Pilots Manual EN

CONTENTS
Thank You 01

Warning 02

Team Ozone 03

Your Mojo PWR 2 04

Limitations 07

Preparation 10

Basic Flight Techniques 12

Rapid Descent Techniques 17

Incidents 20

Caring For Your wing 22

Ozone Quality 29

Technical Specifications 30

Drawing/Riser lengths 31

Line diagram 32

Materials 33

EN v1.1 October 2020

THANK YOU
T
hank you for choosing to fly Ozone. As a team of free flying enthusiasts, competitors and adventurers, Ozone’s
mission is to build agile paragliders of the highest quality with cutting edge designs, performance and maximum
security.

Confidence and belief in your paraglider is a far greater asset than any small gains in performance - ask any of the Ozone
pilots on your local hills, or those who have taken our gliders on ground-breaking adventures or stood on podiums around
the world. All our research and development is concentrated on creating the best handling/performance characteristics
possible with optimum security. Our development team is based in the south of France. This area - which includes the
sites of Gourdon, Monaco and Col de Bleyne - guarantees us more than 300 flyable days per year, this is a great asset
in the development of the Ozone range.

As pilots we fully understand just how big an investment a new paraglider is. We know that quality and value for money
are essential considerations when choosing a new wing, so to keep costs low and quality high we manufacture all of our
products in our own production facility. During production our wings undergo numerous rigorous quality control checks
that are fully traceable, this way we can guarantee that all of our paragliders meet the same high standards.

It is essential that you read this manual before flying your wing for the first time. The manual will help you get the most out
of your new wing, it details information about the design, tips and advice on how best to use it and how to care for your
wing to ensure it has a long life and retains a high resale value. For the latest updates, including all technical datas please
refer to the online version. This can be found on the product’s page on at www.flyozone.com

If you need any further information about any of our products please check flyozone.com or contact your local dealer,
school or any of us here at Ozone.

Safe Flying!
Team Ozone

01
WARNING
• Paragliding/Paramotoring is a potentially dangerous sport that can cause serious injury including bodily
harm, paralysis and death.
• Flying an Ozone paraglider is undertaken with the full knowledge that paramotoring involves risks.
• As the owner of an Ozone paraglider you take exclusive responsibility for all risks associated with its use.
Inappropriate use and or abuse of your equipment will increase these risks.
• Ozone paragliders are only suitable for qualified pilots or those under instruction. This manual does not
replace proper instruction. Make sure you seek professional tuition and learn with a reputable school.
• Use only certified paragliders, harnesses with protector and reserve parachutes that are free from
modification, and use them only within their certified weight ranges. Please remember that flying a glider
outside its certified configuration may jeopardise any insurance (e.g. liability, life etc) you have.
• All pilots should have the appropriate level of license for their respective country and third party
insurance.
• Make sure that you are physically and mentally healthy before flying.
• Choose the correct wing, harness and conditions for your level of experience.
• Pay special attention to the terrain you will be flying and the weather conditions before you launch. If you
are unsure do not fly, and always add a large safety margin to all your decisions.
• Avoid flying your glider in rain, snow, strong wind, and turbulent weather conditions or clouds.
• Any liability claims resulting from use of this product towards the manufacturer, distributor or dealers
is excluded.
• Be prepared to practice as much as you can - especially ground handling, as this is a critical aspect of
paramotoring. Poor control whilst on the ground is one of the most common cause of accidents.
• Be ready to continue your learning by attending advanced courses to follow the evolution of our sport,
as techniques and materials keep improving.
• Make sure you complete a thorough daily and pre-flight inspection of all of your equipment. Never
attempt flying with unsuitable or damaged equipment. Always make sure your engine is pre flight
checked and warmed up ready for flight. (See manufacturer’s recommendations).
• Always wear a helmet, ear defenders, gloves and boots.
• If you use good, safe judgment you will enjoy many years of paramotoring.

02
TEAM OZONE
Everyone at Ozone continues to be driven by our passion for flying, our love of adventure and our quest to
see Ozone’s paraglider development create better, safer and more versatile paragliders.

The design team consists of David Dagault, Luc Armant, Fred Pieri, Russell Ogden, Honorin Hamard, Emilia
Plak and Alex Mateos. Dav has a wealth of experience in competition flying, XC, XAlps and paraglider
design. Luc, a dedicated XC and competition addict has a background in naval architecture. Fred, our
resident geek is a mathematician, mechanical engineer and vol Biv specialist. Russ is a competition pilot
and test pilot with 1000s of hours testing experience. Honorin has been flying since he was 13, naturally
talented, he has already become world champion. Between them, they bring a wealth of knowledge, ideas
and experience and work closely together in the design and testing process.

Former female World champion, Emilia Plak manages the paramotor department, she is helped by Alex
Mateos. As two of the world’s finest pilots holding World, European and French Paramotoring champion
titles between them, they offer valuable advice and feedback throughout the development process,
helping to produce the perfect blend of safety, speed and performance.

Mike Cavanagh is the boss and multiple winner of the UK XC league, when not out flying he generally
keeps control of the mayhem. Back in the office Karine Marconi, Chloe Vila and Isabelle Martinez run the
show. These wonderful ladies look after the ordering system, the dealers, the design team and the general
day to day running of the company - without them it would be chaos.

Our own manufacturing facility in Vietnam is headed up by Dr Dave Pilkington who works relentlessly
manufacturing gliders and producing prototypes as well as researching materials and manufacturing
processes for our future products. He is backed up by a superb team managed by Khanh and Phong with
over 1000 production staff.

03
YOUR MOJO PWR 2
The Mojo PWR 2 is a truly versatile wing, ideal for those looking for a one-wing solution for both powered
and free flight. The all new design features many optimisations and updates: reduced sail drag, reinforced
and optimised line layout, reduced line consumption, newly-shaped wing tips for less roll and optimised cell
openings for impeccable launching behaviour and improved full speed performance. Internally, the wing has
been updated with a new structure and alignment of the rib holes for better structural stability and cohesion.
The risers feature trimmers for fast cruising, adjustable pulleys to adjust the brake line lengths depending on
your motor setup along with magnetic brake connectors.

