, the professional

will give a period after which you'll have to test the strength of the lines again.

Lengths of the lines - The overall length (riser lines + mid lines + upper lines) has to be

checked under 5DaN of tension.

The difference between the measured length and the original length should not exceed

+/- 10mm.

The changes that could appear are a slight shrink on the C and D and a slight stretch

on the A, B. The consequences of these changes can include a slower trim speed,

difcult ination etc.

Full check - A full visual check should be carried out: All the components of the wing

(stitching, ribs, diagonals, lines, tabs etc) should be checked.

Finally, if in doubt, a ight test that conrms that the wing behaves normally can be

done by a professional.

IMPORTANT: Take care of your glider and make sure you have it checked

according to the above schedule: This will ensure you hours of safe ying.

MODIFICATIONS

Your Ozone Roadster was designed and trimmed to give the optimum balance

of performance, handling and safety. Any modication means the glider loses its

certication and will also probably be more difcult to y. For these reasons, DO NOT

modify your Roadster in any way.

OZONE QUALITY & SERVICE

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. We will always undertake to x problems not

caused by general wear and tear or inappropriate use. If you have a problem with your

glider please contact your dealer/distributor who will be able to decide upon the most

appropriate action. If you are unable to contact your dealer then you can contact us

directly at team@yozone.com.

OZONE GUARANTEE

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, and damage

to products due to wear and tear will be repaired at a reasonable charge.

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 y as regularly as we can, ground

handle as much as possible and take a continuous interest in the weather. If you are

lacking in any of those areas you will be exposing yourself to more danger than is

necessary.

Flying is an immense subject which takes years to learn, so let your experience build

slowly, do not put pressure on yourself, you have plenty of time to learn as many

people y well into old age. If conditions are not good now then pack up and go home,

there is always tomorrow.

Every year many pilots get hurt launching; do not be one of them. Launching is the

time that you are most exposed to danger so practice it as much as possible. Ground

handling teaches you to be sensitive to your glider and to understand the feedback

it sends you. If you're good you will be able to condently and safely launch whilst

others struggle and you will be less likely to get hurt and more likely to have a great

days ying.

Finally, RESPECT the weather, it has more power than you can ever imagine.

Understand what conditions are right for your level of ying and stay within that

window.

Happy, safe ying & enjoy your Roadster.

Team Ozone

ENGLISH

MANUELDEVOL

page 14 > 26

Line diagram > page 42 - Riser diagram > page 44

Technical specications > page 44

FRANCAIS

OZONE VOUS REMERCIE

L'équipe OZONE, constituée de passionnés de vol libre, se consacre à la fabrication

d'ailes agiles, d'une maniabilité très caractéristique, optimisant d'incontestables

performances tout en vous assurant la sécurité dans la turbulence.

Notre travail de recherche et de mise au point se concentre sur le meilleur compromis

maniabilité/sécurité. Conance en soi et en son matériel constitue une garantie de

progression et de réussite bien plus importante que des performances pures et

chiffrées. Demandez aux compétiteurs et aux aventuriers qui accomplissent exploits

et résultats sous leurs parapentes OZONE!

Enn, toujours en tant que pilotes, nous avons conscience de l'importance de

la dépense que représente l'achat d'une aile. Le rapport qualité / prix exige une

production irréprochable pour faire la différence. An de maîtriser les coûts de

production tout en assurant la plus grande qualité de fabrication, nous fabriquons

désormais nos produits dans notre propre usine. Cette solution nous garantie aussi

une qualité de contrôle parfaitement able.

L'équipe des pilotes est basée dans le Sud de la France. Cette région avec les sites de

Gourdon, Roquebrune et le Lachens garantit 300 jours de vol par an. C'est un atout

incontestable pour la mise au point de la gamme OZONE.

Ce manuel de vol vous aidera à obtenir le meilleur de votre Roadster. Vous y trouverez

des explications détaillées concernant sa création ainsi que des astuces et conseils

pour savoir comment la piloter au mieux, en assurer le meilleur entretien an de

préserver sa longévité et donc son prix de revente sur le marché d'occasion. vous

trouverez à la n de ce manuel les spécications techniques de votre parapente: le

diagramme de montage des suspentes ainsi que leurs longueurs. Gardez ces données

techniques , elles vous seront nécessaires en cas de remplacement d'une ou plusieurs

suspentes.

