Ozone MOJO PWR Pilot'S Manual Download Page 9

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Turning

The handling characteristic of the Mojo PWR is truly amazing. We have worked hard on tuning the wing
so that it turns tightly but also efficiently, as the ability to climb in a turn is very important for powered
and free flight, making the climb out fun and thermalling easy.

To familiarize yourself with the Mojo PWR your first turns should be gradual and progressive. To make
efficient and coordinated turns with the Mojo PWR first look in the direction you want to go and check
that the airspace is clear. Your first 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.

Normal Flight

Once at a safe height you can release the trimmers for a faster cruise speed. If your motor has enough
power, the Mojo PWR will achieve very good straight line speeds whilst maintaining level flight at high
speeds.

For better penetration in headwinds and improved glide performance in sinking air, crosswinds or
headwinds, you should fly faster than trim speed by using the accelerator system, the trimmers or both.
For maximum efficiency whilst flying downwind, release the speed bar and return the trimmers to the
standard (certified) position.

By pulling the trimmers to the standard position and applying the brakes approximately 30cm, the Mojo
PWR will achieve its best minimum-sink rate; this is the speed to use for thermalling and ridge soaring
whilst free flying.

Active Flying

In turbulent air the profile is stable. It will resist reasonable levels of turbulence without pilot input. However

in stronger turbulence Ozone recommends to return the trimmers to the standard position and fly 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 flying are pitch control and pressure control:

In 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, 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 flying with continuous amounts of brake in rough air as you could inadvertently stall the wing.
Always consider your airspeed.

No pilot and no glider are immune to collapses. In severe turbulence active flying will virtually eliminate
any tendency 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 fly in turbulent conditions.

IMPORTANT: In turbulent air return the glider to trim speed - release the speed

bar or return the trims to the slow position

Landing

The Mojo PWR 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 flight.

•

Allow the glider to fly with speed for your final 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

IMPORTANT

Always keep hold of

your brakes. Do not fly

in turbulent conditions

IMPORTANT

Never initiate a turn at

minimum speed (i.e.

with full brakes on) as

you could risk entering

a spin.

IMPORTANT

In turbulent air return