The 2009 range of Ozone products is more vast and complete than ever before. The many choices we offer are a result of our passion for flight... our passion is far reaching, for every type of paramotoring imaginable. What do we do on our days off? We fly.

It’s a hard job, but someone has to do it.

YOUR WING IS HERE

CONTENTS Intro »1 Team Ozone3 Ozone Tech Systems4 True Performance5 Ozone PPG History6 PPG / Free Flying - The Differences7 A Specific Airfoil for PPG9 OZRP - The World Champion’s Choice10 Certification, Accelerator / Trimmers

Paramotor Wings »14 Indy16 Roadster18 Viper 219 Ozone Accessories

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Mathieu RouanetWorld Champion 2005/2006

Vice World Champion 2007/2008

European Champion 2006/2007

Third European Championship 2008/2009

French Champion 2006/2008

vice French Champion 2007

Wing: Ozone Viper2

Technology is the future, there is no doubt. But what is the difference between technology and gimmicks? The answer is marketing. We spend more of our time testing and designing wings than we do marketing them. We just prefer it that way.

The hard truth is that the most important features in a wing are invisible. Sail tension, for instance, has a mas-sive effect on performance and handling at every point of your glider’s flight range. But you can’t touch it with your fingers, or point to it in a photo. The amount of in-ternal construction (and thus weight) affects everything from launching to incident recovery. And the amount of lines on your wing is crucial to drag and glide per-formance. We won’t be inventing marketing schemes to push our breakthroughs in any of these categories, but we think that you’ll feel them in the wing. Call us simple, but we like it that way.

That being said, even Black Sheep sometimes want to join in the fun that the rest of the flock is having, and since everyone else has names for their gimmicks we’ve decided to add some of our own:

Black Sheep Technology: It’s not BS, it’s BST. For some, technology is a gimmick*. For us, gimmicks are for laughs, and we take technology seriously. Some try to hide their gimmicks by giving them technical sounding acronyms**, and now we’ve decided to use some acronyms because the boss asked why we didn’t have any!What sets us apart from our competition is a distinct lack of gimmicks. We realize that. But we’re fine with being different - it’s been that way from the beginning and we prefer it that way. In fact, 10 years ago in 1998, Ozone was founded with Black Sheep Technology. If you want more tech details, check our designer’s notes.

OZONE TECHNOLOGICAL SYSTEMS

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The Ozone FUN System:It’s a novel concept, and we’re proud to have been the first to develop it. The FUN system has two main ingredients: You, and your Wing. This system allows you to explore and experience the planet, and we recommend that you use it as frequently as possible. The FUN system will help you to remember that pleasure should always be the motive! We fly because it’s FUN.

The BH / LBH Systems: Now it’s time to get serious. Seriously. Not that we weren’t serious be-fore. But check this out: A few years ago we invented the Butthole, and we’re really proud of it. We use our Buttholes a lot, and we think it’s an exceedingly useful piece of technology that no one should be without. And now we’ve taken it to a whole new level with the release of the Leaky Butthole. This new piece of technology allows you to leave your Butthole open to drain sand when dune soaring, or to allow debris to clear from your wing automatically while in flight. It’s just another piece of hardcore technology from your friends at Ozone.

* Gimmick; to equip or embellish with unnecessary features, especially in order to increase saleability, acceptance, etc. ** Acronym; a word formed from the initial letters or groups of letters of words in a set phrase or series of words, as in BS from Bull Shit.

It started as a group of pilots with an idea. Build wings that just do everything better: handle better, turn tighter, glide faster, and are more comfortable to fly. Balance all those together, and never compromise. The result is something most pilots can only

dream of: the most potent fun factor in paramotoring.

True performance is an overall quality - a balance of ideals. A wing with the highest glide ratio on paper is worthless in active air if it has a fragile leading edge, if it is un-stable at speed, or if it doesn’t turn tight when you need it to. Get a feel for the wing’s

True Performance, and don’t be fooled by advertised statistics.

