Dust of the universe

Air Design RISE

2012-02-03T22:44:00.001+02:00

AD RISE

40 long days of non-stop rain and snow finally came to anend giving us a break for 3 sunny days.

The RISE has unsheathed lines on the upper cascades andregular on the lower part. AD designed the RISE to have top performance in theEN-B segment, and is intended for XC flying.

Launching:

Pulling on the A’s, the glider comes steady above my headwithout a surge and I found the take off to be very easy.

In the air:

Having flown many EN-B’s before, I found that the RISE Mlike to be a bit loaded at 75 % of the weight range to feel it better. I wasflying the M size at 102 all up.

I cannot describe The RISE as an agile glider but the turnsin the thermals are easy to induce with a moderate brake pressure.

The pitch back movement of the glider in entering thethermals is dampened but does exist a bit.

I found the climb rate in weak thermals to be a bit less theMentor 2 but average to well.

Climb rate in strong thermals are good.

Gliding into wind with a Mentor 2 at trim and acceleratedshowed a “nearly” close performance, with a much comforting ride under the RISE.

The accelerator on the RISE is smooth on my Impress 2 and Icould push it easily all the way with a very good glide angle!

The RISE could be slowed a bit better than the M 2 for anarrow and tight landing.

Conclusion:

Air Design has created a nice high end EN-B glider which isintended for experienced pilots who want the safety of an EN-B glider + the topend performance in that category.

With those new performing EN-B’s long XC’s are now possiblewith a good level of security and passive safety.

WINDTECH HONEY

2011-12-29T22:26:00.001+02:00

Construction: The glider is made like all new generationgliders, with light cloth and plastic red bendable rods on the leading edgelike the ones used on the new NOVA wings.

Flying the M size 90-110 at 100 all up.

Launching the glider in every condition is very natural andeasy ,without any hanging back or shooting forward. As easy as it gets !

Just after take off, the glider showed a spicy but politeroll behavior.

First thermal and turning this glider is quite nice for theEN-A category.

Its agile handling surprised me!

It can be steered easily even at the mid weight, and climbsare average to good. The accelerator is smooth and can be pushed easily, butits travel is short and limited to pass the EN-A cat.

Big ears are easy and non-event.

Conclusion: I found the HONEY to be targeted for talented beginnerswho wants to get nice handling and feedback, with an EN-A safety !

NIVIUK ARTIC 3

2011-11-26T09:03:00.001+02:00

NIVIUK Artic 3

One of my favorite gliders at the time was the Artic 2,which I flew for a year .I appreciated its efficiency in the air and it’s beautiful handling. I was waiting for the Artic 3 to see what the designer has been cooking. And finally it arrived!

The glider has no Mylar like on the Artic 2. Instead light panels with plastic reinforcements on the edge of the cell like all the new generation gliders.

Take off is easy, as it rises smoothly above your head.

Immediately after take off, the Artic 3 shows a high trim speed, around 40 km/h, with a certain sense of security.
After some glide tests with some modern EN-C’s I can put the Artic 3 at the “TOP” of the EN-C gliders I have tested until this day, no question about it, especially at first bar.
The Artic 3 is a fast glider at second bar with a very competitive glide! And it seems to have also the fastest top speed.

Precise, linear, short, medium to hard brake pressure, reacts on weight shift and exceptionally beautiful, is what I can describe the handling of the Artic 3.
It has the tendency to turn flat and efficient. Lowering the brakes for a quick turn, the Artic 3 responds beautifully and when released, the glider quickly leveled to stay flat.

Even loaded at max on the 25, the Artic 3 will help you make low saves without loosing that weak thermal, by its ability to search forward without excessive pitch and roll, and that quality enable the Artic 3 to float better.

Big ears are made with the B3 lines, and they look funny, and applying the bar can achieve -3.5 m/s.

Conclusion: NIVIUK made an excellent job by creating a superb, very performing and balanced glider in the EN-C category .I think I am going to keep that one…

https://picasaweb.google.com/110040226962521480605/NIVIUKArtic3
-----------------

AIRCROSS U-Cross

2011-11-14T20:35:00.001+02:00

Air Cross “U-Cross”

Unpacking the black and green glider on the take off is ascene to watch.

Magnificent work is done on the canopy withstrings,ribs,cells,openings …a complicated work looking like an inside of a Swisswatch !

A true workmanship…

I thought I was going to the moon inside the NASA spaceshuttle ;-)

Regular lines are installed on the lower part and unsheathedon top.

Taking off with no wind would imply a steady pull with noreleasing until it’s overhead, like its older brother the U-sport.

First thermal, and a medium brake pressure much like theNOVA Factor 2, which I thought i would never find a more agile glider, becauseit wouldn’t be usable! But I did.

The U-Cross has even more agility than the Factor 2 !!

Flying the U-Cross “efficiently” in thermals would require arefined skill in touching the brakes, as it is important to keep the powerfulglider overhead for better coring!

The designer made such a superb work inside the canopy leadingto a very pressurized and powerful

glider. And this will undoubtedly ensure that you won’t geta blow out easily if the glider stays over your head.

I could describe the U-Cross inside the EN-C Cat, where theOZONE Delta feels like a happy long haired cool dude with his pants lower thanusual, with bent knees, hang loose mode in a “Rasta man” way ;-) !

The U-Cross feels more like an energetic 20 year old withbig muscles, just popping out the gym, nose up, with a Red Bull drink in his hand,looking right and left in a fraction of a second and walking with his feetnearly touching the ground, just like a spring no matter if there’s no one towatch ;-) !

Going on a series of 360’s on the U-Cross has to be donesurely before eating ;-)

And after some steep turns, it is ok to open your mouth in arectangular shape and shout to your “Mamma” :-)

The Guys who love that feeling will surely exchange theirbed pillow with the U-Cross ;-)

Loaded at 95 on the S size, the climb rate in weakconditions is average.

The performance is inside the EN-C Cat much like the UP XC2or the GIN tribe M ,or the DELTA M, with a faster trim speed.

Meeting the EN-C certification puts the U-Cross in a shortspeed travel that will enable it when fully deployed to increase at ±10 km/h,with a fairly good glide.

Big ears are stable, and reopen quickly.

https://picasaweb.google.com/110040226962521480605/AircrossUCross

........

EN-C comparisons

2011-11-09T17:07:00.000+02:00

Hi,

I am starting a small personal comparison between some EN-C gliders for the interested:

Easiest to manage in the category:
1- OZONE Delta M
2- UP Summit XC2 M
3- ADVANCE Sigma 8 25
4- NIVIUK Artic 3
5- GIN Tribe M
6- OZONE Alpina M
7- Nova Factor 2 S & Aircross U-Cross

All being close.

Handling in rough air: (The one that you can turn even in rough air)

1- Nova Factor 2 and Artic 3
2- OZONE Alpina M
3- ADVANCE Sigma 8 25 & U-Cross
4- UP Summit XC2 M
5- Gin Tribe M
6- Ozone Delta M

Performance in calm air (no activity): My mistake earlier..Sorry !

1- NIVIUK Artic 3
2- Nova factor 2 S
3- Advance Sigma 8 25 & Ozone Alpina M & Ozone Delta M
4- U-Cross S
5- Gin Tribe & UP Summit XC2

Performance at "trim speed" in head wind glides and turbulent conditions :

1- Ozone Alpina M (It seems that it converts any movement to lift) & NIVIUK Artic 3
2- Advance Sigma 8 25 ( It has a very neutral pitch that allows it to stay on its path)
3- Nova factor 2 S (moves a bit)
4- Ozone Delta M (calm and always steady) & U-Cross S ( like on steroids )
5- Gin Tribe & UP Summit XC2 (Very close to the DELTA and U-Cross )

Performance at "first bar" in headwind glides and bumps :

1-NIVIUK Artic 3
2-Nova factor 2 S
3-Ozone Alpina M & Advance Sigma 8 25
4- Ozone Delta & Gin Tribe & UP Summit XC2 M

Performance at second bar in headwind glides:
1-Nova factor 2 S and NIVIUK Artic 3
2-Ozone Alpina M
3-Advance Sigma 8 25

Climb rate in weak but “difficult” conditions < 0.5 m/s (not homogenous thermals) :

1-NIVIUK Artic 3
2-Ozone Alpina M & Advance Sigma 8 25 & UP Summit XC2 M
3-Gin Tribe M
4-Ozone Delta M & U-Cross S
5-Nova Factor 2 S

Brake description :

1- Nova factor 2 S (very direct and precise)
2-NIVIUK Artic 3 Linear ,precise, agile
3- U-Cross S Direct and agile if the conditions are smooth,and a bit less in turbulent ,the glider must settle first)
4- Ozone Alpina M ( A bit longer than Factor 2 and a bit softer , more precise and shorter than the Delta M and much better turning behavior)
5- Gin Tribe M & Sigma 8 25 (very close in handling ,a bit long but still agile)
6- UP Summit XC2 M (Long average agility to good)
7- Ozone delta M (Soft ,long and average precision)

Brake stiffness: 1 being low
1- OZONE Delta M ,Alpina M
2- ADVANCE Sigma 8 25 ,GIN Tribe M, UP Summit XC2 M
3- NOVA Factor 2 S
4- NIVIUK ARTIC 3 25
5- AIRCROSS U-Cross S

Moving around in turbulence: 1 being too dampened
1-OZONE Delta M
2-ADVANCE Sigma 8 25, UP Summit XC2 M
3-NIVIUK Artic 3 25 , GIN Tribe M
4-OZONE Alpina M
5-NOVA Factor 2 S
6-AIRCROSS U-Cross S

Big ears efficiency:
They all have a usable big ears and good descent rates.

Conclusion: After all those testings i found that they are all very close .The difference and advantage that the Mentor 2 gave in the EN-B category versus its competitors,is not available till that moment between competitors in the EN-C category.

....................................................

ADVANCE IMPRESS 3 M

2011-10-17T19:37:00.002+03:00

ADVANCE IMPRESS 3

My main harness for the past 2 years was the Impress 2+,which was very comfortable for my taste. Then came the Impress 3 M .

1.81 m and 73 kg inside the M size.

The construction of the harness and details are‘impeccable”. It is very rare to find between harnesses such a jewel in termsof “finessing” ;-) !

The harness impresses you to the level of handling it withrespect. Swiss precision! ;-)

In the air:

In order to feel better the harness, I did make a flight inthe Impress 2 + and the Sigma 8 25 @ 93,and then landed at the take off in thesame conditions and switched to the Impress 3 M @ 90 all up.

Immediately after take I felt more roll movements than theImp 2+ has. May be I am a bit skinny inside the M size.

Conditions of the day were like small 3m/s bullet thermalswith 10 m “radius”. “Frequent on our sites”.

It was an exceptional day for trying to put the glider inits path using the harness.

My flying was long adapted to a seat board, and used to have a supportpoint inside the Imp 2 when weight shifting, and that, wasn’t available in theImpress 3 as it doesn’t have one.

I think that time is needed to adapt to that feeling that Ididn’t get used to it yet after 5 hours. It could be my stubborn head to adapt…

But I felt that “it rolls a bit quicker than I could weightshift to counter steer”.

Nothing out of the ordinary for that level of race harnesses,but just a bit more roll than the Impress 2 +.

The strong points of this harness are its superb comfort inthe air by supporting the back and the hips + the light feel of carrying it onthe take off.

The pluses:

A comfortable feeling, with nice back and hips support.

Lighter than Impress 2 by -3 kg.

A superb product with excellence in details andconstruction.

The minuses:

Has more roll in the thermals than the Impress 2. (I am1.81m and 73 kg) May be a bit skinny inside the M that does explain the roll.

Doesn't have a "support point" when you weightshift (no seat board edge) like the Impress 2, but it needs time to adapt toits weight shift characteristics.

https://picasaweb.google.com/110040226962521480605/ADVANCEIMPRESS3M

More feedback:

Flying inside the harness i thought I'd make a small modification for skinny people, to limit the "slack" roll i was feeling.
After receiving some e-mails of pilots that found a similar feeling in roll movement,here's a photo of the modification that i don't recommend to make before contacting the pros at ADVANCE to be on the safe side. But it worked fine for me.
A small strap on each side about ± 16 cm (see pic) would suffice but i did install the trims to see at what point it will erase the roll excess.
I found that just a bit of pressure would be enough. No need to pull them hard. Just a slight pressure.

https://picasaweb.google.com/110040226962521480605/ADVANCEIMPRESS3M#5664862914670979250

https://picasaweb.google.com/110040226962521480605/ADVANCEIMPRESS3M#5664867032364545746

And i did install the neoprene cover on the chest strap to prevent the inside hard webbing's to hurt the chest on take offs when leaning forward.

...

NOVA Factor 2

2011-09-28T10:17:00.001+03:00

NOVA FACTOR 2

Launching this glider is very easy, in strong or in weakwind.

In the air the glider has very close handling as the Mentor2 S, very nice to steer ,and i could place it easily wherever I want inside thecore.

I felt that the factor 2 S has a tiny less trim speed thanthe Mentor 2 S. When the conditions were smooth and consistent I found that thefactor 2 S at 95 has a very nice climb, a bit better than the Mentor 2 S at 95.

Flying the glider in relatively turbulent conditions, mixedwith head wind and light to medium thermal activity <2m/s, I was hoping toget much better biting into wind versus the Mentor 2 S and that would enablethe glider to climb headwind.

In those particular not homogenous thermals and conditions, myfriend with the Mentor 2 M, loaded at 103 was able to climb away several times.It could be that I am not yet familiarized with the new wing, but it didhappened many times that day.

When the thermals got stronger but “smoother” the Factor 2will keep its path in the thermal and have a good climb.

On glides in smooth conditions I found a ± 0.3 L/D betterthan the Mentor S.

The glides did get better “in smooth conditions” at bar.

The factor 2 S could have a very good glide at bar, but itstays in the “top” EN-C category only.

Flying with a Mantra 4 M, in head wind glides with somethermal activity showed a better glide for the M4 which is of course, still thebest in the EN-D category.

Big ears are relatively stable, sometimes one side willflap.

The Factor 2 S has a very flat polar, and landing in narrowplaces require a bit of training.

The pluses:

Handling (superb)

Ease of use

Glide

What I was hoping:

Better climb rate in turbulent conditions

Bigger step in efficiency in difficult conditions over the mentor 2 S, which still isa revelation…

https://picasaweb.google.com/110040226962521480605/NOVAFACTOR2

http://www.youtube.com/watch?v=YN531pfho9E

ADVANCE Sigma 8 25

2011-09-14T22:13:00.002+03:00

ADVANCE SIGMA 8

The glider arrived to my doorsteps and in the truck for the take off. Having tried nearly all the Sigma’s, I was waiting for the 8th version.

Launching in high wind is relatively easy and I didn’t found and pitch forward. In nil wind the glider has a small
tendency to stay a bit behind.

I flew the glider in 4 different harnesses. An impress 2,an impress 3, an ADVANCE lightness, and an Sup’air Evo XC2.

First flights on the Impress 2 at 93 showed a very gentle and comforting glider. It felt like I wasn’t on a hot EN-C glider. The pitching inside the thermals is nearly absent, and the roll movements are a superb balance between efficiency and superb comfort.
Describing the handling, it is definitely not playful as the Sigma 4,surely not dull as the Sigma 5, just a bit less than the Sigma 7,but I definitely could describe it better as the most “mature” handling a Sigma can have.I don't know if that's good or not for a Sigma.