Si vous avez besoin d'informations complémentaires, votre revendeur, votre école ou

l'un d'entre nous chez OZONE restons à votre disposition.

Avant de voler sous votre Roadster pour la première fois il est très important que vous

lisiez attentivement ce manuel de vol.

Si vous revendez votre Roadster assurez vous de transmettre ce manuel au futur

propriétaire .

Sur notre site web www.yozone.com une mise à jour permanente vous informera des

dernières communications concernant notamment la sécurité et les spécications

techniques de votre Roadster. Merci de consulter ce site régulièrement.

Safe Flying

Team Ozone

ACTION!!!

Tous les sports aériens sont potentiellement dangereux et présentent des risques

d'accidents dont les conséquences peuvent entraîner des blessures et des

traumatismes graves voire mortels. En tant que propriétaire de cette Roadster

d'Ozone, vous assumerez tous les risques liés à son utilisation.

Une utilisation inappropriée et ou un mauvais entretien de votre matériel accroissent

ces risques.

Les parapentes Ozone conviennent aux pilotes qualiés ainsi qu'en formation.

En aucun cas le fabricant, l'importateur ou les vendeurs ne peuvent être tenus

responsables quant à l'utilisation de ce produit.

Assurez votre formation dans des écoles compétentes. Entraînez vous régulièrement

en contrôle statique au sol et autant que vous le pouvez. En effet un contrôle

approximatif de l'aile sur les phases de gonage et décollage est la principale cause

d'accidents en parapente.

Continuez à vous formez régulièrement an de suivre l'évolution de notre sport, des

techniques de pilotage et du matériel.

Ne volez qu'avec des ailes dûment homologuées et respectez la plage de poids,

un harnais équipé d'une protection dorsale muni d'un parachute de secours. Votre

matériel ne doit avoir fait l'objet d'aucune modication et doit être en bon état et

révisé régulièrement.

Une visite prévol de tout votre matériel et cela avant chaque vol est indispensable.

N'essayez jamais de voler avec un équipement abîme ou non adapté à votre

expérience.

Volez toujours équipé d'un casque, de chaussures adéquates et de gants.

Tout pilote doit justier d'avoir le niveau de formation et d'expérience requis et doit

avoir souscrit au minimum à une assurance en responsabilité civile aérienne.

Vérier que l'ensemble aile, harnais, expérience, conditions aérologiques, état

physique et mental soit cohérent et respecté à chaque vol.

Accorder une importance toute particulière à l'endroit où vous allez voler ainsi qu'aux

conditions météo. Si un doute existe abstenez vous de voler et de toutes façons

ménagez vous d'importantes marges de sécurité.

Eviter absolument de voler sous la pluie, la neige, dans du vent fort, en conditions

turbulentes et les nuages. Seulement si vous faîtes toujours preuve de rigueur dans

vos jugements, vous vivrez alors de nombreuses et heureuses années de vol.

Le plaisir est le moteur de votre activité.

L'EQUIPE OZONE

Toute l'équipe Ozone est animée depuis le début par la même passion du vol libre

et de l'aventure. Cette passion se retrouve dans notre quête de développer des

parapentes Ozone encore meilleurs, plus sûrs et plus ludiques. La conception des

parapentes est realisee par David Dagault, passionne et toujours en quete du concept

parfait, il possede une large experience de la competition, du cross mais egalement

du developement des ailes. L'équipe de conception comprend également des pilotes

de test : Jérôme Canaud, passionne et curieux, enseignant parapente depuis 15

ans et compétiteur. Russell Ogden, compétiteur en Coupe du Monde et instructeur

parapente. Ils mettent sans cesse à l'épreuve les dernières créations de Dav en leurs

faisant subir tous les tests et incidents de vol possible. Champion du monde, d’Europe

et de France en paramoteur Mathieu Rouanet a été fortement implique dans les

tests en vol en proposant des conseils et un ressenti précis durant tout le processus

de développement an de produire la parfaite synthèse entre sécurité, vitesse et

performance.