You are the pilot: trust your feelings.

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OZONE PPGOzone was created in 1998 by a group of passionate PG

pilots from England, including the only double world cham-pions of hang gliding and paragliding; Rob Whittall and John Pendry. The aim was to create a company of pilots design-ing wings for pilots to give performance at all levels, never forgetting safety. Today Ozone is one of the top companies in paragliding and power kites and is working hard to bring those talents to the paramotoring and kitesurfing worlds.

Mathieu Rouanet, originally a free flight paraglider pilot, flew paramotors with a standard paraglider from Ozone and loved the feel of it. Being seriously involved in the competi-tion scene, he came to us to see if we would be interested to make a special PPG wing for him to be more competitive. The aim was to keep the excellent performance in sink rate and glide of our paragliders, the lightness and ease of infla-tion, the “Ozone” touch in the handling, but adding the pos-sibility of reaching very high speed plus high stability to com-pete against the “Reflex” type wings, which at the time were setting new standards in PPG competitions. This is how we became seriously involved in paramotoring in 2005.

Ozone: A Brief History

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PPG/Free Flying - The DifferencesThe major difference comes from the power source. While free flying the pilot needs

natural lift to stay in the air. Of course while paramotoring, the pilot has an engine. Al-though some of the fundamentals remain the same, the engine changes the design re-quirements of the wing. You obviously have better chances of flying often with a motor as you don’t depend on the weather as much. Because the pilot doesn’t need to wait for thermals or wind to soar, which in fact are sources of turbulence, you will generally fly in calmer / smoother conditions. You don’t have to run around to find the right site where the wind is blowing the right direction, you don’t have to wait for the perfect conditions to stay in the air, and generally you fly in less turbulent conditions.

In free flying, you need to stay in the air with these natural sources of lift, so the perfor-mance factor of the wing (sink rate and pure glide) is quite important, whereas in PPG, as long as you have enough power to get off the ground you don’t really need an equal level of performance. Instead, because you want to cover some distance and enjoy fly-ing cross country, speed is a more important factor. Ease of launch has always been an important point for both. But it has to be said that with 30kg of gear on your back in no wind and on a flat field, you want to make sure your wing will launch easily the first time. The effect of the motor on the glider is very specific and can only be experienced by fly-ing with an engine. The motor affects the roll, damaging the quality of the turn. For both sports, a glider that rolls a lot with short brake range and high spin tendency would not be ideal. Precise and agile handling is the key.

The turn ability of a wing is quite important in free flying as it’s nice to be able to stay in the core of the thermal, in a small area of lift, or even to land in a tiny field. In the past it has not been seen as important in PPG as most the flying is done in a straight line at high speeds. However, in the future PPG pilots will realize that precision is a very important feature in a wing. More and more pilots will realize how fun it is to play near the ground and with the terrain, and in order to do this precise and agile handling is crucial.

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A Specific Airfoil for PPGAs has been explained above, performance in glide and sink rate are as crucial for free

flying as speed is for motoring. Due to this, it is apparent that gliders need to be devel-oped specifically for either category.

Everybody in PPG today has heard about “auto-stable” or “reflex” airfoils. What follows is a simple explanation of the benefits of this type of airfoil:

The PPG glider must be able to fly at a low angle of attack (for speed) with maximum stability. The “reflex” airfoil acts as an automatic system that helps the wing to handle turbulence by delaying the point of break (collapse) by positioning the lift forces quite far forward on the profile.

In effect, the more you accelerate, the more effective the reflex is and the more solid your wing becomes: This means it’s more solid, but as will be explained below, that doesn’t mean it’s safer.

Also, a reflex profile is usually associated with poor aerodynamic performance. In order to achieve maximum speed, a competition reflex wing may require 100% thrust in order to maintain level flight in trimmers out / fully accelerated position. This is the case with the Viper, for instance, which is designed with an emphasis on speed.

