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Normal Flight
Once at a safe height you can release the trimmers for a faster
cruise speed. If your motor has enough power, the Slalom will
achieve very good straight line speeds whilst maintaining level
flight with trims fully released and full speed bar applied. Be cau-
tious when releasing the trimmers beyond the upper white line,
only do so in calm conditions.
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 slow position.
By pulling the trimmers to the slow position and applying the
brakes approximately 30cm, the Slalom 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 Slalom your first turns should be
gradual and progressive.
To make efficient and coordinated turns with the Slalom 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.
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 slow position whilst using 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 lower white line 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.
Avoid flying with continuous amounts of brake in rough air as you
could inadvertently stall the wing. Always consider your airspeed.
IMPORTANT: The OZRP is a very stable profile and can ac-
cept large amounts of turbulence before collapsing. If the
turbulence is not too severe it may be best to not fly active-
ly and let the profile absorb the turbulence itself. However,
no pilot and no glider are immune to collapses. In severe
turbulence active flying will virtually eliminate any ten-
dency to collapse. When the conditions are very turbulent,
be more active and anticipate the movements of your wing.
Always be aware of your altitude and do not over-react. We
advise you to keep hold of your brakes at all times and not
to fly in turbulent conditions.
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