Pilot Manual - EN

CONTENTS
Thank You 01

Warning 02

Your Geo 7 03

Limitations 05

Preparation 07

Basic Flight Techniques 09

Rapid descent Techniques 12

Incidents 14

Care and Maintenance 16

Ozone Quality 23

Technical Specifications 24

Drawings/Riser Lengths 25

Rigging Diagram 26

Materials 27

EN v1.1 December 2023

THANK YOU
Thank you for choosing Ozone.

As a team of free flying enthusiasts, competitors and adventurers, Ozone’s mission is to

build paragliding equipment of the highest quality. We are constantly working together to
develop cutting edge designs with class leading performance and maximum security. Wings
are rigorously tested and developed by our team of experienced, discerning, world-class pilots
to ensure they meet your expectations and demands. The products we offer you are the ones
we fly ourselves, every day.

To ensure the highest levels of quality, we manufacture our products in our own production
facility. This unique made-to-order system means that every glider is effectively tailor-made
for you. Panels are individually laser cut from a single layer to ensure the highest precision and
production consistency from one wing to the next. Your wing undergoes numerous rigorous
quality control checks at each and every stage of the manufacturing process to guarantee it
meets the highest industry standards.

It is essential that you read this manual before flying your wing for the first time. It includes
important information regarding the use and care of your paraglider. For the latest updates,
including all technical datas, please refer to the latest online version.

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 suitable footwear.
• 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.

02
YOUR GEO 7
The Geo series represents the ultimate intermediate wing in terms of safety and True Performance. Based on the
successful Buzz Z7, the Geo 7 shares the same planform, aspect ratio and cell count whilst incorporating further
optimisations to improve the performance and feel.

Optimisation of the line materials and layout has led to a 20% reduction in overall line drag compared to the Geo
6. Line drag constitutes up to 1/3rd of the total drag generated by the wing. The Shark Nose profile has been
modified with carefully calculated opening positions to aid the internal pressure and launch characteristics. The
leading edge features double 3D shaping and optimised panel shaping to clean the airflow in this aerodynamically
critical area. These features amount to a significant reduction in drag and directly relate to improved sink rates
and glide performance, especially in accelerated flight.

The Geo 7 has been completely revised internally to improve the structural stability and cohesion of the sail. The
spanwise strap and modified cross port venting allows for a more cohesive wing with improved internal airflow.
The Geo 7 holds its chord and spanwise tension better than any previous Geo model making the wing even more
comfortable and confidence inspiring, it absorbs turbulent air whilst deforming less. All of these modifications and
optimisations relate to direct performance gains, especially in turbulent, thermic conditions and in accelerated
flight.

The Geo 7 is easy and comfortable to fly, the handling is intuitive, fun and super agile with a progressive and
precise feel. Highly compact, with perfectly coordinated roll and yaw it climbs very well in thermals. In active air,
the structural improvements create a comfortable yet informative wing with a very cohesive nature in turbulence,
feedback is gentle and predictable; filtering air movements in an understandable way giving you the confidence
to progress.

The standard version comes with 12mm Polyester risers with steel maillons for ease of use. The light version is
fitted with 7mm Dyneema risers and Link Lite connectors for those looking to save weight.

The Geo 7 is suitable for a wide range of pilots from talented beginners to the more experienced. It is an ideal
choice for pilots who fly, or intend to fly approximately 30-50 hours per year, or for experienced pilots who are
searching for an adventure wing with high levels of passive safety.

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 &
fly. You can choose from any of them at the time of order, or decide to not take one and re-
use your old rucksack.
IMPORTANT
Brake Lines In the unlikely
The brake line lengths have been set carefully during testing. We feel it is better to fly with a event of a brake line
wrap (one turn of the handle around the hand), for greater turn authority in the thermals and snapping in flight, or
better overall control. Shortening the brakes from the factory setting will affect the trailing a handle becoming
edge at full speed, so we strongly recommend to not do so. As the wing ages, the brakes will detached, the glider
naturally reduce in length, so it is possible that they will require lengthening at some stage. can be flown by
When adjusting the brake lengths please keep in mind the following: gently pulling the rear
• Ensure both main brake lines are of equal length. risers (C-risers) for
• If a brake handle has been removed, check the main brake line is routed through the pulley directional control.
when replacing the handle. Use a bowline knot.
• When the brakes are fully released in flight, the brake lines should be slack. There must be
a minimum of around 10cm of free play before the brakes begin to deform the trailing edge
and a substantial bow to guarantee no deformation of the trailing edge when accelerated.

Risers
The Geo 7 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 a foot operated accelerator system, they do not feature trimmers.