Special attention has been made to the ground handling and inflation characteristics of the wing to make the
whole launching process easier, less stressful and ultimately safer. Setting up is easy; the risers are simple
and clean the wing inflates smoothly – without overshooting or hanging back – even in zero wind conditions.
In stronger winds it inflates progressively with less tendency to “shoot up” and pull the pilot off their feet.

In the air the Mojo PWR 2 is agile, stable and comfortable with a sporty feel. The increased top speed and
reduced tendency to oscillate improves the PPG experience when flown heavily loaded under power, and the
tight sporty feel though the brakes when in free flight mode makes it ideal for thermalling, ridge soaring and XC
flying. In active air the wing is compact and forgiving, it cuts through turbulence efficiently and is very resistant
to deflations. It delivers gentle, predictable feedback and filters air movements in an understandable way. At
full speed the leading edge remains solid allowing for a large usable speed range and high cruise speeds.

Brake pressure and brake precision have been further refined for improved handling – turns are easy to initiate,
and the wing maintains bank angles whilst thermalling with minimal input and a sporty dynamic feel.

The balance of performance, safety and strength is an important consideration for any new pilot, and the
Mojo PWR 2 combines EN A* rating with solidity, agility, low sink rate, and excellent glide performance that is
necessary for short take off and low fuel consumption during long XC flights.

The Mojo PWR 2 is a versatile crossover wing which excels in both free flying and powered flight. It is suitable
for students in all levels of training and also for the newly qualified who require an easy, safe and solid wing for
their first 100s hours of paramotor experience as well as paragliding ridge soaring, thermalling and XC flying.
* Sizes 24, 26 and 28

04
RISERS
The Mojo PWR 2 has been designed with 3 risers per side. They are simple and uncluttered with an
effective trimmer and short-range accelerator system offering sufficient speed and solidity. The A risers
are covered with coloured webbing allowing for easy identification and split into two; the smaller riser - IMPORTANT
holding only the outermost A line makes applying big ears simple. This wing has passed the
criteria required by the
For easy high speed cruising the Mojo PWR 2 is delivered with trim risers as standard, as such it does not DGAC and has been load
conform to the EN 926.2 standard. Fully certified risers without trimmers are available for the Mojo PWR tested to the EN 926.1
2. Please consult with your dealer. standard. In addition to our
own extensive testing, the
Trimmers 24, 26 and 28 sizes have
The risers feature trimmers for comfortable fast cruising whilst under power. The neutral setting is with also been independently
the trimmers pulled all the way down to the slowest position. The wing has been EN flight tested* with the flight tested to the EN
trimmers set in the slow position and with the use of the foot operated speed system. Flying outside of the 926.2 standard with the
certified weight range or releasing the trimmers invalidates any EN flight certification. trimmers set to the slow
position. Releasing the
The risers are delivered with the trimmers locked with maillons in the neutral, certified position. The trimmers, or flying outside
maillons can be left in place if the trimmers are not required, e.g for training or free flying, but in order to of the EN certified weight
access the full speed range of the wing you must remove the maillons from the risers before flight. If you range invalidates any EN
choose to use the trimmers, break the tape, undo the maillons with pliers and remove completely from flight certification.
the risers.

The neutral trim setting is recommended for take off, landing, climbing under power, whilst thermalling or IMPORTANT
free flying and when the air is turbulent. Brake pressure is lighter and the handling at its best at the neutral In order to be able to use
trim setting. the trimmers and access
the full speed range of the
To increase cruise speed you can use the accelerator system, release the trimmers, or do both - but only wing, the trimmer locking
do so when the conditions are suitable. If the conditions are turbulent Ozone recommends to return the maillons must be removed
trimmers to the neutral (pulled down) position and fly the glider actively. This way, you will be in the best before flight.
position to react correctly should an incident occur.

NOTE: The standard or neutral position of the risers is when the trimmers are pulled down to the
slowest position. In this position the maillons on the risers are level.
* Sizes 24, 26 and 28

05
 Accelerator System
The risers feature a foot operated speed system for easy, comfortable high speed cruising. They can be
used with the trimmers in any position to accelerate the wing.

Brake Lines
The brake line lengths have been set carefully during testing. We feel it is better to have slightly long brake
lines and to fly with a wrap (one turn of line around the hand). However, if you do choose to adjust their IMPORTANT
length please keep in mind the following: In the unlikely
event of a brake line
• Ensure both main brake lines are of equal length. snapping in flight, or
• If a brake handle has been removed, check that its line is routed through the pulley when it is replaced. a handle becoming
• When the brakes are fully released in flight, the brake lines should be slack. There must be a substantial detached, the glider
bow in them to guarantee no deformation of the trailing edge when accelerated. can be flown by
gently pulling the rear
• There must be a minimum of 10cm of free play before the brakes begin to deform the trailing edge. This risers (C-risers) for
prevents the trailing edge from being deformed when using the speed system.
directional control.
Adjustable Brake Pulley Position
The height of the brake line pulley can be adjusted according to pilot preference and to suite the power
unit’s hang points height. Higher settings are for low hang point motors whilst a middle or lower setting
are for units with higher hang points. IMPORTANT
If you adjust the brake
To adjust the pulley height, first remove the pulleys from the risers and re-attach at the desired position, handle height, you
then undo the Velcro magnet attachments and re-attach a few cms below the new pulley position. If you MUST re-lengthen
lower the pulley height, you must also lengthen the brake lines accordingly e.g lowering the pulleys by the brake lines
10cm requires an additional 10cm to be added to the overall brake line lengths (measured from the mark accordingly.
on the lines).

