Pilots Manual

CONTENTS
Thank You 01 Incidents 15
Warning 02 Deflations 15
Team Ozone 03 Cravats 16
Your Mantra M7 04 Parachutal stall 16
Rucksack 05 Flying in the rain 17
Brake lines 05 Caring For Your wing 18
Risers 05 Caring Tips 18
Total weight in flight 06 Packing 19
Towing 06 Storage and transport 22
Limitations 06 Cleaning 22
Preparation 07 Repairs 22
Accelerator 07 Maintenance checks 23
Harness 07 Modifications 24
Wing 08 Ozone Quality 25
Basic Flight Techniques 09 Summary 25
Launching 09 Technical Specifications 26
Speed to fly 09 Drawing/Riser lengths 27
Turning 10 Line diagram 28
Active flying 10 Materials 29
Landing 11
Advanced Flying Techniques 12
Big ears 12
B line stall 12
Spiral dives 13
C riser control 13

EN v1.1 July 2019

THANK YOU

T EN
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 which is a great asset
in the development of the Ozone range.

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

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

02
TEAM OZONE
Everyone at Ozone continues to be driven by our passion for flying, our love of adventure and our quest to
see Ozone’s paraglider development create better, safer and more versatile paragliders.
EN
The design team consists of David Dagault, Luc Armant, Fred Pieri, Russell Ogden, Honorin Hamard and
Sam Jobard. Dav started flying when he was 12 years old and has accumulated a wealth of experience
in competition flying, XC and paraglider design. Luc, a dedicated XC and competition addict has
a background in naval architecture. Fred, our resident geek is a mathematician, mechanical engineer
and vol Biv specialist. Russ is a competition pilot and test pilot with 1000s of hours testing experience.
World and European champion Honorin is a naturally talented pilot who has been flying since he was 13
years old. Sam designs and develops our range of harnesses, he has a great deal of experience both
flying paragliders and designing harnesses. Between them, they bring a wealth of knowledge, ideas and
experience and work closely together in the design, development and testing process.

Mike Cavanagh is the boss and multiple winner of the UK XC league, when not out flying he generally
keeps control of the mayhem. He is helped by Jean Christophe Skiera (JC) who manages our distribution
network and the product range. Promotion and marketing are co-ordinated by BASE jumping legend Matt
Gerdes.

Back in the office Karine Marconi, Chloe Vila and Isabelle Martinez run the show. These wonderful ladies
look after the ordering system, the dealers, the design team and the general day to day running of the
company - without them it would be chaos.

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

03
 YOUR MANTRA M7
The Mantra M7 is a completely new design incorporating the latest Zeno and Enzo 3 technology in a
tight, compact, 3-line package. The profile, planform, and arc are all evolved from the Zeno, and the
aspect ratio is a more moderate 6.5. The M7 offer a level of agility, comfort and safety closer to the Delta
series, with near-Zeno glide performance. Most importantly, it is an incredibly fun wing to fly!

This new design replaces the M6, and bridges the gap in our range between the Delta 3 and Zeno. It is a
significant step up from the M6 in terms of performance, especially in accelerated flight, but with better
collapse recovery characteristics, reduced pilot workload, and more cohesion in turbulent air. It is the
ideal wing for experienced pilots stepping up to the D class who want the performance and pleasure of
a modern 2-liner, but with more comfort, security, and confidence.

The Zeno-inspired profile, with A-line attachments set relatively far back from the leading edge, creates
a strong & collapse-resistant nose. You can push hard through turbulence and gain lift in each gust.
The Internal structure is optimised for weight and cohesion. The wing absorbs turbulence without chord
or spanwise deformation, meaning that the handling can be exploited at all times, even in the strongest,
roughest thermals. The cohesion of the sail, coupled with this solidity, is confidence inspiring. It reduces
the demands on the pilot allowing you to use the full XC potential of the day.

A new riser control system allows full control in accelerated flight. Acting on both the B and C risers,
this innovative system offers direct, efficient angle of attack control without deforming the profile. The
intuitive feel and feedback from the risers allows the pilot to maintain the solidity of the wing while
accelerated in turbulent air.