Au bureau, Mike Cavanagh surnommé " Le Boss " contrôle les cordons de la bourse.

Matt Gerdes s'occupe de l’équipe des pilotes Ozone, de la promotion et des nombreux

distributeurs. Manu Prissette est le créatif derrière nos produits promotionnels,

les vidéos et la communication. Karine Marconi, notre comptable, vérie si nous

ne dépensons pas trop d’argent et nous aide dans nos taches administratives. La

charmante voix de Nicky Watts vous accueillera sûrement si vous nous téléphonez.

Notre usine de production au Vietnam est dirigée par Dr Dave Pilkington qui travaille

sans répit sur la réalisation d'ailes et de prototypes ainsi que sur la recherche de

nouveaux matériaux et techniques de fabrication pour nos produits futurs. Il est

secondé par Ngan , Khanh et dirige plus de 400 employés.

VOTRE ROADSTER

Après deux années de recherche, de nombreux prototypes et des centaines d'heures

de tests en vol, La Roadster est née. Notre objectif était de concevoir une aile de

paramoteur convenant à un large panel de pilotes, offrant une grande plage de vitesse,

un gonage aise et une grande résistance à la fermeture.

Une des caractéristiques techniques de la Roadster est l’utilisation d’un prol reex

(OZRP) qui a été spécialement conçu pour le vol moteur. Le OZRP donne la stabilité

a la Roadster a haute vitesse ainsi qu’une résistance a la fermeture en conditions

turbulentes.

Le concept de ce prol spécial fournit une portance constante sur une plus large

fourchette d’angles d’incidence. Quand vous utilisez l’accélérateur c'est-à-dire que

le vol s’effectue avec un angle d’incidence plus faible, le OZRP commence son effet,

fournit la meme portance et accentue la stabilité.

A travers la tension modérée de la voile et la voûte globale nous avons trouve un

compromis qui améliore la portance pour les angles d’incidence extrêmes. Cela tout

en gardant d’excellentes caractéristiques de gonage et de résistance au décrochage,

deux aspects cruciaux en paramoteur.

La Roadster a été créée pour un large public de paramotoristes intermédiaires.

Permettant le vol de distance, évolutions près du sol et les aventuriers. C’est une

voile spécique au vol moteur, avec les caractéristiques de la VIPER (aile championne

de France, d’Europe et du monde) mais avec une plus grande accessibilité et facilite

d’utilisation générale.

La Roadster est destinée aux paramotoristes recherchant une stabilité globale et une

bonne vitesse de croisière.

Le Ozone Reex Prol (OZRP) permet un vol accélère plus stable qu’avec une voile de

vol libre classique.

Une attention spéciale a été mise sur les caractéristiques de décollage de la

Roadster. Le gonage est simple et régulier dans tous les types de vents, l’aile vient

progressivement au dessus de la tête sans dépasser dans les cas de vents soutenus.

La voile reste également légère a monter en cas de vent nul sur terrain plat. Cela

permettra au pilote de ne pas s’épuiser en gestion au sol et de se concentrer sur le

plaisir du vol.

La Roadster peut aussi être utilisée sans moteur, dans toutes les conditions adaptées

au vol libre. C'est-à-dire le vol en thermique, soaring, cross. Elle satisfera les pilotes

intermédiaires et expérimentes qui apprécieront son gonage facile, ses performances,

sa stabilité lors des vols accélères, son confort général.

La Roadster est construite avec le tissu Porcher marine Skytex Evolution 45. Elle est

équipée des élévateurs paramoteur ozone qui offrent 2 points d’accroche de hauteur

différente ainsi qu’un système de trims permettant d’accélérer la voile en relâchent les

élévateurs arrières.

Le sac de portage

Le sac est étudié pour avoir un portage confortable et efcace (ceinture matelassée

et bretelles ergonomiques réglables) tout en gardant un volume adapté à tout

votre matériel de vol. Les poches latérales et supérieures facilitent le rangement

de l'ensemble de votre équipement. La sangle de compression et le sac de voile

garantissent un bon maintien de votre voile une fois pliée.

Les freins

Les freins sont préréglés en usine et vériés.