Switching to the Lightness with 86 all up, (not adjustable chest strap at 50cm) with punchy turbulent conditions on the lee side, I was sometimes uncomfortable, and couldn’t get the glider to react to my commands promptly as I was re-adjusting myself inside the harness…I forgot how dramatically a harness can alter a glider behavior. But the soft Sigma 8 was always above my head with no collapses, waiting for me passively to re-adjust my seating.

Now flying it with the EVO XC2 at 90 all up, the Sigma 8 has the feeling of being a bit more stable than the impress2.
-Impress3... (to be continued)

Flying next to my friend Rony with his Delta L at 103 all up , showed a same glide or -0.1 (smaller size) for the Sigma 8, and with a little less trim speed of 0.5 km/h for the Sigma .

Flying in “homogenous steady >2 m/s thermals, the Sigma showed a nice climb rate similar to the Delta. But on the weaker ones <0.5 m/s the pitching back of the Sigma 8 forbid it to dig in those small thermals especially when there’s a light headwind. It feels that it is moving a bit upward but the vario wouldn’t bip.Otherwise in calm air and weak thermals it is still efficient even loaded.

Big ears are stable. Using the accelerator feels a bit harder than the Sigma 7 but has a relatively good glide.

Conclusion: The strong point of the Sigma 8 is its friendly behavior. Easier and much mellower than the 7, it could be easily a first EN-C glider for moving into the category.
The pluses:
Easy to handle
Comfortable
Doable big ears
Friendly user

I would have liked (Personal):
Much more biting in the weak thermals
Prompt ,more direct and funnier handling.

UPDATE: After more hours :
It seems that after extensive flying on the Sigma 8 in different conditions,i am beginning to like it even more.
In turbulent conditions , smooth conditions, head wind glides , low saves, ....Big success in the category .
I can confirm that it's a very strong contender having a superb balance in its "flying characteristics" as a superb package in the EN-C category.

Each time i fly this glider ,i understand more the R&D behind it.

https://picasaweb.google.com/110040226962521480605/ADVANCESigma8

http://www.youtube.com/watch?v=ljMdNcmQr7E

Another video will be posted shortly.

An EN-C party !

2011-09-12T23:45:00.002+03:00

For the pleasure of the eyes and the feeling of no-gravity ......A Sigma 8,Delta,Tribe,Factor 2,Artic 3 (when released) will gather for a dance in the sky. ;-) A full report will begin soon ,Zi

GIN TRIBE

2011-08-07T16:29:00.004+03:00

GIN TRIBE

After test flying the EVO Sprint ,the TRIBE came and I flewit in different conditions ,to get an idea about what’s behind that concept.

It is a simple 4 liner, just like the Sprint Evo.

Launching the glider doesn’t require any special technique.

After some time spent on the DELTA, UP XC2, Sprint Evo andthe Mentor 2, I was quite relaxed flying the TRIBE. It resembles the XC2 andthe DELTA in comfort, and accessibility, but the Tribe is a bit moremaneuverable only inside tight cores. It feels like you can stop the gliderinside the thermal and turn on a dime.

Where the DELTA has a longer brake response, the XC2 and theTRIBE is a bit shorter to feel.

It is not a super agile glider, but ok, a bit less than theMentor 2.You can turn the glider very flat, and can bank it easily whenlowering the brakes.

The brake travel is a bit longer than the Mentor 2, which ismore direct to input, but when the TRIBE settle in a turn the radius is evenshorter then the Mentor 2.

Flying the Mentor 2 and the Tribe in the same conditionsreveals a much more relaxed ride under the TRIBE, which is an EN-C.

When entering the thermals the TRIBE pitches back a bit,before entering, much like the DELTA.

Big ears are stable with a bit span moving but usable easilyat full bar.

The glide is similar to the UP XC2, and the glider is slowerat trim than a Mentor 2 at the same loadings.

Using the accelerator is smooth and at first bar the glidergain some 4 km and have a good glide. At second bar the glide deteriorate a bitcomparing to Mentor 2.

The TRIBE has an efficient climb rate, and it is nice to beable to core those small thermals in slow motion.

Accurate landings are a delight as you can slow the gliderfor small landing areas.

Conclusion: GIN made an easy glider in the EN-C category.With its brilliant climb rate and superb handling, those looking for thosecharacteristics will cherish it.

EN-B pilots looking to upgrade will find in the TRIBE a softcomfortable ride especially if they were on a hot EN-B .
https://picasaweb.google.com/Ziad.bassil/GINTRIBE

M4-O8-Peak2-Venus3-GtoM&S-AD-Pure-Mantra S/M -Venus2

2011-07-05T20:54:00.009+03:00

Launching:
1- Omega 8 25@94 = Poison 3 S @ 94 =Mantra 4 ML /MS (Very easy even in no wind)
2- GTO M & GTO Small
3- AD-Pure -Venus 2 M& S
4- Peak 2

A- Climb with a head wind (>15 km/h)
1- Mantra 4 ML @ 103 – AD-PURE M/S @ 93
2- Mantra M/S @ 93 - GTO M @ 103,
3- PEAK 2 24 @ 60 % of the load range
4- Omega 8 25 =POISON 3 S @ 95 = VENUS 3 M @ 104
5-. Venus 2 M @ 103

B- Climb > 2m/s without head wind
1-Mantra 4 ML @ 100
2- AD-PURE M/S @ 93 = Mantra 4 M/S @ 93
3- GTO M @103
4- PEAK 2 24 & POISON 3 S
5-Venus 2 M =Omega 8 25
6- Venus 3 M

C- Climb in weak thermals (< 0.3m/s)
1-Mantra 4 ML @ 98 (lightly loaded)
2- GTO M @ 103 = Peak 2 24 @ 90 lightly loaded = Venus 2 M @104 (loaded) =
3- POISON 3 S (close difference)
4- Mantra 4 ML @ 103 (loaded) ! = Mantra 4 M/S @ 93 (loaded) AD-Pure M/S @ 93
5- Venus 3 M @ 103
6- Omega 8 25 @ 94

Glide at trim:
1- Mantra 4 ML @ 100
2- AD-Pure M/S @ 93
3- Mantra 4 M/S @ 93
4- GTO M
5- Peak 2 (very close to GTO M)
6- Poison 3 S @ 94 =Omega 8 25 @ 94
7- Venus 3 M @ 103

Glide at first bar:
1-Mantra 4 ML @100 = AD-Pure M/S @ 93
2-Mantra 4 M/S @ 93
3- GTO M @103
4-Peak 2 24 @102
5-Poison 3 S @ 94=Omega 8 25 @ 94 (very close)
6-Venus 3 M @ 103

Handling in still air:
1-Omega 8 25 (A delight!)
2-Poison 3 S (A bit slow but linear)
3-Peak 2 24 (crispy and linear)=Venus 3 M
4-Mantra 4 MS @ 93
5-Mantra 4 ML @ 100 (Turns with a little delay)
6-AD-Pure M/S @ 93 (precise)
7- GTO M @ 103 (Turns with a little more delay)

They could be very close with a big difference between the O8 and the GTO M.

Handling and maneuverability in average conditions "with thermals":

1- Omega 8 25 @ 94 =Mantra 4 ML@ 100=Mantra 4 M/S @ 93
2-AD-Pure M/S @ 93
3-Mantra R-10.3 S @ 98
4-EVO-X 24/ Peak 2 24/Poison 3/ Venus 3 M
5-GTO M

Now the most important is the “handling in rough air”, and I mean is that some gliders when encountering multiple cores and punchy turbulent thermals, will react to their own, because their inside pressure is more stronger than the controls and the brake inputs the pilot are inducing. The pilot below will be a passenger for a while till the glider settles in. The more time it will take, the worse sensations you will passively feel. And that’s not good.

Some in those same conditions will be more reactive to the brake inputs, the pilot underneath is inducing and could place them wherever he wants despite the rough conditions. And that’s good efficient handling.
It is always much better being the pilot underneath a wing rather being a passenger even though for a short period.

Handling in rough air:
1-Omega 8 25 @ 94
2-Poison 3 S @ 94= AD-Pure M/S @ 95
3-Peak 2 24 @ 98 =Mantra 4 ML @100 =Venus 3 M= Mantra M/S @ 95
4-GTO M @ 103
5-GTO S @ 94

Comfort: (movements under the glider in turbulent conditions)

1- Poison 3 @ 96 (Unbelievable for an EN-D !! )
2- AD-Pure M/S @ 93 (very close to Poison 3)
3-Mantra M/S @ 93= mantra 4 ML @ 103
4- Peak 2-24 9/10 (very dampened, very close)
5- GTO M & Omega 8 25 @ 94 8.8/10
6- Venus 2 M 8.5 /10
7- Venus 2 Small 8/10
8-Venus 3 M
9- GTO Small 4/10

Easiness in flight: (In average conditions, where the pilot would be able to understand better the glider movements)

1-Poison 3= Mantra 4 ML= Mantra 4 M/S @ 95
2- Peak 2 24=AD-Pure M/S @ 95
3-GTO M
4-Omega 8 25
5-EVO-X 24
6-Venus 3 M
7-Mantra R-10.3

Stable ears in turbulent conditions !

1-Omega 8 25 = Skywalk Poison 3 =Mantra 4 ML =Mantra 4 M/S @ 95 (Stable)
2- EVO-X 24 (Stable)=Venus 3 M Stable
3-GTO M (a little unstable)
4-Peak 2 24 (Not stable)
5-AD-Pure @ 95 (Not stable)
6- Mantra R-10.3 (Not stable)

Landing and maneuver approaches to top land.

1-Poison 3=Mantra 4 ML= AD-Pure M/S @ 93
2-Omega 8 25 = Venus 2 M & S=Mantra 4 M/S 2 93
3-Peak 2= Venus 3 M
4- GTO M
5- GTO S

Conclusion:
Inserting the AD PURE M/S and the OZONE M4 M/S hasn’t been easy. Every day flying and exchanging those glider in the same conditions, was the only way to feel the difference. Then came the performance flights. My friend Moni flew an ADVANCE lightness with the PURE to be able to fly at 93 all up, and I flew the M4 with the impress 2 harness at 93 all up. This way with the same sizes and the same loadings, conclusions were seen much better.

Those comparison flights were made in turbulent and moving conditions that enabled us to see how the gliders cope with the current conditions.
I have to say that at the same loadings the Pure is a half km faster at trim than the M4 .

In average conditions the M4 felt like more of a floater,comparing to the PURE at the same loadings, but still the differences were negligible because it couldn't separate the gliders apart the whole flights even when the conditions got weakened.

My own feeling when flying side by side and when there’s some head wind and strong punchy thermals, I saw the Pure get that spring upward climbs edge. Like I described it before, it climbs quickly and settles above your head and feels like time has stopped, waiting for the pilot to act.
The M4 needs a bit more time to settle above the pilot head, but still climbs brilliantly and has a comfortable feeling.

That characteristic of the PURE is shown in glides at trim, and especially when we flew both of them at first bar. The M 4 M/S hold the bar better and feels softer, but the Pure when settled have an amazing headwind glide.
They both could be equal in those glides, but my friend on the PURE was always ahead cutting through …For a race to goal, the Pure is a very competitive glider, and we both agree that it’s a very serious competitor.

Some pictures at : https://picasaweb.google.com/Ziad.bassil/OZONEMantraSM4VSAIRDESIGNPureSM

Cheers,
Ziad.

AD Gliders PURE S/M

2011-06-15T20:58:00.011+03:00

AD Gliders PURE :

Introduction: AD gliders is a new brand created by designer and world champion Stephan Stieglair with Martin Gostner ,after moving from UP, to create their own dreams and designs.

I have flew almost all Stieglair designs ,from the old series of Kantega’s ,Summit’s,Trango’s,Targa’s…The feeling under those creations are unique, as it is difficult to miss it.

Today the PURE S/M arrived and I am already airborne at 94 all up with an impress 2 +…

Launching: Pulling the A’s the glider rises slowly at first 75 % then a dab on the brake is needed to stop it above my head.

In the air: I was immediately at home under this wing, as the dampened feeling of the UP Trango 3 was there. It seems that the designer succeeded also to insert his famous "shock absorbents" inside this 6.8 aspect ratio wing ! …
Turbulence is sensed but with comfort, giving the pilot enough time to cope with the conditions. Brakes are precise, as I could immediately and under some turbulence put the glider where I want .It is not the most agile EN-D wing, but the brakes and the overall feeling of comfort allowed me to handle it much better, as it doesn’t need too much time to settle above my head in turbulent thermals.

It seems that when pulling a bit on the brakes in turbulent conditions, the glider behave like the time has stopped for a while and stands still for a second, allowing the pilot more time to think how to react under it…
The turns are flat, even with weight shift and brakes. The brake pressure is medium and it reminds me of the Trango 3 .
Inside the thermals the wing really turns toward the core !,and the agility is more pronounced enabling me to turn very tight..I liked that feeling a lot.

Big ears are unstable in turbulence, especially when the accelerator is pulled. I didn’t find them usable for even a good sink rate. Even the 360’s has to be pulled with some G’s to achieve -10 m/s .

Climb rate: At my wing loading the climbs in moderate thermals are still very good .Time is needed to evaluated more versus the competition, which I will but later ,in order to be sure after some more flights with it. But it seemed very good so far among the best.

The trim speed is high and I think around 40 km/h .As for the gliding performance I sensed that it has very good ability in head wind .I will post some videos soon with some recent EN-D wings…

Some pics: https://picasaweb.google.com/Ziad.bassil/AirDesignPURE?authkey=Gv1sRgCJnE-abf6dL-RQ

Have to mention also the excellent construction and workmanship ,with nice small details,like the adjustable soft edges brakes.
Nylon rods are inserted in the leading edge ,without the use of Mylars stiffeners,just on the last 8 cells on the sides.
It all you would expect from a super clean and modern EN-D glider .

http://www.youtube.com/watch?v=pzmkIPoYfjM

----------

Mantra 4 MS @ 93 all up

2011-05-10T20:48:00.009+03:00

I have an MS available now @ 93 all up ,and it seems that it resembles the ML @ 102 .It has the same feeling in the air .It is a bit floaty and efficient in weak thermals as the glider always continue to bite in the thermal (nice feeling) .The handling is the same as the ML. I was hoping for more dynamic response,but it felt exactly as the ML ,may be just a very slight increase in brake pressure and same reactions to maneuvers.
The ears are quite usable ,because you could loose some heights,and if the accelerator (also soft and smooth) is induced ,the rate efficiency is improved,with also stable ears.

360's are easy to start and i found a stable spiral and efficient descent rate without being too much centrifuged.

In "some" + 4m/s turbulent thermals,i found that it needed just a bit to settle ,just before i could steer it wherever i want inside the core.Some gliders would accept even when i lean on the harness to began to change their course .May be also the M4 would be better with a more roll responsive harness,as i have swamped the Impress2 with another old lower attachment points,and found that the handling improved a lot. (have to try)

I did shortened the brake lengths of the ML and the MS by (- 2 to 3 cm) and it was better in a coordinated turn.

The stall point is reachable "far" in the brake lengths, just below the hips, but could be heard in finesse just before it goes into a spin.

Have to be from 90 to 95 all up to benefit and extract its performance and feeling.

Landing is easy as you can slow it down a bit ,just like the O 8 25 ,may be +1 km/h in stall speed,but could be landed in a narrow place after a bit of training.