To summarize, reflex profiles have been developed for speed in paramotoring and are the best known solution for speed with a certain amount of solidity and comfort in flight.

The negative sides of reflex airfoils are less often discussed, but are just as important: The reality of a soft canopy concept, rigged with lines, is that the pilot is always vulnerable to the possibility of canopy collapse. Reflex in the canopy profile delays the point where the collapse occurs, but the risk is ever present.

Additionally, another rule of soft canopy aerodynamics is that the faster the airspeed and the lower the angle of attack at the time of collapse, the more dynamic will be the reaction of the glider to the collapse. Because a reflex wing will not deform at the leading edge in turbulence, collapses are generally larger in surface and volume than in a free flight pro-file, and as a result of this tend to be more aggressive in dive and surge during collapse.

The altered point of lift on a reflex profile (put simply) naturally encourages the wing to increase its Angle of Attack (AOA), even when outside forces are encouraging it to de-crease. There are other direct consequences of this, such as:

Slower inflation / poorer launching. The glider is reluctant to rise and needs to be held with the A’s until over- »head otherwise the glider tends to drop back.Poor flying characteristics at high AOA (slower speeds). »Delayed recovery from stall and a short brake range (spin tendency), and poor handling are symptoms of a reflex profile. »

Inefficiency: Fuel consumption is noticeably higher. »

In pure theory, reflex is actually not the ideal solution for reaching higher speeds. Ideally, a symmetrical airfoil with a Moment as close as possible to zero would offer the highest possible airspeed. In comparison to a symmetrical airfoil reflex is actually slower. Re-flex is the solution that fits the needs of our soft canopies when flying at low AOA (high speeds).

Speed is the most popular measure or performance in PPG, and Reflex is the technology currently ‘in fashion’. There are other answers to increase speed, for example reducing the surface area of the wing dramatically. But like everything else, this must be paid for with higher take off and landing speed, poor passive safety, short brake travel and a lack of ‘forgiveness’ which makes it a less than ideal solution for most pilots.

In the future, PPG designers will continue to focus on reduction of energy consumption and performance will center more on glide and sink (efficiency) as well as speed. This is where the limits of reflex become painfully apparent and designer’s skills will be tested when trying to achieve this delicate balance.

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9

OZRP – The World Champion’s Choice We’ve worked long and hard developing the Ozone Reflex Profile OZRP to solve the problems with standard reflex profiles to

develop the Championship winning Viper, which we think is the perfect balance. The Viper offers high stability at high speed, while maintaining great flying characteristics with an excellent sink rate, glide ratio, and a very precise feeling in the air.

However, we have not lost sight of the fundamentals, and for the reasons listed above, we feel that it is very important to choose your paramotor wing carefully and to be honest with yourself about what kind of pilot you are. Reflex profile has absolutely no place in the design of a beginner wing – for all of the above reasons, it would be inappropriate for a beginner pilot to fly with a reflex profile. The OZRP Technology can be found in the Roadster, which is meant for intermediate and advanced paramotor pilots, and also in the Viper, our expert competition wing.

Today there are 3 types of wings on the PPG market:

1. The Beginner Wing.

At the start you want to be able to learn without having to think about your wing.

This means the lightest and the easiest possible must be offered. A quick take off so you don’t have to run far. This necessitates good enough performance and a slow minimum speed that provides high lift to take off and land easily and safely. You’ll also want forgiving brake travel with predictable response and a long brake range. Your aim at the start is to gain confidence and skill in your launches and landings, and become accustomed to flying the motor and coordinating the turn in the air: the basics of ppg flight.

All these requirements show that there is no need for reflex in a beginner wing. However, all of the classic in-gredients of a good school wing will work perfectly. The crossover with the needs of free flight paraglider training is high, and similar wings are needed. For PPG we have developed the new Ozone Indy as the answer to the beginner PPG wing.