04
LIMITATIONS
Pilot Ability
The Geo 7 has been designed as a solo beginner / intermediate XC wing for those looking
for maximum levels of security. Due to the forgiving nature of the wing, it is also suitable for
all levels of training. It is not however suitable for tandem flights nor aerobatic manoeuvres.

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 near 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 weaker
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.

SIV
The Geo 7 may be used for SIV training. Ensure you fully understand the correct and safe use
of this equipment before attempting SIV and only do so under expert tuition over water with
all the necessary safety precautions in place.

Towing
The Geo 7 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.

05
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 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. IMPORTANT
Never fly in the rain or
If you are accidently caught-out in a rain shower, it is best to land immediately. If your wing with a wet glider.
becomes wet in the air it is advised to maintain accelerated flight using the speed bar, 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 accelerate the wing with the speed bar to
regain airspeed.

06
PREPARATION
Accelerator System
Attach the speed system lines to the accelerator system on the risers with the Brummel
hooks. Alternatively they can be bypassed with the speed system attached directly to the riser IMPORTANT
accelerator lines using a Larks foot. Using the accelerator
decreases the angle
There must be enough slack in the speed system to ensure the A risers are not inadvertently of attack and makes
pulled during normal trim speed flight, but not so long that it is impossible to use the full the wing more prone
speed range of the glider. to collapse, therefore
using the accelerator
Maximum speed is achieved when the pulleys overlap. Pushing the speed system beyond this near the ground or in
point will not increase the speed. turbulent conditions
should be avoided.
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. Depending
on the size of the wing, we recommend a chest strap setting between 42cm and 48cm
(measured between the centre of the hang points). The XS/S sizes were certified with a chest
strap set to around 42cm, the MS and ML at 44cm, 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.

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 C (including the upper D lines), B and A lines,
laying the checked lines on top of the previous set. Make sure no lines are tangled, knotted
or snagged. Mirror the process on the other side and then inspect the lines for any visual
damage.

Inspect the risers for any signs of obvious damage or wear. Ensure they are not twisted in
any way.

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
Your Geo 7 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 central A risers move forward positively,
your lines should become tight within one or two steps and the Geo 7 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. IMPORTANT
Never take off with
Move smoothly throughout the entire launch, do not rush or snatch at it. Once above your a glider that is not
head look up and check the canopy is fully inflated and there are no knots in the lines before fully inflated or if you
committing yourself to the launch run. are not in control of
the pitch/roll of your
Reverse Launch - Light to Strong Winds
wing.
Lay out your wing as you would for the forward launch. Turn to face it by passing one entire
set of risers over your head as you turn. Inflate the glider using your body weight and the
A-risers. Once the wing is overhead, release the risers, brake gently if necessary, turn and
launch. In stronger winds, be prepared to take a few steps towards the glider as it inflates.
This will take some of the energy out of the wing and it will be less likely to overfly you or
pick you off your feet.

Speed to Fly
The Geo 7 achieves its best glide in still air at trim speed. To maximise glide ratio when gliding IMPORTANT
downwind or when the air is not excessively sinking fly at trim speed or slightly slower by Never apply the brakes
applying gentle pressure on the brakes. To penetrate better in headwinds and improve the whilst using the speed
glide ratio in sinking air, crosswinds or headwinds you should fly faster than trim speed using system - it makes the
the accelerator. Using up to half bar does not degrade the glide angle or stability significantly wing more prone to
and will improve your efficiency. collapse.

09
Do not fly full speed close to the ground or in turbulent conditions.
By applying approximately 20cm of brakes the Geo 7 will achieve its Minimum-Sink rate; this
is the speed to use for thermalling and ridge soaring.

Turning
To familiarize yourself with the Geo 7 your first turns should be gradual and progressive. To IMPORTANT
make efficient and coordinated turns, first check the airspace is clear and then lean in the Never initiate a turn at
direction you want to go. The first input for directional change should be weight-shift, followed minimum speed (i.e.
by a smooth application of the brake until the desired bank angle is achieved. To regulate the with full brakes on) as
speed and radius of the turn, coordinate your weight shift and use both the outer and inner you could risk entering
brake. a spin.

Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions, it is essential to
fly the wing actively. The aim of active flying is to maintain a constant pressure and pitch
control of the wing. 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 IMPORTANT
inadvertently stall the wing - always consider your airspeed. These subtle adjustments will Always keep hold of
help keep the glider flying smoothly directly above you and dramatically reduce the likelihood your brakes. Do not fly
of a collapse. If the glider pitches in front of you, use the brakes to slow it down. Equally, if the in turbulent conditions
glider drops behind you, release the brakes to allow it to speed up, but be ready to anticipate
the following pitch forward. The goal is to maintain the wing directly overhead with a constant
level of internal pressure.
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
The Geo 7 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
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 Baby A 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 a parachutal or full stall.
You may use Big Ears for the final landing approach but they should be released before
making the final flare. Ozone advise to not use this technique in turbulent or windy conditions
due to the reduced ability to fly actively and the risk of an inadvertent stall whilst descending
through the wind gradient.
Once the big ears are engaged you can further increase the sink rate by pushing on the DO NOT perform spiral
accelerator bar, however NEVER try to pull the Big Ears in if the accelerator is already pushed. dives with the big ears
The lower angle of attack and the act of deflating the tips can lead to a major deflation. engaged.
Always make the Big Ears first and then apply the speed bar. Whilst it is possible to enter a
spiral dive whilst holding in Big Ears, the high forces applied to the lower lines could exceed
the breaking strain of the lines leading to equipment failure!

B-Line Stall IMPORTANT

B-stall is for fast descents in emergency situations only, sink rates of around 6 m/s can be Never apply the brakes
achieved. It is however faster and safer to lose altitude with a spiral dive than a B-stall. whilst using the speed
system - it makes the
To initiate the B-stall, keep the brakes in your hand and take hold of both the B risers near wing more prone to
the maillons. Pull down firmly - there is a lot of pressure so it requires a reasonably amount collapse.
of force. As you pull the B-lines the airflow over the wing is broken and the glider loses its
forward speed but remains open with a reduced cord. Once the wing is in B stall, maintain

12
your position. Make sure to pull symmetrically otherwise the wing can rotate during the B
stall, if this occurs pull the opposite side to stop the rotation or release the B risers to resume
normal flight. If you pull too much B-line the glider may horseshoe and move around a lot. 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 the B-stall the B-risers should be released symmetrically and in one smooth, progressive
motion. The glider will resume normal forward flight without further input. Check you have
forward flight again before using the brakes.

Spiral Dives
The spiral dive is the most effective form of rapid descent. To initiate a spiral, look and lean
in to the direction you want to turn, then smoothly and progressively pull down on the inside
brake. The Geo 7 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 10m/s are possible,
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. It is possible for the IMPORTANT
Geo 7 to remain neutral in a spiral dive, always be prepared to pilot the wing out of a spiral Always be prepared
dive. To do so, use opposite weight shift and smoothly apply enough outside brake until the to pilot the wing out
wing starts to decelerate, the glider will then start to resume normal flight. Recovering from of a spiral dive. Use
a spiral with hard or quick opposite inputs will result in an aggressive climb and surge and opposite weight shift
is not recommended. Always be prepared to manage the energy, allow it to continue to turn and apply enough
until enough energy is lost for it to return to level flight without an excessive climb and surge. outside brake to
stop the wing from
Never perform spiral dives close to the ground.
spiralling.
Remember the spiral dive should be used in emergency situations only, excessive use of the
spiral may result in an asymmetry in the lines and will put unnecessary strain on the canopy
reducing the performance.

13
INCIDENTS IN FLIGHT
Deflations
No pilot or wing is immune to deflations, however flying in suitable conditions with correct
active flying will reduce the chances significantly.
Asymmetric collapses should be controlled by first weight shifting away from the collapse, fly
away from the ground, obstacles and other pilots. Apply enough opposite brake to control
your direction, this action alone will be enough to start the recovery process. In your efforts
to stop the glider turning towards the collapse be very careful not to stall the flying side. If
you are unable to stop the glider turning without exceeding the stall point, allow the glider to
turn during the reinflation process.
If the deflation does not spontaneously reinflate make a deep, smooth, progressive input on
the deflated side. 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.
Symmetric front collapses normally reinflate without pilot input, however 15 to 20cm of brake
applied symmetrically, and immediately 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 Geo 7 collapses in accelerated flight, immediately release the accelerator and manage
the collapse using the methods described above.

Cravats
Cravats are when the wing tips become trapped within the lines and can result in the wing
entering a spiral dive if not addressed correctly. The first action should be to stabilise the
glider, i.e get control of your direction using opposite weight shift and brake input. Large
cravats may require the wing to continue turning to avoid stalling the flying side. Once you
have control of the spiral use strong deep pumps of the brake on the cravated side to try to
free the tips. 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, without

14
spinning. Correctly done, this action will clear the cravat quickly, it is the most efficient and
effective method. You can also try collapsing the wing tip by pulling on the AR3 line, this can
help free small stubborn wing tip cravats. Whichever method you use, be careful with any
brake inputs to not stall the opposite side.
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.

