Ozone Mojo 4 Manuel
CONTENTS
Pilots Manual (Eng) 2 > 17
Manuel de vol (Fr) 18 > 33
Betriebs Handbuch (D) 34 > 51
Line Diagram 52
Riser Diagram/Lengths 53
Technical Specications 53
Materials 54
Version 1.1 Sept 2015
3
ENGLISH
Thank you for choosing to y Ozone.
As a team of free ying enthusiasts, competitors and adventurers, Ozone’s mission is to build agile paragliders of the highest quality with cutting edge designs,
performance and maximum security.
All of 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 includes the sites of Gourdon, Monaco and Col de Bleyne and guarantees us more than 300 yable 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
your new paraglider; so to keep costs low and quality high we build all our wings in our own production plant. During production our wings undergo numerous and
rigorous quality control checks. This way we can guarantee that all our paragliders meet the same high standards that we expect ourselves.
This manual will help you get the most out of your Mojo4. It details information about its design, tips and advice on how best to use it and how to care for it to ensure
it has a long life and retains a high resale value. If you need any further information about Ozone or any of our products please check www.yozone.com or contact
your local dealer, school or any of us here at Ozone.
It is essential that you read this manual before ying your new wing for the rst time.
Please ensure that this manual is passed on to the new owner if you ever resell this paraglider.
Safe Flying!
Team Ozone
WARNING TEAM OZONE
4
Paragliding 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 paragliding involves such 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 equip-
ment will increase these risks.
Any liability claims resulting from use of this product towards the manufac-
turer, 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 certied paragliders, harnesses with protector and reserve para-
chutes that are free from modication, and use them only within their certi-
ed weight ranges. Please remember that ying a glider outside its certied
conguration 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 pre-ight inspection of all of
your equipment. Never attempt ying with unsuitable or damaged equip-
ment.
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 ying.
Choose the correct wing, harness and conditions for your level of experi-
ence.
Pay special attention to the terrain you will be ying and the weather condi-
tions before you launch. If you are unsure do not y, and always add a large
safety margin to all your decisions.
Avoid ying your glider in rain, snow, strong wind, and turbulent weather
conditions or clouds.
If you use good, safe judgment you will enjoy many years of paragliding.
Remember, PLEASURE is the reason for our sport
Everyone at Ozone continues to be driven by our passion
for ying, our love of adventure and our quest to see
Ozone’s paraglider development create better, safer and
more versatile paragliders.
Paragliding design is led by the ever thoughtful David Dagault; Dav has a
wealth of experience both in competition, adventure ying and paraglider
design. Also on the design team are Russell Ogden, Luc Armant and Fred
Pieri.
Russ is a top competition pilot and ex paragliding instructor, he can usually
be found putting Dav’s latest creation through a series of test manoeuvres.
Luc, a dedicated XC addict has a background in naval architecture. He
brings a wealth of knowledge and ideas to the design team and works
closely with Dav in the design process.
Fred is the latest addition to the team. He is a mathematian, mechanical
engineer and vol Biv specialist. Fred designed the Anti-G and was the
brainchild of the shark nose.
Back in the ofce Mike ‘Da Boss’ Cavanagh generally keeps control of the
mayhem. Promotion and Team pilots are organised by Matt Gerdes. Karine
Marconi, Jill Devine and Chloe Vila make sure we don’t spend too much
money and look after the ordering system.
Our 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 Khanh and 700 production staff.
YOUR MOJO 4
5
ENGLISH
Rucksack
The rucksack is light weight, comfortable and useful. It includes a padded
hip belt along with ergonomic and adjustable shoulder straps. It has a large
volume that will allow you to store all your kit, whilst still being comfortable
for hiking.
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 y with a wrap (one turn of line
around the hand). However, if you do choose to adjust them, please bear in
mind the following:
• 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 ight, the brake lines should
be slack. There must be a substantial “bow” in them to guarantee no
deformation of the trailing edge.
• There must be a minimum of 10cm of free play before the brakes begin
to deform the trailing edge. This prevents the trailing edge from being
deformed when using the speed system.
IMPORTANT: In the unlikely event of a brake line snapping
in ight, or a handle becoming detached, the glider can be
own by gently pulling the rear risers (C-risers) for direc-
tional control.
Risers
The Mojo4 has been designed with 3 risers. The A riser is covered with
coloured webbing, this allows it to be easily identied.
The A’s are Grey. You will notice that the A’s are split into two risers. The
small riser at the back, holding only one line (outermost A line) is the ‘Baby
A’, it has been designed to make applying big ears simple.
The B’s and C’s are BLACK.
The Mojo Legacy continues. The Mojo4 is an evolution of the Mojo3 in
terms of design, but the mission remains the same: Offer the highest level
of performance in the EN A category without compromising safety and ease
of use. The Mojo4 is designed to provide the passive safety that new pilots
rely on for their rst stages of ight and for intermediate pilots to progress
safely into XC ying.