2. The Intermediate wing: for the widest range of pilots. This is the wing that is easy and safe enough to be used by any pilot that practices occasionally. But it needs to be fast enough so the pilot can enjoy going for distance flights without getting bored or frustrated with a slow wing.

The take off must be very easy. There is nothing worse, when you have 30kg on your back, than having to struggle to get your wing into the air so you can start to fly. Also, the general passive safety of the wing should and must be quite high. Certainly, the wing must have enough ‘reflex’ to allow the pilot to fly fast with comfort, but the effect of the ‘reflex’ should not be so high that it damages the wing’s general ease of use.

Getting these characteristics right is difficult and that is why it has taken us some time to develop the OZRP into our new Intermediate wing for PPG - the Roadster. You cannot just add a bit of reflex to a paraglider design to get the answer. The whole concept has to be thoroughly developed and tested to get the right blend of safety and the required performance. Getting a good EN certi-fication has been a strong aim for this wing and we are happy to have achieved this with a ‘semi-reflex’ wing.

3. The Competition Wing.

When speed is one of the most important parameters, as in competition or while practicing long distance flights, it is necessary to have top speed and glide performance and hopefully plenty of agility.

This is where the OZRP has proved its incredible versa-tility and why it has won every major international event in the last 3 years with Mathieu Rouanet.

We’ve been the first to introduce the idea of a compro-mise in reflex profiling, where the design doesn’t push reflex to an extreme that gives the wing only one advan-tage and loses the rest.

The agility, efficiency, ease of launch and passive safety that are by-products of the OZRP are like 2 wings in 1: Speed and stability of the reflex, plus pleasure in flight.

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Certification

Accelerator / Trimmers

In free flying, pilots generally will not buy a wing if it is uncertified. The certification is a warranty that the wing you’re buying has been load tested to high standards and has also been flight tested to prove its airworthiness and ability to recover from asymmetric folds and acts of ‘over controlling’ by the pilot. The test also categorizes the wing in a category of difficulty. Therefore, in buying a certified wing, you have information about the level of pilot skill and experience required to fly your next wing.

As ‘auto-stable’ airfoils become more popular in paramotor wings, an obvious problem has emerged with the certification of this type of glider, due to what makes them attractive: Their extreme solidity at high speed.

The current tests only measure the effect of a collapse, but not the ability of the wing to resist collapse. Most paramotor wings with high ‘auto-stable’ or ‘reflex’ airfoils will fail most current flight tests. The reasons are explained above: the high resistance of these airfoils at low angle of attack cause very dynamic reactions to collapse when it occurs.

A high amount of reflex describes a wing with higher resistance to collapse but stronger side effects, while a lower amount of reflex will show a wing with less resistance to collapse but less negative side effects in the other flying characteristics mentioned above.The amount of reflex in a wing doesn’t make it safe, or unsafe.

This is why we think it is an important point that a PPG wing for most pilots should be treated like a paraglider and be tested as such. The brake range, the behavior at high angle of attack (spin tendency, stall exit, big ears, etc), the spiral, collapse behavior, etc... need to be tested to show that it is suitable for a specific level of pilot. One can’t simply launch and set the wing to full speed or untrimmed flight mode to turn the reflex ‘ON’ and then assume or hope for safety.

Pilots progress through stages in their flying career, and need to fly different wings along the way if they wish to upgrade responsibly. Choosing these wings from established categories of certification allows the highest margin of safety for pilots.

Disregarding the value of certification and simply measuring the amount of reflex in a wing would be ignoring over 20 years of research and experience of paraglider testing.

In paragliding, most certified wings are not equipped with trimmers. The reason is simple: for the same result (achieving higher speeds) the ‘speed bar’ accelerator system is safer because it can be released at any time. In case of collapse, by just releasing the speed system (taking your foot off the accelerator), the wing will react more gently and will behave more closely to its ‘neutral’ configuration.

