Ozone Rush, Pilot'S Manual

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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 will horseshoe and move around
a lot.
To exit the B-stall the B-risers should be released symmetrically and
in one smooth, progressive motion. The glider will resume normal
forward flight without further input. Check you have forward flight
again before using the brakes.
IMPORTANT : The pitching movement on exiting the B stall is
small but necessary. We recommend you do not brake the
glider until you are sure that the glider is flying again.
The load applied on the B lines during this manoeuvre is not
very good for your glider, only use it in emergency situations.
Spiral Dives
If you turn your Rush 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 Rush will first turn almost 360 degrees
before it drops in to the spiral. Once in the spiral you must apply a
little outside brake to keep the outer wing tip pressured and inflated.
Safe descent rates of 8 metres per second (500 ft/min approx.) are
possible in a spiral dive, but at these rates the associated high speeds
and G-forces can be disorientating, so pay particular attention to
your altitude.
To exit the spiral dive, return your weight shift to a central position
and then slowly release the inside brake. As the Rush decelerates
allow it to continue to turn until enough energy is lost for it to return
to level flight without an excessive climb and surge. The Rush shows
no indication of remaining neutral in the spiral dive, however some
parameters could interfere with its behaviour such as; wrong settings
of the chest strap (too wide), total weight in flight outside of the
certified 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 flight. 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.
Incidents
Deep Stall / Parachutal stall
It is possible for gliders to resume their normal shape on a very slow
release of the B-lines, but carry on descending vertically and without
full forward motion. This situation is called 'deep stall' or 'parachutal
stall'.
It is highly unlikely to happen on any OZONE glider, but should it
happen, your first reaction should be to fully raise both brakes and
the glider should return to normal flight. If nothing happens after a
few seconds, reach up and push the A-risers forwards or apply the
speeds bar to regain normal flight.
Ensure the glider has returned to normal flight (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!
Deflations
Due to the flexible 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)
collapse
If you have a collapse, the first thing to do is to control your
direction: You should fly away from the ground or obstacles and other
pilots, or at least not to fly into them... Asymmetrical collapses can
be controlled by weight shifting away from the collapse and applying
a small amount of brake to control your direction. This act will most
of the time be enough for a full recovery of the wing.
Once a glider is deflated 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