The M7 is certified EN D and aimed at EN D level pilots, even if the certification grade is mainly due to
the use of collapse lines. The level of comfort and security is closer to the class below. Collapse lines
were used because we were totally unwilling to weaken the structure of the wing just to achieve a lower
EN grade. True Performance in real conditions remains our first priority. Extensive collapse testing has
shown excellent recovery behaviour - better than the M6, with less tendency to cravat.

The M7 is for advanced pilots who are progressing to the highest levels of XC flying. It is ideal for
competent pilots stepping up from a lower grade, or those wishing for easier, more benign behaviour
than a 2-liner without sacrificing performance. It’s recommended for experienced pilots who fly at least
100 hrs per year, with recent SIV training.

04
 Rucksack EN
As standard, your wing is supplied with a specially designed bag that is light and comfortable. It features
a padded hip belt, ergonomic adjustable shoulder straps and extra pockets to store keys, accessories
and all those extra bits. Its large volume allows you to store all of your equipment whilst distributing the
weight for comfortable hiking. We have a large range of bags and you can choose from any of them at
the time of order.

Brake Lines
The brake line lengths have been set carefully during testing. We feel it is better to have slightly long brake IMPORTANT
lines and to fly with a wrap (one turn of the handle around the hand). However, if you do choose to adjust In the unlikely
their length please keep in mind the following: event of a brake line
snapping in flight, or
• Ensure both main brake lines are of equal length. a handle becoming
• If a brake handle has been removed, check that its line is routed through the pulley when it is replaced. detached, the glider
can be flown by
• When the brakes are fully released in flight, the brake lines should be slack. There must be a substantial gently pulling the rear
bow in them to guarantee no deformation of the trailing edge when accelerated. risers (C-risers) for
• There must be a minimum of 5-10cm of free play before the brakes begin to deform the trailing edge. directional control.
This prevents the trailing edge from being deformed when using the speed system.

Risers
The Mantra M7 has been designed with 3 risers per side. The A risers are covered with coloured webbing
for easy identification and split into two - the smaller riser, holding only the outermost A line, is for an easier
application of big ears.

The risers feature attachments for a foot operated accelerator system, they do not feature trimmers or any
other adjustable devices.

The M7 features a new riser control system for full control whilst accelerated. Acting on both the B and
C risers, this new innovative system offers direct, efficient angle of attack control - without deforming the
profile. The intuitive feel and feedback from the risers allows the pilot to increase the solidity of the wing
whilst accelerated in turbulent air.

05
 Total Weight in flight
Each Ozone glider has been designed and certified for a defined 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:
• For the most precise and dynamic handling or if you generally fly in mountains and/or in strong
conditions, you should chose to fly in the top part of the weight range.
• If you want a better sink rate, or if you generally fly in flat lands and/or in weak conditions, you may
choose to fly nearer the middle part of the weight range. Remember, you can always add ballast for
when conditions are stronger.
• It is not recommended to fly at the very bottom of the weight range.

Towing
The Mantra M7 may be tow-launched. It is the pilot’s responsibility to use suitable harness attachments
and release mechanisms and to ensure that they are correctly trained on the equipment and system
employed. All tow pilots should be qualified to tow, use a qualified tow operator with proper, certified
equipment, and make sure all towing regulations are observed. When towing you must be certain that the
paraglider is completely over your head before you start. In each case the maximum tow force needs to
correspond to the body weight of the pilot.

Limitations
The Mantra M7 has been designed as a high performance solo XC/competition wing and is for experienced
pilots only. It is not suitable for beginner or intermediate pilots, aerobatics, training or tandem flights. To
be flown safely, the M7 requires a high level of piloting skills. Pilots are expected to have an in-depth
knowledge of SIV, preferably with recent, direct experience of a high aspect ratio wing. We also expect
the pilot to have the necessary active flying skills and quick reaction times to keep a high aspect ratio wing
open in turbulent air.
The M7 was certified with the use of collapse lines, therefore during SIV collapses must not be performed
without them. Collapse lines are available to order separately and must be mounted correctly, for
information please contact your local Ozone dealer. Ensure that you fully understand the correct and safe
use of this equipment before attempting SIV.