06
LIMITATIONS
Pilot Suitability
The Mojo PWR 2 has been designed as a solo beginner/intermediate level wing. Due to it’s forgiving nature
it is also suitable for all levels of training. It is not intended for tandem flights nor aerobatic manoeuvres.
Certification
This wing has passed the criteria required by the DGAC and has been load tested to the EN 926.1
standard. In addition to our own extensive testing, the 24, 26 and 28 have also been independently flight
tested to the EN 926.2 standard with the use of the accelerator system, but with the trimmers set to the
slow position. The 22 and 30 are only DGAC recognised. Releasing the trimmers, or flying outside of the
EN certified weight range invalidates any EN flight certification. As delivered, the wing does not conform IMPORTANT
to the EN 926.2 standard due to the inclusion of the trimmer risers. The Mojo PWR 2 24, 26
& 28 are certified EN A
Choosing Your Wing Size with the accelerator,
The most suitable size wing for you depends on how you intend to use it. If you will be flying solely with but with the trimmers
a motor, aim for the middle of the PPG weight range (all up weight with wing, motor, fuel etc). However if set to the slow
you intend to also free fly with the wing, consider your all up free flying weight and aim to be near the top position. Releasing
of the PG weight range. Never fly above the recommended maximum PPG weight. the trimmers, or
Wing Loading and Flight Characteristics flying outside of the
Wing loading has a significant effect on the flight characteristics and behaviour of the wing. Heavily loaded, certified weight range
the Mojo PWR 2 is more responsive to pilot inputs and reacts more dynamically in turns with a greater invalidates EN flight
loss of height. Recovery from collapses tend to be more impulsive and with higher pitch angles. High certification.
loading also makes the wing more likely to remain neutral in a spiral dive, especially when combined with
a high hang point or trike power unit. Flying at the maximum recommended load is only suitable for more
experienced pilots who have the necessary skills to control a more dynamic wing. High G rapid descent
manoeuvres should be avoided if flying above the maximum recommended EN weight or when flying with
a trike or high hang point harness. We advise you to aim for near the top of the recommended EN weight
range for free flying and to never fly above Ozone’s recommended PPG weight range whilst under power.

07
 Load test and wing loading information for PPG wings
To verify the structural strength of a paraglider or paramotor wing, the larger sizes of each model are
subjected to the EN 926.1 load test. This test is comprised of two parts; a static shock test, and a sustained
load test. First, using at least a 1000 kg weak link (higher for tandems) the wing must survive a brutal
static shock test without any visible signs of damage to the lines or sail. The same wing then performs
a sustained load test, inflated and pulled along a runway by a large truck until a three second average
value of 8G is achieved without breaking. 8G is the minimum accepted load factor for EN certification,
calculated by 8x the maximum permitted EN weight.
In addition to EN 926.1 our paramotor wings are also recognised by the DGAC, an entity responsible
for Microlight (ULM) and lightweight powered aircraft (Paramotor) certification in France. Using the EN
load test results, the DGAC accepts 5.25G as the maximum acceptable load factor. Both the 8G EN and
5.25G DGAC values, along with the recommended PG (free flight) and PPG (powered) weight ranges
are indicated in the specifications for your reference. We consider the DGAC load factor limit of 5.25G IMPORTANT
acceptable for “normal” PPG use - circuit flying, XC, adventure flying, Slalom racing, wing overs etc. Some Do not perform high
rapid descent manoeuvres fit into the “normal” definition: spiral dives with descent rates of ~10m/s are G spiral dives when
considered generally safe. flying above the
maximum EN weight
However, in our testing at Ozone we have recorded loads in excess of 5.25G during fully engaged, nose- range or when flying
down spiral dives, at all parts of the weight range. Theoretically, it should not be possible to break a wing with a trike or a high
whilst flying at the maximum PPG weight of the larger sizes (smaller wing sizes have an inherent safety hang point harness
margin due to the fact that the same number & type of lines carry a lower max weight), but when you
consider:
a) the natural weakening of lines with age;
b) the potential of accidentally damaged lines during normal use;
c) and that during a spiral dive or other aggressive acrobatic manoeuvre the load is not distributed as
evenly across the span as it is during a physical test;
there is significantly less structural safety margin in when flying close to the maximum DGAC weight. For
this reason, our recommendation to all PPG pilots when flying at high wing loadings (above the middle
of the recommended PPG weight range) is to not perform deeply engaged nose down, high-G spirals
and other aggressive aerobatic manoeuvres. Doing so poses a real risk of line failure with potentially fatal
consequences.

08
 Trike Flying
The Mojo PWR 2 may be used with a light solo trike so long as the maximum recommended weight range IMPORTANT
is respected. It is strongly recommended to not perform deeply engaged, high sink rate spirals when flying It is strongly
with a trike. recommended to
not perform deeply
Towing engaged, high sink
The Mojo PWR 2 may be tow-launched. It is the pilot’s responsibility to use suitable harness attachments rate spirals when
and release mechanisms and to ensure that they are correctly trained on the equipment and system flying with a trike.
employed.

Flying in the Rain

Modern wings are susceptible to rain and moisture, flying with a wet wing can result in the loss of normal
flight. Due to the efficient, wrinkle-free design of the sail, water tends to bead on the leading edge causing
flow separation. Flow separation will make the wing more prone to entering inadvertent parachutal stalls,
so flying in the rain, or with a wet wing (e.g early morning dew) should be avoided at all costs. If you are
accidently caught-out in a rain shower, it is best to land immediately. If your wing becomes wet in the air
it is advised to maintain accelerated flight using the speed bar and/or releasing the trimmers, even during IMPORTANT
the final approach. DO NOT use big ears as a descent technique, big ears increases drag, and with a wet Do not fly your wing
wing this will further increase the chances of a parachutal stall occurring. Instead, lose height with gentle when it is wet.
360’s and maintain your air speed at all times. If your wing enters parachutal stall when wet, immediately
release the trimmers and accelerate the wing to regain airspeed.

Aerobatic Flying
The Mojo PWR 2 is not suitable for aerobatic manoeuvres, they are potentially very dangerous to perform IMPORTANT
and put abnormal stresses on the glider. Ozone strongly recommend you not undertake this style of flying. Do not perform
Ozone cannot be held responsible for any damage or accident resulting from aerobatic flying. aerobatic manoeuvres.

SIV
It is permissible to practice SIV with the Mojo PWR 2, however it is strongly recommended to set the IMPORTANT
trimmers to the neutral (slow) position. Do not perform manoeuvres with the trimmers released, the During SIV set the
reactions of the wing will be more aggressive than with the trims set in the certified (slow) position. trimmers to the slow
position.

