Ozone Roadster - Normal Flight; Turning; Active Flying

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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.