Ceux-ci seront légèrement longs car nous pensons qu'il vaut mieux avoir à piloter avec

éventuellement un "tour de freins" autour des mains ou prise en dragonne. (meilleure

précision de pilotage).

Mais si jamais ce réglage d'origine ne vous convenait pas, et que vous décidiez de

modier celui-ci, vous devez absolument respecter les précautions suivantes:

• Assurez-vous de la parfaite symétrie des longueurs des deux freins.

• Si une poignée de frein a dû être détachée de sa suspente, vériez que la suspente

rattachée à nouveau passe bien dans sa poulie et empreinte le bon chemin. Le noeud

de chaise est le plus adapté pour la liaison poignée/drisse de frein.

• Quand les poignées de freins sont lâchées en vol, le suspentage de freins doit

décrire le prol d'un arc (lobe) depuis le bord de fuite jusqu'aux élévateurs et non pas

être tendu comme les autres suspentes an de ne pas brider ni déformer ce bord de

fuite.

• Il doit y avoir une garde, un jeu d'au moins 10 cm entre le départ de votre action

à freiner et le début de déformation du bord de fuite. Ce jeu permet d'utiliser

l'accélérateur sans déformer le bord de fuite.

IMPORTANT: Si jamais une poignée de frein venait à se détacher ou à casser,

vous pourrez toujours vous diriger et piloter en utilisant les 2 élévateurs

arrière. Attention l'amplitude de traction doit être plus faible pour obtenir un

virage, utilisez également votre transfert de poids.

Les élévateurs

La Roadster a été conçue avec des élévateurs à 4 brins. Chaque élévateur est

recouvert d'une sangle de couleur différente, an de pouvoir les identier au sol

comme en l'air, rapidement et sûrement.

• Les A sont Rouges. Vous noterez que les A sont divisés en deux. Le brin qui se

trouve à l'arrière, ne comportant qu'une seule suspente est le " BabyA ".Il vous permet

de faire les oreilles aisément tout en gardant les commandes de freins en main.

• Les B sont Bleus

• Les C et D sont Noirs

Il y a 2 points d’attaches possible sur les élévateurs, une position d’accroche basse et

une position d’accroche haute. Ozone recommande l’utilisation de l’accroche basse

en vol libre ainsi que pour les paramoteurs de type points bas ;et la position haute

pour les paramoteurs de type points hauts. En utilisation accroche haute vous pouvez

réduire la longueur des freins pour plus d’efcacité. Assurez vous que les 2 élévateurs

sont bien connectes a votre harnais avec la même position.

Dans tout les cas, attention aux incompatibilités dues aux différents types

d’accrochage des paramoteurs. N’hésitez pas à prendre conseil auprès de

votre instructeur dès que vous changez de paramoteur.

FRANCAIS

Les trims

Les élévateurs de la Roadster sont équipes de trims. Ceux-ci sont xes sur les

élévateurs arrière et permettent de relâcher (rallonger) les D et les C an d’augmenter

la vitesse de vol.

Ozone conseille de laisser les trims tires (tous les élévateurs a la même longueur) lors

des phases de décollage et d’atterrissage.

En vol vous pouvez utiliser les trims pour un gain de vitesse, de plus le prol reex

permettra a l’aile de rester très stable et solide a la fermeture. Cependant en conditions

très turbulentes il est conseille de ne pas utiliser les trims (restez en position normale

c'est-à-dire trims tires)et de se concentrer sur un pilotage actif de la voile. Le mieux

étant de s’abstenir si les conditions sont très turbulentes; le reex fonctionne bien

jusqu’à un certain point, mais n’est pas la solution miracle aux grosses conditions.

IMPORTANT: La Roadster a été certiée avec les trims en position tires, c'est-

à-dire avec les élévateurs de même longueur. Vous pouvez voler en position

rapide (c'est-à-dire en relâchant les trims) mais la voile sort de la certication.

L'accélérateur

Il est à xer à l'aide des crocs fendus sur le devant des élévateurs A. (ajuster ensuite la

longueur et le faire passer dans les emplacements de la sellette prévus à cet effet).