06
PREPARATION
Accelerator System EN
To set up the accelerator system, first route the lines supplied with the speed system through the harness. IMPORTANT
Make sure this is done correctly and that the lines pass through all of the pulleys (check your harness Using the accelerator
manual for instructions). Attach the speed system lines to the accelerator system on the risers with the decreases the angle
Brummel hooks. of attack and makes
the wing more prone
A basic set-up can be performed on the ground: ask a friend to pull the risers tight into their in-flight to collapse, therefore
position whilst you sit in the harness on the ground. Now adjust the lengths of the lines so that the main using the accelerator
bar sits just beneath your seat. You should be able to hook your heel in to the lower loop of the accelerator. near the ground or in
turbulent conditions
There must be enough slack in the speed system to ensure the A risers are not inadvertently pulled during should be avoided.
normal trim speed flight, but not so long that it is impossible to use the full speed range of the glider. Fully
extending the lower loop of the speed bar will accelerate the wing to approximately half its accelerated
speed range. For full speed, hook your heels on to the upper bar and smoothly extend your legs, maximum
speed is when the pulleys on the risers overlap. Once set up, test the full range of the accelerator in
calm flying conditions and ensure that both risers are pulled evenly during operation. Fine-tuning can be
completed when you are back on the ground.

Harness
It is important to set up your harness correctly before flying the wing. Make sure to spend time adjusting
your harness’s different settings until you are completely comfortable. We recommend a chest strap
setting between 44cm and 48cm (measured between the centre of the hang points).

The wing has been certified with a standard seated harness, S size is certified with a chest strap set to
around 42cm, the MS/ML between 44-46cm, and the L between 46-48cm. Do not fly with a chest strap
setting too tight (below 42cm) or too wide (above 48cm) as this will affect the behaviour and feedback of
the wing. Using a pod harness in a laid back supine position does not invalidate the certification but it may
have an influence on the behaviour of the wing. Pod harnesses increase the risk of twists occurring during
a large asymmetric collapse.

07
 Wing
To prepare the wing, lay it out on the top surface and perform a thorough daily check. You should inspect
the top and bottom surfaces for any rips and tears or any other obvious signs of damage. Lay out the lines
one side at a time, hold up the risers and starting with the brake lines, pull all lines clear. Repeat with the
stabilo, D (uppers), C, B and A lines, laying the checked lines on top of the previous set, and making sure
no lines are tangled, knotted or snagged. Mirror the process on the other side and then inspect the lines
for any visual damage. Then inspect the risers for any signs of obvious damage. The general rule is if it
looks OK then it is OK, however if you have any doubts please get advice from an experienced pilot or
your local dealer or instructor.

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

Take-off checklist:
1. Check reserve parachute - pin is in and handle secure
2. Helmet on and fastened
3. All harness buckles closed - check leg-loops again
4. Risers connected to the harness correctly with carabiners and maillons tight
5. Accelerator system connected
6. Holding the A risers and your brake handles correctly
7. Leading edge open
8. Aligned in the middle of the wing and directly into wind
9. Airspace and visibility clear

08
BASIC FLIGHT TECHNIQUES
Launching EN
Your Mantra M7 will launch with either the forward or reverse technique. The wing should be laid out in a
pronounced arc, with the centre of the wing higher than the tips.
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 Mantra M7 will immediately start to inflate. You should
maintain a constant pressure on the risers until the wing is overhead. Do not pull down or push the risers
forward excessively, or the leading edge will deform and possibly collapse making taking-off more difficult
and potentially dangerous.
Move smoothly throughout the entire launch, there is no need to rush or snatch at it. You should have
plenty of time to look up and check your canopy before committing yourself. Once you are happy that the
Mantra M7 is inflated correctly, accelerate smoothly off the launch.
IMPORTANT
Reverse Launch - Light to Strong Winds Never take off with
Lay out your wing as you would for the forward launch. However, this time turn to face it, passing one a glider that is not
entire set of risers over your head as you turn. Now you can inflate the glider with your body weight and fully inflated or if you
the A-risers. Once the wing is overhead, release the risers, brake gently if necessary, turn and launch. are not in control of
In stronger winds, be prepared to take a few steps towards the glider as it inflates. This will take some of the pitch/roll of your
the energy out of the glider and it will be less likely to overfly you. This reverse-launch technique can be wing.
used in surprisingly light winds too.

