Pilots Manual - EN

CONTENTS
Thank You 01

Warning 02

Your Rush 6 03

Preparation 06

Basic Flight Techniques 08

Rapid descent Techniques 12

Incidents 14

Care and Maintenance 17

Ozone Quality 24

Technical Specifications 25

Drawings/Riser Lengths 26

Rigging Diagram 27

Materials 28

EN v1.0 April 2021

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

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 latest 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 preflight inspection of all of your equipment. Never
attempt flying with unsuitable or damaged equipment.
• Always wear a helmet, gloves and boots.
• All pilots should have the appropriate level of license for their respective country and third party
insurance.
• Make sure that you are physically and mentally healthy before flying.
• Choose the correct wing, harness and conditions for your level of experience.
• Pay special attention to the terrain you will be flying and the weather conditions before you launch. If you
are unsure do not fly, and always add a large safety margin to all your decisions.
• NEVER fly your glider in rain, snow, strong wind, 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
YOUR RUSH 6
Hundreds of hours test flying in real air and turbulent conditions have gone into the development of the Rush 6, ensuring the wing
satisfies our own demanding requirements along with the True Performance design goal – real, usable performance in turbulent air
throughout the speed range.

Solidity in accelerated flight has been improved thanks to the new profile and optimised internal structure and the ACR risers. The
Rush 6’s structure is the strongest we have yet made, even in aggressive turbulence the profile remains undisturbed, retaining
its shape and efficiency and does not suffer from the loss of performance associated with chord wise deformations. The pilot is
connected intuitively to the wing thanks to the Active Control Risers, inherited directly from the Delta 4. These innovative risers give
the pilot full control over the angle of attack of the wing throughout the speed range without deforming the camber of the profile.
The ACR risers act on both the B and C lines and offer 2- line-esque levels of control with the comfort of a 3 line package. This
transforms the level of control in accelerated flight as the wing is always in your hands.

The Rush 6 is the baby brother of the Delta 4 and shares many of its design features. Aspect Ratio has been maintained at a
moderate level to ensure ease of use, fun and higher levels of passive safety. Gains in performance have been made elsewhere with
further optimisations of the line layout with a 3 line structure supporting the middle of the wing and a 2 line structure at the wing
tips reducing overall line drag. The new 3D shaping splits the leading edge into three distinct sections to give a clean, wrinkle free
surface which smooths the airflow in this aerodynamically critical area. Modifications to the shaping of the panels and construction
of the trailing edge mini ribs have also contributed to further reductions in parasitic drag. The Rush 6 features a new optimised
Shark Nose profile, not only does this add stability, comfort and performance, it also gives a forgiveness to the brake range – the
wing is extremely resistant to accidental spin or stall. The leading edge features G strings which help maintain the shape of the cell
openings during accelerated flight, reducing flutter and the associated drag it creates.

The changes compared to the Rush 5 are felt as soon as you inflate the wing. The inflation has been improved with a lighter more
responsive feel, the wing comes off the ground without resistance in nil wind conditions whilst not overshooting when it is strong. In
the air the Rush 6 retains the class leading performance along with a slightly higher top speed with a more sporty dynamic feel. The
R&D team concentrated on the handling and spent a lot of time optimising the way the wing feels and turns. The brakes are linear
- precise in the first part of their range and effective in the second - making it easy to adjust the angle of bank and place the wing
exactly where you want it, in the middle of the core. The climbing efficiency is aided by the strong chord structure and excellent
sail cohesion, even in turbulent thermals the wing retains excellent levels of roll and yaw response for an agile, pleasurable feel.

Combining sporty, dynamic handling, great top speed and high levels of passive safety in a comfortable and accessible package
makes the Rush 6 suitable for a wide range of pilots. Certified EN B, it is ideal for experienced intermediate recreational pilots and
experienced XC hounds who fly at least 50hrs per year.

03
Rucksack
A choice of optional rucksacks are available for your wing. We have a large range suited for many
applications - from large competition bags to accommodate modern competition harnesses to small
lightweight compact designs suited for lightweight harnesses and hike and fly. You can choose from any
of them at the time of order or choose to not take one and re-use your old bag.

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

Risers
The Rush 6 has been designed with 3 risers per side. The A risers are covered with coloured webbing for
easy identification - 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 Rush 6 features new Active Control Risers (ACR) 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.

04
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 when
conditions are stronger.
• It is not recommended to fly at the very bottom of the weight range.