Pour ajuster l'accélérateur, installez vous dans votre harnais posé sur le sol. Un

assistant tiendra les élévateurs tendus vers le ciel, dans leurs positions de vol par

rapport au pilote. Ajustez alors la longueur de la cordelette de façon à ce que la

barre rigide de la pédale d'accélérateur (fournie avec la voile) soit à 10 cm sous votre

harnais. Vos talons doivent alors pouvoir se poser facilement sur la sangle (partie

souple de l'accélérateur).

Le réglage de l'accélérateur doit être sufsamment "long" pour qu'en vol normal, non

accéléré, le système ne tire pas sur les élévateurs, mais assez court pour pouvoir

accélérer à fond les jambes tendues.

En poussant à fond sur la sangle (partie souple) de l'accélérateur vous devez atteindre

la moitié de la vitesse que le système permet de gagner. C'est la vitesse accélérée la

plus couramment utilisée : c'est là où on trouve le meilleur compromis vitesse, nesse,

solidité. Si vous avez besoin d'encore plus de vitesse, en poussant à fond le barreau

principal (jambes tendues) vous parviendrez à la vitesse maximale, les poulies du

système cousues sur les élévateurs sont alors en butée les unes contre les autres.

Lorsque ce système est installé, essayez le dans des conditions calmes. Assurez-vous

de la parfaite symétrie de l'accélérateur. Ces essais vous permettront d'afner au sol

le réglage.

IMPORTANT: Pour mieux pénétrer un fort vent de face vous pouvez utiliser le

système d'accélérateur. Son utilisation diminue l'angle d'incidence de l'aile

et rend celle-ci plus sujette aux fermetures, il faut donc s'abstenir de s'en

servir près du sol ou en aérologie turbulente. Les débutants ne doivent s'en

servir qu'après être totalement habitués à leur aile. Si les tests d'homologation

comprennent des vols accélérés, même les pilotes expérimentés s'abstiennent

d'accélérer à fond et surtout par conditions turbulentes.

Sellette et moteur

C'est assis dans votre sellette que vous apprécierez le vol. Alors consacrez le temps

nécessaire an de trouver les réglages qui feront du vol un moment agréable, car

confortable.

Le réglage de confort est obtenu par les différentes boucles de hanches et par les

bretelles. (Ne serrez pas trop vos bretelles, vous auriez du mal à vous installer après le

décollage).

La Roadster convient a tous les types de moteurs. Il est cependant indispensable

de choisir un moteur adapte a votre poids et votre expérience. Il est nécessaire

de demander conseil a votre instructeur ou a des pilotes expérimentes qui vous

orienteront vers du matériel adapte.

Le PTV

Chaque taille de Roadster a été homologuée pour une fourchette de poids donnée.

Nous préconisons d’utiliser la fourchette de poids parapente, et votre fourchette de

poids sera bonne également pour une utilisation en paramoteur. (Donc rappeler sur

friche technique et website le ptv parapente…)

VOLS DE PRISE EN MAIN

Pour vous familiariser avec votre aile, vous devez faire du gonage au sol (sans et avec

moteur). Pour les pilotes déjà expérimentes, vous ne devriez pas avoir de difcultés à

voler avec la Roadster pour la première fois dans des conditions habituelles pour vous.

Pour les pilotes changeant de catégorie d'aile, nous vous recommandons d'effectuer

vos premiers vols en conditions calmes, sur un site familier, le temps de vous habituer

progressivement à votre nouvelle aile.

Préparation

Dépliez votre Roadster sur son extrados (sous le vent du moteur) en la disposant en

arc de cercle , en descendant légèrement les bouts d'ailes. Séparer les 2 faisceaux de

suspentes droite et gauche. Soulevez un groupe d'élévateurs et assurez vous que les

suspentes sont "claires" sans tour ni boucle ni noeud en partant des freins puis les D,

puis les C, les B et enn les A. Procéder de même avec l'autre groupe d'élévateurs.

Check-list avant décollage

1. Vérier votre parachute de secours : aiguille du container et poignée du secours.

2. Casque ajusté et sangle d'attache fermée.

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Ozone Roadster Pilot's Manual

Marque: Ozone

Modèle: Roadster

Taper: Pilot's Manual

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Ozone Roadster Pilot's Manual

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