09
PREPARATION
Accelerator System
To set up an accelerator on the ground, ask a friend to pull your risers into their in-flight position while you
sit in your harness. Now adjust the length of the line so that the main bar sits just beneath your seat. You IMPORTANT
should now be able to hook your heel in to the secondary (lower) loop of the accelerator. Using the accelerator
decreases the angle
The accelerator must be slack enough to ensure that the front risers are not pulled down in normal flight, of attack and makes
but not so long that it is impossible to use the full range of the speed system. the wing more prone
to collapse, therefore
Once set up, test the full range of the speed system in calm flying conditions: ensure that both risers are using the accelerator
pulled evenly during operation. Fine-tuning can be completed when you are back on the ground. near the ground or in
turbulent conditions
Harness and Motor should be avoided.
The Mojo PWR 2 is suitable for all types of power units. There are many different units available and it is
vitally important that you choose one that is suitable for your needs, weight and skill level. Always seek NOTE
assistance and advice from your instructor or experienced pilots before choosing equipment for yourself. It is recommended
to pilot the wing with
The 24, 26 and 28 were certified with chest strap settings of 42, 44 and 46 cm respectively. Ozone the rear risers during
recommends to fly with the chest strap set between 42 and 48 cm. accelerated flight.

It will be in your harness that you will enjoy flying so it is recommended that you spend the time on the
ground to adjust your harness’s different settings. Hang from a solid beam and double check that you are
comfortable, that you can reach the brake handles and that you can achieve the full range of speed bar
travel before flying.

Wing
To prepare the wing, lay it out on the top surface and perform a thorough daily check. You should inspect
the top and bottom surfaces for any rips and tears or any other obvious signs of damage. Lay out the lines
one side at a time, hold up the risers and starting with the brake lines, pull all lines clear. Repeat with the
stabilo, D (uppers), C, B and A lines, laying the checked lines on top of the previous set, and making sure
no lines are tangled, knotted or snagged. Mirror the process on the other side and then inspect the lines

10
for any visual damage. Then inspect the risers for any signs of obvious damage. The general rule is if it
looks OK then it is OK, however if you have any doubts please get advice from experienced pilots or your
local dealer or instructor.

To familiarise yourself with the glider it is a good idea to perform practice inflations and small flights on a
training hill. This will enable you to set up your equipment correctly.

Take-off checklist:
1. Check reserve parachute - pin is in and handle secure
2. Helmet on and fastened
3. All harness buckles closed - check leg-loops again
4. Carabiners and maillons tight
5. Accelerator system connected
6. Holding the A risers and your brake handles correctly
7. Leading edge open
8. Aligned in the middle of the wing and directly into wind
9. Engine warm and able to deliver full power
9. Trimmers set correctly
10. Prop clear of lines
11. Airspace and visibility clear

11
BASIC FLIGHT TECHNIQUES
Launching
Your Mojo PWR 2 will launch with either the forward or reverse launch techniques.

When taking off under power, make sure there is enough clear space upwind of you to launch and climb
out safely, avoiding trees, power lines and any other obstacles that may affect you should you have a IMPORTANT
power failure. Always fly with a safety margin so that power failures do not leave you compromised. You Never take off with
should always be able to glide power off to a suitable landing place. a glider that is not
fully inflated or if you
Whilst inflating your wing, you should hold both of the A risers on each side. Once clipped in, and you have are not in control of
gone through the take-off check list (above), stand central to the wing to ensure an even and progressive the pitch/roll of your
inflation. Run in an upright position so that the motor is generating forward thrust, do not lean too far wing.
forward otherwise the power of the motor will attempt to push you into the ground! When you have enough
airspeed a gentle application of brake will help you lift off. Do not stop running until your feet have left the
ground and you are sure of a safe climb out.

For faster inflation, especially in nil wind conditions you may release the trimmers by a few cms.

Forward Launch - Nil to Light winds

When the wind is favourable, move forward positively: your lines should become tight within one or two
steps. The wing will immediately start to inflate. You should maintain a constant pressure on the risers
until the wing is overhead.

Do not pull down or push the risers forward excessively, or the leading edge will deform and possibly
collapse making taking-off more difficult 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
Mojo PWR 2 is inflated correctly, progressively apply full power and accelerate smoothly for the launch.

12
Reverse Launch -Light to Strong Winds
Lay out your Mojo PWR 2 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 Mojo PWR 2 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 inflates. This will take some of
the energy out of the glider and it will be less likely to over-fly you. Once stable and above your head apply
progressive power and accelerate smoothly for a controlled take off.

Practice ground handling and launching as much as possible! It is great fun, and will give you a much
better feel for your Mojo PWR 2’s flight characteristics. It will also improve your overall enjoyment of flying
by making your launches easier and safer.

The Climb Out

Once in the air you should continue flying into wind whilst gaining height. By setting the trimmers to the
standard (certified) position you will achieve the best climb rate. Do not attempt to climb too steeply or
too quickly by using the brakes. The wing already has a high angle of attitude, coupled with a higher AoA
(if you use the brakes) plus the engine’s full thrust acting on the pilot, this could contribute to make the NOTE
glider more prone to stall. Furthermore, in the event of an engine failure the resulting backward pendulum Using the trims
motion of the pilot and the forward dive of the wing may bring you back to the ground very hard. Do not asymmetrically will
initiate turns until you have sufficient height and airspeed. Avoid low turns downwind with insufficient invalidate certification
airspeed.

The Mojo PWR 2 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, using weightshift or adjusting the
trims asymmetrically is the best method to correct this.

13
 Turning
The handling characteristic of the Mojo PWR 2 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.
IMPORTANT
Never initiate a turn at
To familiarize yourself with the Mojo PWR 2 your first turns should be gradual and progressive. To make
minimum speed (i.e.
efficient and coordinated turns with the Mojo PWR 2 first look in the direction you want to go and check
with full brakes on) as
that the airspace is clear. Your first input for directional change should be weight-shift, followed by the
you could risk entering
smooth application of the brake until the desired bank angle is achieved. To regulate the speed and radius
a spin.
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 2 will achieve very good straight line speeds whilst maintaining level flight at high
speeds.
IMPORTANT
For better penetration in headwinds and improved glide performance in sinking air, crosswinds or Never apply the
headwinds, you should fly faster than trim speed by using the accelerator system, the trimmers or both. brakes whilst flying at
For maximum efficiency whilst flying downwind, release the speed bar and return the trimmers to the full speed - it makes
standard (certified) position. the wing more prone
to collapse.
By pulling the trimmers to the standard position and applying the brakes approximately 30cm, the Mojo
PWR 2 will achieve its best minimum-sink rate; this is the speed to use for thermalling and ridge soaring
whilst free flying.