Towing
The Rush 6 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 Rush 6 has been designed as a solo sports performance XC wing and is not intended for beginner
pilots, tandem flights or aerobatic manoeuvres. The Rush 6 shows no unusual flying characteristics, turns
are smooth and coordinated and it remains solid and well pressured throughout the accelerated speed
range. It has a very high resistance to both collapses and stalls. However, it is a sport intermediate XC
wing and is therefore only suitable for experienced pilots who fly approximately 50hrs per year and who
have SIV experience.
The Rush 6 was certified without the use of collapse lines.

05
PREPARATION
Accelerator System
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 42cm and 48cm (measured between the centre of the hang points).

The wing has been certified with a standard seated harness, XS/S sizes are certified with a chest strap
set to 42cm, the MS/ML between 44-46cm, and the L/XL 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.

06
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

07
BASIC FLIGHT TECHNIQUES
Launching
Your Rush 6 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 Rush 6 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
Rush 6 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
the pitch/roll of your
In stronger winds, be prepared to take a few steps towards the glider as it inflates. This will take some of
wing.
the energy out of the glider and it will be less likely to overfly you. This reverse-launch technique can be
used in surprisingly light winds too.

Speed to Fly
Flying at trim speed (hands-up), the Rush 6 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 Rush 6 is stable, however we recommend to always pilot the wing with the ACR
risers when accelerated and to not fly at full speed close to the ground or in turbulent air.

08
By applying approximately 20cm of brakes the Rush 6 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 Rush 6 your first turns should be gradual and progressive. To make efficient IMPORTANT
and coordinated turns, first check the airspace is clear and then lean in the direction you want to go. The Never initiate a turn at
first input for directional change should be weight-shift, followed by a smooth application of the brake until minimum speed (i.e.
the desired bank angle is achieved. To regulate the speed and radius of the turn, coordinate your weight with full brakes on) as
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.

09
Active Control Risers
The Rush 6 features Active Control Risers, a new innovative control system that acts on both the B and
C risers for an improved feel and intuitive angle of attack control over the wing. This enables you to fly
actively without using the brakes. Using brakes whilst accelerated causes drag, not only is this inefficient
but it also reduces the inherent stability of the profile whilst using the ACR risers increases the angle
of attack more evenly across the chord and does not weaken the profile. The direct feel allows you to IMPORTANT
stop collapses before they happen and maintain higher speeds and higher levels of efficiency through Always take control of
turbulence. your ACR risers during
accelerated flight.
To fly with the risers, keep hold of your brake handles (remove any wraps) and take hold of the ACR
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 help keep the nose open. 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 or you
risk stalling part or all of the wing if you are over enthusiastic. Learn the feel of the wing - how much speed
bar to release and the force required on the risers to keep the nose open without inducing unnecessarily
large pitch movements.

ACR control is very effective throughout the speed range, in strong turbulence we recommend to control
the pitch of the wing actively using a combination of the speed bar and ACR input. If you feel the nose
of the wing start to collapse or pitch forward whilst accelerated the first action should be to release the
speed bar impulsively and then make any necessary riser input. Using the combined active speed bar/
ACR control technique you will be able to maximise your speed and efficiency whilst minimising the
likelihood of collapses.

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 risers and fly the glider actively with the brakes.

10
Landing
The Rush 6 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
RAPID DESCENT TECHNIQUES
Ozone would like to remind you that the following manoeuvres should be learnt under the supervision of
a qualified instructor and always used with caution. Never forget that properly analysing the conditions
before launch will help avoid the need to use these techniques.

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

To pull big ears, keep hold of your brake handles and take the outermost A-line on each side, then pull out
and down (preferably one at a time) until the wing tips fold under. The outer A line is attached to the A2
riser, making identification and use of the big ear system easier. The size of the big ears can be adjusted
by pulling more line, or reaching higher up the line. For directional control while using the Big Ears, you
should use weight shift. To reopen the ears, release both A lines at the same time. To help reinflation,
brake gently one side at a time until tips regain pressure. Avoid deep symmetric applications of the brake
as this could accidently induce parachutal or full stalls.

Once the big ears are engaged you can further increase the sink rate by pushing on the accelerator,
however NEVER try to pull the Big Ears in if the accelerator is already applied. The lower angle of attack
and the act of deflating the tips can lead to a major deflation. Always make the Big Ears first and then
apply the speed bar.

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

B-Line Stall DO NOT perform spiral

B-stall is for fast descents in emergency situations only. It is more efficient to lose altitude with a spiral dives with the big ears
dive rather than a B-stall. engaged.