Overall i liked the MS, (personal taste) preferred a more sharp and direct brake response,but its glide ratio , easiness ,and comfort in flight ,largely filled the EN-D pilot requirements menu :-)

Mentor 2 S & Sprint Evo S, & Rush 3 M

2011-04-26T18:38:00.003+03:00

Mentor 2 S & Sprint Evo S, & Rush 3 M

Most easy to fly:
1-Sprint EVO
2-Rush 3
3-Mentor 2

Climb rate in weak conditions .NO head wind (<0.2m/s)

1-Sprint EVO
2-Mentor 2 =Rush 3 if equally loaded

Climb rate in weak conditions with 15 km/h head wind and thermals (<0.2m/s)

1-Mentor 2 S (Efficiency showed)
2-Rush 3 M (have to be loaded)
3-Sprint Evo S ....

Climb rate in strong conditions:( With strong valley breeze)

The Rush 3 (loaded) and the Mentor 2 S have a good climb ,but i sensed an efficient forward thermal bite for the Mentor 2 as it can fit itself inside the core better .The Sprint evo will struggle a bit in strong valley breeze.

Climb in strong thermal (No drift) .. I wish all thermals are like that Wink

All are equal in climb with the tendency of the Sprint Evo to stay inside the stronger part of the thermal,and could have the edge in those particular conditions.

Glide in calm air :
1-All very close

Glide in turbulence and head wind (Equally loaded)
This was done after many flights (now I am more convinced)
1- Mentor 2
2- Rush 3 (Should be 90% loaded to achieve good results)
3- Sprint evo

Overall efficiency in racing upwind:

1- Mentor 2 S
2- Rush 3 M
3- Sprint Evo

Glide at second bar in turbulence and head wind:

The Rush 3 and Mentor 2 are equal if there 's a little head wind ,with a stable profile for the Rush 3 at bar. The Mentor 2 seems more efficient when the head wind is blowing.It can cut through with ease.

Conclusion:

I have spent 3 whole days taking off and landing and swapping gliders, to determine what glider is the most suitable for all conditions. It is the best way to find what glider can get through those same conditions better.
The 3 are excellent gliders, The Evo has a very nice handling, the Rush 3 has a soft feeling underneath it. Pilots looking for performance and handling in a mild way will love those two. The Rush 3 M has to be loaded to cut through head wind. The Evo has a big profile that doesn’t penetrate the strong head wind like the 2 others.
The Mentor 2 S still has the most sharp and precise handling, with “usable” performance in all conditions, no matter if you have a head wind, strong thermals, the Mentor 2 S @ 95 will cut through nicely and powerfully. It does have more roll response than the two others, and feels exactly like a high end EN-B glider, but for a good EN-C or D pilot, it is the cherry on the cake. Efficiency at its best in the EN-B cat.

M4-O8-Peak2-Venus3-GtoM&S-Venus2

2011-04-21T22:28:00.003+03:00

Hi,
Here are some comparisons of some EN-D gliders.
Please take into consideration the sizes and loadings. Other sizes may differ a lot.

Launching:
1- Omega 8 25@94 = Poison 3 S @ 94 =Mantra 4 ML @ 100 (Very easy even in no wind)
2- GTO M & GTO Small
3- Venus 2 M& S
4- Peak 2

A- Climb with a head wind (>15 km/h)
1- Mantra 4 ML @ 103 (Big difference)
2-The GTO M @ 103,
3- PEAK 2 24 @ 60 % of the load range
4- Omega 8 25 =POISON 3 S @ 95 = VENUS 3 M @ 104
5-. Venus 2 M @ 103

B- Climb without head wind
1-Mantra 4 ML @ 100 (Small difference)
2- GTO M @103
2- PEAK 2 24 & POISON 3 S
3-Venus 2 M =Omega 8 25
4- Venus 3 M

C- Climb in weak thermals (<0.3m/s)
1-Mantra 4 ML @ 98 (lightly loaded)
2-GTO M = Peak 2 24 = Venus 2 M
3- POISON 3 S (close difference)
4-Mantra 4 ML @ 103 (loaded) !
4- Venus 3 M @ 103
5-Omega 8 25 @ 94

Glide at trim:
1- Mantra 4 ML @ 100
2- GTO M (visual difference especially in head wind)
3- Peak 2 (very close to GTO M)
4- Poison 3 S @ 94 =Omega 8 25 @ 94
5- Venus 3 M @ 103

Glide at first bar:
1-Mantra 4 ML @100
2- GTO M @103
3-Peak 2 24 @102
4-Poison 3 S @ 94=Omega 8 25 @ 94 (very close)
5-Venus 3 M @ 103

Handling in still air:
1-Omega 8 25 (A delight!)
2-Poison 3 S (A bit slow but linear)
3-Peak 2 24 (crispy and linear)=Venus 3 M
4-Mantra 4 ML @ 100 (Turns with a little delay)
5- GTO M @ 103 (Turns with a little more delay)
They could be very close with a big difference between the O8 and the GTO M.

Handling and maneuverability in average conditions "with thermals":

1- Omega 8 25 @ 94 =Mantra 4 ML@ 100
2-Mantra R-10.3 S @ 98
3-EVO-X 24/ Peak 2 24/Poison 3/ Venus 3 M
4-GTO M

Now the most important is the “handling in rough air”, and I mean is that some gliders when encountering multiple cores and punchy turbulent thermals, will react to their own, because their inside pressure is more stronger than the controls and the brake inputs the pilot are inducing. The pilot below will be a passenger for a while till the glider settles in. The more time it will take, the worse sensations you will passively feel. And that’s not good.

Some in those same conditions will be more reactive to the brake inputs, the pilot underneath is inducing and could place them wherever he wants despite the rough conditions. And that’s good efficient handling.
It is always much better being the pilot underneath a wing rather being a passenger even though for a short period.

Handling in rough air:
1-Omega 8 25 @ 94
2-Poison 3 S @ 94
3-Peak 2 24 @ 98 =Mantra 4 ML @100 =Venus 3 M
4-GTO M @ 103
5-GTO S @ 94

Comfort: (movements under the glider in turbulent conditions)

1- Mantra 4 ML@101 = Poison 3 9.5/10 (Unbelievable for an EN-D !! )
2- Peak 2-24 9/10 (very dampened, very close)
3- GTO M & Omega 8 25 @ 94 8.8/10
4- Venus 2 M 8.5 /10
5- Venus 2 Small 8/10
6-Venus 3 M
7- GTO Small 4/10

Easiness in flight:

1-Poison 3= Mantra 4 ML
2- Peak 2 24
3-GTO M
4-Omega 8 25
5-EVO-X 24
6-Venus 3 M
7-Mantra R-10.3

Stable ears:

1-Omega 8 25 = Skywalk Poison 3 =Mantra 4 ML (Stable)
2- EVO-X 24 (Stable )=Venus 3 M Stable
3-GTO M (a little unstable)
4-Peak 2 24 (Not stable)
5- Mantra R-10.3 (Not stable)

Landing and maneuver approaches to top land.

1-Poison 3=Mantra 4 ML
2-Omega 8 25 & Venus 2 M & S
3-Peak 2= Venus 3 M
4- GTO M
5- GTO S

Those comparisons were made on long transitions and many flights. The loadings and sizes of some gliders could give other results. These are some of the finest EN-D gliders of the moment, and those results are very close. A good pilot will surely fill the gap if any, on a glider, and I am convinced that “each one” will make record XC’s or win competitions easily. Some are very fast like the Venus3 some has excellent glide like the mantra 4.
There is no complete and perfect glider in everything, but each one will surely satisfy different pilots demands.

Cheers,
Ziad.
_________________

UP SUMMIT XC 2 M

2011-04-06T22:50:00.005+03:00

My ever first school glider 20 year ago was a UP Flash. I still remember the red cloth with multicolor design on the edge, that feeling and that smell of the tissue with this arrow logo going UP in the sky. Uli Weismeyer legend pilot ,Richard Gallon were on UP gliders at the time and the brand was very strong in the competition scene with their Katana ‘s and later on with the Gambit, escape with Oli Russell, Steiglar ,Brinkeby...

I flew quite all the UP range, from Stellar, Vision, vison classic, Soul. All the Summit range ,nearly all the Kantega range,and trango’s and targa’s and all the tandems…

The firm feeling under an UP is very familiar to my mind.
Now here’s the Summit XC2 ,and I’m just waiting to pull on the A risers.
Ballasted up to 100 ±102 on the M size with an Impress 2 harness, the launching is natural and easy, the glider comes up as a whole piece.
At first the factory settings on the brakes was long, I landed and shortened them a bit.

From the moment I was airborne, a sensation of confidence inspiring is clearly showed. I was impressed by the easiness in flight of the XC2. Very tamed with neat behavior, well-tensioned and balanced glider. Just the necessary feedback to show the thermal direction.

First turn showed a medium brake pressure, with fair agility, but doesn’t dive in turns.
Opening the chest strap a bit will make this glider very nimble and more agile. Turns are flat and the climb is its strong point. This glider is a killer in weak conditions. It can core every bubble without loosing the center of the thermal.
In strong conditions, the glider remains as a whole, and climb without any strange movements or oscillations. It is difficult to miss any thermal with this glider, unless you have some convincing excuse ;-) .

I gave the XC 2 to my friend Moni, and when he landed he told me that the XC2 is “much more” mellower and easier to fly than the Mentor 2 EN-B glider. I agree.

Big ears are easy to hold, stable and reopen by themselves. The glide ratio of the XC2 is well enough among the EN-C category.

The accelerator has medium pressure, much like the Trango 3, and the speed really increases by more than 5 km at first bar! Very usable and efficient.

Actually the overall feeling under it reminded me strongly of the UP range designs I have flown before…

Conclusion: This glider is aimed for all EN-B pilots who want to step into the EN-C category, but still having a large amount of safety and I think it could be also much easier to fly than some!!
EN-D pilots stepping down will find in the XC2 a quiet sanctuary to fly long xc’s wondering if they are on a sofa or in the air. :-)

https://picasaweb.google.com/Ziad.bassil/UPSUMMITXC2M#

VIDEO:

http://www.youtube.com/watch?v=ddCbYnZWamI

---------------------------------------------------

.............

OZONE RUSH 3 M

2011-04-06T22:08:00.010+03:00

OZONE RUSH 3

After flying the Mantra 4 and the Delta before I realized that OZONE has found a very comfortable profile with excellent performance. Now after the NOVA Mentor 2 has raised the bar for the new EN-B’s, I was intrigued to see what the Rush 3 would be like.
Standing on take-off with 96 all up weight on the M (85-105) size. Launching is easy and the glider lifted me quickly into the air.
The brakes travel is the same as on the Delta (Typical OZONE) Long brakes, soft very easy to steer with an average to good turn radius.

No matter what the conditions will throw at you, nothing will bother the calm attitude of the Rush 3.
I could describe it as “being on rails (stable) with rubber wheels (Soft) ”.

The same day I flew the Mentor 2 and the Sprint Evo, then again the Rush 3.The most dampened glider was the “Zen” Rush 3.
I am now more than convinced that OZONE has found something really special in those stable profiles.

The climb rate of the Rush 3 is really good at my weight load. Very close to the Mentor 2 .All you need to do is lower the brakes into the thermal…. No complications and corrections!
If the Rush 3 is loaded near the top, then the Mentor 2 with same loadings has the edge on climb, and this is because of the more lively profile of the Mentor 2.

Big ears are easy to make and are stable. The accelerator is also smooth and light. A real delight to use!

The moment of performance into wind and turbulence has come. Later, I gave the Rush 3 to my friend @ 102 all up, and I flew the Mentor 2 S @ 94 all up.

After many glides at trim and at first bar, we are both convinced that in calm air they could be “equal”…BUT, in head wind and turbulent conditions, a slight advantage was on the RUSH 3 !!!.

Let me explain: The Mentor 2 is an excellent glider but moves more in the air, and that’s a good thing for the educated pilot. The Rush 3 is more stable, so when on long glides into the thermals, wind, turbulence…the profile of the Rush 3 is keeping the wing on rails. It didn’t loose the glides.
The Mentor 2 move more and, those movements which are small but do react to the profile (roll and pitch) and make it loose a bit in long (air moving) glides. Actually in down wind glides they are practically the same.

Conclusion: Among the new EN-B’s, I have tested, the Rush 3 stand alone in comfort in flight and its performance and easiness in the air is extraordinary.
After 3 hours of xc flight in turbulent air, I landed on take off to take another glider and my mind was still fixed on the Rush 3.
If you want an EN_B glider, but stressed by work, daily duties and tired but willing to go flying without the extra stress, then the Rush 3 “is” the choice.

First video: http://www.youtube.com/watch?v=IssYMI5LULE

https://picasaweb.google.com/Ziad.bassil/OZONERUSH3M#

OZONE MANTRA 4 ML

2011-04-06T21:10:00.006+03:00

https://picasaweb.google.com/Ziad.bassil/OZONEMANTRA4ML#

After the success of the Ozone R-10 series, a big majority of pilots were waiting impatiently for the birth of the M 4. Knowing also that OZONE has a very efficient marketing team, the M4 was keeping almost every interested pilot wondering what the M 4 would be like.
After I tested the Delta, l knew it was on top of its class, but I lately realized that it was the easiest one to handle, and has that comfortable feeling that could be mellower than some new EN-B’s.
I was impatiently waiting for the M4, to see if that feeling of comfort is still on the OZONE menu. And it came….
Plastic inserts on the leading edge, much like the Delta construction, which look a very simple and nice finish.
Heavy rain and high winds kept the Mantra 4 in a bag for a week.
Some kiting in strong wind and soaring gave me an idea of a very homogenous and balanced glider.

Today was promised to be good so I am standing on take off ballasted up to 100 kg on the ML size, with my usual flying friends.
Conditions of the day were a bit windy and turbulent at the beginning and smooth at the end with nice thermals up to 5m/s and high ceilings.

Take off is easy, and needs a bit of brakes to stop the smooth forward surge.

The brakes are a bit long and the feedback is felt by the brakes and sometimes by the harness in a “smooth” way.
Inside the thermals the glider have very different behavior. With the Impress 2 at ± 50 cm open chest, I could find that:

-In the strong “smooth” ones, the glider enters them quickly and climb like a devil, but “peacefully” .The turns in those conditions are very nice and you feel like the glider is leaning toward the thermal .A touch of brake is needed at the opposite side and the glider can turn on a dime. I felt that is better not to break much the other side, so when I let it fly, I felt that it cores best, unlike the Delta that needs a bit of brakes to climb best.
- In the strong but turbulent thermals, the glider needs to settle a bit before I could turn it. It is not that precise to my wing loading. But in this configuration the glider is the most comfortable glider in the EN-D category I did test to this day. It is like you are driving a “Limousine” and it shows to my eyes a real genius behind those very performing and comfortable gliders.
-In moderate broken thermals, I felt that the glider is waiting for me to react .It is like watching over me and not going anywhere. It remains inside the bubble waiting to be smoothly steered into it. And this is very efficient because it won’t go away and dive beyond the thermal.
-In weak thermals, at my weight it could be very efficient also. But I am satisfied and more of that will come soon…

NOW are you all waiting for the performance comparisons? ;-)
We did many glides into wind with the Boom GTO M loaded at 105 (Video in process soooon !) and F I N A L Y, I found a better gliding ability for the Mantra 4 that is visible to the eye!!
I felt that it was the first time I am flying a glider who felt ridiculously easy to fly for an EN-D, but has a comfortable advantage in performance.

The trim speed of the M4 ML loaded at 100 kg is faster than the GTO M loaded at 105 !