With the experience and knowledge gained through our performance
research & development projects, coupled with feedback from pilots and
instructors, we have managed to improve the Mojo3 in every respect: The
Mojo4 is lighter; easier to launch; easier to y; and more comfortable in the
air. It has also benetted from some free performance upgrades as a result
of a lower drag line-plan and an even cleaner sail construction.
The new top and bottom surface cloth which has proven to be durable and
mechanically stable over years of testing, has reduced the total sail weight
and enhanced the wing’s launch and ight characteristics. This new cloth
has also proven to have excellent colour retention and UV resistant proper-
ties. The Mojo 4 also features new leading edge reinforcements inspired by
the higher performance wings in our range.
Thanks to a new line material, the Mojo 4 has benetted from an 8% reduc-
tion in drag. This reduction in overall drag signicantly increases perfor-
mance without sacricing safety.
The Mojo4 has a precise and linear feel through the brakes, whilst retaining
a long overall travel. It is comfortable and stable in the air, absorbing turbu-
lence in a predictable manor due to a light sail and efcient leading edge.
This makes the Mojo4 the perfect wing for soaring and long XC ights.
We have poured a great deal of time and energy into the design and testing
of the new Mojo4, we hope you enjoy ying it as much as we do!
BASIC FLIGHT TECHNIQUES
6
Accelerator System
To set up an accelerator on the ground, ask a friend to pull your risers into
their in-ight 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 should now be
able to hook your heel in to the secondary (lower) loop of the accelerator.
The accelerator must be slack enough to ensure that the front risers are not
pulled down in normal ight, but not so long that it is impossible to use the
full speed range of the glider.
Extending the secondary (lower) loop of the accelerator fully will take the
glider through approximately half its accelerated speed range. Should you
need even more speed you should hook your feet on to the upper bar,
which you can then extend until the pulleys on the risers touch.
Once set up, test the full range of the accelerator in calm ying conditions:
ensure that both risers are pulled evenly during operation. Fine-tuning can
be completed when you are back on the ground.
IMPORTANT: Using the accelerator decreases the angle
of attack and can make the glider more prone to collapse,
therefore using the accelerator near the ground or in turbu-
lence should be avoided.
Harness
It will be in your harness that you will enjoy ying, therefore we recommend
you spend the time necessary to adjust your harness’s different settings
until you are completely comfortable.
The shoulder straps and the hip straps need to be set for comfort (make
sure you do not have your shoulder’s strap too tight, or you might nd it
difcult to get seated after launching). The ideal position in your harness
should be with your knees horizontal and your body position leaning slightly
backwards with your head behind the risers.
The chest strap should be set between 42cm and 46cm (between the centre
of the hang points). XS/S sizes are certied with a chest strap set at 42cm,
the M at 44cm and L/XL at 46cm.
Total Weight in ight
Each Ozone glider has been certied for a dened weight range. We
strongly recommend that you respect these weight ranges. If you are
between sizes the following information may help you make a decision as to
which size to buy:
If you want better speed, precise handling or if you generally y in moun-
tains and/or in strong conditions, you should chose to y in the top part of
the weight range. If you want a better sink rate, or if you generally y in at
lands and/or in weak conditions, you may choose to y near the bottom
part of the weight range. Remember, you can always add ballast when
conditions are stronger.
To familiarise yourself with the glider it is a good idea to perform practice
inations and small ights on a training hill. This will enable you to set up
your equipment correctly. If in any doubt please get advice and help from
your local dealer or instructor.
Preparation
Lay out the wing on its top surface in a pronounced arc, with the centre of
the wing higher than the tips. 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, 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.
Take-off checklist:
1. Check reserve parachute - pin in and handle secure
2. Helmet on and fastened
3. All harness buckles closed - check leg-loops again
4. Karabiners and maillons tight
5. Holding the A’s and your brake handles
6. Leading edge open
7. Aligned directly into wind
8. Airspace and visibility clear
7
ENGLISH
Launching
The Mojo4 can be inated with either the forward or reverse launch tech-
niques.
Forward Launch - Nil to Light winds
When the wind is favourable, whilst gently holding the A risers move forward
positively, your lines should become tight within one or two steps and the
Mojo4 will immediately start to inate. 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 difcult 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 wing is
inated correctly, accelerate smoothly off the launch.
Reverse Launch - Light to Strong Winds
Lay out your wing as you would for the forward launch. However, this time
turn to face it, passing one entire set of risers over your head as you turn.
Now you can inate the glider with the A-risers. Once the wing is overhead,
release the risers, brake gently if necessary, turn and launch.