Remember if the rotation is accelerating and you are unable to control it, throw your reserve
parachute immediately whilst you still have enough altitude.

Deep Stall / Parachutal Stall

It is possible for gliders to enter a parachutal stall, this normally occurs when flying with too IMPORTANT
much brake, after a front collapse or when flying with a wet wing. If the wing is out of trim Never fly in the rain or
this can also be a contributing factor. with a wet glider.

If the wing enters a parachutal stall, your first reaction should be to fully raise both hands. IMPORTANT
This allows the glider to return to normal flight but If nothing happens after a few seconds, Only a few cms of
reach up and push the A-risers forwards or better, apply the speed bar to encourage the wing input from your
to regain normal flight. Ensure the glider has returned to normal flight (check your airspeed) brakes can maintain
before you use the brakes again. your wing in the stall.
Always release your
Do not fly in rain, doing so significantly increases the likelihood of parachutal stalls occurring.
wraps if you have
To reduce the chance of stalling in rain avoid using deep brake movements or big ears. Find a
taken them!
safe area to land and using the speed bar, maintain a good airspeed at all times.

15
 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.

Step 1. Lay mushroomed wing

on the ground. It is best to start
from the mushroomed position
as this reduces the dragging
of the leading edge across the
ground.
Step 2. Group LE reinforcements
with the A tabs aligned, make
sure the plastic reinforcements
lay side by side.

Step 3. Lay wing on its side and Strap

LE...Note the glider is NOT folded
in half; it is folded with a complete
concertina from tip to tip. It is really
important to not stress the middle cell or
bend the plastic too tightly.

16
 Step 4. Group together the middle/trailing
edge of the wing by sorting the folds near
the B, C and D tabs.
If using a Concerto pack go to Step 8.

Step 5. Once the LE and rear of the wing have

been sorted, turn the whole wing on its side.

Step 6. Fold the wing with 2 folds whilst being

careful to not crush the LE.

Step 7. Now place the folded wing into the stuff sack.

17
Step 8. If using the Concerto Pack, carefully
zip it up without trapping any material.

Step 9. Turn the Concerto on its side and make the first
fold just after the LE reinforcements. Do not fold the plastic
reinforcements, use 2 folds around the LE.

IMPORTANT: Do NOT lay the wing

flat on the ground before packing the
glider, this will cause abrasion damage
to the top surface as you pull the glider
towards the middle. ALWAYS pack from
a mushroom or lift the wing off the
ground when gathering the wing and
grouping the leading edge.

IMPORTANT: Do not fold the glider in the centre, you

will bend the plastics, instead pack the wing with a full
concertina method from tip to tip before packing into the
stuff sac.

18
Caring Tips
Careless 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
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. The 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.
• 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.

19
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 and high levels of humidity. Moisture, heat and IMPORTANT
humidity are the worst elements for damaging your glider. Storing a damp glider in your car Never pack away or
in the sun will lead to premature ageing of the cloth and should be avoided at all costs. 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 any oils, paints, chemicals and
detergents

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

20
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 should be checked regularly to ensure proper airworthiness. It should be serviced
by a qualified professional for the first time after 24 months, or after 100 hours. If you are
a frequent flyer, more than 100 hrs per year, then we recommend to have the wing serviced
annually. IMPORTANT
It is recommended
The dimensions of the lines tend to move during the first part of their life, it is therefore to have the lines
recommended to have a performance trim check within the first 50hrs of use. To ensure the professionally
correct trim, the lines should be measured and adjusted to the published values as necessary. measured after the
initial 50hrs of flight
It is important to perform regular inspections to know the exact condition of all of the
components of your wing. We recommend that inspections are carried out by a qualified
professional. The sail cloth and the lines do not age in the same way or at the same rate so
you will have to change the line set during the normal use of the wing.

You alone are responsible for your flying equipment 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
Porosity - A porosity meter measures the time taken by a certain volume of air to go through Take care of your
a certain surface of cloth. Measurements are made in several places along the top surface of glider and make sure
the leading edge. you have it checked
and serviced according
to the schedule.

21
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 line should
be tested for strength.

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 etc) 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 Geo 7 was designed and trimmed to give the optimum balance of performance,
IMPORTANT
handling and safety. Any modification means the glider loses its certification and will be more
Do not modify your
difficult to fly. For these reasons, we strongly recommend that you do not modify your glider
wing in any way.
in any way.

22
OZONE QUALITY GUARANTEE
Ozone guarantees its products against manufacturing defects or faults, we will repair or
replace any defective product free of charge. This does not include accidental damage or
damage caused by normal wear and tear.