14
 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.
IMPORTANT
The key elements of effective active flying are pitch control and pressure control: In turbulent air return
In turbulent air, if the glider pitches hard in front of you, use the brakes to slow it down. Equally, if the glider the glider to trim
drops behind you, release the brakes to allow it to speed up. speed - release the
speed bar or return
In severe turbulence, flying with a small amount of brake applied (approx. 20cm) will give you tension in the the trims to the slow
brakes and feedback from the wing. In turbulent conditions the internal pressure of the wing can change position
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. IMPORTANT
Always consider your airspeed. Always keep hold of
your brakes. Do not fly
No pilot and no glider are immune to collapses. In severe turbulence active flying will virtually eliminate in turbulent conditions
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.

15
 Landing
The Mojo PWR 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 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 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 flight if you misjudge your final
approach, but can be more expensive if you get it wrong!
• Choose the appropriate approach style in function of the landing area and the conditions.
• In light winds you need a strong, long and progressive flare to bleed off all your excess ground
speed. In strong winds your forward speed is already low so you are flaring only to soften the landing.
A strong flare 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 Mojo PWR 2 in a very quick and controllable way and will drag you less than if you use the
brakes.
• Always land heading into wind!

16
RAPID DESCENT TECHNIQUES
Ozone would like to remind you that the following manoeuvres should be learnt under the supervision of
a qualified instructor and always used with caution. Never forget that properly analysing the conditions
before launch will help avoid the need to use these techniques. Only ever perform these manoeuvres with
the trimmers set to the slow position.

Big Ears
Folding in the wingtips increases the sink rate without radically changing the airspeed. This is useful for
staying out of cloud or descending quickly through the lift band of the hill, for example when top landing.

To pull big ears, keep hold of your brake handles and take the outermost A-line on each side, then pull out
and down (preferably one at a time) until the wingtips fold under. The Outer A line is attached to the Baby
A riser, making identification and use of the big ear system easier. The size of the big ears can be adjusted
by pulling more line, or reaching higher up the line. For directional control while using the Big Ears, you
should use weight shift. To reopen the ears, release both A lines at the same time. To help reinflation,
brake gently one side at a time until tips regain pressure. Avoid deep symmetric applications of the brake
as this could accidently induce parachutal or full stalls.

You may use Big ears for the final landing approach but they should be released before making the final
flare. Ozone advise to not use this technique in turbulent or windy conditions due to the reduced ability to NEVER induce Big
fly actively and the risk of an inadvertent stall whilst descending through the wind gradient. Ears in accelerated
flight, this can lead
Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator bar, to a major deflation.
however NEVER try to pull the Big Ears in if the accelerator is already pushed. The lower angle of attack Always pull the Big
and the act of deflating the tips can lead to a major deflation. Always make the Big Ears first and then Ears first and then
apply the speed bar. apply the speed bar.

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 breaking strain of the lines leading to equipment failure!

Ozone strongly recommend to NOT perform Spiral Dives with Big Ears engaged.

17
 B-Line Stall
B-stall is for fast descents in emergency situations only. It is faster and safer to lose altitude with a spiral
dive than a B-stall. IMPORTANT
The pitching movement
To initiate the B-stall, keep the brakes in your hand and take hold of both the B risers, or place your fingers on exiting the B stall is
between the lines above the maillons. As you pull the B-lines down the airflow over the wing is broken small but necessary.
and the glider loses its forward speed but remains open with a reduced cord. You can descend at around We recommend you do
6 m/s. not brake the glider
until you are sure that
To exit the B-stall the B-risers should be released symmetrically and in one smooth, progressive motion. the glider is flying
The glider will resume normal forward flight without further input. Check you have forward flight again properly again.
before using the brakes.

If you pull too much B-line the glider may horseshoe and move around a lot. If this occurs, slowly release
the B lines until the wing stabilises or simply exit the B line stall by immediately release the B risers. Do not
attempt to maintain a B line stall that is not stable.

Spiral Dives
If you turn your glider in a series of tightening 360’s it will enter a spiral dive. This will result in rapid height
loss. To initiate a spiral, first ensure the trimmers are in the slow position. Look and lean in to the direction
you want to go checking that the airspace is clear then smoothly pull down on the inside brake. The Mojo
IMPORTANT
PWR 2 will first turn almost 360 degrees before it drops into the spiral. Once in the spiral you should re-
Always be prepared
centre your weight shift and apply a little outside brake to keep the outer wing tip pressured and inflated.
to pilot the wing out
of a spiral dive. Use
Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a spiral dive, but at these rates
opposite weight shift
the associated high speeds and G-forces can be disorientating. Always pay particular attention to your
and apply enough
altitude. To exit the spiral dive, ensure your weight shift is in a centred position and then smoothly release
outside brake to
the inside brake. As the Mojo PWR 2 decelerates allow it to continue to turn until enough energy is lost for
stop the wing from
it to return to level flight without an excessive climb and surge.
spiralling.

18
The Mojo PWR 2 shows little tendency to remain stable in a spiral dive; however some parameters could
interfere with its behaviour. These might include: tight chest strap settings, total weight in flight outside of
the certified weight range, high hang point harnesses or power units, trike power units or being in a very
DO NOT perform spiral
deep spiral at a very high sink rate >14m/s. You should always be prepared to pilot the wing out of such a
dives with Big Ears
spiral dive. To do so, smoothly use opposite weight shift and apply enough outside brake to stop the wing
engaged.
from spiralling, the glider will then 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.