In stronger winds, be prepared to take a few steps towards the glider as it
inates. This will take some of the energy out of the glider and it will be less
likely to overy you. This reverse-launch technique can be used in surpris-
ingly light winds too.
IMPORTANT: Never take off with a glider that is not fully in-
ated or if you are not in control of the pitch/roll of your wing.
Practice ground handling! Not only is it great fun, but it will give you a much
better feel for your wing’s ight characteristics. It will also improve your
overall enjoyment of ying by giving you the feeling of control, making your
launches easier and less stressful.
In Flight Characteristics
The Mojo4 shows no unusual ying characteristics, consequently it is suit-
able for a wide range of pilot. Turns are smooth and co-ordinated, on glide
it remains solid and well pressured, even through the accelerated speed
range. It has a very high resistance to both collapses and stalls. However,
to get the most out of your Mojo4 we advise you to consider the following
information:
Normal Flight
Flying at ‘trim speed’ (hands-up), the Mojo4 will achieve its ‘best glide’
speed for still air. You should y at this speed when gliding downwind or
when the air is not excessively sinking.
For better penetration in headwinds and improved glide performance in
sinking air, crosswinds or headwinds, you should y faster than trim speed
by using the accelerator system. Using up to half bar does not degrade the
glide angle or stability signicantly and will improve your ying performance.
You will reach the next thermal faster and higher. At full speed the Mojo4 is
stable; however we recommend that you do not y at full speed close to the
ground or in turbulence.
By applying the brakes approximately 30cm, the Mojo4 will achieve its
minimum-sink rate; this is the speed for best climb and is the speed to use
for thermalling and ridge soaring.
Turning
To familiarize yourself with your new wing your rst turns should be gradual
and progressive.
To make efcient and coordinated turns rst look in the direction you want
to turn to check for clear space, then lean into it. The rst input for direc-
tional change should be with weight-shift, followed by a smooth application
of the brake until the desired bank angle is achieved. To regulate the speed
and radius of the turn, coordinate your weight shift and/or use the outer
brake.
IMPORTANT: Never initiate a turn at minimum speed (i.e.
with full brakes on) as you risk entering a spin.
8
Landing
The Mojo4 shows no unusual landing characteristics but as a reminder, here
are some tips:
• Always set up for your landing early, give yourself plenty of options and a
safe margin for error.
• Once below 30 metres avoid turning tightly as the glider will have to dive to
accelerate back to normal ight. If you are at low altitude, or if you hit sink,
this could mean you hit the ground harder than necessary.
• Lean forward out of your harness before the actual landing (especially if it’s
turbulent), with your weight leaning forward against the chest strap, and
make sure your legs are ready for the landing and a possible PLF (para-
chute landing fall).
• Allow the glider to y at hands up (trim) speed for your nal descent until
you are around 1 metre above the ground (in windy or turbulent conditions
you must y the glider actively all the way). Apply the brakes slowly and
progressively to slow the glider down until groundspeed has been reduced
to a minimum and you are able to step onto the ground.
• In light winds/zero wind you need a strong, long and progressive are to
bleed off all your excess ground speed. In strong winds your forward speed
is already low so you are aring only to soften the landing. A strong are
may result in the glider climbing upwards and backwards quickly, leaving
you in a vulnerable position.
• If the glider does begin to climb, ease off the brakes (10-20cm) - do not put
your hands up all the way - then are again, but more gently this time. Keep
the brakes at mid speed, stand up, be ready to run and make sure you
brake fully as you arrive on the ground.
• Choose the appropriate approach style in function of the landing area and
the conditions.
• 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, or lifted
again, 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.
• Always land heading into wind!
Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions it is
essential to use active ying.
Flying with a small amount of brake applied (approx. 20cm) will give you
feedback from the wing. In turbulent conditions the internal pressure of
the wing can change and you will feel this through the brakes. The aim
is to maintain a constant pressure through the brakes. If you feel a loss
in pressure apply the brakes until normal pressure is resumed then raise
hands back to original position (this must be done quickly). Avoid ying with
continuous amounts of deep brake in turbulent air as you may inadvertently
stall the wing. Always consider your airspeed.
These movements can be symmetric or asymmetric; you may have to apply
both brakes or just one. These subtle adjustments will keep the glider ying
smoothly and directly above you and dramatically reduce the chances of a
collapse. If the glider pitches in front of you, use the brakes to slow it down.
Equally, if the glider drops behind you, release the brakes to allow it to
speed up. The goal is to always keep the wing directly overhead.
These are skills that are best learnt by playing with the glider on the ground!
IMPORTANT: No pilot and no glider are immune to collapses
however active ying will virtually eliminate any tendency
to collapse. When the conditions are turbulent, be more ac-
tive and anticipate the movements of your wing. Always be
aware of your altitude and do not over-react. We strongly
advice you to always keep hold of your brakes. Do not y in
turbulent conditions.
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