Speed to Fly
Flying at trim speed (hands-up), the Mantra M7 will achieve its ‘best glide’ speed for still air. You should fly
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 fly faster
than trim speed using the accelerator system. Using up to half bar does not degrade the glide angle or
stability significantly and will improve your flying performance. You will reach the next thermal faster and
higher. At full speed the Mantra M7 is stable, however we recommend that you do not fly at full speed
close to the ground or in turbulent air.

09
 By applying approximately 20cm of brakes the Mantra M7 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 the Mantra M7 your first turns should be gradual and progressive. To make IMPORTANT
efficient and coordinated turns, first check the airspace is clear and then lean in the direction you want to Never initiate a turn at
go. The first input for directional change should be weight-shift, followed by a smooth application of the minimum speed (i.e.
brake until the desired bank angle is achieved. To regulate the speed and radius of the turn, coordinate with full brakes on) as
your weight shift and use the outer brake. you could risk entering
a spin.
Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions, it is essential to use active flying.
These are skills that are best learnt by playing with the glider on the ground. Flying with a small amount
of brake applied (approx. 20cm) will allow you to feel the feedback from the wing. In turbulent conditions
the internal pressure of the wing is constantly changing and by using a small amount of brake will you feel
these changes. The aim of active flying is to maintain a constant pressure through the brakes, If you feel
a reduction or loss of pressure quickly apply the brakes until you feel normal pressure again. Once you
have normal pressure, raise the hands back to the original position. Avoid flying with continuous amounts
of deep brake in rough air as you could inadvertently stall the wing - always consider your airspeed. The
brake inputs can be symmetric or asymmetric; you may have to apply both brakes or just one. These IMPORTANT
subtle adjustments will keep the glider flying smoothly and directly above you and dramatically reduce the Always keep hold of
likelihood of a collapse. If the glider pitches in front of you, use the brakes to slow it down. Equally, if the your brakes. Do not fly
glider drops behind you, release the brakes to allow it to speed up, but be ready to anticipate the following in turbulent conditions
pitch forward. The goal is to maintain the wing directly overhead with a constant level of internal pressure.
No pilot and no glider are immune to collapses however correct active flying will reduce the chances
significantly. When the conditions are turbulent, be more active and anticipate the movements of your
wing, always be aware of your altitude and do not over-react.

We strongly advise you to keep hold of your brakes at all times and to not fly in turbulent conditions.

10
 Landing EN
The Mantra M7 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
flight. 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 (parachute landing fall).
• Allow the glider to fly at hands up (trim) speed for your final descent until you are around 1 metre above
the ground (in windy or turbulent conditions you must fly 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 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.
• If the glider does begin to climb, ease off the brakes (10-20cm) - do not put your hands up all the way -
then flare 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!

11
 ADVANCED FLIGHT TECHNIQUES
Ozone would like to remind you that the following manoeuvres should be learnt under the supervision of
a qualified instructor and always used with caution. Never forget that properly analysing the conditions
before launch will help avoid the need to use these techniques.

Big Ears
Whilst it is possible to make traditional Big Ears with the outer A lines, it is more effective to use the ‘C3’
technique. Folding in the wingtips increases the sink rate without radically changing the airspeed. This is IMPORTANT
useful for staying out of cloud or descending quickly through the lift band of the hill, for example during It is recommended to
the top landing approach. use the CR3 lines to
perform big ears.
To pull Big Ears, keep hold of your brake handles and take the outermost C-line on each side (CR3), then
pull out and down until the wingtips peel backwards. Keep hold of the CR3 lines to maintain the ears,
directional control while using the C3 ears should be with weight shift. To reopen the ears, release both
CR3 lines at the same time, the tips will automatically return to normal. DO NOT perform spiral
dives with C3 ears
Once the C3 ears are engaged you can further increase the sink rate by pushing on the accelerator bar. engaged.
Whilst it is possible to enter a spiral dive whilst holding in C3 ears, the high forces applied to the lower lines
could exceed the breaking strain of the lines leading to equipment failure!