Active C Riser Control

When gliding in accelerated flight it is possible to pilot the wing with the C risers, this gives an improved
feel and control over the wing enabling you to fly actively without using the brakes. Using brakes whilst
accelerated causes drag which is not only inefficient but it also reduces the inherent stability of the profile
- using the brakes whilst accelerated can actually lead to a collapse. Using the C risers increases the
angle of attack more evenly across the chord and does not weaken the profile. The direct feel allows you
to stop collapses before they happen and maintain higher speeds and higher levels of efficiency through
turbulence.

To fly with the C risers, keep hold of your brake handles (remove any wraps) and take hold of the C risers.
With the C risers you can fly actively through turbulence; If you see or feel the leading edge lose pressure,
at the same time as releasing some or all of the accelerator you can also apply pressure to the C’s, this
will help keep the nose open. Be careful to use only small inputs with the C risers, you risk stalling part or
all of the wing if you are over enthusiastic. The amount of pressure and size of the input is dependent on
the amount of turbulence/loss of pressure, but always be gentle at first. Learn the feel of the wing - how
much speed bar to release and the force required on the C’s to keep the nose open without inducing
unnecessarily large pitch movements.

Be prepared for plenty of practice as this new method may take some time for it to become totally intuitive,
efficient and comfortable. This control method is suitable for gliding in good ‘normal’ air, it does not
replace proper active flying with the brakes in strong turbulent conditions. If you are unsure about the air
return the glider to trim speed, release the C risers and fly the glider actively with the brakes.

19
INCIDENTS IN FLIGHT
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.
WARNING
If you have a collapse, the first thing to do is to control your direction. You should fly away from the ground Uncoordinated
or obstacles and other pilots. Asymmetric collapses should be controlled by weight shifting away from the wingovers can lead
collapse and applying enough brake to control your direction. This action alone will be enough for a full to large asymmetric
recovery of the wing most of the time. collapses and cravats,
therefore they should
Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. This never be executed
means the glider will spin or stall with less brake input than normal. In your efforts to stop the glider turning near the ground.
towards the collapsed side of the wing you must be very careful not to stall the side of the wing that is still
flying. If you are unable to stop the glider turning without exceeding the stall point then allow the glider to
turn whilst you reinflate the collapse.

If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump
on the deflated side. This pumping action should take about 1-2 seconds per pump. Pumping too short
and fast will not reinflate the wing and pumping too slow might take the glider close to, or beyond, the
stall point.

Symmetrical collapses reinflate 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 Mojo PWR 2 collapses in accelerated flight, immediately release the accelerator and manage the
collapse using the same methods described above. Return the trimmers to the neutral position as soon
as possible to aide reinflation.

20
 Cravats
If the tip of your wing gets stuck in the lines, this is called a ‘cravat’. This can make your glider go into
a spiral, which is difficult to control. The first solution to get out of this situation is to stabilise the glider
into normal flight, i.e get control of your direction and then pull down the stabilo line (CR4 - green line
on the C riser) until the wing tip clears. You must be careful with any brake inputs or you may stall the
opposite wing. You can also use strong deep pumps of the brake on the cravated side, when doing so it
is important 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 unless 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.

Deep Stall / Parachutal Stall

It is possible for gliders to enter a state of parachutal stall. This can be caused by several situations IMPORTANT
including; a very slow release from a B-line stall; flying the glider when wet; or after a front/symmetric Only a few cms of
deflation. The glider often looks as though it has recovered properly but carries on descending vertically input from your
without full forward motion. This situation is called ‘deep stall’ or ‘parachutal stall’. brakes can maintain
your wing in the stall.
It is unlikely to happen on any Ozone glider, but should it do so your first reaction should be to fully raise Always release your
both hands. This normally allows the glider to return to normal flight but If nothing happens after a few wraps if you have
seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain taken them!
normal flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the
brakes again.

Do not fly in rain, doing so significantly increases the likelihood of parachutal stalls occurring. To reduce IMPORTANT
the chance of stalling in rain avoid using deep brake movements or Big Ears. Find a safe area to land and Never fly in the rain or
using the speed bar, maintain a good airspeed at all times. with a wet glider

21
CARE AND MAINTENANCE
Packing
To prolong the life of your wing and to keep the plastic reinforcements in the best possible condition it is very important to pack the wing
carefully.

Ozone recommends to use the concertina packing method exactly as shown so that all of the cells rest alongside each other and the
plastic reinforcements are not unnecessarily bent. Using an Ozone Saucisse or Saucisse light pack will help preserve the life of the wing
and aid with the speed and ease of packing.

Step 1. Lay mushroomed wing

on the ground. It is best to start
from the mushroomed position
as this reduces the dragging
of the leading edge across the
ground.
Step 2. Group LE reinforcements
with the A tabs aligned, make
sure the plastic reinforcements
lay side by side.

Step 3. Lay wing on its side and Strap

LE...Note the glider is NOT folded
in half; it is folded with a complete
concertina from tip to tip. It is really
important to not stress the middle cell or
bend the plastic too tightly.

22
 Step 4. Group together the middle/trailing
edge of the wing by sorting the folds near
the B, C and D tabs.
If using a Saucisse pack go to Step 8.

Step 5. Once the LE and rear of the wing have

been sorted, turn the whole wing on its side.

Step 6. Fold the wing with 3 or 4 folds whilst being

careful to not crush the LE.

Step 7. Now place the folded wing into the stuff sack.

23
Step 8. If using the Saucisse Pack, carefully
zip it up without trapping any material.

Step 9. Turn the Saucisse on its side and make the first
fold just after the LE reinforcements. Do not fold the plastic
reinforcements, use 3 or 4 folds around the LE.

IMPORTANT: Do NOT lay the wing

flat on the ground before packing the
glider, this will cause abrasion damage
to the top surface as you pull the glider
towards the middle. ALWAYS pack from
a mushroom or lift the wing off the
ground when gathering the wing and
grouping the leading edge.

IMPORTANT: Do not fold the glider in the centre, you

will bend the plastics, instead pack the wing with a full
concertina method from tip to tip before packing into the
stuff sac.

