of pilot control, Ozone strongly recommend you not undertake this
style of flying.
TOWING
The GEO may be tow-launched. It is the pilot's responsibility to use
suitable harness attachments and release mechanisms and to ensure
that they are correctly trained on the equipment and system
employed. All tow pilots should be qualified to tow, use a qualified
tow operator with proper, certified equipment, and make sure all
towing regulations are observed.
When towing you must be certain that the paraglider is completely
over your head before you start. In each case the maximum tow
force needs to correspond to the body weight of the pilot.
MATERIALS
All Ozone gliders are made from the highest quality materials
available. Your Ozone Geo is constructed from:
Upper & Lower Surfaces
Porcher 9017 E68A
This is a new cloth from Porcher based on the well respected 9017
base, with it's proven stretching characteristics and longevity.
Porcher are the largest producer of cloth for use in a Paragliders, and
their cloths have a proven track record. This cloth is one of the latest
to emerge from there R&D program and combines light weight with
high strength. The coating is environmentally friendly and has been
optimised for weight versus longevity.
Internal Ribs
Porcher 9017 E29A Stiff.
Again based on the 9017 base for light weight applications this has a
different coating to reduce the diagonal stretching which is vital to
keep the aerofoil structure stable.
The Leading-edge reinforcement and line tabs have been carefully
redesigned to optimize them for weight whilst retaining long term
durability, precise shaping and strength.
forward to meet in the middle, leading to an increased risk of a cravat
occurring.
If your GEO collapses in accelerated flight, immediately release the
accelerator to slow down to trim speed.
IMPORTANT : No pilot and no glider is immune to collapses
however active flying will virtually eliminate any tendency to
collapse. When the conditions are turbulent, be more active.
Fly with a bit of brake so that you can anticipate the
movements of your wing. If the glider collapses look far away
in front of you, control your direction and your altitude.
We advice you to hold your brakes with a wrap: You get a
better feeling from this position, which will improve the
precision of your inputs.
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 rotation which is difficult
to control. The first solution to get out of this situation is to pull down
the stabilo line (red line on the B riser), while controlling your
direction, you must be careful with any brake inputs not to stall the
opposite wing.
If this doesn't work, a full stall (symetrical or asymetrical) is the only
other option. This shouldn't be done unless you have been taught
how to do it and can only be done with a large amount of altitude.
Remember if the rotation is accelerating and you are unable to
control it, you should use your reserve whilst you still have enough
altitude.
IMPORTANT : A bad preparation on launch, aerobatic flying,
flying a wing of too high a level or in conditions too strong for
your ability, are the main causes of cravats.
ACROBATICFLYING
A specific standard of certification for aerobatic flying has not been
set up yet. Ozone wings although designed to the highest
specifications are, therefore, not certified for this type of flying. As
Aerobatic manoeuvres are very difficult and incorrectly performed
manouvers can put abnormal stresses on the glider and lead to loss
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