With trimmers, because you’re stuck in the full speed setting without the possibility to return to neutral flight immediately, the reaction to col-lapse will lead to severe pitch and / or rotation. PPG pilots should be aware of this when using trimmers! Usually, the wing is uncertified in the ‘untrimmed’ configuration: It’s very difficult to achieve a safe result after collapse with the trimmers fully opened.

For all these reasons, we strongly recommend using the accelerator ‘speed bar’ system instead of trimmers.

2009 OZONEPOWERED PARAGLIDERS

2009 OZONEPOWERED PARAGLIDERS

For more specs and technical info, see spec chart on back cover. 14

New FeaturesNew Profile: High stability and excellent behaviour at high angles of attack, »meaning more forgiving behaviour in deep brakes / slow flight. This means easier inflation, because the wing wants to stay above you without falling back. This is crucial in conditions such as early morning launches from flat terrain, when your wing is wet with dew, but is also noticeable in the long and yet responsive brake range. The Indy is very spin resistant.

The line length is relatively short for better contact with the wing. This gives »the glider a lighter feeling during the inflation and helps – along with the new airfoil – to make the ground handling much easier.

In the air, shorter lines mean a reduction in the roll, and being closer to the »wing you feel more ‘connected’ to it.

The planform has been designed with safety in mind, and for a compact »feel.

39 cells and no diagonal ribs mean a light sail and a better load distribution »to make the Indy virtually indestructible. The weight of the sail is a major fac-tor in the launch behaviour, so we chose more attachment points and more lines with less internal construction to save weight. Another result is more balanced loading inside the wing which translates to better longevity.

Aspect Ratio: 5.0. We found this is the best compromise for solid perfor- »mance with no sacrifice in safety.

Like our standard paragliders for beginner pilots, we’ve chosen a slightly »higher surface area to make take off and landing speeds lower, making these critical moments safer and more simple.

The ConceptThe perfect beginner PPG wing, designed to make the life of a beginner PPG pilot easy, safe and fun.

The Indy is an evolution of the Mojo2, which is now a popular wing in the LTF 1 / EN A/B category. It has proven itself to be a solid, stable, and easy glider for beginning paramotor pilots. With ultimate ease of inflation, simple ground-handling characteristics and uncompromising in-flight passive safety, the Indy is the perfect choice for the aspiring PPG pilot.

The Indy has long brake travel and the handling is direct while still remaining forgiving enough for beginners and low airtime pilots. The progressive nature of the Indy’s handling makes for great turning behaviour with or without weight-shift; this is an ideal characteristic in a ppg wing. High stability in pitch and roll creates an overall feeling of comfort and safety in flight. However, the Indy does provide sufficient feedback in a comfortable and subtle manner, which is important for every pilot’s progression. The excellent sink rate and speed enables fuel efficient powered flight and good performance when free flying.

As well as ensuring the Indy is perfect for starting and pro-gressing yourparamotoring career the Indy is also certified EN A, andLTF 1, making it one of the most thoroughly tested wingsavailable.

A Perfect Start

For more specs and technical info, see spec chart on back cover. 16

Wide Range Intermediate

The Roadster was created for a wide range of intermediate paramotor pilots, ranging from XC distance fliers to ground skimmers and adventure pilots.

It is a paramotor specific glider, with characteristics similar to the Viper but with an overall much higher ease of use.

The Roadster is for a wide range of intermediate and ad-vanced paramotor pilots who want a reinsuring amount of stability and a good cruising speed.

The Roadster’s OZRP Technology (Ozone Reflex Profile) means that it is more stable in accelerated flight than a normal free-flight wing.

Special attention was put into the launching characteris-tics of the Roadster. The inflation is smooth and constant in any wind speed, and the wing comes up directly over-head without shooting in high winds or lagging behind in no wind, all of which means that your time will be spent enjoying your flight, not struggling with your launch.

The Roadster can also be flown without a motor. Its sink rate is low enough to soar in light lift, thermal in all con-ditions, and fly cross country. Although it is designed for pilots who fly majority (if not exclusively) under power, the Roadster performs excellently unpowered as well.