24
 Caring Tips
Careless ground handling damages many paragliders. Here are some things to avoid in order to prolong
the life of your aircraft:

• DO NOT drag your wing along the ground to another take-off position - this damages the sailcloth. Lift
it up and carry it.
• DO NOT try to open your wing in strong winds without untangling the lines first - this puts unnecessary
strain on the lines.
• DO NOT walk on the wing or lines.
• DO NOT repeatedly inflate the glider and then allow it to crash back down. Try to keep this movement
as smooth as possible by moving towards the glider as it comes down.
• DO NOT slam your glider down on the ground leading edge first! This impact puts great strain on the
wing and stitching and can even explode cells.
• FLYING in salty air, in areas with abrasive surfaces (sand, rocks etc.) and ground handling in strong
winds will accelerate the aging process.
• DO NOT fly in the rain or expose the wing to moisture.
• DO NOT expose the wing to unnecessary UV. Pack away once you have finished flying. Do not leave it
sitting in the sun.
• If you fly with a wrap, you should regularly undo the twisting that appears on the main brake lines. By
twisting the line become shorter and you can end up with a constant tension on the trailing edge (which
can lead to problem on launch, stalling, glider not flying symmetrically, ...)
• Change your main brake lines if they are damaged.
• Be Careful when groundhandling to not saw the brake lines against the risers or main lines. The abrasion
caused by a sawing motion can damage the main lines and lead to premature ageing of the risers. If you
notice any signs of abrasion, especially to the lines, make sure you get the wing professionally serviced
and importantly modify your groundhandling technique to stop any further damage.
• Your Ozone wing has an opening closed using Velcro on the trailing edge of the tip called the ‘Butt hole’.
This has been designed to easily empty all the things which have been accumulating in your wing (sand,
leaves, rocks, mobile phones etc).

25
 Storage and Transport
Always store all your flying equipment in a dry room, protected from direct heat. Your wing should be dry
before being packed away. Moisture, heat and humidity are the worst elements for damaging your glider.
Storing a damp glider in your car under the sun would be terrible for example.
IMPORTANT
If you land in salt water, you must first rinse it thoroughly with clean fresh water. Dry the wing completely, Never pack away or
preferably out of the sun, in the wind. Never use a hair dryer, etc. store your glider wet.

Take care that no insects get packed away with the wing. They may eat the cloth and make holes in a bid
to escape. They can also leave acidic deposits if they die and decompose.

Transport the wing in the supplied bags and keep away from oils, paints, chemicals, detergents etc.

Cleaning
Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not clean the wing, IMPORTANT
but if you do have to, use a soft cloth dampened with a small amount of water and use gentle movements Never use detergent or
little by little across the surface. chemical cleaners.

Wing Repairs
Always let a registered dealer, professional repair centre or the manufacturer carry out any major or
complex repairs, especially those near seam margins.
If you damage the sail:
If the rip is small and in the middle of a panel however you can fix it yourself. You’ll find all the materials
in the repair kit you need. The fabric can be simply mended with the sticky rip stop/spinnaker tape. When
cutting out the patches allow ample overlap of the tear and make sure both sides are different sizes. Make
sure to round off each corner of the patches.

If you damage a line:

Any line that is visually damaged MUST be replaced. Use a reputable paragliding service centre to make
the replacement lines or contact your local Ozone dealer.

26
It is important that replacement lines are made from the correct materials and diameters. You should
check lengths against their counterpart on the other side of the wing to make ensure symmetry. Once the
line has been replaced, inflate and check the glider before flying.

Maintenance Checks
Your wing, like a car, should be technically checked to ensure proper airworthiness. Your wing should be
checked by a qualified professional for the first time after 24 months, or after 100 hours. However, if you
are a frequent flyer (more than 100 hrs per year), then we recommend, that you get your glider checked
annually. The checker should inform you about the condition of your glider and if some parts will need to
be checked or changed before the next normal service check period.

The sail and the lines do not age in the same way or at the same rate; it is possible that you may have to
change part or all of the lines during the wing’s life. For this reason it is important to do regular inspections
so that you know the exact condition of all of the components of your glider. We recommend that
inspections are carried out by a qualified professional.

You alone are responsible for your flying kit and your safety depends on it. Take care of your equipment
and have it regularly inspected. Changes in inflation/groundhandling/flying behaviour indicates the gliders
aging, if you notice any changes you should have the wing checked before flying again. These are the
basic elements of the check up (full details and permissible figures can be found on our website):

Porosity is measured with a porosity meter, the time taken by a certain volume of air to go through a
certain surface of the cloth. The time in seconds is the result. A measurement is done in a several places
on the top surface along the span of the glider behind the leading edge.

The tearing resistance of the cloth - A non-destructive test following the TS-108 standard which specifies
minimum tear strength for sky diving canopies should be made using a Bettsometer. (B.M.A.A. Approved
Patent No. GB 2270768 Clive Betts Sails)

27
Strength of the lines - An upper, middle and lower A line, along with a lower B and a lower C (and lower
D if applicable) line should be tested for strength. Each line is tested to breaking point and the value
recorded. The minimum value is 14 G for all lines, calculated from the maximum certified flying weight of
the glider. The added minimum strength for the middle lines and for the top lines should be the same. If
IMPORTANT
the breaking strength is too close to the minimum value calculated, the professional should give a period
Take care of your
after which you will have to test the strength of the lines again.
glider and make sure
you have it checked
Lengths of the lines - The overall length (riser lines + mid lines + upper lines) has to be checked under
and serviced according
5Kgs of tension. The difference between the measured length and the original length should not exceed
to the schedule.
+/- 10mm. The changes that could appear are a slight shrink on the C or Ds and/or a slight stretch on the
A, B. The consequences of these changes can include a slower trim speed, difficult inflation etc.
Compliance of the test sample’s suspension lines, brake lines and risers were checked by the testing
laboratory after the test flights were completed.

Risers - Visual inspection for signs of wear or abrasion. Differences to manual lengths should not exceed
+/-5mm.

Canopy check - A full visual check should be carried out: All the components of the wing (stitching, ribs,
diagonals, lines, tabs etc) should be checked for signs of deterioration.

Finally, a test flight to confirm that the wing behaves normally should be carried out by a professional.