To initiate the B-stall, keep the brakes in your hand and take hold of the maillons on the B risers. Look
at the wing and smoothly pull both B risers down symmetrically. As soon as the wing breaks the airflow
you will feel and see the wing deform in the chord and move rearwards. Once the glider has stabilised
overhead keep the B risers in the same position for a stable B stall, do not pull any further. If you pull too

12
much the glider may deform across the span and the wing tips may move forward. In turbulent air pulling
too much could result in a horseshoe or unstable B stall with the wing moving around above the head. If
this occurs, slowly release the B lines until the wing stabilises or simply exit the B line stall by immediately
releasing the B risers. Do not attempt to maintain a B line stall that is not stable.

To exit, release the B-risers symmetrically in one smooth, progressive motion. The glider will resume
normal forward flight without further input. Always double check you have forward flight before using the
brakes.

Spiral Dives
The spiral dive 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 Rush 6 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 rates
the associated high speeds and g-forces can be disorientating. Always pay particular attention to your
altitude. To exit the spiral dive, smoothly weight shift in the opposite direction of the spiral and smoothly
release the inside brake whilst applying the outside brake. As the Rush 6 decelerates allow it to continue IMPORTANT
to turn until enough energy is lost for it to return to level flight without an excessive climb and surge. Always be prepared
to pilot the wing out
It is possible for the Rush 6 to remain neutral in a spiral dive under certain circumstances: unsuitable chest of a spiral dive. Use
strap setting (too tight), total weight in flight outside of the certified weight range, or being in a very deep opposite weight shift
spiral at a very high sink rate >14m/s. and apply enough
outside brake to
You should always be prepared to pilot the wing out of a spiral dive. To do so, use opposite weight shift stop the wing from
and smoothly apply enough outside brake until you feel the wing start to decelerate, the glider will then spiralling.
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.

13
INCIDENTS IN FLIGHT
Deflations
Due to the flexible form of a paraglider, turbulence may cause a portion of the wing suddenly to collapse.
This can be anything from a small 30% (asymmetric) collapse to a complete (symmetric) collapse.

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 IMPORTANT
turn whilst you reinflate the collapse. Never apply the brakes
whilst using the speed
If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump system - it makes the
on the deflated side. This pumping action should take about 1-2 seconds per pump. Pumping too short wing more prone to
and fast will not reinflate the wing and pumping too slow might take the glider close to, or beyond, the collapse.
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 Rush 6 collapses in accelerated flight, immediately release the accelerator and manage the collapse
using the methods described above.

14
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 IMPORTANT
spiral, which is difficult to control. The first solution to get out of this situation is to stabilise the glider into A bad preparation
normal flight, i.e get control of your direction and then use strong deep pumps of the brake on the cravated on launch, aerobatic
side. When doing so it is important to lean away from the cravat otherwise you risk spinning or deepening flying, flying a wing of
the spiral. The aim is to empty the air out of the wing tip, but without spinning. Correctly done, this action too high a level or in
will clear the cravat quickly and is the most efficient and effective method. You can also try pulling on the conditions too strong
stabilo line to free small stubborn wing tip cravats. Whichever method you use, be careful with any brake for your ability, are
inputs as you may stall the opposite wing. the main causes of
cravats.
If it is a very large cravat and the above options have not worked then a full stall is the next option. Only
attempt this if you have enough altitude and you know what you are doing. Remember if the rotation is WARNING
accelerating and you are unable to control it, throw your reserve parachute immediately whilst you still Uncoordinated
have enough altitude. wingovers can lead
to large asymmetric
Deep Stall / Parachutal Stall collapses and cravats,
It is possible for gliders to enter a state of parachutal stall. This can be caused by several situations therefore they should
including; a very slow release from a B-line stall; flying the glider when wet; or after a front/symmetric never be executed
deflation. The glider often looks as though it has recovered properly but carries on descending vertically near the ground.
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 IMPORTANT
seconds, reach up and push the A-risers forwards or apply the speed bar to encourage the wing to regain Only a few cms of
normal flight. Ensure the glider has returned to normal flight (check your airspeed) before you use the input from your
brakes again. brakes can maintain
your wing in the stall.
Do not fly in rain, doing so significantly increases the likelihood of parachutal stalls occurring. To reduce Always release your
the chance of stalling in rain avoid using deep brake movements or Big Ears. Find a safe area to land and wraps if you have
using the speed bar, maintain a good airspeed at all times. taken them!

15
Flying in the Rain
Modern wings are susceptible to rain and moisture, flying with a wet wing can result in the loss of normal
flight.

