Active Flying - Ozone speedster Mode D'emploi

flight with trims fully released and full speed bar applied.
For better penetration in headwinds and improved glide perfor-
mance in sinking air, crosswinds or headwinds, you should fly
faster than trim speed by using the accelerator system, or the
trimmers. For maximum efficiency whilst flying downwind, release
the speed bar and return the trimmers to the standard (certified)
position.
By pulling the trimmers to the standard position and applying the
brakes approximately 30cm, the Speedster will achieve its best
minimum-sink rate; this is the speed to use for thermalling and
ridge soaring whilst free flying.
Turning
To familiarize yourself with the Speedster your first turns should be
gradual and progressive.
To make efficient and coordinated turns with the Speedster first
look in the direction you want to go and check that the airspace is
clear. 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) or under full power in a steep climb as
you may risk entering a spin.
Tip Steering System
To use the tip steering system first locate the main brake handles
onto their keepers (to avoid tangles) then use the small handles
for accurate directional control. It is not necessary for large control
movements to effect a turn, use progressively and gently at first
until you are familiar with the handling characteristics of the wing
with this configuration. When not in use ensure that they located
securely back in position.
IMPORTANT: For take off, landing and In turbulent air we
strongly recommend that you use the normal brakes for
directional, pitch and pressure control.

Active Flying

In turbulent air the Ozone reflex profile (OZRP) is very stable. It
will resist reasonable levels of turbulence without pilot input. The
faster the wing is flown the more inherent stability there is as the
reflex has a greater effect. Using the speed system has exactly the
same effect as releasing the trimmers so it is safe and possible to
fly with the trimmers in the standard (certified) position whilst us-
ing the full range of the speed system.
In mild turbulence it may be best to not attempt to fly the wing
actively and let the profile absorb the turbulence itself, indeed
small applications of the brakes can reduce the inherent stability of
the profile. However in very strong turbulence Ozone recommends
to return the trimmers to the standard position and fly the glider
actively. This way, you will be in the best position to react correctly
should an incident occur.
The key elements of effective active flying are pitch control and
pressure control:
In very turbulent air, if the glider pitches hard 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.
In severe turbulence, flying with a small amount of brake applied
(approx. 20cm) will give you tension in the brakes and feedback
from the wing. In turbulent conditions the internal pressure of the
wing can change and you can 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 brake in rough air as you
9