Modifications
Your Ozone Mojo PWR 2 was designed and trimmed to give the optimum balance of performance,
IMPORTANT
handling and safety. Any modification means the glider loses its certification and will also probably be
Do not modify your
more difficult to fly. For these reasons, we strongly recommend that you do not modify your glider in any
wing in any way.
way.

28
OZONE QUALITY GUARANTEE
At Ozone we take the quality of our products very seriously, all our gliders are made to the highest
standards in our own manufacturing facility. Every glider manufactured goes through a stringent series
of quality control procedures and all the components used to build your glider are traceable. We always
welcome customer feedback and are committed to customer service. Ozone guarantees all of its products
against manufacturer’s defects or faults. Ozone will repair or replace any defective product free of charge.
Ozone and its distributors provide the highest quality service and repair, any damage to products due to
wear and tear will be repaired at a reasonable charge.

If you are unable to contact your dealer then you can contact us directly at info@flyozone.com.

Summary
Safety is paramount in our sport. To be safe, we must be trained, practised and alert to the dangers
around us. To achieve this we must fly as regularly as we can, ground handle as much as possible and
take a continuous interest in the weather. If you are lacking in any of these areas you will be exposing
yourself to more danger than is necessary.

Every year many pilots get hurt launching; don’t be one of them. Launching is the time that you are most
exposed to danger so practice it lots. Some launch sites are small and difficult and conditions aren’t
always perfect. If you’re good at ground handling you’ll be able to launch confidently and safely whilst
others struggle. Practice as much as you can, you’ll be less likely to get hurt and more likely to have a
great day flying.

Always respect the environment and look after your flying sites.

If you need to dispose the wing, do so in an environmentally responsible manner. Do not dispose of it with
the normal household waste.

Finally, RESPECT the weather, it has more power than you can ever imagine. Understand what conditions
are right for your level of flying and stay within that window.

Happy flying & enjoy your Mojo PWR 2.

Team Ozone

29
TECHNICAL SPECIFICATIONS
22 24 26 28 30
No. of Cells 40 40 40 40 40
Projected Area (m2) 18.7 20.3 22.1 24 26.1
Flat Area (m2) 22 23.9 26 28.3 30.7
Projected Span (m) 8.05 8.39 8.75 9.12 9.51
Flat Span (m) 10.39 10.83 11.29 11.77 12.27
Projected Aspect Ratio 3.46 3.46 3.46 3.46 3.46
Flat Aspect Ratio 4.9 4.9 4.9 4.9 4.9
Root Chord (m) 2.72 2.83 2.95 3.08 3.21
Glider Weight (Kg) 4.50 4.77 5.03 5.45 5.83
Max Control Travel (cm) 75 75 75 75 75
EN Weight Range (Kg) 55-70 65-85 80-100 95-115 110-130
PPG Weight Range (Kg) 55-90 65 -110 80-130 95-150 110-165
EN Load test @ 8G (kg) 166 166 166 166 166
DGAC Load test @ 5.25G (kg) 250 250 250 250 250
Certification EN/LTF* - A A A -
DGAC Approval Yes Yes Yes Yes Yes

* As delivered, the wing does not conform to the EN 926.2 standard due to the inclusion of the
trimmer risers. Certified with the accelerator, but with the trimmers set to the slow position.
Releasing the trimmers invalidates EN certification.

30
 TECHNICAL DRAWINGS
Neutral
Trailing Lower Surface
A 500mm
Edge
Leading Upper Surface A
2
500mm
C
Edge A B
Riser B 500mm
Riser Riser
C 500mm
Baby A
Riser Adjustable Brake Untrimmed
(Big Ears) Pulley
A 500mm
Adjustable 2
A 500mm
Magnet
B 523mm

Brake C 570mm
Upper Handle
Cell Accelerator Accelerated
Lines
Openings Pulley
Brake A 410mm
Butt Hole Lines A
2
410mm
Brummel Hook Trimmer
B 440mm
Middle for Speed System
Lines C 500mm
Locking
Riser Untrimmed- Accelerated
Maillon
Lines Stabilo Line (to be removed
if required) A 410mm
2
Risers A 410mm

Main Hangpoint B 440mm

to Harness Karabiner
C 570mm
Trimmer range - 7cm
Accelerator range - 9cm
Accelerator size 22 - 7cm

31
 Mojo 5 Rigging diagram

LINE DIAGRAM A Riser Individual and linked line lengths can be found online.

B Riser

AR3 AR2 AR1

BR1 BR2 BR3

AM3 AM2 AM1

AM4
AM5
AM6
BM1 BM2 BM3 BM4
BM5
A4 A3 A2 A1 BM6
A7 A6 A5
A8
A10 A9
A11
A13 A12
B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11
A14
B12 B13
A15
B14
B15 C13 C12 C11 C10 C9 C8 C7 C6 C5 C4 C3 C2 C1
C14
C15 D11 D10
D12 D9 D7 D6 D3 D2
D15 D5 D1 K11
AM7 D13 D8 D4 K10 K12
BM7
K9
DM5 K8
CM4 DM4 K7
DM6 CM2 DM2 CM1 K6
CM3 K4 K5
CM6 CM5 DM3 DM1 K1 K2 K3

KMU4
KMU3

CR4 CR3 CR2 CR1 KMU2

KMU1

KML2
KML1

C Riser KR1

Brake Handle

32
MATERIALS
All Ozone gliders are made from the highest quality materials available.

Cloth
Upper Surface
Dominico DOKDO 30D MF
Lower Surface
Porcher Skytex 9018 E65
Internal Ribs
Porcher Skytex 9017 E29
Leading Edge Reinforcement
Plastic pipe

Main Line Set Brake Lines

Riser Lines Main brake Lines
Edelrid 6843 - 160/200/240kg Liros - 10-200-040
Middle Lines Middle brake lines
Liros DSL - 70/140kg Liros DSL - 70kg
Upper Lines Upper brake lines
Liros DSL - 70kg Liros DSL - 70kg

Risers and hardware

Shackles
Maillon Rapide - Pegeut
Riser webbing
20mm zero stretch polyester webbing
Pulleys
Austri Alpin

33
1258 Route de Grasse
Le Bar sur Loup
06620
France