Airdesign Hero X-ped size X-small 65-87 ( optimum 83 all up)

Airdesign Hero X-ped size X-small  65-87 ( optimum 83 all up) 

I have already test flown the Hero 2 in sizes 75-95. Here’s the Xalp version of the Hero, named X-ped, in a smaller size.

Like the Hero 2, the construction is excellent, with that nimble, very light cloth. Inflation is super easy, even in nil wind. The X-ped rises quickly, and the takeoff is eventful. In a sustained 30 km/k wind, the X-ped didn’t feel the need for extra control. Plain and very simple for the light D class category.  The glider seems very taught and homogeneous. https://ad-gliders.com/project/hero-xped-yourbestmate/?lang=en

Let's fly!

In the air, I flew the X-ped with the Airdesign Sock SL in size L, which weighs approximately 1.9 kg with an inflatable protector. I will also comment on that harness further down. AirDesign told me that the optimum weight for overall efficiency under that glider is around 83. And I precisely flew it at that exact weight.  https://ad-gliders.com/project/the-sock-superlight-keepyoursockon/?lang=en

In the air, and after the first turn, I was already drunk on that dynamic, quick turn in thermals. What a beautiful extension to my arms on that small but very responsive glider. I felt exactly like a Swallow in the air! It's a complete delight to find yourself playing with elements on such a machine. 

The brakes are short, direct, and very responsive, allowing for tight turns to be made instantly.  

The roll for the D category is quite acceptable. Because I am flying a 

smaller version of the already tested Hero 2, I can say that the feel is the same, with a slightly more dynamic turn, but with a better-taught and more homogeneous structure. I asked myself, 'Why is that, kn

owing it's even lighter?' It appears that the aspect ratio is lower, and perhaps with a good, solid internal structure, it felt even easier and more coherent than the Hero 2. 

The Sock SL Large harness seems more stable than the Arrow P, I have over here in roll. For my personal body configuration, I felt that the Arrow P provided a bit more lumbar and back support. However, there’s a good, acceptable comfort under the Sock SL, which features a front rescue that I prefer more, and the colors are also joyful. The roll movements, as I mentioned, are less pronounced under the Sock SL, which provides a more stable harness than the Arrow-P in overall conditions. That being said, I never had any issues with weight shifting. I can say that I was very efficient under that nice combination, and I was also happy to reach that low weight. 

The Sock SL pod is warm, considering its lightweight materials, and I could quickly slip into it.  

I flew that glider with some friends next to other gliders to get an idea about climb and glide, and I will surely update my comparison later on.

The climb in weak air for the small size requires attention to avoid losing the weak core, but it is still acceptable for that small size.  The climb is intense, the air is delightful, and the enjoyment of turning surpasses the efficiency of the climb, which is also suitable for the category. 

At 83 all up, gliding headwind while pushing the speed bar, it is relatively easy to keep your foot on, and the B steering is efficient to keep the glider on track. Perhaps the Zeolite 2 GT has a slight edge in rear riser control, but I had no issues on the X-ped with moderate pressure. 

Ears with outer A’s are stable and efficient; they reopen without pilot intervention. 

Conclusion:

A small, light, pleasurable to fly EN-D 2 liner from Airdesign. If you are a skilled pilot who prefers a very light, hike-and-fly aircraft with good overall performance and a treasure for handling, then this X-ped could end your search! Best to try if it fits your needs. Approximately 7 kg overall/, outside bag/rescue/vario ! 

 

BGD Cure 3 M (75-95)

BGD Cure 3 M (75-95) 

The Cure 3 is the new 2025 release for BGD in the EN-C category, featuring a complete two-line design structure and a flat aspect ratio of 6.7.

I flew the Cure 3 with three harnesses: Impress 4/ Arrow/ and the Flow Vissta XC. 

After many flights, at a lower load 90…91, in good conditions, I wasn’t blending on that glider…

As I had already flown most two-liners, I thought there was definitely something wrong!  So I gave that glider to my friend, and he happened to fly it at 94 all up. I took the Photon MS at 94 as well. We flew for some time, and were highly surprised by the efficiency of that Cure 3.

We landed, switched gliders, and I retook the CURE 3, but now I flew it at 94 all up. Now I understand that this glider must definitely fly at that exact weight. 93-94 even 95 is great under that glider! I was able to follow my friend, who had difficulty coring narrow thermals. On the Cure 3, it was easier and better! Climb like a feather, and be efficient like the top EN-C two liners!