The M 4 is a glider that floats better into wind .The accelerator is smooth and efficient at first and second bar, pulley to pulley fully usable!
Big ears are stable and easy to induce. They reopen by themselves.
I have landed and felt like I was awake after a yoga class. “Serene”

More tests will be soon made with lots of videos. But I can confirm that OZONE has done a sublime job with the M4.

Conclusion: OZONE has done it! Comfortable, top performer, easy to manage, well-balanced glider!
My only wish is that the brake travel could be made shorter, more precise like the R10 to be able to core every mosquito thermal promptly. But i am very happy to have flown and tasted this beautiful powerful and yet humble glider.

VIDEOS:
http://www.youtube.com/watch?v=lEzKKAo-Qqg

http://www.youtube.com/watch?v=qNo_WBiyeyI

Waiting to get the MS size for a test flight soon.

Cheers,
Ziad.

:-)

GIN Sprint EVO S (80-100)

2011-04-04T21:16:00.007+03:00

GIN SPRINT EVO
After leaving EDEL in 1997,Gin founded his own factory GINGLIDERS and with the success of the Boomerang 1, he has made lots of head turning toward the brand. Hans Bollinger world champion at the time (Ex-ADVANCE ) has left to join GINGLIDERS.
Some years back, we could see 9 boomerangs on the top 10 .
Over the years, too many futuristic designs have emerged, from some legend designers who are pilots and passionate for the sport and one of those is Gin himself.

Unpacking the Sprint Evo, will surely lift your eyebrows. For an EN-B glider, it has plastic inserts on the leading edge and also on the trailing edge !
Big cells are clearly seen. It has four risers, and has five attachment points a,b,c,d,e
on the canopy !.
Knowing that all other designers has gone to the three-line concept, I was curious to see what this glider would be like in performance versus the best EN-B of the moment.

The test:
Launching couldn’t be easier. Hands in the pocket style ;-)

Quickly airborne, and first turn………My smile has even passed the ear to ear comment!
What a turn! With a moderate to light pressure, crispy, prompt, linear response, it is the most beautiful feeling of turn in the EN-B category I have flown for a long time.
The glider cores incredibly the thermals like working with a screwdriver.
For my personal taste, the handling is the most important quality in a glider, and the Sprint EVO fulfilled my expectations for superb handling.

To add to this feeling an excellent climb rate is putting the EVO on top of the stack!
The climb rate is more than efficient and I have still to believe it….I think it has the edge for the EN-B category I have just tested. May be because a good pilot can place it in a surgical way whenever, wherever he wants, with the ability to brake and slow the glider in the air.

The Sprint moves in roll a bit less than the Mentor 2 and a bit more than the Rush 3.
The accelerator is soft and when pushing it, the glider is more taught stable and fast.

The performances seem very interesting especially on bar !, but I need more time to evaluate it, and videos will come soon.

http://www.youtube.com/watch?v=Odz-Vf74BLM

https://picasaweb.google.com/Ziad.bassil/GINSprintEVO#

Evaluating a glider

2011-03-07T12:43:00.007+02:00

It is really a hard time for me when evaluating a new glider and having a live conscious make the job even harder.

I fully understand that in a glider development there is lots of pressure, money to be spent on R&D, worker, expenses, prototypes, tests before certification, the certification and its cost, the construction, the sales & marketing…. All that is with the passion involved to create a new glider better than the old one, with the ingredients to make a safe, but competitive design in today’s hard fight for existence.

The company investments are huge, and any flaws will lead sometimes to disaster consequences.

Today's trend is to bring a certified glider more friendly user,even thought the aspect ratio is sometimes increased, with the ability to use frequently the first bar.
Raw efficiency is for open class paragliders.The certified ones (EN-D's)of the same year, will always be two steps behind in performance because of safety issues.

When a new glider appears on the market, many pilots start to dream, for what it will bring them to glide endlessly or float effortlessly, and safely into the atmosphere.

Before I begin any test I always think for whom the glider has been designed for. Just a reminder that the majority of pilots are very demanding, we like to be the higher ones, or the fastest and therefore if any glider is a lesser climber, or have a less glide lead us to make wrong conclusions. I think that every glider could have flaws and virtues .The best doesn't exist in life, but in our heads.
We strive for performance but forget who we are. Some would prefer handling to performance, or security over speed, or even speed over certification.

That’s why our taste and our abilities to fly a certain glider will differ a lot.

In those past years of flying and testing, I sense glider “efficiency” in the air. This glide efficiency cannot be measured in moving air, but the
difference is clearly seen to the eye, and that’s why I make the videos.

Happy landings,

Ziad.

AXIS VENUS 3 M (85-110)

2011-03-03T18:50:00.014+02:00

Pictures@
https://picasaweb.google.com/Ziad.bassil/Mar32011#

Laying the glider on the ground looks like having a high AR. The leading edge is without Mylar reinforcements. It has small nylon rods to keep the nose in shape. Lines are very few, and the risers are now better looking and thinner than the Venus 2 ones.
The glider is far away from the pilot (longer lines than Venus 2).

Launching the glider is a non-event. The trim speed is high for that glider. A little higher than the Peak 2.
Brake pressure is medium and the glider beautifully turns toward the core easily. When you are inside the thermal the glider “spins” positively inside the core! Its handling is better than the Venus 2 M at 104 or even at 100 all up.
I flew the glider at 100 all up also and it retains the same characteristics being fast at trim ,but with small ears flapping sometimes and a good climb rate in the weak.
Big ears are stable but won’t reopen easily by themselves. May be more load on the glider is needed.
May be i am mistaken,but after some long glides in calm air,and later in real air, I didn’t find a leap in the "glide angle" than the Peak 2 or the GTO M at trim or even accelerated, but will surely be the fastest one at both.
In strong conditions and in a race to goal mode,it will surely arrive among the first gliders .
In Weak conditions ,below 0.5 m/s and at 104 all up it needs a little time to climb. Meeting strong cores the glider jumps quickly into them and could match the other EN-D gliders.
It communicates in the air a bit more than the Venus 2 ,Peak 2 or the GTO M.
The Venus 3 doesn't have the tendency to go quickly on a stall if you lower the brakes and doesn't have also a spin tendency if a turn is induced quickly.The stabilo flutters a bit in active air.

Landing the glider is easy .
The pluses:Speed at trim and accelerated,handling ,Climb in the strong.
The minuses:Glide and climb in the weak if loaded ,vs the best in the EN-D cat .

Conclusion: Before i begin any test i always think what's the glider has been designed for.Just a reminder that we pilots are very demanding,we like to be the higher ones or the fastest and therefore if any glider is a lesser climber or have a less glide lead us to make wrong conclusions.I think that every glider could have flaws and virtues .The best doesn't exist in life but in our heads.
We strive for performance but forget who we are .Some would prefer handling over performance or security over speed or even speed over certification.
Over the years my preferred glider and still is "the Venus 2". "Efficient and cool".

The Venus 3 is very different. Faster ,has better handling ,climbs better in the strong ,climbs less in the weak, glide is close ,easy to use for an aspect of nearly 7,needs a little more actions from the pilot than its predecessor.
It is better to get a demo flight and decide if it meets your requirements .
Cheers,
Ziad.

Videos :
http://www.youtube.com/watch?v=C8lJWR5Q04E

http://www.youtube.com/watch?v=-5Te4o4IE1c

http://www.youtube.com/watch?v=GlfjlLgFGYY

http://www.youtube.com/watch?v=1bQVgFkpT4Y

http://www.youtube.com/watch?v=-h8HL20UR_I
http://www.youtube.com/watch?v=WcpaazfZI2U
..................................................................................

SKYWALK POISON 3 S (80-100)

2011-02-22T19:28:00.016+02:00

SKYWALK POISON 3 S (80-100)
Last week I had the privilege to drive the NEW Porsche 911 turbo !! Amazing experience. Speechless in front of perfection.
Opening the SKYWALK POISON 3 reminded me of that feeling standing with my eyes opened, starring at the super light aluminum cloth, the jet flaps, a new system on the lower brake lines! The risers with separate lines…All this with a quality that is truly beautiful.
It is true that’s my first SKYWALK glider for a test, and maybe I am always a bit sensitive in front of a new glider ,but the impeccable details and finish are first class.

The white attachment points are thicker and robust than most gliders and have a perfect line loop.But because the glider is still new ,without any pressure yet to stay in shape ,they need a little adjustment as you will see on the pics .

Now it is time to fly the glider ! Hopefully soon.....

Some pics at:
https://picasaweb.google.com/Ziad.bassil/SKYWALKPOISON3S80100#

Launching is very easy even in nil wind.In strong wind a little brake is needed to stop the surge.Overall very easy.
In the air the Poison 3 doesn't feel like an EN-D glider. Very dampened and comfortable when flown in the weight range.My friend who flies a GTO M @ 104 commented that the glider was keeping him busier than his GTO M.When he tried the Omega 8 he commented the same thing.
I did find it homogenous to my taste.
Big ears are stable .Turns are smooth and precise but not fast.The handling of the Peak 2 is similar or a "bit" better .Accelerator is a bit hard but the wing in this mode is very stable .
As for the climb: The climb of the POISON 3 @ 80 % of the wing loading is very good. To define the climb :
A-Climb with a head wind
B-Climb without head wind
C-Climb in weak thermals
D-Climb in strong cores

Answers:(Pls watch the loadings !)
A- 1- The GTO M is better even loaded, 2- then the PEAK 2 24@ 60 % of the load range 3- then the POISON 3 S, 4- then the Venus 2 M @ 103 and last 4-the VENUS 3 M @ 104 .

B- 1- GTO M - 2- PEAK 2 24 & POISON 3 S 3-Venus 2 M 4- Venus 3 M

C- 1-GTO M 2- Venus 2 M =Poison 3 S 3- Peak 2 24 4-Venus 3 M

D- 1-GTO M = Peak 2 24 2- POISON 3 S = Venus 3 M 3- Venus 2 M

GLIDE at trim:
1- GTO M
2- Peak 2
3- Poison 3 S
4- Venus 3 M

Glide at first bar:

1-GTO M
2-Peak 2
3-Poison 3
4-Venus 3

The Poison 3 has a long brake travel before stall,but is affected from the first 10 cm.In head wind thermals,releasing the brakes completely will let the glider enter better the lifting mass.That's a trap of not climbing if you don't let the glider fly.The GTO M and the Peak 2 will enter faster even if your have a little brake.

Conclusion: SKYWALK has made a glider with all the features to make it easy to fly.Its performances are with the top ones,but not on the very top.It has a good climb rate and the overall feeling is great.It has a low speed,and can be landed in tight places. It feels like an Omega 8 with a little lesser handling,but i found the climb rate to be a little better.

http://www.youtube.com/user/ziadbassil?feature=mhum#p/a/u/0/OJqnVC6Ualw
http://www.youtube.com/watch?v=-5Te4o4IE1c
http://www.youtube.com/watch?v=GlfjlLgFGYY
http://www.youtube.com/watch?v=1bQVgFkpT4Y
http://www.youtube.com/watch?v=-h8HL20UR_I

........................

Some questions ,answered by SKYWALK.
Dustoftheuniverse:What will a Poison 2 pilot feel when upgrading to the Poison 3 in terms of: safety-agility?

SKYWALK:The main difference is that the POISON3 has a higher pitch damping, above all when flying accelerated. This means that there is less roll and the flying is more calm.
Additionally, the POISON3 is more stable, thanks to the new risers, also especially when flying accelerated, which means that the wing is less likely to collapse.
Still, you must remember that the POISON3 is classified as an EN-D wing, while the POISON2 is classified as an EN-C wing, so you need to react 100% correctly when flying extreme maneuvers.

DOTU:The Poison 3 has unsheathed lines. Do they have to be changed, checked? , If so when?

SKYWALK: POISON3 must be checked, after 150 flights or 2 years.

DOTU:What should the optimum weight be, to fly efficiently the Poison 3? 75 % - 90 % of the weight range?

SKYWALK: All skywalk gliders must be flown on the end of the weight range XS: around 90, S around 100, M around 110, L around XL.

DOTU:I noticed that the lower brake lines are sewed with a thinner one. Is it for reducing the drag?

SKYWALK:The brake lines over the riser are sewed with an extra line to give a better feeling regarding the pressure, when the pilots make turns…

DOTU:Can you please describe the efficiency behind putting each line separate on a riser?

SKYWALK:This makes the glider more stable when flown with speed and this makes it easier for the pilot to fly faster, mainly in difficult conditions.

....

SKY-COUNTRY EVO-X 24

2011-01-20T18:05:00.015+02:00

Unfolding the glider shows a very neat job. Amazed by this excellent and surely durable construction which is a classic one with A lines attached near the leading edge, and not far as the R-10.3.There is no plastic inserts, only Mylar on the side panels. I was really wondering what would it feel in the air! Here it is…

Launching is very easy for a 7.3 ar. Even kiting the glider feels that it has homogeneous movements .In the air the glider moves more than most EN-D I have tested, but much less than the R10.3.The glider feel well tensioned and all together. The brake has medium to short travel. The “pressure” reminds me of the Mantra R-10.3, but with a shorter brake travel.

When the thermals are disorganized the handling and the way to put the glider wherever you want is average, considering that a am a fan of very agile gliders, but when you are inside the thermals, the glider can be described as agile, and it can help you also center the thermal!! . It is the second SKY-COUNTRY glider I have tested to have this extraordinary behavior. The R-10 .3 has a better handling in calm air, but the EVO-X has better handling inside the thermal with a much more homogenous feel. And as a reminder this glider is intended for experienced pilots, and getting out of a thermal suddenly will let you feel that you must be awake. Most EN-D wings will have a mellower pitch feeling in exiting the thermals.

When encountering thermals, you feel that you are under a high aspect ratio glider but it does not feel like a comp glider and to my surprise without any excess movements. The glider does transmit with the risers that vibrate in turbulent conditions. The R-10.3 moves much more with a sharper handling.

The stall point of the EVO-X comes quickly a little below the hips. Big ears with one line are stable .If you pull more lines, the ears will flap a little but without oscillations and are quite usable if the conditions are not too turbulent .

At 93 all up the glider spiral ability can be entered quickly. Landing is a non-event. Just have to bear in mind the glide ability.

The accelerator on the comp trims is hard to pull ,just like the Venus 2 S .When pulling it the glider feel a little roll unstable .At first bar the C's slide upward (the labeled version have the "C" locked and only iy pulls the A's and B's .The comp version is fast ! It is less usable and stable or friendly user ,like on the Omega 8,Peak 2 or the GTO M .

I will try the labeled version and post the results.

As for performance,this glider will compete easily with the new EN-D generation .
The R-10.3 is a step higher in performance and climb .

Conclusion: The EVO-X amazed me being a docile glider for an aspect ratio of 7.3 !
This glider can be turned tightly inside the thermals and is relatively easy to manage for a comp glider.
I have installed the certified risers to see the difference.At trim it is practically the same, but at bar the certified risers are more usable and the glider is more stable .May be this is due to the sliding C’s upward on the comp version. The C’s on the certified version doesn't move,it is the A’s and B’s that goes down.But it is still hard.

The minuses:
*Accelerator is hard
*Performance is ok for an EN-D glider ,may be I was expecting more for a 7.3 AR glider especially accelerated.