Due to the efficient, wrinkle-free design of the sail, water tends to bead on the leading edge causing flow IMPORTANT
separation. Flow separation will make the wing more prone to entering inadvertent parachutal stalls, so Never fly in the rain or
flying in the rain, or with a wet wing (e.g early morning dew) should be avoided at all costs. with a wet glider.

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.

16
 CARE AND MAINTENANCE
Packing
To prolong the life of your wing and to keep the plastic reinforcements in the best possible condition it is very important to pack the
wing carefully. 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 inflatable folding pillow,
although not absolutely necessary it does reduce the angle of the leading edge fold and helps preserve the plastic reinforcements.
The folding pillow can be deflated 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.

17
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. Place 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.

18
Step 7. If using a Saucisse, with the wing laid
on its side carefully close the zip (or clips)
without trapping any material.

Step 8. Turn the Saucisse on its side, lay the 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.

19
Caring Tips
Careless ground handling damages many paragliders. Here are some things to avoid in order to prolong
the life of your aircraft:
• DO NOT drag your wing along the ground or any hard surface as this is guaranteed to cause damage to
the sailcloth. Lift it up and carry it clear of the ground.
• DO NOT try to open your wing in strong winds without untangling the lines first - this puts unnecessary
strain on the lines.
• DO NOT walk on the wing or lines.
• DO NOT repeatedly inflate the glider and then allow it to crash back down. Try to keep this movement
as smooth as possible by moving towards the glider as it comes down.
• DO NOT slam your glider down on the ground leading edge first! This impact puts great strain on the
wing and stitching and can even explode cells.
• FLYING in salty air, in areas with abrasive surfaces (sand, rocks etc.) and ground handling in strong
winds will accelerate the aging process.
• DO NOT fly in the rain or expose the wing to moisture.
• DO NOT expose the wing to unnecessary UV or high levels of heat. Leaving the wing sitting in the sun or
allowing it to get hot (e.g in the back of a car) will significantly increase the chances of premature ageing.
• If you fly with a wrap, you should regularly undo the twisting that appears on the main brake lines. By
twisting the line become shorter and you can end up with a constant tension on the trailing edge.
• Change your main brake lines if they are damaged.
• When ground handling be careful to not saw the brake lines against the risers or main lines. The
abrasion caused by a sawing motion can damage the main lines and the risers. If you notice any signs
of abrasion, especially to the lines, make sure to replace them. It is important to modify your ground
handling 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
any sand, leaves, rocks, mobile phones etc that may have accumulated in the wing.
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.

20
Storage and Transport
Your wing should be dry before being packed away. Always store all your flying equipment in a cool, dry
room, protected from direct heat. Moisture, heat and humidity are the worst elements for damaging your
glider. Storing a damp glider in your car in the sun will lead to premature ageing of the cloth and should IMPORTANT
be avoided at all costs. Never pack away or
store your glider wet.
Take care that no insects get packed away with the wing. They may eat the cloth and make holes in a bid
to escape. They can also leave acidic deposits if they die and decompose.
Transport the wing in the supplied bags and keep away from oils, paints, chemicals, detergents etc.

Cleaning
Any kind of wiping/scratching can damage the coating of the cloth. We recommend to not clean the wing, IMPORTANT
but if you do have to, use a soft cloth dampened with a small amount of water and use gentle movements Never use detergent or
across the surface. 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.
If you damage a line:
Any line that is visually damaged MUST be replaced. Lines can be ordered from your local Ozone dealer,
alternatively use a reputable paragliding service centre to make the replacement lines.

21
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
be measured and adjusted to the published values as necessary. Loops in the C lines, along with loops
attaching the B risers are in place to make the trimming process easier.
IMPORTANT
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 It is recommended
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 have the lines
important to do regular inspections so that you know the exact condition of all of the components of your professionally
glider. We recommend that inspections are carried out by a qualified professional. measured after the
initial 50hrs of flight
You alone are responsible for your flying kit and your safety depends on it. Take care of your equipment
and have it regularly inspected. Changes in inflation/ground handling/flying behaviour indicates the gliders
aging, if you notice any changes you should have the wing checked before flying again. These are the
basic elements of the check up: IMPORTANT
Take care of your
Porosity is measured with a porosity meter, the time taken by a certain volume of air to go through a glider and make sure
certain surface of the cloth. The time in seconds is the result. A measurement is done in a several places you have it checked
on the top surface along the span of the glider behind the leading edge. and serviced according
to the schedule.

