Pilot Manual - EN

CONTENTS
Thank You 01
Warning 02
Your MojoMAX 03
Risers & Trimmers 04
Limitations 07
Preparation 10
Basic Flight Techniques 11
Advanced Flying Techniques 16
Incidents 18
Caring and Maintenance 20
Ozone Quality 27
Technical Specifications 28
Line diagram 29
Materials 30

EN v1.0 October 2022

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 data 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 of the involved 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.
• Any liability claims resulting from use of this product towards the manufacturer, distributor
or dealers are excluded.
• Be prepared to practice as much as you can - especially ground handling, as this is a critical
aspect of paragliding. Poor control while on the ground is one of the most common causes
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.
• 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. It is your responsibility as the pilot to verify your insurance cover.
• Make sure you complete a thorough daily and preflight inspection of all of your equipment.
Never attempt flying with unsuitable or damaged equipment.
• Always wear a helmet, gloves and boots.
• 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.
• NEVER fly your glider in rain, snow, strong wind, clouds or turbulent weather
conditions.
• If you use good, safe judgment you will enjoy many years of paragliding/paramotoring.

02
YOUR MOJOMAX
The MojoMAX is a dedicated trike wing designed specifically for beginner pilots. This new
concept is a perfect tool for schools that focus on trike flying, as it is ideal for students,
who start their learning process on a trike with no experience in paragliding or foot launch
paramotor. It is also the ideal first trike wing for newly qualified pilots to progress their flying
skills and gain valuable experience with the maximum amount of ease and safety.

Based on the Mojo Power2, the MojoMax shares it’s impeccable launch and flight characteristics
whilst incorporating the latest technologies and innovations to make the learning process
easier.

The MojoMax features a highly efficient profile with the added benefit of roll-reducing winglets.
The profile is developed from our well proven PG range and creates exceptional amounts of lift
at slow speeds whilst the winglets improve the roll stability both in the air and on the ground.
The wing inflates readily and is easy to keep on heading along the runway. As a result take-off
comes early with a smooth and efficient climb rate.

In the air it is easy and comfortable to fly. Brake response is precise yet forgiving for fun
handling and easy maneuverability and the winglets provide unprecedented levels of roll
stability – reducing unwanted roll oscillations and actively helping the wing exit from spiral
dives.

Load tested to 250kgs at 8g, the Mojomax’s internal structure has been reinforced and the line
set beefed up for a larger structural safety margin at high loads. The all new dedicated risers
are shorter than standard for easy access and feature the latest more comfortable handles,
A-assist tabs for easier inflation and a long trimmer range for effortless speed control.

The Mojomax is the ideal wing with which to learn trike flying, it is suitable for beginner pilots
with no experience along with qualified pilots who want maximum levels of safety and fun.

03
RISERS & TRIMMERS
C
A B
Riser
Riser Riser

AR3
Riser Adjustable Brake
(Big Ears) Pulley
Adjustable
Magnet

Brake
Handle
A Assist

Trimmer

Main Hangpoint
to Harness Karabiner

04
The updated risers feature long range trimmers with roller cam buckles; strong brake handle
magnets; fully adjustable brake pulley height settings; special brake handles; launch assist
system attachment points and coloured A risers for easy identification.

Trimmers IMPORTANT
The MojoMAX is supplied with long range trimmers that are fully adjustable in the air to suite In thermic or turbulent
the conditions, phase of flight and wing loading. air it is recommended
pull the trimmers to
The slowest trim setting - with the trimmers pulled all the way gives the minimum sink the slowest position or
rate and the maximum climb rate. This setting is recommended for climbing under power at least to the lower
but not too close to the ground. The brake pressure is at its lightest and the handling at its white line and fly the
best in the slow position. When the air becomes turbulent and active flying is necessary it is glider actively.
recommended to set the trimmers in the slow position as the wing is stable and the reactions
to collapses is at its most benign.

The lower white line is the recommended position for the take off phase as it offers the best
compromise between inflation behaviour and take-off speed. Launching at this setting is
especially effective in light winds and/or at high altitudes.

The upper white line acts as a reference for symmetry and reduce the chances of the trimmer
slipping in flight. It does not indicate any specific flight speed.