The pluses:
*Incredibly homogenous glider for an AR of 7.3 !
*Stable on ears
*Quite a fun factor !
*Easy to manage

More pictures@
http://picasaweb.google.com/Ziad.bassil/SKYCOUNTRYEVOX24#

The differences are: (1-5) with 1 being excellent

Comfort in moving the air:

1-Peak 2

2-GTO “M”

3-Omega 8 25

4-EVO-X 24

5-Mantra R-10.3 S

Handling and maneuverability in average conditions "with thermals":

1- Omega 8 25

2-Mantra R-10.3 S

3-EVO-X 24/ Peak 2 24

4-GTO M

Handling in still air:

1-Omega 8 25

2- EVO-X 24

3-Mantra R-10 S

4-GTO M

Easiness in flight:

1-Peak 2 24

2-GTO M

3-Omega 8 25

4-EVO-X 24

5-Mantra R-10.3

Stable ears:

1-Omega 8 25 (Stable)

2- EVO-X 24 (Stable )

3-GTO M (a little unstable)

4-Peak 2 24 (Not stable)

5- Mantra R-10.3 (Not stable)

A little video of the EVO-X in the air:
http://www.youtube.com/watch?v=_CtYU6QSG8Y

Video on performance vs GTO M

http://www.youtube.com/watch?v=L8TDYCkD3io

Zzzzzzzzzzzzzzzz

SKY-COUNTRY EVO-X 24 (EN-D)

2010-12-24T15:59:00.018+02:00

Here are some questions to the designer of SKY-COUNTRY , Alexey Rakov.

1- (Dust of the universe) The Evo X 24 is a comp glider. Why did you certify it?

(Alexey Rakov) Because we felt, that it's possible after making our own tests(in Turkey in Oludeniz) and after first competitions. And we found that it is very interesting to try to certify such glider

2- (DOTU)Now it is the first 7.3 aspect ratio with certification, with even one EN-D on frontal accelerated. How did you manage that?

(AR)We didn't make anything special for this, we just wanted to make not very complex for the pilot competition glider. EvoX is built on the same design principles, as Mystic-2, and, as you know, Mystic-2 is very safe wing for it's class too. Mystic-2-26 is EN C with a/r 6.5.But we've made special risers with reduced accelerator speed for certification, because with it's own risers EvoX flies almost 70 km/h and collapses on that speed are very dynamic.

3-(DOTU) Is the Evo X recommended to fly at the top or at medium weight? What ‘s the optimum flying weight?

(AR)Medium weight is better, on the top it's sometimes difficult to climb in weak conditions. For EvoX-24 optimum is 90 kg.

4-(DOTU)Do you think that all the sizes could pass easily the certification like the 24?

(AR)I think, they could, but I'm not sure about how easy..

5- (DOTU)How many hours /year a pilot must have to fly it safely? and what sort of pilots the EVO-X is designed for ?

(AR)100-150 hours/year, 400 hours of total flight time

6- (DOTU)What are the differences that a Mystic 2 pilot would feel when he flies the EVO-X?

(AR)More movements of the wing, more info about the air, and more movements with both hands

7- (DOTU)Is the Evo X to be considered as a first comp glider?

(AR)Yes, it was designed as first competition glider, even before we decided to certify it

8- (DOTU)What about the lines? Do they need to be replaced after 100 hours? Or checked?

(AR)Main level lines have to be replaced after 100 hours, other levels after 200 hours.

9- (DOTU)It is known that gliders with aspect ratio above 7 tend to cravat after a collapse. What’s the EVO-X like?

(AR)Of course, cravats are possible, but the possibility is not so big - there are no rigid elements inside the wing.

And statistics is good

10- (DOTU)What’s your philosophy on true performance?

(AR)Philosophy - we like, to let the pilot feel safe even on competition glider. We do not want to produce a wing, that has too short brake travel, dive seriously after stall and is very easy to collapse on full speed. Even if that one will fly very good

We have now in production a new competition glider "Space" . It is 2-liner with a/r 7.7, and plastic inserts on the leading edge.

--------------------------------------------------------------------------

Hope that this will give a small idea. Still waiting for Santa...Hope that he won't be late .;-)

I'll try to always ask the manufacturers questions about the tested gliders in question ,that pilots usually will ask.

Awaiting the glider impatiently for a full test with video comparisons VS GTO, and I'll write my own impressions ... Merry Christmas everyone :-) .

Ziad.

NOVA MENTOR 2 S (80-100)

2010-10-29T12:36:00.006+03:00

The test:

Laying the glider on the ground shows an excellent finish never seen before. The risers are very clean . It has the plastic wires on, it but it is not a “copy paste” thing. The plastic wires contain more rubber into them with a bigger diameter. The leading edge tells you immediately that is a NOVA glider .It doesn’t have any Mylar’s reinforcement on the vertical panels.

Lines are rather thin, unsheathed in the upper part and sheathed on the lower ones. But you feel when holding them that there is very little on the hand.

We all heard the story about the glide in calm air with an Omega 8 EN-D glider, and I was very curious to see its performance in real moving air mixed with head wind and on long transitions. We were on a “rendez vous” with that exact type of conditions today, as we stood on the take off.

My friend Moni took the OZONE Delta M, loaded at 98 all up, and I was on the NOVA Mentor 2 S @ 96 .

Launching is really easy, and I felt that the wing lift me off the ground quickly. First thermal, and first turn has already painted my face with a smile! The brake travel is short, very responsive and linear with a performance turning radius !. It reminded me of the Artic 2 S I tested a year ago. Very efficient on entering the lift at trim speed, with a smooth race feeling .I looked up many times smiling…to see if I am really on the 1-2 and not on a 2-3 glider, ☺ in terms of feel of “efficiency” !

My friend on the Delta and I climbed together on a steady 2m/s. We agreed after “switching gliders”, that they both have the same climb rate, with a better feeling underneath the Mentor 2 in terms of feeling.

The Delta moves a bit less than the Mentor 2, and has a mellower feeling to show where the thermals are.

The Mentor 2 move more in the air, but in a positive way for the good pilot to feel the thermals, and understand how to core them better. I think that this feeling under the Mentor 2 is beautiful and exquisite.

At cloud base we decided to glide into wind. The constructor of the Mentor 2 “Hannes Papesh” stated before that the Delta has more performance than the Mentor 2 in calm air.9.6vs 9.3.

We did not see that in moving air and head wind transitions.

They have both the same trim speed with a touch faster for the Mentor 2 .

After that glide and others later, I must confirm that the Mentor 2 is one hell of a glider !! First glide at trim showed no difference in glide vs the DELTA.

The Mentor 2 has no problem coping with turbulence and head wind vs the DELTA, and it will stay next to it without any problem.

Second glide at half bar and my friend who was flying the DELTA was screaming about the incredible efficiency of the Mentor 2.

We concluded that both at first and second bar could not be apart !!

A video of the whole flight is in process….I will post it as soon as it will be finished.

Big ears are stable.

As for the landing, the Mentor 2 does not like to be heavily braked at full extension, but will loose speed at mid range easily.

Conclusion:

This glider is a high end dhv 1-2 ,EN-B glider. Intended for the experienced pilots who needs the performance of the best EN-C of the moment with an EN-B rating .

Unless i need to win a competition on a national level, by flying fast and needing those few extra points, I see no point “until this moment” of flying something else than the MENTOR 2.

This glider amazed me by its performance, easiness of flight and incredible ability into wind.

My friend and I take our hats off to this manufacturer for this excellent glider out of the ordinary.

Now I am more puzzled to see what the FACTOR 2 has to offer more ?

MORE FEEDBACK :

Today we did have also some head wind .It seems that the wind is not really stopping..But it was nicely flyable with ± 800 m gain above take off .My other friend Alan took the Delta today ,take off weight @ 101 ! all up,and i was on the Mentor 2 S @ 95 all up.Both with pod harnesses.

Climbing seems equal like i described before,and may be a touch better for the Mentor 2.The delta was heavily loaded ! Today was full of transition comparisons.Up wind,downwind...
All the transition wing tip to wing tip at trim showed no difference in glide. Even in gusty head wind !

At first bar both gliders are also equal !!
At second bar ,and that wing loading,both are also equal in glide and speed !! May be the Delta have 1 km faster.

After 1 hour we landed on the take off and we switch gliders.
Alan took the Mentor 2 @ 101 all up,and i took the Delta @ 95.

At that wing loading i found that the Delta is a "mosquito" touch better in climb ,but Alan was over weight,very fast, but able to keep up very close.

Now for the transitions !!!

With the Delta @ 95 i had to use first bar to reach Mentor 2 trim speed ! with the same glide angle.

Alan on the Mentor 2 decided to use first bar .He was loaded at max and he was very very fast!! .
Now we both decided to use second bar ,at the deck ! Result : Alan on the Mentor 2 loaded at 101 was unreachable ...and had some impressive glide angle !!
Conclusion: We do confirm that they have "absolutely" the same glide at all speeds no matter what the conditions throw at us .

After landing Alan told me that the Mentor 2 was really impressive but he thinks that it is intended for educated dhv 1-2 pilots. I totally agree with him as the glider will be a real pleasure for the experienced pilots .

And i really meant it when i said that it is useless "for the time being"to fly higher rated gliders if you are not competing !! This green funny looking ,low aspect glider is really out of the ordinary !! try it !!

I will surely post this second day video also ,because the gliders were close all the time and the view was perfect.

Wish you all nice flights,
Ziad.

http://www.youtube.com/watch?v=fKkblRBjpMQ

Video No 1 VS DELTA M (copy/paste the link)
http://www.youtube.com/watch?v=MjL0R-JsDrg

Video No 2 Mentor 2 VS Delta (PART 2 ) "interesting !! (Copy/paste the link)
http://www.youtube.com/watch?v=_v_VJQM3HkM

With the GTO M,
http://www.youtube.com/watch?v=fKkblRBjpMQ

GTO VS OMEGA 8 VS PEAK 2 VS the VENUS 2 (2008)

2010-10-09T10:49:00.005+03:00

GTO VS OMEGA 8 VS PEAK 2 VS the VENUS 2 (2008)

After having tried all those gliders in different conditions with my friends flying them along, and doing some glides comparatives, in turbulent air ,head wind and most flyable conditions.

Over the past 2 years I have tested different gliders, among them, Peak 1, Venus 2 RX small, and Venus 2 small normal lines, Usport M, Sky C Mystic 2,UP Trango 3,Sol Torck,mainly with my friend who has also a Venus 2 M .

When the GTO S & M, Omega 8 25, Peak 2 24 were available, we tried to fly them and evaluate their performance. Here are the results.

Launching:

1- Omega 8 (Very easy even in no wind)

2- GTO M & GTO Small

3- Venus 2 M& S

4- Peak 2

Climbing in very weak thermals (under 0.5m/s):

1- GTO M @102 & Venus 2 M @ 102. (It is difficult to divide them)

2- Venus 2 Small @ 92

3- Omega 8 @ 93 & Peak 2 @ 95 & GTO Small @ 94

I am able to evaluate the gliders in those conditions because I know exactly how my old friends fly and they do it very well.

Climbing in strong (homogeneous) conditions:

Practically they all climb the same.

Climbing in turbulent choppy conditions:

1- GTO M & Venus 2 M & Venus 2 Small

2- Omega 8

3- Peak 2

4- GTO Small

I found that the GTO has the edge as it converts any movement to lift,but it looses its speed a little at trim when encountering those lifts. I could see it behind the pilot a bit at first ,and climbing like that ! but without the forward pitch after. the Venus 2 M and S are good also, a little inferior in the float ability, but their fast handling are compensating for staying in the lift.

The Omega 8 is a bit late to (breathe) in the beginning of the lift and converts it to climb. (Once settled it is ok)

The Peak 2 is a glider who penetrate fast the lift but a with a lesser climb. In the same conditions and very close, the GTO M climb quickly upward, and it seems to loose its forward speed for a second and the Peak 2 enter this same lift faster and move forward with a lesser climb than the GTO even that both are on brakes inside the lift. So if they were at the same level before entering this quick lift, the GTO will be a little higher and behind, and the Peak 2 will be a little forward and lower. For a small and weak lift it would favor the GTO M.For a race to goal mode ,it would surely favor the Peak 2,because it is a fast moving forward glider.

The GTO Small @ 94 was all around in those conditions, with no homogeneous reactions, so I was always waiting for it to settle down …(Did not like the feeling under it)

Glide at trim in zero conditions:

No visual differences including the Venus 2 M & S!!
But maybe a little.... 0.15 for the new ones ! To be on the positive side ;-)

Glide at trim in moving conditions:

1- GTO

2- Peak 2

3- Omega 8

4- Venus 2 M & Venus 2 Small

5- GTO Small

I chose the GTO M because it is more of a float glider, Then the Peak 2, because it is fast and efficient head wind. The Venus 2 M & S are also very competitive they are very close. (Less than 5 m difference in 3 km wing tip glides )

So practically, THEY GLIDE "nearly" THE SAME (at trim)!

Glide at first bar in moving air:(here is the big difference)

1- GTO M (very competitive)

2- Peak 2 & GTO Small & Omega 8

3- Venus 2 M & Small

In those glides all the new gliders are easier to maintain the speed bar, the pitch movements are nearly absent, therefore they will give more stability to the profile without diving and climbing again like the 2008 Venus 2, even the GTO S is more stable on bar and the 2010 gliders shows their potential.The difference between the 2010 and 2008 Venus 2 is now bigger.

Handling: (The way the glider can be steered)

1- Omega 8 25 (Super feeling!)

2- Venus 2 Small (Stiff but very agile)

3- Peak 2

4- Venus 2 M

5- GTO M

6- GTO Small

Comfort: (movements under the glider in turbulent conditions)

1- Peak 2 9/10 (very dampened)

2- GTO M & Omega 8 8.8/10

3- Venus 2 M 8.5 /10

4- Venus 2 Small 8/10

5- GTO Small 4/10 !!

Even that the GTO M is comfortable in the air,it should be approached by a refine pilot ,because in the thermals if you try to dig the brakes quickly, it will spin much quicker than the others.The S size also will do that.

Landing and maneuver approaches to top land.

1-Omega 8 25 & Venus 2 M & S
2-Peak 2
3- GTO M
4- GTO S

The Omega 8 has a long ,linear forgiving brake travel and i could exploit the low speed of the wing without nasty surprises.The Venus 2 M is also very good at that.The S size could be banked in a very agile way .The Peak 2 is a bit more difficult to use the low speed in a very small top landing ,but still manageable.The stall speed is a little below the hips...depending on the brake settings.The GTO M will stall earlier at the hips and need more attention when landing in a narrow place.The GTO S is similar to the M with even a more attention in the low speed segment.

Overall feeling: (My own impression and feeling)

1- Omega 8 9/10

2- Venus 2 Small 8.8/10

3- Venus2 M 8.5/10

4- GTO M 7.5 /10

5- Peak 2 7/10

6- GTO Small 4/10 !

I think that a (labeled) glider must have a good overall feeling, meaning that it’s comfortable to fly with good handling and must do all the descent maneuvers in a safe way. (If not I will get any recent competition glider. They fly much better!)

Conclusion:

My friends and I were surprised by the very little increase in performance between the Venus 2 of 2008 and the above 2010 EN-D gliders at trim speed. We think that the Venus 2 was already ahead of its time,in matter of efficiency.It had a 9.6 in glide as the Peak 1,but with a better head wind transitions.The 2010 have a little more performance especially at bar but we did not see that big leap. May be we were expecting more. Some mags are publishing ± 10.5 glide to some of them !! We did not see that at all . But in the end those gliders we have tested are relatively easier to maintain the speed bar, for better transitions.
A small video,
http://www.youtube.com/watch?v=3uOoe2-Aqpc

Waiting for the Mantra 4 and other gliders to be tested.

http://www.youtube.com/watch?v=3uOoe2-Aqpc

NIVIUK PEAK 2 24

2010-09-02T12:13:00.001+03:00

The NIVIUK PEAK 1 was a revelation in 2007,by its climb capacity and its glide at speed was unbeatable at the time.But i didn't like its handling,and it was slow at trim.It was lacking of character and felt that the glider passed the EN-D tests being too "tied up"...