22
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 Rush 6 was designed and trimmed to give the optimum balance of performance, handling and IMPORTANT
safety. Any modification means the glider loses its certification and will also probably be more difficult to Do not modify your
fly. For these reasons, we strongly recommend that you do not modify your glider in any way. wing in any way.

23
OZONE QUALITY GUARANTEE
At Ozone we take the quality of our products very seriously, all our gliders are made to the highest
standards in our own manufacturing facility. Every glider manufactured goes through a stringent series
of quality control procedures and all the components used to build your glider are traceable. We always
welcome customer feedback and are committed to customer service. Ozone guarantees all of its products
against manufacturer’s defects or faults. Ozone will repair or replace any defective product free of charge.
Ozone and its distributors provide the highest quality service and repair, any damage to products due to
wear and tear will be repaired at a reasonable charge. If you are unable to contact your dealer then you
can contact us directly at [email protected].

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

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 Rush 6.

Team Ozone

24
TECHNICAL SPECIFICATIONS

XS S MS ML L XL
No. of Cells 62 62 62 62 62 62
Projected Area (m2) 17 19.11 20.38 21.52 22.64 24.31
Flat Area (m2) 20.05 22.54 24.04 25.38 26.7 28.67
Projected Span (m) 8.43 8.94 9.23 9.49 9.73 10.09
Flat Span (m) 10.69 11.34 11.71 12.03 12.34 12.79
Projected Aspect Ratio 4.18 4.18 4.18 4.18 4.18 4.18
Flat Aspect Ratio 5.7 5.7 5.7 5.7 5.7 5.7
Root Chord (m) 2.36 2.51 2.59 2.66 2.73 2.83
Glider Weight (kg) 4.32 4.74 4.96 5.19 5.39 5.65
Approximate Control Travel (cm) 59 64 66 67 68 69
Certified Weight Range (kg) 55-72 65-85 75-95 85-105 95-115 110-130
Certification EN/LTF B B B B B B

25
TECHNICAL DRAWINGS
B C
Trailing Lower Surface A2 Riser
A Riser
Edge Riser
Riser
Leading Upper Surface
Edge

Pulley

Brake
Handle
ACR Non Accelerated
Handle
A 530mm
Upper
Cell Accelerator A2 530mm
Lines
Openings Pulleys
Brake B 530mm
Butt Hole Lines C 530mm

Accelerated Pulleys axis - axis

Middle
Lines A 350mm
Brummel Hook
Riser for Speed System A2 440mm
Lines Stabilo Line
B 408mm
C 530mm
Risers
Accelerator Range
350mm
(fully overlapped)

S, MS,
190mm
ML, L, XL
Main Hangpoint
to Harness Carabiner XS 170mm

26
 Rush 6 Rigging Diagram
LINE DIAGRAM Individual and linked line lengths can be found online.
2
A riser A riser

ARL3
B riser

ARU3 AR2 AR1

BR1 BR2

AM3 AM2 AM1

AM4
AM5
AM6 BM1 BM2
AMU1 BM3 BM4
AMU2
A6 A5 A4 A3 A2 A1
A8 A7
A10 A9
A12 A11
A14 A13
B1 B2 B3 B4 B5 B6 B7 B8
A16 A15
A17 B15 B14 B12 B11 B9
B16 B13 B10 C8 C7 C6 C5 C4 C3 C2 C1
B17
CM8 D1 K12
CMU10 CMU9 D8 D7
CM7 D6 D5 D4 D3 D2 K13
CMU8 CMU7 CMU4 CMU3 K10 K11
CMU6 CMU5 CMU2 CMU1 K8 K9
K6 K7
K2 K3 K4 K5
CM6 K1
CM5
CM4 KMU4
CM3 CM2 CM1 KMU5
KMU3
KMU1 KMU2
CRU4
KML3
KML2
KML1
CR3 CR2 CR1

CRL4 KRU1

C riser KRL1
Brake handle

27
MATERIALS
All Ozone gliders are made from the highest quality materials available.

Cloth
Upper Surface
Dominico N30D MF
Lower Surface
Dominico N20D MF
Internal Ribs
Porcher 9017 E29
Leading Edge Reinforcement
Plastic

Main Line Set Brake Lines

Riser Lines
Main brake Lines
Edelrid 8000U Liros - 10-200-040/DSL
Edelrid 6843 Middle brake lines
Liros DSL Edelrid 8000U
Middle Lines Upper brake lines
Edelrid 8000U Edelrid 8000U
Upper Lines
Edelrid 8000U

Risers and hardware

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

28
1258 Route de Grasse
Le Bar sur Loup
06620
France