The Viper 4 can be used for classic or slalom competition tasks, and is a highly efficient and versatile performance PPG wing. it is an evolution of the V3, with a 3-line design, unsheathed lines, and a new profile. In thermal conditions its behavior is similar to a paragliding wing, with excellent climb and glide performance and with progressive and intuitive handling that transmits moderate feedback to the pilot. While the core mission of the V3 was performance flying, the Viper 4 is more suitable for dynamic and slalom competition flying thanks to a higher top speed with more stability across the entire speed range. Furthermore, a totally new riser system has increased both speed range and refined control in accelerated flight. A new PK system is built into the risers, and a 2D steering system with an additional pulley to install custom steering modifications for competition slalom flying. Overall, the V4 is a powerful tool for the most experienced PPG pilots who are looking to add competition results to their flying careers.

Nicolas is 22 years old and lives in Malaga, Spain. He started flying paramotor at the age of 13.

Nicolas says: “For me flying is very important because is my way to disconnect, you can go wherever you want and reach unique places, places that not many people can see. Flying has given me the opportunity to make friends around the World and get to know different cultures”

Nicolas is one of the top competition pilots, he is a vice champion in slalom competition. He says his goal is to beat his teammate Alex Mateos and become a world champion.

It’s more than a Geo! Using design and construction techniques from our Performance Project wings (the LM5) and our Ultralite Range (the UL3), the new Geo 4 is an incredible 700g less than its predecessor. Furthermore, it includes all of the performance improvements of the Buzz Z4 with the comfort and ease of use that has made it our most popular Buzz, ever. The Geo 4 is without question the most versatile and comfortable lightweight wing that we have ever built, and is ideal for a vast range of pilots seeking an all-around light wing with excellent comfort and ease of use in the Light-Intermediate class.

Felix Rodriguez flying his FLX.2 over his home in Chamonix, France.
Watch as he demonstrates ultra smooth transitions between maneuvers like SAT to Heli, Rythmic SAT, Tumble entry Infinite, and more.

Cade Palmer, Ozone Team Pilot, Speed Flying at Makapuu on Oahu, Hawaii with a Bullet GT 9.8.

This is a historic free flight site, with a Hang Glider Launch that dates back to the 1970’s, and paraglider pilots have been soaring here since nearly the beginning of our sport as well.

However, we’re pretty sure that this is probably the first time that anyone has soared a sub-10m speed wing here, and we think this is probably the highest that anyone has climbed out in ridge lift using a sub-10m wing. Furthermore, Cade is a full-sized fellow at around 90kg flying weight, so it’s not a little kid flying this little wing. In this video, Cade is flying in very strong NE trade winds that usually render the island of Oahu unflyable.

The Bullet 009, Bullet GT, and of course the XT16 are all very stable wings, but we don’t highly recommend ridge soaring in such strong conditions. This is video of a highly experienced pilot with literally years of high wind practice.

Dynamic Performance: The FREERIDE brings a new level of agility and dynamic handling to the intermediate-advanced class of PPG wings. It has the legendary speed, precision, and efficiency of the OZONE VIPER series, plus the handling and agility of the OZONE SLALOM.

Ozone Team Pilot, Emilia Plak, says:

“The Freeride is my new favorite toy - perfect for dynamic fun flying which is what I love. The precision tricks are so easy. I can fly the 16m2 with my 125cc engine, even at top speed, so don’t need to carry heavy engine and I don’t use much fuel for cross country! It has agility, performance, speed, and is super fun. I love it”

Ozone Team Pilot, Alex Mateos:

"The Freeride is for me a perfect combination of fun, slalom, and performance. You can do anything you want with this wing. If I am traveling and only bring one wing, this is it!
I get Viper performance with Speedster stability"

After investigation of the Mantra M7 leading edge lower surface deformation, we now have a better
understanding of the phenomenon and can give an explanation.

Under certain specific circumstances the leading edge plastic reinforcements can remain inverted on the lower surface, even during flight. This is not created by overtight plastics but is caused by a lack of tension in the middle part of the leading edge during the inflation process. If the wing tips are allowed to inflate before the middle section of the wing, the plastics in the centre may become inverted and can remain so even once in the air. This normally only affects the central part of the wing occurring either symmetrical or to just one side, the extent of the deformation or whether it occurs at all depends exactly on how the wing inflates.

To avoid this situation, always ensure the wing is in a good position before inflation. When launching in
wind make sure the wall is well built with the middle higher than the tips, in nil-wind conditions lay the wing in a pronounced arc so the middle is more likely to rise before the tips. We recommend to only take hold of the central A risers, there is no need to hold the outer riser to which AR3 is attached. Whatever the wind conditions or launch method you use, always try to ensure the middle of the wing inflates first, like this the phenomenon will practically not occur. If you do find yourself in the air with inverted plastics, do not worry; the wing can be flown as normal. From the testing we have made we believe it is not a safety concern, the wing can be flown perfectly safely and remedied in-flight. To do so use a short, sharp symmetric jab of the brakes. The action is not the same as the input used to recover from a collapse - a deep long pump is generally not effective - rather, use a shorter, sharper, harder input to provoke the plastics to right themselves. When jabbing the brakes like this, push
your hands to the outside, that way the central brakes are engaged early, this is the most efficient technique to encourage the plastics to pop in the very middle of the wing. When using this method, we have found the plastics can be righted 100% of the time, we have never been unable to right inverted plastics whilst in the air.
We have conducted a thorough flight test procedure with the plastics inverted and have not experienced
any significant detrimental effects to the behaviour of the wing. Parachutal stalls are unaffected, the wing enters and exits a parachutal stall in the same way whether with the plastics inverted or correctly orientated. Collapse recovery is also unaffected.
We do believe however that it will have an slight impact on performance and possibly reduce the inherent stability of the wing, although this is something that is hard to quantify. Even with the plastics inverted, the M7 can be thermalled and ridge soared as normal and when flown actively still remain open in strong turbulent air.
Please watch the video for a clear visual explanation and if you have any questions do not hesitate to
contact one of the test team.