But having flown the ARTIC 2 ,and liked it a lot !!! i knew that the designer OLIVIER NEF is full of surprises...So i waited a long time for the birth of the PEAK 2.

Trailing edge Rigifoil

Quality: It is very fruitful and great that a company listens to the pilots !!

The attachment points are now impeccable.With the smallest details,the glider is made.

A usb comes with the glider but i hoped to see the Peak 2 on it...:-(

The A's are attached to the B's and have a 10 cm slack ! Have to be delicate in launching.

In the air:

Today we flew in a site that is not supposed to be flown by north wind because it will be turbulent and not pleasant.
But we did go up anyway and it was windy from the north ! as predicted.

My friend flew his Venus 2 M @ 102 and and i was on the Peak 2 24 @ 95 all up.

In the air it was super turbulent,as my friend describe it later and not pleasant at all.As he knows very well his Venus 2 he gave me later a 9/10 grade of turbulent conditions.

What about me on the Peak 2 ?

It was my third flight on the Peak 2 and i felt also that the conditions were sometimes intolerable.

But the Peak 2 never felt very bad.It was sometimes keeping me busy, but still "manageable" . (For an EN-D pilot ) !

Overall ,the glider is smooth and comfortable in the air.

Coring those thermals was easy and "smooth" ! Crisp brakes maybe because of the plastic inserts on the trailing edge !!

Climb rate in strong conditions:

The Peak 2 @ 92 has a good climb rate. Loaded at 100 it suffers a bit vs the GTO loaded at 102 kg.

But in a homogeneous thermal, it climbs nearly the same.

Glide :

The glide at trim is also very good but pushing the soft accelerator gives an impressive glide !!It has the same glide as the omega 8 but it is faster .

Climb rate in weak conditions:

The glider does not like to be heavily loaded and in very weak conditions it is best to fly it at 92. Above that weight and at 98 and above it will suffer in the very weak stuff.It is very different than the Peak 1 ,which was very efficient in those conditions.

Now the only point i have to get used to,is the Big ears...Yes it is unstable even accelerated.And 5/10 times a line get tangled. I always had to pull the stabilo line hard to loose it. Sometimes if i let each one at a time slowly the line could not be tangled...!

I have tried one ear with a more pull on one side .It is in this configuration a little less unstable.Now the second one also ...did not work without being a little unstable.The harness when pulling big ears becomes very roll responsive to a certain degree.

It could be a plus for weight shifting ! But the ears will take a little time to get used to pull them in a proper way.

If i let the ears fast the glider opens with a "boom" too much energy.May be this is why the line got tangled.When i let it slowly it will open much better.

Conclusion:

The Peak 2 looks more accessible than the Peak 1 with very nice and smooth handling .The good thing is that you will not feel like you are flying a de-tuned comp glider with too much restrains to pass the EN-D tests ...It is a completely different glider than its successor !! ...Trim speed around 40-41 km/h .Touch the bar ,and prepare yourself for "light speed mode " ;-)

This glider is a "floater" when lightly loaded ,and a great head wind distance swallower if loaded at 98 and beyond !

http://www.youtube.com/watch?v=0HIyFfNabbc

Peak 2 VS Omega 8

http://www.youtube.com/watch?v=578ZIj_HDTo

Another video from the same flight ,taken from different cam,

http://www.youtube.com/watch?v=iYAi55Pq6kk

:-)

ADVANCE OMEGA 8 25

2010-08-13T22:33:00.001+03:00

As usual unfolding an ADVANCE glider has been for me a revelation.May be because they are more expensive than others ;-) ,but for sure the quality and the neat details are a step above the competition still.

Test:

OMEGA 8 +Impress 2 harness.Total weight 93 kg

Launching:

That 's one strong point of the Omega 8.It launches perfectly,showing a very good behavior when kiting the glider.Even in low wind the glider rises perfectly without any strange movements.

Turning &Handling :

For an aspect of 6.8 the OMEGA 8 has a moderate brake pressure,and a very good turning behavior ,if helped by the pilot in keeping the forward speed and leaning in the harness.It can really turn very tight .Much better turning than the GTO M. More homogeneous ,linear and precise. Exquisite !!Even in strong cores the ability to turn becomes even better! very nice glider to handle! A bliss in this category !

Feeling in the air:

Comparing the feeling in the air between GTO M and OMEGA 8 25, goes in favor of the OMEGA 8.

It is easy and predictable with comfort to the pilot below !

The stall point of the GTO M is early on the hips and the glider became unstable.The stall point on the Omega 8 is more lower and accept without any nasty surprises the low speed approaches or the sudden changes in directions.Both are dampened and both climb fast with pitch stability,but i felt that the OMEGA 8 is more balanced and has more friendly user ability + the precise brakes won my heart.

Big ears:

The OMEGA 8 25 can do big ears (finally) and are 80 % stable .The weight shift on the harness become more responsive .

Accelerator:

Very light,like butter,very efficient and the glider is on rails.

CLIMB RATE(in weak thermals):

Loaded at 93 all up,the OMEGA 8 25 suffers a little in very (very) weak conditions (0.2m/s) thermals,vs the GTO M loaded at 100 kg and a VENUS 2 M loaded at 102 kg.The OMEGA 8 25 is a little lazy in climbing in those weak thermals.

CLIMB RATE (in strong thermals):

The OMEGA 8 climbs very beautifully,like a spring.It has to do with the aspect ratio of those gliders USPORT, GTO, OMEGA 8,that they climb quickly upward.But i have noticed that the OMEGA 8 is a competition glider with excellent glide rather than a floater with excellent climb .The GTO M is more of a floater than the OMEGA 8 25.

PERFORMANCE:

At trim speed ,the Omega 8 is similar to the Peak ,GTO M. At first bar,it has very good glide with a stable profile and very easy and manageable speed bar.May be the GTO M has the edge but i think they are very close with a difference of ± 0.1 in glide at 46 km/h .

OZONE DELTA M

2010-07-29T14:18:00.001+03:00

MYTH or REALTY ...!!

THE TEST

To be direct ...If you want a glider that can be the best in all conditions get a comp glider like the R-10 or similar...If you want the best "labeled" glider get the best EN-D glider from a 2 years cycle.

I am convinced that most manufacturers are really competitive and have an excellent R&D team. That's why every year there will be a breach in designing gliders.Everyone will not forget the 1995 Xenon,the 2007 Mentor from NOVA (Papesh), the 2006 Peak from NIVIUK (Nef) ,the first boomerangs from GIN, the 1996 Xmx from AIRWAVE (Goldsmith) and now the 2010 R-10 from OZONE and many more ....

There is no miracles but a glider sometimes could only be the best in its own category for the time being ! .

DETAILS:

If you have looked at the work done on the R-10 then you will notice a resemblance with the DELTA .Plastic inserts on the leading edge,the lines are a mixture of both sheathed and unsheathed lines that are very well balanced to meet the EN-C criteria .The brake lines are really thin .A little bigger than the brakes on the R-10.The cloth on the leading edge of the R-10 is much thinner than the one on the DELTA.The risers are very beautiful and the glider looks having a top quality finish.I wish that the attachment points on the canopy would be more aerodynamic like on the GIN or ADVANCE gliders..but that is only a small detail...

Total weight of 94 with an impress harness,the glider launches very easy,and i am airborne in a weak but turbulent conditions.

First turn reminded me of the agility of the ASPEN 3 ,which is a very nice handling glider with a precise turn. As for the brake travel it is longer than the ARTIC 2 Small but with better agility (only when inside the thermal) because you can even core the inside of the thermal much tighter with your hands being a little lower to squeeze that extra turn....Exquisite !!! :-)

In headwind gliding the ASPEN 3 was fast but had this fraction of a sec to climb when hitting this thermal.The ARTIC 2 Small was very effective immediately in climbing without any delays or any pitch back and the glider would better climb at hands up (fast).

The DELTA M seem to have a very little pitch back in the weak bubbles,but would climb efficiently after the brakes are applied .If the thermals are strong it climbs fast,like a spring .It is also much dampened than the ASPEN 3 or even the ARTIC 2...Amazing...It moves with the risers without being busy and the glider seem to be very gentle and above your head,even that the conditions would left me probably busier on another EN-C.

The handling and the brake travel + the overall feeling of the glider when entering the thermals reminds me strongly of the GOLDEN 3. It has the same feeling and handling. But a little more roll .

As for the performance of the glider ,it seems when pressing the first bar ,the glider is more solid and the performance is superb.

NOW for the real condition flying:

Launching at 2600 m in a strong wind with gusts up to 35 km/h .A little window and up in the sky.At 2900 m a layer of strong headwind put my GPS at 0-2 km/h with a kind of waves hammering the leading edge.With no option ever to go downwind due to higher peaks and higher wind Have to get lower to be able to continue my flight. Big ears and 75% of bar and my GPS read 5-6-9 km/h forward speed,with the wind gusts still ,like a hammer puts the glider in all directions .After that i can surely confirm that the glider is very docile with little and forgiving pitch forward and the leading edge is very strong and may be i should not be in the air ;-) .

Later i joined my friend Moni on his Venus 2 M and Alain on the GTO M and FADY with his Summit 3 visiting us from RSA.

Cruising on the ridge with thermo-dynamic lift ,the advantage in glide was to the GTO then to the Venus 2 and the Delta a little behind.

I can say here that in those conditions (the best way a glider can cruise and gaining height without loosing the forward speed) i will place

1-GTO M 2-VENUS2 3-DELTA 4-ARTIC 2 , ASPEN 3 & SIGMA 7

At trim speed and in calm transitions over flatland the DELTA and the VENUS 2 are equal.But encountering a little head wind the VENUS 2 has the edge.Flying at first bar the DELTA is also amazing with a glide very competitive with the VENUS 2 only in regular smooth conditions .

1-GTO M 2-VENUS 2 3-DELTA M 4-ASPEN 3 26 5-SIGMA 7 26& ARTIC 2 small

Glide ratio: DELTA M :9.6

ASPEN 3 26: 9.4

ARTIC 2 Small: 9.3

In climbing its the best that a glider should have the biting and the little pitch into the thermal with a direct and precise input to help the pilot core better.The Venus 2 has the best feeling .But the GTO M is very efficient

CLIMB RATE :

1-GTO 2-Venus 2 3-ARTIC 2 Small & SIGMA 7 26 4-DELTA M& ASPEN3 26

Why? because the ARTIC 2 has a quick jump into the thermal and only with a "slight" brake on one side it just keep its full trim speed , going up and turning into the core without any delays "even"on a difficult thermal mixed with head wind.Where the DELTA needs a little more brake on both sides to climb best ,which looses the trim speed like the ASPEN 3 ...YES i am meticulous ;-) ....

HANDLING:

The way i can put the glider (EN-C evaluation only) whenever i want regardless of the conditions:

1-ARTIC 2 Small 2-SIGMA 7 26 3-DELTA M & ASPEN 3 26

Conclusion: A very good ,well behaved glider by OZONE with performance in real conditions to reach the top end of the EN-C category. Overall the DELTA could easily be the most "performant and accessible" glider in its category . The EN-C .

It is not a myth but a reality.

VIDEO

http://www.youtube.com/watch?v=ODKWSikAjCw

GIN BOOMERANG GTO (S 80-95)

2010-05-08T15:56:00.001+03:00

Evaluating a new glider sometimes is difficult and that 's the case with the Boom GTO.

For this test i would like if i may ,to divide pilots in two categories.

(A)The performance oriented.

(B)The artists.

Construction:

Plastic inserts on the leading edge,three liner ,thin three risers ,low sheathed lines and upper unsheathed(Not really thin).Laying the glider on the ground feels simple and very neat.

Launching:

The glider launches easily in no wind. In high wind also it felt that it stays above your head without pitching.Kiting the glider on the ground gave me a strange feeling of a glider that is relatively easy to stay above my head ,as if the hand break is still on.

Two steps and i am flying at 94 all up on the S size.Harness impress 2 .Distance between risers 48cm.

First moderate thermal ,i felt quickly relaxed .The glider does give a quick reassuring feeling.

First day the thermals were weak and broken.First turn,the response was ok but not that quick.I missed the biting of the Boom Sport.

Lets turn:

Brakes are relatively short,and the response is nice if the thermals are well established.If they are broken ,and you are lifted in the thermal,the GTO needs a little time to settle ,than you can induce a turn ,like the Usp and the Peak 1.

Not the case with the Venus 2 which you can adjust your turn instantly ,even with weight shift or with the brakes on a narrow core.

Flying the GTO is like someone is holding the trailing edge behind you.No pitching whatsoever.It just climb.The glider is always above your head and the feel that you are sliding underneath.

If you liked the Peak 1,you surely will like the GTO because it has the same feeling in the air + a shorter brake travel and a better turn than the Peak 1.(A) cat pilots

If you liked the Venus 2 or the Boom Sport ,then you are in the (B) cat pilots .

Climb rates in the weak thermals are good but not like the Peak 1.

Trim speed looks fast around 40 km/h.First bar is very good and very efficient. It tells you quickly GIN words: It is competition ready glider.

This glider like the Usp like to be flown at first bar to express itself with great into wind performances.

In a question on the Forum about the difference bettween Usp and GTO,i wrote:

The GTO is overall more dampened than the Usp FR.The Usp FR has more energy inside the canopy.You can feel it.
The handling (the way you could induce a turn)of the GTO is easier in all conditions. UPDATE (Not in strong thermal entry,needs time to settle).
The turning power of the Usp FR is better.Meaning=More maneuverable only in (well built ) thermals.But the GTO have linear and moderate precise brake pressure UPDATE (Only if the thermal is smooth)

But less than the precise POSITIVE BITING Boom Sport .

Not the case of the Usp FR ( needs more time to settle).

The GTO is trimmed like a race horse on a tight leach.(Like the Peak 1).The Usp FR is trimmed like a race horse with a more loose leach .
But both are stable on bar.
UPDATE (Sorry for 1st impressions)

The ears of the GTO don't open when you release your hands and are NOT stable (flapping),without oscillations,but easier to maintain then Usp .

The Usp opens with power,difficult to maintain and are unstable.

Today i flew the glider in strong thermals ,mixed with turbulent wind.In entering the turbulent thermal ,the glider needs more time to settle inside before doing anything....I found myself controlling the glider and waiting for the glider to behave and then i could place it into a turn.

Knowing that the glider is smooth and comforting,when meeting those thermals,the glider woke up and was suddenly very alive and busy...

Surely all the gliders in those conditions would be alive... but the GTO was keeping me busy.

Of course in turbulence i understand and accept to be busy and with the GTO out of the sleeping mode quickly :-) but was hoping for a more efficient and linear brake response in that turbulent flying mode !

Climb rate in those conditions is spectacular ,like the Usp i felt like standing on a spring ,The glider jumps upward quickly.That's for "S" size.

TEST FLYING THE M SIZE:

Launching the glider is easy.I am 102 all up with ballast on the M size.The take off is quick.I felt that it lift me much better than the S at 94.

My friend and i flew Venuses 2 often ,and the Venus 2 M was my friend glider for the past year.He was always telling me that the general feeling in the air of the GTO is like his Venus 2 M,which i disagree because i flew the S size and it was really different.