Ozone strongly recommend to NOT perform Spiral Dives with C3 ears engaged.
IMPORTANT
B-Line Stall Do not perform B line
It is not recommended to perform B line stalls with the Mantra M7. stalls

12
 Spiral Dives EN
The spiral dice is the most effective form of rapid descent. If you turn your glider in a series of tightening
360’s it will enter a spiral dive. This will result in rapid height loss. To initiate a spiral, look and lean in to
the direction you want to go, then smoothly and progressively pull down on the inside brake. The Mantra
M7 will first turn almost 360 degrees before it drops into the spiral. Once in the spiral you should re-centre
your weight shift and apply a little outside brake to keep the outer wing tip pressured and inflated.

Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a spiral dive, but at these IMPORTANT
rates the associated high speeds and g-forces can be disorientating. Always pay particular attention Always be prepared
to your altitude. To exit the spiral dive, smoothly weight shift in the opposite direction of the spiral and to pilot the wing out
smoothly release the inside brake whilst applying the outside brake. As the Mantra M7 decelerates allow of a spiral dive. Use
it to continue to turn until enough energy is lost for it to return to level flight without an excessive climb opposite weight shift
and surge. and apply enough
outside brake to
It is possible for the Mantra M7 to remain neutral in a spiral dive under certain circumstances: unsuitable stop the wing from
chest strap setting (too tight), total weight in flight outside of the certified weight range, or being in a very spiralling.
deep spiral at a very high sink rate >14m/s.

You should always be prepared to pilot the wing out of a spiral dive. To do so, use opposite weight shift
and smoothly apply enough outside brake until you feel the wing start to decelerate, the glider will then
start to resume normal flight. Recovering from a spiral with hard or quick opposite inputs will result in an
aggressive climb and surge and is not recommended. Always be prepared to manage the energy, bleed
off the speed if necessary. Never perform spiral dives close to the ground.

Active Riser Control

The Mantra M7 features a new innovative control system that acts on both the B and C risers. Whilst
gliding it is possible to pilot the wing with the risers, this gives an improved feel and control over the
wing enabling you to fly actively without using the brakes. Using brakes whilst accelerated causes drag,
this is not only inefficient but it also reduces the inherent stability of the profile - using the brakes whilst
accelerated weakens the profile and can actually lead to a collapse. Using the risers increases the angle

13
 of attack more evenly across the chord and does not weaken the profile as much as using the brakes. The
direct feel allows you to stop collapses before they happen and maintain higher speeds and higher levels
of efficiency through turbulence.

To fly with the risers, keep hold of your brake handles (remove any wraps) and take hold of the C riser
handles. If you see or feel the leading edge lose pressure, at the same time as releasing some or all of the
accelerator you can also apply pressure to the C’s, this will also impart pressure on the B risers to help
keep the nose open. Be careful to use only small inputs with the C risers, you risk stalling part or all of the
wing if you are over enthusiastic. The amount of pressure and size of the input is dependent on the amount
of turbulence/loss of pressure, but always be gentle at first. Learn the feel of the wing - how much speed
bar to release and the force required on the C’s to keep the nose open without inducing unnecessarily
large pitch movements.
IMPORTANT
The Mantra M7 is inherently stable at full speed, C riser control is very effective up to about ¾ speed, Never apply the brakes
however during the last few cms of speed bar travel C riser control on its own becomes less effective and whilst using the speed
can lead to a collapse. When flying faster than ¾ speed, we recommend to control the pitch of the wing system - it makes the
actively using a combination of the speed bar and C riser input. If you feel the nose of the wing start to wing more prone to
collapse or pitch forward whilst accelerated the first action should be to release the speed bar impulsively collapse.
and then make any necessary C riser input, always release the speed bar first before making any C inputs.
Using the combined active speed bar/C riser control technique you will be able to maximise your speed
and efficiency whilst minimising the likelihood of collapses.

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

14
INCIDENTS IN FLIGHT
Deflations EN
Due to the flexible form of a paraglider, turbulence may cause a portion of the wing suddenly to collapse.
This can be anything from a small 30% (asymmetric) collapse to a complete (symmetric) collapse.

If you have a collapse, the first thing to do is to control your direction. You should fly away from the ground
or obstacles and other pilots. Asymmetric collapses should be controlled by weight shifting away from the
collapse and applying enough brake to control your direction. This action alone will be enough for a full
recovery of the wing most of the time.

Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher. This
means the glider will spin or stall with less brake input than normal. In your efforts to stop the glider turning
towards the collapsed side of the wing you must be very careful not to stall the side of the wing that is still
flying. If you are unable to stop the glider turning without exceeding the stall point then allow the glider to
turn whilst you reinflate the collapse.

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

Symmetrical collapses reinflate without pilot input, however 15 to 20cm of brake applied symmetrically will
speed the process. After a symmetric collapse always consider your airspeed. Make sure the glider is not
in parachutal stall before making any further inputs.

If your Mantra M7 collapses in accelerated flight, immediately release the accelerator and manage the
collapse using the methods described above.

15
 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 use strong deep pumps of the brake on the cravated
side. When doing so it is important to lean away from the cravat otherwise you risk spinning or deepening
the spiral. The aim is to empty the air out of the wing tip, but without spinning. Correctly done, this action WARNING
will clear the cravat quickly and is the most efficient and effective method. You can also try pulling on the Uncoordinated
stabilo line (ARL4 - outside line on the A riser) to free small stubborn wing tip cravats. Whichever method wingovers can lead
you use, be careful with any brake inputs as you may stall the opposite wing. to large asymmetric
collapses and cravats,
If it is a very large cravat and the above options have not worked then a full stall is the next option. Only therefore they should
attempt this if you have enough altitude and you know what you are doing. Remember if the rotation is never be executed
accelerating and you are unable to control it, throw your reserve parachute immediately whilst you still near the ground.
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’.

It is unlikely to happen on any Ozone glider, but should it do so your first reaction should be to fully raise
both hands. This normally allows the glider to return to normal flight but If nothing happens after a few
seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain
normal flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the
brakes again.

Do not fly in rain, doing so significantly increases the likelihood of parachutal stalls occurring. To reduce
the chance of stalling in rain avoid using deep brake movements or Big Ears. Find a safe area to land and
using the speed bar, maintain a good airspeed at all times.

16
 Flying in the Rain EN
Modern wings are susceptible to rain and moisture, flying with a wet wing can result in the loss of normal
flight.

Due to the efficient, wrinkle-free design of the sail, water tends to bead on the leading edge causing flow
separation. Flow separation will make the wing more prone to entering inadvertent parachutal stalls, so
flying in the rain, or with a wet wing (e.g early morning dew) should be avoided at all costs.

If you are accidently caught-out in a rain shower, it is best to land immediately. If your wing becomes wet
in the air it is advised to maintain accelerated flight using the speed bar and/or releasing the trimmers,
even during 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.

17
 CARE AND MAINTENANCE
Caring Tips
Careless ground handling damages many paragliders. Here are some things to avoid in order to prolong
IMPORTANT
the life of your aircraft:
A bad preparation
• DO NOT drag your wing along the ground or any hard surface as this is guaranteed to cause damage to on launch, aerobatic
the sailcloth. Lift it up and carry it clear of the ground. flying, flying a wing of
• DO NOT try to open your wing in strong winds without untangling the lines first - this puts unnecessary too high a level or in
strain on the lines. conditions too strong
• DO NOT walk on the wing or lines. for your ability, are
• DO NOT repeatedly inflate the glider and then allow it to crash back down. Try to keep this movement the main causes of
as smooth as possible by moving towards the glider as it comes down. cravats.
• 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. IMPORTANT
Only a few cms of
• DO NOT expose the wing to unnecessary UV or high levels of heat. Leaving the wing sitting in the sun or input from your
allowing it to get hot (e.g in the back of a car) will significantly increase the chances of premature ageing.
brakes can maintain
• If you fly with a wrap, you should regularly undo the twisting that appears on the main brake lines. By your wing in the stall.
twisting the line become shorter and you can end up with a constant tension on the trailing edge. Always release your
• Change your main brake lines if they are damaged. wraps if you have
• When groundhandling be careful to not saw the brake lines against the risers or main lines. The abrasion taken them!
caused by a sawing motion can damage the main lines and the risers. If you notice any signs of abrasion,
especially to the lines, make sure to replace them. It is important to modify your groundhandling
technique to stop any future damage.
• Your wing has an opening on the wing tips called the ‘Butt hole’. The Butt hole makes it easy to empty IMPORTANT
any sand, leaves, rocks, mobile phones etc that may have accumulated in the wing. Never fly in the rain or
with a wet glider.
It is recommended that you regularly CHECK your wing, especially after a heavy period of use, after an
incident or after a long period of storage.