We hope that Intermediate and Advanced pilots will ap-preciate the easy launches, stable flights, and the high top speeds of this wing, which is designed to allow you to en-joy the flight without worrying about your wing.

All sizes of the Roadster are now certified EN Category C. The EN C certification is WITH 12cms acceleration, mean-ing that the Roadster is still certified EN C with full speed bar acceleration.

A Pure PPG wing for everyone, with an intermediate certification and tech-nology from the world champion Viper. The design targets: Easy launch, EN certification, agile handling and in flight stability, and OZRP technology for high speed stability.

The Roadster is the first intermediate glider with OZRP Technology, which we think »yields the best combination of high top speed, stability, and handling. Ozone’s Hybrid Reflex Profile allows easy launches and agile handling, with confidence at higher cruis-ing speeds.Passive Safety: One unique aspect of the OZRP Tech is its high passive safety. The »Roadster received mostly EN-B ratings in the EN safety tests, with EN-C in accelerated flight. The Roadster is currently the safest reflex wing available with EN certification.Glide and Sink Rate Performance: The performance and sink rate of the OZRP has »been thoroughly proven by the Viper and its countless wins in International Competition, including World, National, and European Championship titles. Speed is considered to be the most important factor in a paramotor wing, but a fast wing without good glide performance and a low sink rate is like a car with high horsepower and 4 flat tires. The high efficiency of the OZRP means lower fuel consumption, better thermalling capabili-ties, easier launches, and softer landings.Reflex Speed with the efficiency of a free flight wing. »The Planform: The combination of Aspect Ratio and cell number and a balanced arc »make the Roadster very easy to handle.The Launch: After almost a decade of designing free flight wings that are as easy as »possible to launch, the Roadster has a light and smooth inflation, and a compact and forgiving feeling while ground-handling. With 45 cells and a segmented diagonal sys-tem, the Roadster has a very light sail which makes launching far easier.Precise panel shaping and the spanwise tension strap create the comfort necessary for »an intermediate wing. This is also one of the keys to the agile handling of the Roadster, which is crisp, direct, but maintains a long brake range and forgiveness during take off and during slow turns.PPG Risers: Double hanging points, so you can use the one the most appropriate for »your motor. The speed system has 12cm of travel and allows a high increase in speed, all with EN Certification.The Ozone PPG risers also have rear-riser trimmers with a 10cm range, for pilots who »want additional speed without EN Certification.

New Features

The Concept

For more specs and technical info, see spec chart on back cover. 18

New FeaturesThe profile and thickness have been revised in order to achieve a higher top »speed and extreme stability as a result of an even more balanced amount of ‘reflex’.The size and position of the intakes have also been adjusted to achieve »safer behaviour at high angles of attack and longer brake travel for a more forgiving feel.The Aspect Ratio has been reduced only slightly, making the wing more »compact, easier to handle and more comfortable in all situations.A new internal structure with different line rigging and diagonals has created »a 23% reduction in total line drag, which translates directly into better glide performance and fuel savings.The general tension of the wing has been redesigned with new tension »straps along the span at the A’s and D’s, which create a very compact feel and allow the wing to be flown at higher speeds with comfort.We have also developed a new type of steering for use during high speed »flying. The principle is simple: At high speeds you don’t want to influence the center part of the trailing edge because it creates lift and inverse roll. Influ-encing the center is also not ideal because of the greater chance of collapse when touching the brakes at higher angles of attack (ideally you want turns to be flat and efficient via yaw only, without weakening the profile).The new Viper 2 steering system creates a yaw turn via the wingtips, using a »spare handle that is attached to the risers with a magnet. It is easy and safe to use at anytime. The turn is quick, coordinated, and very natural.

Our mission was to create a certified, faster, more forgiving, more comfort-able, and more stable Viper with even better glide performance that is also available in more sizes. Every paramotor pilot has dreamt of flying a Viper, and now more of those pilots can realize their dream

The ConceptThe Viper is the world champion paramotor wing for pilots who fly in competition and make Cross Country flights.