Every day since that day, I flew that glider no less than 93.5/94 all up, and it was (Sublime) 

Of course, you can fly that glider at mid-weight if you want, but the difference in performance efficiency is huge at its optimum weight.

Launching the Cure 3 is easy for that aspect ratio. In fact, it's very easy to launch, without a forward shot or a slow rise. It just rises smoothly from zero to a 20 km/h breeze. 

Handling:

In the air, there’s no gap for the brakes after the pulley lines are horizontal. The moment you pull, the trailing edge reacts. Also, at full bar, there’s no pressure on the trailing edge from the released brakes. So that’s the settings!

 Pulling just 5-10 cm can make a nice turn inside a smooth thermal. In a more active, turbulent air, only 15-20cm is needed to keep the glider overhead. After 20 cm, the brakes become hard. At 10 cm, they have moderate pressure. 

The Cure 3 is a politely agile EN-C. It can turn on a dime with good precision, describing it as having a more efficient rather than a dynamic turn!  

Overall, the turning abilities for a two liner, 6.7 AR, EN-C are immensely satisfying. 

Climbing:

Climbing in weak air under the Cure 3 will not hold you back versus any other EN-C glider. It floats nicely and digs through smoothly when properly loaded! If you fly it at mid-weight, in weak conditions, you will need more time to get through and inside that weak thermal. Even loaded, it flies well! 

What I loved about that glider is that in stronger cores, I could squeeze the brakes to get a tight radius and climb beautifully! Next to me, my friend had some troubles sometimes, especially when the thermals were turbulent, steering the Photon, even though his hands were relatively low and he shifted his weight to make it respond. On the other hand, under the Cure 3, that was never the case. A bit hard on the brakes, but you get a swift, direct turn into any thermal! (Again, at optimal weight) 

Gliding:

We did many glides in headwind, downwind, and low under the inversion. We spent time together to understand the potential of the Cure 3. We both believe that BGD has created a superb gliding machine with the Cure 3, enabling it to compete in the higher ranks. 

Even at half and at full bar, the glide is very competitive. (EN-C comparison will be updated) 

Comfort:

The feel under the Cure 3 is very smooth, yet also quite solid. The roll movement is moderately low, and there’s no yaw movement at all. So in turbulent air, you can feel what’s going on, but in a very smooth way. The Cure 3 feels very comfortable to fly, not only because of its overall movements, but also due to the whole homogeneity of its structure.

B steering has a moderate pressure and is easy to control while at the bar.

Ears can be made with outer A’s, which is fantastic and efficient. 

Conclusion: 

I am impressed with the overall package the Cure 3 has to offer. Apart from a stunning shape above your head, with the swept wings! 

Agile, Direct, with a high brake authority for the pilot. The brakes were a bit hard after 20 cm. Glide and climb in the top 3 of the EN-C category. It can reach the first rank for overall comfort and accessibility for aspect ratios equal to or higher than 6.5. But to experience that…You must fly it at its optimum weight :-) 

Pilots flying the Cure 3 will surely have a high chance of stepping onto podiums this year. 

Niviuk Artik R 2 size 23

NIviuk Artik R 2 size 23

I have already flown all Artik series, from the first one to this year's 2025 model, and now I have the Artik R 2, the new release two liner EN-C glider from Niviuk.

In this review, I will describe the glider and highlight the differences between the Artik R1 and R2, as well as the Artik 7 P, a hybrid released in 2025.

The Artik R2 construction and details are flawless, just like Niviuk's latest models. With a very nice manufacturing process, it looks clean, like a Swiss watch. Or should I say like a Spanish Andalusian Flamenco :-) To stay close to the origin ;-)

The glider invites you to fly it, just by looking at it. The outer bag and the small details are elegant. 

The A-R2 has an aspect ratio of 6.5, and even in no wind, it requires a steady but smooth pull if you lay it properly. In a 15 km/h wind, the launch is also smooth, but you feel that the Artik R2 doesn’t rise as a block; it needs a controllable but easy and smooth touch to get that structure above your head, especially if the breeze at the take isn’t steady. It stays within the C class in launch control. 

The structure is different from the first Artik R version. There has been a high amount of work inside that glider, and it feels that way. It feels more compact, but in like three pieces. Let me explain: It doesn’t feel like one whole block, like some stiff, high-end C gliders. It feels more like three stiff parts working together.

