Rapid Descent Techniques - Ozone M6 Mantra Anleitung

In Flight Characteristics
The M6 shows no unusual flying characteristics, turns are smooth and co-
ordinated, it remains solid and well pressured on glide, even through the
accelerated speed range. It has a very high resistance to both collapses
and stalls. However, it is a high performance XC wing and is therefore only
suitable for experienced pilots who fly approximately 100hrs a year and who
have SIV experience.
Normal Flight
Flying at 'trim speed' (hands-up), the M6 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
by 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 M6 is
stable; however we recommend that you do not fly at full speed close to the
ground or in turbulence.
By applying the brakes approximately 20cm, the M6 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 M6 your first turns should be gradual and
progressive.
To make efficient and coordinated turns with the M6 your first input for
directional change should be weight-shift, followed by the smooth application
of the brake until the desired bank angle is achieved. To regulate the speed
and radius of the turn, coordinate your weight shift and use the outer brake.
IMPORTANT: Never initiate a turn at minimum speed (i.e.
with full brakes on) as you could risk entering a spin.
IMPORTANT: Always check for clear airspace before making
a turn!
Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions, it is
essential to use active flying.
Flying with a small amount of brake applied (approx. 20cm) will give you
feedback from the wing. In turbulent conditions the internal pressure of the
wing can change and you will feel this through the brakes. The aim is to
maintain a constant pressure through the brakes. If you feel a loss in pressure
apply the brakes until normal pressure is resumed then raise hands back to
original position (this must be done quickly). Avoid flying with continuous
amounts of deep brake in rough air as you could inadvertently stall the wing.
Always consider your airspeed.
These movements can be symmetric or asymmetric; you may have to apply
both brakes or just one. These subtle adjustments will keep the glider flying
smoothly and directly above you and dramatically reduce the chances of a
collapse. If the glider pitches in front of you, use the brakes to slow it down.
Equally, if the glider drops behind you, release the brakes to allow it to speed
up. The goal is to always keep the wing directly overhead.
These are skills that are best learnt by playing with the glider on the ground!
IMPORTANT: No pilot and no glider are immune to collapses
however active flying will virtually eliminate any tendency
to collapse. 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
advice you to always keep hold of your brakes. Do not fly in
turbulent conditions.
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Active C Riser Control
When gliding at trim or in accelerated flight it is possible to pilot the wing
with the C risers. This gives an improved feel and control over the wing
enabling you to fly actively without using the brakes (which causes drag and
pitch movements). The direct feel allows you to stop collapses before they
happen and maintain higher speeds and higher levels of efficiency through
turbulence.
To fly with the C risers, keep hold of your brake handles (remove any wraps)
and take hold of the handles located at the top of the C risers. With the C
risers you can fly actively through turbulence; If you feel the nose of the wing
lose internal pressure you can apply pressure to the C's to keep the nose
open. The amount of pressure and size of the input is dependent on the
amount of turbulence, but always be gentle at first to learn the feel of the wing
and to avoid large pitch movements.
NOTE: This control method is suitable for gliding in good
'normal' air without huge turbulence, it does not replace
proper active flying with the brakes in strong turbulent
conditions. If you are unsure about the air return the glider
to trim speed, release the C risers and fly the glider actively
with the brakes.
IMPORTANT: Be careful to use only small inputs to the risers
as you risk stalling part or all of the wing if you are over
enthusiastic. Be prepared for plenty of practice as this new
method may take some time for it to become totally intuitive,
efficient and comfortable.

RAPID DESCENT TECHNIQUES

Ozone would like to remind you that these 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 wingtips increases the wing's sink rate. This is useful for
staying out of cloud or descending quickly. To pull big ears, keep hold of
your brake handles and take the outermost A-line on each side, then pull
down (preferably one at a time) until the tips of the wing fold under. The Outer
A line is attached to the Baby A riser, making identification and use of the big
ear system easier.
Do not use the brakes other than for re-inflation. For directional control while
using the Big Ears, you should use weight shift.
To reopen your big 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 induce parachutal or
full stalls.
IMPORTANT: You can land with the ears (you should release
the ears before final flare). Ozone do not advise you to do
this when it's turbulent or windy due to the risk of a possible
stall and lack of precision in steering.
Big ears and accelerator
Once the big ears are in you can further increase the sink rate by pushing on
the accelerator bar.
NEVER try to pull the Big Ears in with the speed bar on. This
can lead to a major asymmetric deflation. Always make the
Big Ears first and then apply the speed bar.
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