Ozone and its distributors provide the highest quality after sales service, do not hesitate to
contact your local Ozone dealer for the latest most up to date information on our products. If
you have an issue please contact the Ozone dealer where you purchased the product from,
we will do our best to get you back in the air as fast as possible. Minor damage can normally
be repaired locally, any serious damage can be rectified by the factory.

We always welcome customer feedback, it is how we improve our products - our contact
details can be found on the website.

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 every aspect of paragliding. If you are lacking in
any of these areas you will be exposing yourself to more danger than is necessary.

Respect the environment and look after your flying sites.

If you need to dispose the wing, do so in an environmentally responsible manner. Do not

dispose of it with the normal household waste.

Finally, RESPECT the weather, it has more power than you can ever imagine. Understand what
conditions are right for your level of flying and stay within that window.

Happy flying & enjoy your Geo 7.

Team Ozone

23
TECHNICAL SPECIFICATIONS

XS S MS ML L
No. of Cells 48 48 48 48 48
Projected Area (m2) 18.6 20.3 21.6 23 24.4
Flat Area (m2) 22.1 24.1 25.7 27.3 29
Projected Span (m) 8.21 8.58 8.85 9.12 9.4
Flat Span (m) 10.67 11.14 11.5 11.85 12.21
Projected Aspect Ratio 3.62 3.62 3.62 3.62 3.62
Flat Aspect Ratio 5.15 5.15 5.15 5.15 5.15
Root Chord (m) 2.61 2.73 2.82 2.91 2.99
Glider Weight (Kg)* 3.19 3.44 3.51 3.72 3.96
Max Control Travel (cm) 60 66 69 78 78
In-Flight Weight Range (Kg) 55-70 65-85 75-95 85-105 95-115
Certification EN B B B B B
*Light weight version with Dyneema risers & Link Lites.
Standard risers and steel maillons add 150 grammes.

24
 TECHNICAL DRAWINGS
Lower Surface Upper Surface Leading
Cell Edge
Openings
C
AR3 A B
Trailing Riser
Edge Riser Riser Riser

Pulley Non Accelerated

A 500mm
B 500mm
C 500mm
Upper
Accelerated Pulleys axis - axis
Lines
Pulleys Brake A 345mm
Middle Handle
Lines B 375mm

Brummel Hook C 500mm

Riser for Speed System
Lines
Butt Hole

Brake
Lines

Main Hangpoint
to Harness Karabiner
Risers

25
 Buzz Z7 Rigging Diagram
LINE DIAGRAM Individual and linked line lengths can be found online.

A Riser

B Riser

AR3 AR2 AR1

BR1 BR2 BR3

AM2 AM1
AM4 AM3

AM5 BM1 BM2

AM6 BM3 BM4

A3 A2 A1 BM5 BM6
A5 A4
A7 A6
A8
A9
A10
A11 B1 B2 B3
A12 B4 B5 B6 B7 B8
B9
B10
A13 B11 B12
A14
C14 C13 C12 C11 C10 C9 C8 C7 C6 C5
B14 C4 C3 C2 C1
B13

D14 D13 D12 D11 D10

C15 D9
D8 D7 K11
D6 D5
CM5 D4 D3 D2 D1 K10
CM4 K9
CM2 K8
CM6
CM3 K7
DM6 CM1 K6
DM5 K5
K4
K2 K3
DM4 DM3 DM2 K1
DM1

KMU4 KM3
CR3 KMU3
CRU4 CR2
CR1 KMU2
KMU1

KM2

KM1

CRL4 KRU1

KRL1
C Riser
Brake handle

26
MATERIALS
All Ozone gliders are made from the highest quality
materials available.

Cloth
Upper Surface
Dominico N20D MF / Dominico N10D MF
Lower Surface
Dominico N10D MF
Internal Ribs
Porcher 7000 / 70032
Leading Edge Reinforcement
Plastic
Brake Lines
Main brake Lines
Main Line Set Liros - 10-200-040/DSL
Middle brake lines
Riser Lines
Liros PPSL Liros DSL
Upper brake lines
Middle Lines
Edelrid 8001 Liros DSL
Upper Lines
Edelrid 8001

Risers and hardware

Shackles
Maillon Rapide / Link Lites
Riser webbing
12mm zero stretch polyester webbing / 7mm Dyneema
Pulleys
Ronstan

27
INSPIRED BY NATURE, DRIVEN BY THE ELEMENTS Pilot Manual - EN

Ozone Gliders Ltd

16 Barnes Green
Livingston
Scotland
UNITED KINGDOM