Now flying the M size at 102,feels really like another glider.It was like my friend said .It resembles the Venus 2 M in comfort and accessibility.

The initiating turn of the Venus 2 M ,is more direct at first but inside the thermal the GTO M is really nice to handle.The Ears of the M size don't flap ,maybe a little accelerated,but not a problem.

Conclusion:

The GTO M size at 102 has different feeling from the S size at 94.

The S size does jump quickly upward in the strong thermal,where the M size does climb a little smoother.The M size does not feel that it hang back a bit.It is neutral.Climb glide and turn.As easy as it gets for an EN-D pilot.

The climb rate in very weak conditions could favor the M size.But the climb in strong cores could favor the S size.It jumps quickly upward like a spring.

As for the glide in head wind conditions the new era of EN-D gliders has arrived.The GTO out climb,out glide at trim and accelerated the Venus 2 .

It is more efficient for long transitions.

And to summarize my review,we did a glide in head wind between the GTO M and the R10.3 S just for fun.

Result: :-)) ....Not comparable at all ... The R10.3 is really from another dimension. ;-)

Video:

http://www.youtube.com/watch?v=PYZ_Vh6CLBc

More pics:

http://picasaweb.google.com/Ziad.bassil/GINBOOMERANGGTO#

Zen.

NIVIUK HOOK 2

2010-05-06T17:25:00.000+03:00

THE LITTLE BUDDHA

I always wait impatiently for a new NIVIUK product.The designer OLIVIER NEF,is full of surprises. In 2006 the PEAK 1 was a revelation among gliders of its level.Still is. The NIVIUK ARTIC 2 is also one of the best EN_C gliders available for the package of security/performance/efficiency it delivers.
I was waiting to see how the HOOK 2 will be and what will be the philosophy of NIVIUK in releasing such a glider in the fierce competition of the EN-B category.

Laying the glider on the ground feels small for the 80-100 all up size.The plastic inserts on the leading edge are present like on the ARTIC 2.
All the lines are sheathed.Even the top ones.

Launching the glider is very easy ...
First thermal ,first turn...The HOOK 2 has the tension and the precision of the ARTIC 2 !! In terms of precision it could be the most precise one of the category.

The turning inside the thermal is on a dime !! very narrow cornering without any delays...I really liked it.
If i encounter head wind during a thermal ,the HOOK 2 does not bump into it.It simply enters without loosing it.Pitch movements are absent.
In turbulent conditions,the HOOK 2 is like a little Buddha .It is serene and very stable and always above your head ,no matter what's the conditions throw at you. It could be also the most accessible in its category.
Stepping on the accelerator is smooth and the glider is fast .

A small video . :-)
http://www.youtube.com/watch?v=uQ5ptmr8fuU

OZONE MANTRA R-10.3 (90-100)

2010-04-22T13:01:00.000+03:00

When the BBHPP came first into the worlds, every pilot was dreaming of flying something like that. It was a clever move for the OZONE team to introduce to the market the R-10 series based on the BBHPP. Some pilots wanted this glider to win comps, and some for the taste of flying one of the best performance glider available in 2010 with the latest technologies and optimum drag reduction.

The Mantra R-10 came with a different glider box. One that is rectangular, for the plastic inserts to fit inside without being torn.Opening the glider and spreading it on the ground is a show to watch. Beside being very thin and long, the beautiful finish of the glider and risers to the last detail, is exceptional.

The cells having plastic inserts up to 60 cm from the leading edge is neat having a tiny shape and racy look.

The upper brake lines are not made from dental floss category, they are history, now the new technology is mosquito legs,sewed together....I think ;-)

Risers have two trims from each side, the upper one works only in accelerated mode, race to goal (fast, stable, less glide angle), the lower one have a positive ( for increasing trim speed and acts like the accelerator with excellent glide) and negative position ( for weak thermal conditions).

My first comp glider was in 96 with the airwave xmx and each time i flew a comp glider i feel that i am not only in another class of gliders but in another dimension. The R-10 is no exception at all. In the contrary, seeing the glider on the ground is like having the genie of the lamp appearing by your side and taking you to a world cup circuit and giving you Micheal schumacher's F1 race car, without the keys...He says you only need to push this button...And i did.

Launching the glider is easy for that category, maybe because of well shaped leading edge.
Looking up to see the glider before launch, i thought i had my fish eye sunglasses... But they did not invent that yet... It is soooo thin...Running a few steps in the hill i wondered how this piece of Victoria's secret latest model string will lift me up...but it did gracefully :-)

Starting in weak conditions, at 99 all up, the pitch movement is nearly absent. Strangely I heard the vario with a small....Bipbipbip...another bip bip. It is nice to have a glider that biiips without thermals!!! ;-)

Turning in those conditions is nice. I found that the brakes are light and the OZONE touch is there. It has a little long and progressive input. It works on 15 cm, but the stall point is far just a little below the hips. ( depends on the harness)

In turbulent conditions I felt that the glider is comfortable for a competition glider of that caliber,but require more input and finesse to control than any EN-D glider i have tested.

It surges positively into the thermal,moves and requires a precise input to control it. The brakes are very efficient and could stop the surges promptly like a cutting machine.
To fly this glider in all conditions needs a little adaptation to the movements and brake travel.

It climbs quickly like a feather, effortlessly.In a well built thermal, it cores perfectly with a lot of energy.

Big ears are unstable, wing overs are nice and very powerful, 360's needs a little persistence to enter.

Trim speed is around 42km/h, first bar is impressive with 53 km/h!!! Glide at that speed is pure hallucinations!!!
As i said i was driving Micheal Schumacher F1 race car!!!

Conclusion: I am very happy to have tasted this exceptional feeling in the air of an aircraft of another dimension.I asked myself how will Micheal feel when he drives his usual sport car? Doesn't he feels the rush for his F1? How could he survive without the RACE adrenaline?
How will I cope again with the EN-D gliders? but suddenly i woke up....
I am not Micheal Schumaker.

NOVA ION (90-110) LOW LTF 1-2

2010-04-06T09:17:00.000+03:00

I had the opportunity to fly the ION Large 90-110,for an hour
loaded at 100 kg.
First you can see the thick lines and regular risers. It inspires confidence just by the look of it.
The A riser has only 2 lines. So the big ears are big and useful!.

There is also a certain pocket inside the whole lengths of the intrados !

Take off is really easy in all conditions.
In the air the Ion is a tough one-piece paraglider. Very tough and solid. It is really easy to fly it. It feels very secure.
A new pilot will feel immediately at home! .

As for the handling it is not boring as I thought. The glider turn well with very forgiving input. It is surely trimmed for beginner pilots, but with a touch of easiness for coring the thermals.
By flying next to other gliders, I was impressed by the climbing ability of the ION.

I felt that it bites the thermals well for its category, and it likes to be left flying .Not too much brake is needed. The glider hands up with a touch of brake can climb brilliantly.

The induced asymmetric are very benign .It is difficult to get a big collapse (good pressure) and they feel that they never did happen .The opening is fast without any change of direction.
The difference between the ORYX and ION is large,as the ORYX is intended for educated pilots.

Flying it for a small time does not give a big resume, but it shows that the ION is a low LTF 1-2, surely intended for beginners and for those who fly less than 25 hours a year.

http://www.youtube.com/watch?v=nmsYGBzBM7o

A big thanks for Rony , lending me his glider and for the video and pics .

A beginner but talented pilot ;-) .

GRADIENT GOLDEN 3 80-100

2010-03-12T20:10:00.000+02:00

http://www.youtube.com/watch?v=2tX9eTiTLgE

After some flights in thermal conditions, loaded at 95 kg all up ,with an impress harness, here is what I found.

Construction and quality are very good ,to the last detail in simplicity and GRADIENT style .It inspire confidence just by looking. Regular risers and lines , excluding the thin lines on top.

Launching the glider is easy, in all conditions. Nothing special on that.

In the air, at my wing loading I found the brakes long as the Aspen 3,but the wing is agile in smooth conditions. When it is turbulent and bumpy, I need to insist keeping the brakes in a low position in order to turn the glider faster.

Hitting a thermal the glider pitch back a little, after it settles inside, it cores perfectly till cloud base.

The GOLDEN 3 is a little talkative glider for an EN-B glider without excess. It moves but stays overhead showing the thermal direction.

The brake pressure is a little heavier than the Aspen 3,but it remains in the light cat.

The accelerator is efficient and the wing remains very stiff fully accelerated. Induced collapses are soft in recovery.

Wing overs are nice and could be high, and coordinated.

The feeling in the air is like a typical GRADIENT glider.

Performance...

Today was perfect for testing the performance vs the ORYX. My friend Moni took the GOLDEN 3 with a total weight of 100 kg and flying a pod samurai harness.
Myself flying the ORYX with an impress 2 + harness and an all up weight 93 kg.

Gliding in a little shaky air but without any headwind ,shows that the glides are nearly the same with a slight advantage in speed to the ORYX loaded only at 93 !!.

In the weak thermals ,and even loaded at 100 kg ,the GOLDEN 3 is really great.I think it has the edge in climb in the weak stuff. We were practically together all the way up,and I could feel that the climbing of the GOLDEN 3 is catching up… Then Moni missed a small thermal by going further left to the ridge ,and I waited up a little (see video)

When he got up again we settle on a small glide headwind ,heading north. Here the ORYX shines…No comment how it is really good in headwind glides !!!

Knowing that , we did return to land on take off and Moni got the ORYX to try at 98.5 all up (Weight of ORYX is 4.5! ) and I took the Artic 2 Small (EN-C) loaded at 95 all up for a test glide also.

Launching and going up, surely the advantage of quick climb is for the Artic 2(EN-C) .This glider is a reference between (EN-C) gliders. Now the good part is the 2 km headwind glide with the ORYX .

We were both surprised as you will be, seeing the video! They were both equal in this glide...(NO more Comment,see the video)with an advantage for the ORYX in trim speed. But when I pressed the bar headwind with the Artic 2 ,the difference is of course in favor of the EN-C glider.

Finally our conclusion is:

Our thoughts were that we really were amazed to see such performance gain in the EN-B cat + the ease to fly them without the stress of a high performance glider. It was such a joy…We felt that the GOLDEN 3 has an outstanding climb rate and a very easy feeling in the air.

A glide in still air is not important because the gliders fly always in active air.Just for fun.

http://www.youtube.com/watch?v=8P-Y7gqzHfU

Video in weak thermals.

http://www.youtube.com/watch?v=Im8un92L7h4

NOVA ORYX S (80-100)

2010-03-09T09:52:00.000+02:00

Finally after a long wait I received the ORYX at 1:30 noon and rushed for our soaring site for a quick 0 gravity feeling.
The wind was sideways and fairly strong ±30 km/h, but the glider was very easy to inflate and handle. It does not have the tendency to be pushed out of gusts and thermals. It keeps getting forward smoothly. I really like that in a glider regardless of the category they represent.
Speed stall is very far beyond seat position. (I could not reach it with the factory settings)

The ORYX is a light glider .I have weighted the S size at 4.7 kg + compression strap.

The risers are normal and not too skinny, like all NOVA gliders.

Playing on the ground is a child play. Very easy and forgiving .A small tendency if you let completely the brakes the glider could frontal collapse(only when kiting on the ground). That’s normal for a high performance EN-B glider. It is nice to see after a long period of time that this category of gliders is even easier to handle than its predecessors and playful at the same time.

I made a small introduction video.

http://www.youtube.com/watch?v=IqbSIEvAH1M

Today was weak on thermals. I flew the ORYX and the GOLDEN 3 .

The ORYX loaded at 96 all up.

Launching was very easy and quickly the glider lift me airborne.
In the past NOVA gliders were lacking of handling. from the Argon…to the Tycoon.
The Tattoo was nice to fly but the ability into wind was absent. Even with the Mamboo ,i was always pushed out of thermals. The handling was not to my liking and lost interest…(I did not try the FACTOR yet which NOVA claims to have a nice feel).

Today was something new…I never felt happier flying this ORYX. It is like a NEW NOVA era !! Hope so…To describe the handling of the ORYX ,is a revelation to me. The brake travel at that loading was perfect .Not long anymore and very efficient .I felt (near)flying my best high performance glider in efficiency and in response. The glider turn on a dime!!! Coring perfectly every thermal with ultimate precision. In head wind conditions + thermals the wing is not pushed out of the thermal…Incredible efficiency for that EN-B glider. If you have flown the ARTIC 2 S,then the feeling of the brakes is the same(but a little longer).

That's a glider with a 'soul'

Flying it again in stronger conditions showed a very good behaviour. Still very agile and precise in turns even the air is bumpy.I could place the glider easily wherever i want.

The ORYX inspire confidence in the strong stuff.The feeling of security and happiness is great.

The performances are for sure on top of the EN-B cat.A high trim speed of 39km .It has an outstanding ability upwind matching the EN-C cat.(We did a glide test with the ARTIC 2) The ORYX loaded at max has a higher trim speed of 0.5 km more . Video in process.

Taking from the GOLDEN 3 tests:
+++++++++++++++++ Knowing that , we did return to land on take off and Moni got the ORYX to try at 98.5 all up (Weight of ORYX is 4.5! ) and I took the Artic 2 Small (EN-C) loaded at 95 all up for a test glide also.

Launching and going up, surely the advantage of quick climb is for the Artic 2(EN-C) .This glider is a reference between (EN-C) gliders. Now the good part is the 2 km headwind glide with the ORYX .

We were both surprised as you will be, seeing the video! They were both equal in this glide...(NO more Comment,see the video)with an advantage for the ORYX in trim speed. But when I pressed the bar headwind with the Artic 2 ,the difference is of course in favor of the EN-C glider.++++++++++++++++++++

To conclude my test ,i could describe the ORYX like a butterfly. Light ,performant and beautifull .
Surely the best EN-B glider i have ever tested till 20/3/2010.

Video number 2:

http://www.youtube.com/watch?v=7LdREBD-xFw

A small glide comparaison just for fun.

http://www.youtube.com/watch?v=8P-Y7gqzHfU

Another comparaison with the ARTIC 2 EN-C !

http://www.youtube.com/watch?v=xmbv6UFQJEA

A video bettween Goden 3 and Oryx in weak thermal flying

http://www.youtube.com/watch?v=Im8un92L7h4

AIRCROSS USPORT FR 24.5 (90-105)

2010-01-06T21:07:00.000+02:00

USPORT 24.5 FR (90-105)

On the ground the Usp FR looks impressive. Besides having a flat aspect ratio of 6.8 and 5.0 projected, it is a true 3 liner. It has those reinforced plastic inserts on every cell RFE, and all lines are unsheathed with risers having 3cm negative and 5 cm positive trimmers.
It really does look impressive!!!

The Usp is rather a heavy glider. It weights around 7.5 kg on the M size. Its weight is around the leading edge .You can feel it by lifting the cells.

I flew it at 98 kg all up with an Impress harness.

Surprisingly, the glider launched very easy and evenly, finding me quickly airborne.

Having flown many high performance gliders, this one is unique.
Pitch movement were nearly absent or should I say soft. The glider cuts and climbs smoothly into the thermals. Roll movement were like all EN-D gliders .May be like the VENUS 2 .
At trim speed the Usp flies around 40 km/h .

I felt somehow, that this glider has a different character .
In the thermals the glider imposes that unique and strong character into the pilot. It does not like to be pinched much ;-) (By the brakes) .

It likes to be left flying,weight shifting with the harness with a little touch on the brakes from time to time.
It does have some movements in the air but it is a glider who will solve all the turbulence and move forward and up, as quickly as possible .