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 when necessary.
• Ensure both main brake lines are of equal length.
• If a brake handle has been removed, check that its line is still routed through the pulley
when it is replaced.
• When the brake handles are released in flight, the brake lines should be slack. There

05
 must be a substantial “bow” in them to guarantee no deformation of the trailing edge. IMPORTANT
• There must be a minimum of 10cm of free play before the brakes begin to deform the In the unlikely
trailing edge. event of a brake line
snapping in flight, or
Adjustable Brake Pulley Position a handle becoming
The height of the brake line pulley can be adjusted according to pilot preference and to suite detached, the glider
the power unit’s hang points height. Higher settings are for low hang point motors/trikes can be flown by gently
whilst a middle or lower setting are for units with higher hang points. pulling the rear risers
(C-risers).
The factory setting may not be suitable for your particular trike unit. We recommend to make
a test inflation with your unit to ensure the pulleys are in a suitable position, the brake lines IMPORTANT
are not set too short and that you can reach the brake handles comfortably. If you adjust the
brake pulley height,
To adjust the pulley height, first remove them from the risers and re-attach at the desired you MUST re lengthen
position, then undo the Velcro magnet attachments and re-attach a few cms below the new the brake lines
pulley position. accordingly.

Trike Launch Assist System

The rises are equipped with special attachment points for the trike launch assist system. This
system shortens the A risers to help with the first phase of the inflation (when the canopy is
still behind the trike/pilot).

The A-Assist needs to be adjusted so that once the wing is inflated above the head it is no
longer under tensioning and inadvertently pulling the A risers.

The length of the system can be adjusted to suite conditions or taste. If the canopy is inflating
too fast, the system should be lengthened to reduce the speed, whereas if the canopy rises
too slowly the system should be reduced in length. It is not necessary to hold the A risers
whilst launching with the trike assist system. The system is part of the trike construction so
please refer to the trike manual for more information.

06
LIMITATIONS
Pilot Suitability
The MojoMAX is a solo wing designed for all levels of pilot, including beginner pilots under
tuition. It is not suitable for tandem flying.

Certification IMPORTANT
In addition to our own extensive testing, this wing has passed the criteria required by the In addition to our own
DGAC and has been load tested to the EN 926.1 standard. It has however, not undergone any extensive testing, the
independent flight certification. MojoMAX has passed
the criteria required
Wing Loading and Flight Characteristics by the DGAC and has
Wing loading has a significant effect on the flight characteristics and behavior of the wing. been load tested to the
Heavily loaded, the MojoMAX is more responsive to pilot inputs and reacts more dynamically EN 926.1 standard.
in turns with a greater loss of height. Recovery from collapses tend to be more impulsive and
with higher pitch angles. High 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 IMPORTANT
be avoided when flying with a trike or high hang point harness. Never fly above Ozone’s Wing loading has a
recommended weight range. direct effect on the
flying characteristics.
Load test and wing loading information for PPG wings The closer to the top
To verify the structural strength of a paraglider or paramotor wing, the larger sizes of each of the recommended
model are subjected to the EN 926.1 load test. This test is comprised of two parts; a static weight range the
shock test, and a sustained load test. First, using at least a 1000 kg weak link (higher for more dynamic and
tandems) the wing must survive a brutal static shock test without any visible signs of damage responsive the
to the lines or sail. The same wing then performs a sustained load test, inflated and pulled wing will be. Fly
along a runway by a large truck until a three second average value of 8G is achieved without progressively.
breaking. 8G is the minimum accepted load factor for EN certification, calculated by 8x the
maximum permitted EN weight.

07
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.

We consider the DGAC load factor limit of 5.25G acceptable for “normal” PPG use - circuit
flying, XC, adventure flying, Slalom racing, wing overs etc. Some rapid descent maneuvers
fit into the “normal” definition: spiral dives with descent rates of ~10m/s are considered
generally safe.
However, in our testing at Ozone we have recorded loads of up to 5.25G during ‘normal’ fully
engaged, nose-down spiral dives, throughout the weight range. Theoretically, it should not be
possible to break a wing whilst flying at the maximum PPG weight of the larger sizes (smaller
wing sizes have an inherent safety 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 IMPORTANT
weight. It is strongly
recommended to
For this reason, our recommendation to all PPG pilots when flying at high wing loadings not perform deeply
(above the middle of the recommended PPG weight range) is to not perform deeply engaged engaged, high sink
nose down, high-G spirals and other aggressive aerobatic manoeuvres. Doing so poses a real rate spirals when
risk of line failure with potentially fatal consequences. flying with a trike.