The Viper set the standard in the new milleneum of PPG competi-tion with World Championship, European, and National Titles and is doubtless the most successful competition wing of its time.

Now, the Viper 2 is available with increased top speed, a better glide ratio, and EN certification. The central mission of the Viper 2 devel-opment was to not only improve every aspect of the Viper, but to get it into a wing with high comfort in flight and EN C Certification.

The first thing PPG pilots will notice is that the Viper 2 does not launch like a reflex wing… that is to say, it launches easily, inflating and rising over the pilot with incredible efficiency. In flight, the Viper 2 is considerably more comfortable than the original Viper with in-creased passive safety and agile, yet not overly-dynamic, handling. The speed and glide of the Viper 2 must be experienced (or seen) to be believed, and are superior by any comparison.

A special tip-steering system allows pilots to control the wing via the outer edges of the trailing edge at the wingtips while flying in ac-celerated modes. This allows for a safer and more efficient turn than when using the normal brakes.

The Viper 2 is at the absolute top of the ‘Reflex’ wing class, with an unbeatable combination of efficiency, speed, and safety. Reflex speed and free flight efficiency of the Viper 2, combined with passive safety and certification is an achievement that is attainable thanks to more than a decade of paraglider design and testing.

Ozone’s experience in ram-air wing design and testing is almost unparalleled in the PPG world, and the Viper 2 is a perfect example, giving what we hope you will find is a stunning PPG wing. Get a demo to see what you think.

Efficiency, Speed, Maneuverability

OZONE ACCESSORIES

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We have a full line of accessories to keep you warm, cool, and to carry your stuff. Check out all of the latest accessories in the Ozone Webshop at www.flyozone.com.

KITESURFSNOW KITESLAND KITESSPEED WINGSPARAMOTOR

Pick up some Ozone goodies from the WebShop »

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Watch and download the latest videos! »

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PARAGLIDERS

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* = Pending

Size

No, of cells

Projected Area (m2)

Flat Area (m2)

Projected Span (m)

Flat Span (m)

Projected Aspect Ratio

Flat Aspect Ratio

Root Chord

Glider Weight

In-Flight Weight Range (kg)

LTF1/EN Rating

MATERIALS

Top Surface Cloth

Bottom Surface Cloth

Rib Cloth

Upper Lines

Mid Lines

Lower Lines

S

45

20.72

24

8.81

11.07

3.74

5.1

2.74

5.4

65-85

EN C

M

45

22.45

26

9.16

11.52

3.74

5.1

2.86

5.7

80-100

EN C

L

45

24.61

28.5

9.6

12.06

3.74

5.1

2.99

6.15

95-120

EN C

24

59

20.7

24

9.5

11.9

4.4

5.9

2.53

5.5

80-105

* / EN C

INDY ROADSTER VIPER2

Skytex 45 Evolution

Skytex 40 Classic

Skytex 40/45 Hard

Liros DSL70

Liros DSL140

Edelrid 6843-200/340

Skytex 45 Evolution

Skytex 40 Classic

Skytex 40/45 Hard

Liros DC60

Edelrid 8000-190UV

Edelrid 8000-230UV

Skytex 45 evolution

Skytex 40 Classic

OzTex 70D

Liros DSL70

Liros DSL140

Edelrid 6843-200/340

WING

1LTF is the o�cial legal name of the German certi�cation we have previously referred to as DHV.

M L

39 39

23.63 25.55

27.4 29.7

9.33 9.69

11.73 12.18

3.68 3.68

5.02 5.02

2.95 3.07

5.8 6.15

80-100 95-115

LTF 1/EN A LTF 1/EN B

26

59

22.4

26

9.9

12.4

4.4

5.9

2.64

5.8

95-120

*

28

59

24.1

28

10.3

12.9

4.4

5.9

2.74

6.2

110-140

* / EN C