If the pilot will try to brake the glider or enforce his flying style, then the Usp with its strong energy retention will be like a wild horse by forward or back movements .It is simply trying to fly …

Depending on the thermals strengths, I felt that on weak cores I let completely the outside brake and using only the inside brake ,the glider turns on a dime. Very agile glider, with a climb rate to match the best EN-D gliders.

The brakes are soft to medium more like the Aspen 3 feeling .I would loved to have them more direct and precise.

In turbulent conditions, and different thermal cores, it is difficult to place the glider precisely with the soft brakes. It felt like flying the PEAK 25 (loaded)but with a shorter brake travel and faster response from the glider in settling inside the thermal.
To turn efficiently the glider must settle inside the thermals before I could turn it .
In strong "well built" thermals ,it is a pleasure to turn and climb. You feel having a knife and cutting your way .

Stepping on the bar is very easy with the most soft accelerator I have tried .Even mellower than the Aspen 3. The efficiency on bar is the strongest point of the Usp.
It is the most performing racer machine I have test (till 01-2010), especially in head wind glides and when using the bar!!!

In our earlier tests, I found when flying the VENUS 2 RX beside the USPORT, that the more we have head wind + strong cores and strong conditions; the USPORT was moving forward better and climbing like a loaded spring.

I felt that flying the USPORT at 98 was very efficient in the weak.
If loaded at +103, the glider will loose that efficiency especially when the conditions are tricky and very small.

However I think that in the strong conditions I would much more be efficient in gliding into wind and racing at +103 all up.

Activating the trimmers negatively reduces the glider speed and is good when you are loaded at 103+. Flying at 98 I did not feel the need to use them in negative position because the glider was climbing easily the weakest thermals .

Big ears are instable, but reopen fast .The tension on the ears lines is like a well tensioned string .You can play a song…Pommmm…pommmm… ;-)
The whole span looks well tensioned ,very stiff and like concrete.

Conclusion: High performances are on the menu . I wished the handling would be more linear and precise. I felt this glider is not intended for flying in a small restricted spot .It needs open spaces and long glides . This is for sure an XC machine with top end performances for the experienced regularly flying pilot.

ADVANCE BI-BETA 4 38

2010-01-03T12:15:00.001+02:00

I could be one of many who likes quality and superb details in a glider, and always when I unfold an ADVANCE glider ,my eyes are wide open for the excellent finish and details .

Of course they will all fly, but it is nice and funny "sometimes" to feel that you are flying in style :-) .
Even the attachment points are fitted correctly and properly, (see pic)

The launching of the BiBeta is really easy in weak or even in strong wind. The take off also at 175 all up was quick with a weak head wind of 5 km/h .

The first thermal ,and I looked up to see really if I was flying the BiBeta 4 and not my solo glider ;-) !! The brakes were very moderate for a tandem and the agility surprised me. The aluminum bars on the handles allow a good pressure point for easy and nice thermal precision.

The BiBeta 4 38 loaded at 175 climbs moderately in weak thermals. The size 42 should be much better in climb. In the strong stuff the 38 moves with roll movement (Not dampened).It has lots of energy and you feel like you have a toy glider (for a tandem) .

Opening the trim is a pure joy. The BiBeta accelerates really well and you feel that acceleration. May be going up to 47 km/h or more…(not sure)

Always respecting my passenger for a calm and nice tandem flight to enable him to feel the magic…But The passenger that day was looking annoyed and asked me if I could make the ride for him more interesting…That's all what I wanted to hear ;-)
Wing over's were high and very energetic, and the 360's were really nice and centrifugal, with a loud and long voice in my ears!! Mammaaaaaaa !!

It was my passenger who really was having "now" a cheerful ride.
Big ears on this tandem are easy to induce and the recovery is fast.
The BiBeta 4 38 lands nicely with a good energy and long brake travel.

Conclusion: I really liked the 38 for the overall feeling in the air .Easy and great handling.

ADVANCE SIGMA 7 26 (70-95)

2009-12-24T19:05:00.000+02:00

I was testing the SIGMA 7 26 loaded at 95 kg all up the last summer. Here is what I found.

One cannot deny the excellent finish and details.
When you open the glider bag you find yourself looking at an ASTON MARTIN car.
Very neat and classy details.

The risers are thin and look like a piece of art. RATE 9.8/10

Launching is a child job and getting airborne is easy and quick. RATE 9.8/10

In the thermals the SIGMA 7 is a pleasure to fly .Very crisp and moderate pressure, with outstanding precision puts the glider in a mosquito path !
RATE 9.5/10

Flying the SIGMA 7 26 at 95 kg loaded at top , in moderate to weak thermals, was
pure joy and happiness with comfort. RATE 9.5/10

When landing, the glider forward speed could be reduced to none, even heavily loaded, and enabled me to land in narrow places without any funny behavior. RATE 9.8/10 !

In transitions the SIGMA 7 could match any EN-C glider without any trouble. The glide is close to 9.3

the trim speed is around 39km/h much like the ARTIC 2 or exactly! and the glide also is same.

But what i really like about the SIGMA 7 is the accelerator!!The bar is really light, but when you activate it, you find yourself sitting in the TGV.

Very fast and on "RAILS" Wahooooo!!with the impressive feeling of total security and superb "efficient" glide at first bar !RATE for bar efficiency 9.7/10

Pressing the bar is like you have in the kitchen a delicious piece of chocolate cake, whenever you enter you should taste it ;-)

Having said that, it also differs from other newly gliders is that when pressing the bar ,the roll feeling stops.

Now for the very strong summer thermals in our 3000m spot. Well the glider behaved very well in the strong stuff (+9 m/s) ,but it does really need quick and precise imput to stop the surges as the glider needs very active flying in the "houla houla" stuff !! You surely cannot sleep below any glider but this one needs attention!.

Conclusion: The SIGMA 7 is a superb EN-C glider with great "usable" performance. It needs an educated active pilot to fly safely far away.

SOL TORCK (80-98) KG

2009-12-24T13:24:00.000+02:00

SOL TORCK
After flying the TORCK for a while at 96 all up , here what I found.

The SOL TORCK is made from Gelvenor, which make the glider as little heavy. The front part of the wing is made from light gelvenor, so you can feel quickly the difference in weight between the front and the heavy back of the glider.

The lines are made of Kevlar lines unsheathed on the top, and main treated vectran lines.

Launching the glider in nil wind would need much energy, to get the glider overhead. In moderate wind it is a pleasure to launch, and in strong wind it is an advantage to have that characteristic.

Once in the air the glider inspire confidence .Comfortable ride is on the menu, only if you have your total weight near upper limit. Then you will enjoy a very smooth and really cool ride .The glider has the tendency to eliminate parasite movement of the air without being too dampened.

First thermal and brake applied opened my eyes to a new dimension of turning behavior! The glider is exquisite! It cores the thermals with such easiness and coring power like no other. This glider is built to thermal. Very easy to stay in the core and what a pleasure….!

At trim speed the TORCK is not that fast, less than the VENUS 2 by 1.5~2 km/h .It could reach 38.5 km/h. The glide at that angle is really good (In calm air) .When using first bar, I could nearly match the glide of the VENUS 2.It is really close.
In head wind glides and turbulent condition, the VENUS 2 is unreachable and it cuts better and goes much further.

I felt when hitting a thermal that the glider would stop or even get behind a little bit than move forward. That fraction of sec is the one that let the TORCK little behind. But this is something a pilot can adjust by pulling the accelerator all the time. And pushing the accelerator is fun. The glider keeps on rail and very controllable in this situation.

In the weak stuff without any turbulence or headwind, the TORCK is a thermal beast. You cannot miss any thermal. It is very efficient and climb really well.
Spirals and wingovers and fun and easy to make.

The glider can be slowed down to an accurate landing.

Conclusion: The TORCK dhv 2-3 gets a very clean dhv, as you would thought it is near a dhv 2 glider .The induce asymmetric collapses and frontals are benign and very easy to handle.

Excellent job on performance and great "teddy bear" glider if you are on the upper limit.

SKY COUNTRY MYSTIC 2 (80-100)

2009-12-21T17:47:00.000+02:00

SKY COUNTRY MYSTIC 2 (80-100) EN-D

This is an Ukrainian manufacturer. My first SKY COUNTRY glider ! The size 26(90-110) got the EN –C certification !!!

http://www.sc.com.ua/en/news/?action=novelty&id=21&page=1

I have heard also that Alain Zoller ,the manager and tester of PARATESTS EN certification, has purchased a MYSTIC 2 for his flying pleasure, I had the curiosity to get one to test fly…

Opening the glider showed a very well finished work. Very neat. The lines are a combination of Vectran lines and Dyneema. The cloth is made from Porcher.

Kiting the glider felt pretty easy for this 6.5 flat aspect ratio glider. It gives you already a nice feel.

Once in the air the glider inspire confidence, dampened enough trough the bumps, it give you a smooth ride. If you have flown a TRANGO 3, you will have that exact feeling of comfort with of course a much better climb and glide..

The handling however puzzled me…It was very agile when coring the thermals. I never would expect a 6.5 AR to turn that way. Even better than the VENUS 2 .I liked it very much.

When the thermals get stronger, the agility is increased! Very good !
RATE for agility: 9/10 !

The pressure of the brakes is medium .It feels like the Venus 2 Small. The brake travel is similar to the ARTIC 2.

Precision of the brakes at 97 kg all up is ok. I was hoping for better. RATE for precision: 8/10
Glide in calm air is very good .Not better than VENUS 2, but very close. Maybe 9.5

This glider is very efficient in weak climb.

Conclusion: The MYSTIC 2 is intended for EN-D pilots .But it got a C on the size 26!.I believe that it is a very docile wing to fly. So If you are not looking for the most performant glider in the EN-D class ,but a very close one with the pleasure and comfort in the air +a very good climber when the conditions weakened. That 's the glider to test fly.

VENUS 2 (70-95) --VENUS 2 RX (70-95)

2009-12-21T16:32:00.000+02:00

AXIS VENUS 2 (70-95) @ 95 all up
AXIS VENUS 2 RX (70-95) @ 95 all up

Launching the glider is moderate but easy when there is a gentle breeze. In strong wind the glider come up fast and it should be stopped before it goes far.

In the air the normal version and RX version feels very well loaded. The glider is very well pressurized. You can feel its power, but without the aggressive surges .The RX version has a more sharp feeling due to the thin lines. The normal version felt softer.
Both are excellent in finding lift as the VENUS 2 has an outstanding and easy way to find lift and climb effortlessly, without any struggle from the wing regardless of the turbulent conditions .Even in smooth air the VENUS 2 climb like no other wing in its category. Very close to the PEAK.

RATE for climbing strong conditions: 9/10. RATE for climb in very weak conditions. 9.5/10.

If I would like to rate this glider for comfort in the air, I would give the VENUS 2 Small normal version 8/10, and the RX version 7/10.

The handling and brake pressure of the VENUS 2 certified version is perfect .Not hard like the TRANGO 3 ,and not soft like the ASPEN 3 .It feels more like the ARTIC 2 in terms of brake pressure. As for the RX version it is a little hard than the normal version, but with a direct feel and a shorter brake travel, and a much better precision.
RATE for the normal version for precise turns: 8.5/10 and for the RX version 9.5/10

The glide performance of the two versions looks similar with a slight advantage for the RX version at 45 km/h and more.

After testing some latest EN-D gliders till(07-2009), the VENUS 2 could have the edge in glide and especially "efficiency" in racing. Glide in calm air looks close to 9.6

To describe the VENUS 2 in one word: "EFFICIENCY" in all conditions! at its best.

Easy controllable glider with outstanding performances .

The trim speed is around 40 km/h .The glider cuts through the air like a knife and converts very easy the small bubbles and thermals into lift, without back and forward oscillations.

It is very difficult to miss a thermal flying this excellent machine.

I keep wondering why this wing is not so popular…It should be purchased like no other…

Conclusion: Could be the most efficient and performing glider in 2009.

NIVIUK ARTIC 2 (75-95)

2009-12-21T14:18:00.001+02:00

ARTIC 2 (75-95)
Test at 95 kg all up, with an Impress 2 + Pod harness.
Launching this glider is amazingly easy in all kind of wind. It inspire confidence even before takeoff.
After flying this glider for 50 hours, here is what I have to say.
In thermals the wing is very precise .The brakes are not long just perfect. You can place the glider whenever you want and the precision is great. The agility is just perfect for this cat. RATE for agility: 9/10---Rate for precision of the brakes: 9.3/10.

The climbing ability is very good .The glider quickly converts any lift to a wonderful climb. Even in the choppiest of lifts. Head wind, no wind, weak lift, strong lift, the glider is a wonderful piece of flying machine….RATE for climbing ability in weak conditions: 9/10. RATE for climbing ability in turbulent conditions +head wind: 8.8/10.

The glide in calm air is very close to 9.3

Security: Asymmetric felt very soft, with no change of direction if you only counter steer with the harness. Frontals reopen fast. Overall a very nice and safe glider in the LTF-2 cat. RATE for comfort: 8.8/10

I used the speed bar at the fullest in turbulent conditions and the wing just kept its path at a very good glide.

In turbulent conditions the glider moves a lot ,but not over a high angle ,so you feel that it moves but just keeps above your head all the time.

Overall RATE:9.5/10

Conclusion: Since 1991 this glider is the best I have ever flown in the LTF-2 cat. Cannot say more than that!!!

GRADIENT ASPEN 3 (80-100)

2009-12-21T14:14:00.000+02:00

ASPEN 3 M 80-100
I flew the Aspen 3 in rather medium conditions at 96 kg all up, with the impress2 + pod harness.
The construction and the finish of the glider looks very good and neat .RATE: 8/10.
From the moment I launched, the glider felt very fast on trim. Measurements after that showed a 40 km/h at trim speed.
First thermal and I tried to turn and feel the brakes .They look rather long and not that precise after flying the Artic 2 S. But the glider turns very nicely and very agile, so you can core every thermal really tight, with the feeling that you are turning faster than any thermal core!!! I liked that feeling, but I wished for a more precise turn through the brakes like on the Artic 2 Small. Rate for handling precision: 7/10---RATE for agility: 9.8/10

It climbs fairly moderate. I felt that when catching a thermal the glider needs a fraction on a second for converting that to lift. Rate for climb ability: 7/10
The Glide at trim is excellent…May be the best there is to this moment in the LTF-2 cat. RATE for glide in calm air: 9.5/10
Glides through head wind and turbulence showed that the glider keeps its glide at med to high level of performance. RATE for racing upwind: 7.5/10
Flying with speed bar gives a very good glide and speed for this Cat. RATE for racing upwind +accelerator: 8/10
As for security: I could not test the glider properly with asymmetric etc…I didn't have time.
But when flying I never felt any odd behavior. On the contrary, the glider inspired confidence. RATE for feeling comfortable inside the LTF-2 cat: 7.5/10.

What I did not like is the low speed characteristics: If I want to land the glider in a very small place, and I would try for that to dig the brakes in a low position, little lower than the hips, the glider in subjected to spin, because it has the tendency to always fly forward .So it became unstable and rather technical to land in a very small place due to the spin tendency ONLY if your brakes are very low, (Lower than your hips)
Conclusion: The Aspen 3 (80-100) at 96 all up is a serious weapon for braking records and moving forward fast for an LTF-2 cat.OVERALL RATE : 8.5/10

Trying new gliders...

2009-12-20T10:01:00.000+02:00

It has been a dream and still is ,to always try new gliders.It gives me new wings every time i take off.The feeling in the air is exceptional...