08
Trike Flying
The MojoMAX may be used with a solo trike so long as the maximum recommended weight IMPORTANT
range is respected. It is strongly recommended to not perform deeply engaged, high sink Do not perform high
rate spirals when flying with a trike due to the increased risk of spiral neutrality / instability. G spiral dives when
Special foot launch risers, with foot operated speed system are available to order separately. flying with a trike
or a high hang point
Flying in the Rain harness.
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 IMPORTANT
morning dew) should be avoided at all costs. If you are accidently caught-out in a rain shower, Do not fly your wing
it is best to land immediately. If your wing becomes wet in the air it is advised to maintain when it is wet.
accelerated flight using the speed bar and/or releasing the trimmers, even during the final
approach.

DO NOT use big ears as a descent technique, big ears increases drag, and with a wet wing
this will further increase the chances of a parachutal stall occurring. Instead, lose height with
gentle 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. IMPORTANT
Do not modify your
Modifications wing in any way.
Your Ozone MojoMAX was designed and trimmed to give the optimum balance of performance,
handling and safety. Any modification voids the certification and will also make the wing more
difficult and dangerous to fly. Do not modify your glider in any way. IMPORTANT
Do not perform
Aerobatic Flying aerobatic manoeuvres.
This wing is not suitable for aerobatic manoeuvres, they are potentially very dangerous
to perform and put abnormal stresses on the glider. Ozone strongly recommend you not
undertake this style of flying.

Ozone cannot be held responsible for any damage or accident resulting from aerobatic flying.

09
PREPARATION
Wing
To familiarise yourself with the glider it is a good idea to perform practice inflations and
ground handling both with and without the motor/trike unit. As with all new equipment,
only fly in conditions that you would normally fly in and on a familiar site. Fly the wing in a
progressive manner and be aware that wing loading has a direct effect on the wing’s flying
characteristics. The closer to the top of the recommended weight range the more dynamic
and responsive the wing will be.

Preflight Checks
Lay out the wing downwind of your motor on its top surface in a pronounced arc, with the
centre of the wing higher than the tips. As you unfold the wing check the upper and lower
panels for any rips or tears, pay particular attention to the seams and line attachment points
as these are load bearing. Never fly with a damaged wing.

Lay out the lines one side at a time and check for any obvious signs of damage. Hold the
risers clear of the ground at shoulder height and starting with the brake lines, pull all lines IMPORTANT
clear. Repeat the process with the D, C, B and then the A lines, laying the checked lines on Never fly with a
top of the previous set. Make sure no lines are tangled, knotted or snagged then mirror the damaged sail or lines.
process on the other side.

Take-off checklist:
1. Check reserve parachute - pin in and handle secure
2. Helmets on and fastened
3. All harness buckles closed - check leg-loops again.
4. Carabiners and maillons tight
5. Holding the A’s (or A assist attached) and holding your brake handles and throttle
6. Leading edge open
7. Aligned exactly central to the wing and directly into wind
8. Engine warm and able to deliver full power
9. Trimmers set correctly
10.Prop clear of lines
11.Airspace and visibility clear

