Ozone Roadster 2 - Page 8

1312
INCIDENTS
ENGLISH
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!
IMPORTANT: Do not y in rain, doing so signicantly in-
creases the likelihood of parachutal stalls occurring. To
reduce the chance of stalling in rain avoid using deep brake
movements or Big Ears. Find a safe area to land and using
the speed bar, maintain a good airspeed at all times.
ACROBATIC / SIV FLYING
The Roadster 2 has been designed as a beginner/intermediate PPG
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 under-
take this style of ying.
During SIV only trim speed collapses should be performed. Due
to the nature of the prole and tab positioning it is unsuitable for
performing induced accelerated collapses without the addition of
collapse lines. All other manoeuvres are permitted.
IMPORTANT: Do not perform induced accelerated collapses.
Cravats
If the tip of your wing gets stuck in the lines, this is called a ‘cra-
vat’. 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 stabilise
the glider into normal ight, i.e get control of your direction and
then pull down the stabilo line (Green line on the B riser) until the
wing tip frees itself. You must be careful with any brake inputs
or you may stall the opposite wing. You can also use strong deep
pumps on the brake to the cravated side, when doing so it is im-
portant to lean away from the cravat otherwise you risk spinning
or deepening the spiral. The aim is to empty the air out of the wing
tip, but without spinning. Correctly done, this action will clear the
cravat.
If it is a very large cravat and the above options have not worked
then a full stall is another option. This should not be attempted un-
less 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 throw your reserve
parachute whilst you still have enough 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.
Deep Stall / Parachutal Stall
It is possible for gliders to enter a state of parachutal stall. This
can be caused by several situations including; a very slow release
from a B-line stall; ying the glider when wet; or after a front/
symmetric deation. The glider often looks as though it has re-
covered properly but carries on descending vertically 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. This nor-
mally allows the glider to return to normal ight. If nothing hap-
pens after a few seconds, reach up and push the A-risers forwards
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) col-
lapse.
If you have a collapse, the rst thing to do is to control your direc-
tion. You should y 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 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 col-
lapse.
If you 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 1-2 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. After
a symmetric collapse always consider your airspeed. Make sure the
glider is not in parachutal stall before making any further inputs.
If your wing collapses in accelerated ight, immediately release
the accelerator and manage the collapse using the same methods
described above.
Spiral Dives
If you turn your Roadster 2 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 2 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 (1500 ft/min approx.) are possible in
a spiral dive, but at these rates the associated high speeds and
G-forces can be disorienting, so pay particular attention to your
altitude.
To exit the spiral dive, return your weight shift to a central posi-
tion and then slowly release the inside brake. As the Roadster 2
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 2 shows no tendency to remain locked in a spiral
dive; however some parameters could interfere with its behav-
iour. 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.