18
 Packing EN
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. We recommend 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. It is also good practice to use the supplied foam Folding Pillow, this
reduces the angle of the leading edge fold and helps preserve the plastic reinforcements. The folding pillow can be compressed with
the strap and carried in your harness. Also, using the Ozone Saucisse pack will help preserve the life of the wing and aid with the
speed and ease of packing.

Step 1. Lay the mushroomed

wing on the ground or on the
Saucisse pack if you are using
one. It is best to start from the
mushroomed position as this
reduces the dragging of the
leading edge across the ground. Step 2. Group leading edge (LE)
plastic reinforcements with the A
tabs roughly aligned. Make sure
the plastic reinforcements lay
side by side. Note the glider is
NOT folded in half; it is folded as
a complete concertina from wing
tip to wing tip.

Step 3. Group together

the middle and the
trailing edge (TE) of
the wing by sorting the
concertina folds near the
B and C tabs.

19
 Step 4. Once the LE and TE of the wing
have been sorted, turn the whole wing on
its side.

If using a Saucisse pack go to Step 7.

Step 5. Strap the Folding Pillow below the LE -

at the point of the first fold. The pillow reduces
the angle of the fold and helps preserve the
plastics. Next fold the TE over the LE being
careful to not fold with tight angles.

Step 6. Now place the folded wing into the stuff sack.

20
Step 7. If using a Saucisse, with the wing laid
on its side carefully close the zip (or clips)
without trapping any material. EN

Step 8. Turn the Saucisse on its side, lay the foam Folding
Pillow in place and make the fold of the LE around it. Use 3
folds.

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.

21
 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
Take care that no insects get packed away with the wing. They may eat the cloth and make holes in a bid store your glider wet.
to escape. They can also leave acidic deposits if they die and decompose.

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

Cleaning
Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not clean the wing,
but if you do have to, use a soft cloth dampened with a small amount of water and use gentle movements IMPORTANT
across the surface. Never use detergent or
chemical cleaners.
If you land in salt water, you must first rinse it thoroughly with clean fresh water. Dry the wing completely,
preferably out of the sun, in the wind. Never use a hair dryer or other sources of direct heat.

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.

22
If you damage a line:
Any line that is visually damaged MUST be replaced. Lines can be ordered from your local Ozone dealer EN
or directly from our website www.flyozone.com. Alternatively, use a reputable paragliding service centre
to make the replacement lines.

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

The dimensions of the lines tend to move during the first part of their life, it is therefore recommended to
have a performance trim check within the first 50hrs of use. To ensure the correct trim, the lines should IMPORTANT
be measured and adjusted to the published values as necessary. Loops in the C lines, along with loops Take care of your
attaching the B risers are in place to make the trimming process easier. glider and make sure
you have it checked
During the life of the wing the sail cloth and the lines do not age in the same way or at the same rate, it and serviced according
is possible that you may have to change part or all of the lines during the wing’s life. For this reason it is to the schedule.
important to do regular inspections so that you know the exact condition of all of the components of your
glider. We recommend that inspections are carried out by a qualified professional.

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

23
 Porosity is measured with a porosity meter, the time taken by a certain volume of air to go through a
certain surface of the cloth. The time in seconds is the result. A measurement is done in a several places
on the top surface along the span of the glider behind the leading edge.

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

Strength of the lines - An upper, middle and lower A line, along with a lower B and a lower C (and lower
D if applicable) line should be tested for strength. Each line is tested to breaking point and the value
recorded. The minimum value is 14G for all main riser lines calculated from the maximum certified flying
weight of the glider. The added minimum strength for the middle lines and upper lines should be the same
value. If the breaking strength is close to the minimum value calculated, the professional should give a
period after which the strength test should be performed again.