10
BASIC FLIGHT TECHNIQUES
Trike Launching
Make sure there is enough clear space upwind to launch and climb out safely, avoiding trees,
power lines and any other obstacles that may affect you should you have a power failure. IMPORTANT
Always fly with a safety margin so that power failures do not leave you compromised. You Always lay out your
should always be able to glide to a suitable landing place. glider downwind of the
motor, never leave the
• Following the pre flight inspection lay the wing out in a perfect arch with the leading edge motor downwind of
open the wing or connected
• Attach risers to the carabiners or hang points of your trike to the motor if
• Lay the lines neatly over the line support points on both sides of the frame unattended.
• Pull the trike forwards so that it is perfectly centred with the wing and aligned to the wind.
Tension the lines symmetrically being careful to not close the leading edge
IMPORTANT
• Ensure the lines are clear of the front wheel The trimmers should
• To improve the inflation characteristics, it is advised to set the trimmers to the first be set to the lower
(lower) white line position and to use the A-Assist system when using a trike unit. white line position
• After completing the pre-flight checks and confirming the conditions are favourable, for better inflation
commence the launch by smoothly applying enough throttle to start rolling forwards and behaviour during take-
inflate the wing off. This is especially
• Once the wing has inflated to approximately 60 degrees give full throttle to increase important in light
forward speed winds and/or at high
altitudes.
• During the take off run whilst the wing is inflated above the head, pitch and directional
control should be maintained with the brakes.
• If the wing is inflating asymmetrically, decrease the throttle to a minimum but just enough
to maintain forward speed. Correction should be made using the brakes and by driving IMPORTANT
the front wheel so that the trike unit remains directly under the wing DO NOT attempt to
trike launch in strong
Extra care must be taken when launching in wind, it is possible for the trike to be pulled winds.
backwards during the inflation process or sideways in the case of an asymmetric inflation.
Even in average wind strengths, without good pilot control it is possible to be pulled backwards
or sideways, potentially inverting the trike and trapping the pilot inside.

11
Foot Launching
Although designed specifically for trike flying, it is also possible to foot launch the MojoMAX.
Special foot launch risers, with foot operated speed system are available to order separately.

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 MojoMAX 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.

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 the MojoMAX has inflated correctly and is directly above your head progressively apply
full power and accelerate smoothly. When you have sufficient 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.

During a forward launch we advise to NOT use the power launch technique. During the
inflation the power should be progressively applied once the wing is half way up. Applying the IMPORTANT
power too early may inhibit the inflation characteristics of the center part of the wing, causing Never take off with
the wing tips to come up faster. a glider that is not
fully inflated or if you
Reverse Launch -Light to Strong Winds are not in control of
Lay out your MojoMAX as you would for the forward launch. However, this time face the the pitch/roll of your
wing, and attach the risers in the correct manner (half a turn in each riser, and crossed in wing.
the direction you want to turn). Now you can inflate the wing using the A-risers. In stronger
winds, be prepared to take a few steps towards the glider as it inflates, this will take some of
the energy from the wing 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.

12
The Climb Out
Once in the air you should continue flying into wind whilst gaining height. By setting the
trimmers to the first white line position you will achieve the safest climb rate. Do not attempt
to climb too steeply or too quickly by using the brakes or slow trim directly after take-off. 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 glider
more prone to stall. Furthermore, in the event of an engine failure the resulting backward
pendulum motion of the pilot and the forward dive of the wing may bring you back to the
ground very hard. Do not initiate turns until you have sufficient height and airspeed. Avoid
low turns downwind with insufficient airspeed.

The MojoMAX 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
weight shift and/or brake inputs. To stop oscillations it is best to reduce the power slightly and
ensure that you remain static with weight shift 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 weight shift or adjusting the trims asymmetrically is the best method to correct this.

Normal Flight
Once at a safe height you can release the trimmers for a faster cruise speed. If your motor
has enough power, the MojoMAX will achieve very good straight line speeds whilst maintaining
level flight with trims released. Be cautious when fully releasing the trimmers, only do so in
calm conditions and with sufficient altitude.

For better penetration in headwinds and improved glide performance in sinking air, crosswinds
or headwinds, you should accelerate the wing by releasing the trimmers. In turbulent air the
profile is stable, it will resist reasonable levels of turbulence with a high resistance to collapse.
In strong turbulence Ozone recommends to return the trimmers to the slow position, or at
least the lower white line position and fly the glider actively. This way, you will be in the best
position to react correctly should a collapse occur and the behaviour of the wing will be more
benign.

