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 break-
ing strain of the lines leading to equipment failure!
Ozone does not recommend the use of this manoeuvre!
Wingovers
The OZONE Roadster 2 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 asym-
metric 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 airow 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. If this happens, release the
B risers.
To exit the B-stall the B-risers should be released symmetrically
and in one smooth, progressive motion. The glider will resume nor-
mal 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.
Rapid Descent Techniques
Ozone would like to remind you that these manoeuvres should be
learnt under the supervision of a qualied instructor and always
used with caution. Never forget that properly analysing the condi-
tions before launch will help avoid the need to use these tech-
niques.
Big Ears
Folding in the wingtips of the Roadster 2 increases its sink rate.
This is useful for staying out of cloud or descending quickly. To pull
big ears on the Roadster 2 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-ination. For directional
control while using the Big Ears, you should use weight shift steer-
ing. To reopen your big ears, release both baby As at the same
time. To help re-ination, 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.
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 pos-
sible 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 al-
ready. This can lead to a major asymmetric deation.
Landing
The Roadster 2 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 op-
tions and a safe margin for error and make sure you are head-
ing INTO wind.
• Once below 30m 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 1m 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 land-
ing 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 2 in a
very quick and controllable way and will drag you less than if
you use the brakes.
In mild turbulence it may be best to not attempt to y the wing
actively and let the prole absorb the turbulence itself, indeed
small applications of the brakes can reduce the inherent stability of
the prole. However in very strong turbulence Ozone recommends
to return the trimmers to the standard position and y the glider
actively. This way, you will be in the best position to react correctly
should an incident occur.
The key elements of effective active ying are pitch control and
pressure control:
In very turbulent air, if the glider pitches hard in front of you, use
the brakes to slow it down. Equally, if the glider drops behind you,
release the brakes to allow it to speed up.
In severe turbulence, ying 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 amounts of brake in rough air as you
could inadvertently stall the wing. Always consider your airspeed.
IMPORTANT: The OZRP is a very stable prole and can ac-
cept large amounts of turbulence before collapsing. If the
turbulence is not too severe it may be best to not y active-
ly and let the prole absorb the turbulence itself. However,
no pilot and no glider are immune to collapses. In severe
turbulence active ying will virtually eliminate any ten-
dency to collapse. When the conditions are very turbulent,
be more active and anticipate the movements of your wing.
Always be aware of your altitude and do not over-react. We
advise you to keep hold of your brakes at all times and not
to y in turbulent conditions.
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