Lengths of the lines - The overall length (riser lines + mid lines + upper lines) has to be checked under
5Kgs of tension. The difference between the measured length and the original length should not exceed
+/- 10mm.
Compliance of the test sample’s suspension lines, brake lines and risers were checked by the testing
laboratory after the test flights were completed.

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

Canopy check - A full visual check should be carried out: All the components of the wing (stitching, ribs,
diagonals, lines, tabs, ...) should be checked for signs of deterioration.
Finally, a flight test to confirm that the wing behaves normally should be carried out by a professional.

Modifications
Your Ozone Mantra M7 was designed and trimmed to give the optimum balance of performance, handling
and safety. Any modification means the glider loses its certification and will also probably be more difficult
to fly. For these reasons, we strongly recommend that you do not modify your glider in any way.

24
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
EN
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.

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

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 Mantra M7.

Team Ozone

25
 TECHNICAL SPECIFICATIONS

XS S MS ML L XL
No. of Cells 78 78 78 78 78 78
Projected Area (m2) 16.2 17.6 19 20.4 21.6 23.3
Flat Area (m2) 19.3 20.9 22.6 24.2 25.7 27.6
Projected Span (m) 8.8 9.1 9.5 9.8 10.1 10.5
Flat Span (m) 11.2 11.6 12.1 12.5 12.9 13.3
Projected Aspect Ratio 4.7 4.7 4.7 4.7 4.7 4.7
Flat Aspect Ratio 6.5 6.5 6.5 6.5 6.5 6.5
Root Chord (m) 2.17 2.27 2.35 2.44 2.51 2.6
Glider Weight (kg) 4.59 4.86 5.2 5.45 5.62 5.99
Approximate Control Travel (cm) 50 50 55 60 65 76
Certified Weight Range (kg) 60 - 75 70-85 80-95 90-105 100-115 110 - 130
Certification EN/LTF D D D D D D

26
TECHNICAL DRAWINGS
EN
Trailing Lower Surface
Edge
Leading Upper Surface
Edge

Upper
Cell
Lines
Openings
Brake
Butt Hole Lines Non Accelerated
A 550mm
Middle
Lines B 550mm

Riser C 550mm
Lines Stabilo Line Accelerated Pulleys axis - axis

A 395mm
Risers
B 473mm
C 550mm

27
 Mantra M7 Rigging Diagram
LINE DIAGRAM Individual and linked line lengths can be found online.

A2 Riser A Riser
B Riser

AR3 AR2 AR1

AR4 BR1 BR2 BR3

AM2 AM1
AM4 AM3

AM5 BM1 BM2

BM3 BM4

A1 BM5
A5 A4 A3 A2
A6
A7
A8

A9
AM6 B1 B2 B3 B4 B5
A10 B6 B7
AM7 A13 A11 B8 B9
A12 B10
A14 B11
B12
B14 C14 C13 C12
B13 C11 C10 C9 C8 C7 C6 C5 C4 C3 C2 C1
K12
CMU2 K11
CMU1 K10
CMU3 K8 K9
K6 K7
K4 K5
K1 K2 K3
CM5
CM4 CM3 CM2 KMU6
CM1
KMU5
KMU4
KMU2 KMU3
KMU1

KML2 KML3
KML1
CR3 CR2 CR1

KRU1
CRL3
C Riser Brake handle KRL1

28
MATERIALS
All Ozone gliders are made from the highest quality materials available.
EN
Cloth
Upper Surface
Dominico 30D MF
Lower Surface
Porcher 7000 E71
Internal Ribs
Dominico 30D FM / Porcher 7000 E91
Leading Edge Reinforcement
2.5/1.8/1.4mm Plastic

Main Line Set Brake Lines

Riser Lines Main brake Lines
Edelrid 8000U - 90/130/190/230 Liros - 10-200-040/8000U -190
Middle Lines Middle brake lines
Edelrid 8000U - 50/70/90/130 Edelrid 9200U - 30
Edelrid 9200U - 30 Upper brake lines
Upper Lines Edelrid 9200U - 30
Edelrid 8000U - 70/90
Edelrid 9200U - 30

Risers and hardware

Shackles
Maillon Rapides
Riser webbing
12mm zero stretch polyester webbing
Pulleys
Ronstan ball bearing

29
1258 Route de Grasse
Le Bar sur Loup
06620
France