13
Turning
To familiarize yourself with the MojoMAX your first turns should be gradual and progressive.
To make efficient and coordinated turns with the MojoMAX first look in the direction you IMPORTANT
want to go and check that the airspace is clear. Then smoothly apply the brake until the Never initiate a turn at
desired turn radius and bank angle is achieved. To regulate the speed and radius of the turn, minimum speed (i.e.
coordinate the inner and outer brakes. with full brakes on) as
you could risk entering
Active Flying a spin.
The key elements of effective active flying are pitch control and pressure control: In very IMPORTANT
turbulent air, if the glider pitches hard in front of you, use the brakes to slow it down. Equally, The closer to the top
if the glider drops behind you, release the brakes to allow it to speed up. Avoid flying with of the recommended
continuous amounts of brake in rough air as you could inadvertently stall the wing. Always weight range the
consider your airspeed. In mild turbulence it may be best to not attempt to fly the wing more dynamic and
actively and let the profile absorb the turbulence itself, indeed small applications of the responsive the wing
brakes can reduce the inherent stability of the profile. However in strong turbulence Ozone will be.
recommends to always return the trimmers to the slow position, or at least the lower white
line position and fly the glider actively. At this trim setting you will be better able to react
correctly should an incident occur.

No pilot and no glider are immune to collapses however in strong turbulence, correct active IMPORTANT
flying will virtually eliminate any tendency to collapse. When the conditions are very turbulent, Always keep hold of
be more active and anticipate the movements of your wing. Always be aware of your altitude your brakes. Do not fly
and do not over-react. in turbulent conditions

14
Landing
The MojoMAX shows no unusual landing characteristics. We recommend the trimmers be
returned to the lower white line 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 so
that you arrive on the ground smoothly.
• 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 wing in a very quick and controllable way and will drag you less
than if you use the brakes.

15
ADVANCED FLIGHT TECHNIQUES
Rapid Descent Techniques
Ozone would like to remind you that rapid descent 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. The
flying characteristics and behaviour of the wing are very much dependent on the wing loading
and power unit. Smaller, heavily loaded wings are more dynamic than larger wings.

Big Ears
Folding in the wing tips of the MojoMAX increases its sink rate. This is useful for staying out
of cloud or descending quickly. To pull big ears on the MojoMAX take hold of the outermost
A-line on each side whilst keeping the brake handles in your hand. Pull down the outer A lines
until the tips of the wing fold under.

Do not use the brakes other than for re-inflation. For directional control while using the Big
Ears, you should use weight shift steering. To reopen your big ears, release the A lines at the
same time. To help re-inflation, brake gently one side at a time until tips regain pressure.
Avoid deep symmetric applications of the brake as this could induce parachutal or full stalls.
It is not possible to perform Big Ears when flying with a trike.

B-Line Stall
B-stall is for fast descents in emergency situations only. B-stall is performed by symmetrically
pulling down on the B-risers. The load applied on the B lines during this manoeuvre is not very
good for your wing; only use it in emergency situations. It is not possible to perform a B line
stall when flying with a trike unit.

To initiate the B-stall place your fingers between the lines above the maillons on the B risers.
Do not release the brake handles. As you pull the B-lines down the airflow over the wing
is broken and the 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 may horseshoe and move around a lot.
To exit the B-stall the B-risers should be released symmetrically and in one smooth, fast
progressive motion. The glider will resume normal forward flight without further input. Check
you have forward flight again before using the brakes. Do not release the B lines slowly, this
may lead to a parachutal stall.

16
Spiral Dives
If you turn your MojoMAX in a series of tightening 360’s it will enter a spiral dive. This will IMPORTANT
result in rapid height loss. Always set the
trimmers in the
To initiate a spiral dive, first set the trimmers into the slow position. Look to the direction you slow position before
want to turn and then smoothly apply the inside brake. The MojoMAX will first turn almost initiating a spiral dive.
360 degrees before it drops into the spiral (depending on the input). Once in the spiral you
should apply a little outside brake to keep the outer wing tip pressured and inflated. Safe IMPORTANT
descent rates are possible but high speeds and high G-forces can build quickly leading to Always be prepared
disorientation. Excessive G forces can lead to loss of consciousness. High descent rates, to pilot the wing out
especially when combined with high hang point power units or trikes, increases the likelihood of a spiral dive. Apply
of the wing remaining neutral or possibly unstable in spiral. Always be prepared to pilot the sufficient outside
wing out of the spiral using counter brake. brake to stop the
To exit the spiral dive smoothly release the inside brake. As the MojoMAX decelerates allow wing from turning /
it to continue to turn until enough energy is lost for it to return to level flight without an spiralling.
excessive climb and surge. Always be prepared to pilot the wing out of a spiral dive. In case
of neutrality/instability apply enough outside brake to provoke the glider to exit the spiral.

17
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
100% (symmetric) collapse.

If you experience an asymmetric collapse, the first action 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.
Asymmetric collapses can be controlled by applying sufficient opposite brake to control the
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. In
your efforts to stop the glider turning towards the collapsed side 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 the deflation does not spontaneously reinflate, make a long, smooth, deep pump of the
brakes of the deflated side. This pumping action should take about 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 normally reinflate without pilot input, however 15 to 20cm of brake
applied symmetrically will speed the process.

If your wing collapses in accelerated flight, immediately pull the trimmers to the slow position
before attempting to reinflate the canopy.

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 (attached to the C riser) until the wing tip frees itself. You must be careful with

18
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 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 including; a very slow release from a B-line stall; flying the glider when wet; or
after a front/symmetric deflation. The glider often looks as though it has recovered properly
but carries on descending vertically without full forward motion. This situation is called ‘deep
stall’ or ‘parachutal stall’. Should it happen, your first reaction should be to fully raise both
brakes, this action alone normally allows the glider to return to normal flight. If nothing
happens after a few seconds, release the trimmers to regain normal flight. Ensure the glider
has returned to normal flight (check your airspeed) before using the brakes again.

Never fly in rain or with a wet wing, this will significantly increase the likelihood of
parachutal stall. If you are accidently caught-out in a rain shower, land immediately. DO
NOT use big ears as a descent technique; big ears with a wet wing will further increase the
chances of a parachutal stall occurring. Instead, lose height with gentle 360’s and make sure
to consider your air speed during final approach, release the trimmers if necessary.

19
 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 Concertino 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.

20
 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.

21
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.

22
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 ground handling 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 ground handling
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).

23
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
Never pack away or
If you land in salt water, you must first rinse it thoroughly with clean fresh water. Dry the wing store your glider wet.
completely, preferably out of the sun, in the wind. Never use a hair dryer, etc.

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

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.

You can find more information about repairing your wing on the Ozone website, including step
by step instructions with pictures.

24
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. Alternatively you can order them from your local Ozone
dealer.

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 IMPORTANT
recommend, that you get your glider checked annually. The checker should inform you about Take care of your
the condition of your glider and if some parts will need to be checked or changed before the glider and make sure
next normal service check period. you have it checked
and serviced according
The sail and the lines do not age in the same way or at the same rate; it is possible that you to the schedule.
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/ground handling/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 tearing resistance of the cloth - Test using a tear strength device, not the thumbs.

25
Strength of the lines - An upper, middle and lower A line should be tested for strength.

Lengths of the lines - Overall line length should to be checked under 5Kgs of tension.

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.

Visual check - A full visual check should be carried out of all the components of the wing for
signs of damage or deterioration.

26
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 [email protected]

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.

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 MojoMAX.

Team Ozone

27
TECHNICAL SPECIFICATIONS

38
No. of Cells 40
Projected Area (m2) 30.7
Flat Area (m2) 36
Projected Span (m) 10.31
Flat Span (m) 13.3
Projected Aspect Ratio 3.5
Flat Aspect Ratio 4.9
Root Chord (m) 3.48
Glider Weight (Kg) 7.7
PPG Weight Range (Kg) 120-250
Certification DGAC

28
 MojoMAX Rigging diagram
LINE DIAGRAM Individual and linked line lengths can be found online.

A Riser

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

29
MATERIALS
All Ozone gliders are made from the highest quality materials available.

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

Main Line Set Brake Lines

Riser Lines Main brake/TST Lines
Edelrid 6843 Liros - 10-300 / 10-200
Middle Lines Middle brake lines
Liros DSL Liros DSL
Upper Lines Upper brake lines
Liros DSL Liros DSL

Risers and hardware

Riser webbing
20mm zero stretch polyester webbing
Shackles
Maillon Rapide - Peguet

30
INSPIRED BY NATURE, DRIVEN BY THE ELEMENTS Pilot Manual - EN

Ozone Power Ltd

16 Barnes Green
Livingston
Scotland
UNITED KINGDOM