The take off is immediate at 92 all up on the size 23, which has a range of 75-95 all up.

First, the brake travel is short and a bit firm. The A-R1 had longer brakes. The A-R 2 has shorter ones, which are direct but have a performance radius. I think it is pretty logical to make such a turn if you are going to use that glider in XC. Otherwise, you can get the A-7 P, which has slightly more dynamic and joyful characteristics, as well as quicker turns.  Saying that the A-R 2 has a precise brake and good authority for the pilot, a bit better than the Artik R-1, especially in strong air. You can turn it with 10-15 cm in all conditions. However, lowering a bit to 20-25 is doable, but a bit harder under pressure. 

Climb rate:  I think the best feature of the Artik R-2 is its climb rate. I think it's brilliant. In weak, and in strong, the A-R2 shoots quickly upward! In my C comparison, I think the rate of the climb would be at the top Cs of

Today's Gliders. 

Stability: In strong air, the old AR-1 structure moves within itself. The new A-R 2 shows a significant improvement over the first version. While it still has some minor movements, it is more taut than the previous version.

In turbulent and intense conditions, the A-R 2 is a different beast from the first version. It is a step up in feeling like positively flying in a higher class without the workload.  

Glide: We did some long glides with a Photon of the same size and load. Perhaps the A-R2 has a 0.25 km/h lower trim speed, but at full bar, it is as fast as, or possibly 0.5 km/h faster than, the Photon. The glide at trim and top speed is within the top 5 of the C category. 

While pushing the speed bar, which has moderate pressure, the B handles are efficient, not hard to control, have good pressure, and are easy to use overall. 

IMHO, the A-R 2 in size 23 is best flown near 92-93. I think after a few more hours, that glider will settle, and you can load it to 94 and stay connected with all its features.

My C comparison will be shortly updated for small details.

Conclusion: More compact than the A-R1, better coordinated handling for performance gain in a turn. Relatively easy/moderate for a 6.5 AR glider. Has much top-end speed. Easier to fly than a few high-end Cs.

OZONE Alpina GT S (65-85)

Ozone Alpina GT ( The Yogi) 

Ozone introduced the Alpina GT, a three-line concept with a six-to-one aspect ratio for 2025. Many pilots ask why.  There’s the new two-liner Delta 5, and also later, the light Alpina 5 will emerge. 

So, why go to a three-line concept? Not even a hybrid! Perhaps a little at the last 2 meters. Who is this glider for? 

Let me explain the Alpina GT in full detail. 

The glider has a lightweight construction, weighing around 4.25 kg. The risers are traditional, rigid webbing risers and a bit heavy. Perhaps, Ozone may offer a lighter riser option.

Launching the Alpina GT S size 65-85 at 83 is super easy. Straightforward and calm.

In the air, with the F-Race2, the brake travel is moderate in length and reacts promptly to steer the glider. I can describe the turn as flat, super smooth, agile, while being tamed at the same time. The Alpina GT doesn't dive in turns. The Alpina GT S size requires a slight, steady pull on the brakes when turning because it will flatten even more. Overall, I can describe the turning abilities as having high smoothness and being easy to steer.  It is very forgiving if you pull the brake line a bit lower when needed, sometimes. 

The climb rate in weak air is perfect and similar to that of the Alpina 4, which was excellent.  One day, we experienced strong conditions at our lower site, with some north-east wind blowing in. That made for a tough day flying. While high B gliders experienced some collapses, it was a good workout for us to maintain our gliders overhead. Under the Alpina GT, I managed to keep that glider open and never experienced a collapse in those not-so-friendly environments. I got 7.2 m/s thermals on the lee side! You can imagine what strength this one has! While keeping that glider well inflated, I was super relaxed under the Alpina GT! 

And somehow…I was psychologically happy, because under these rough conditions, you think:

’If it collapses while I’m low, I think it will be easier to manage it.”  Or, on a two-liner, from higher classes, you think, “ If it collapses, while I’m low, I think it will be hot to manage it.”   

That is a logical behavior of pilot instincts. That’s why OZONE chose to keep the Alpina GT on the menu. It's for those critical moments when you need to fly a C-class glider, but without the stress. 

The internal structure is stuck together firmly and gives an impression of high passive safety, much like any(tamed) High B glider! 

That’s how I felt underneath that glider.

There’s an important matter that I'd like to discuss with you.

Suppose any manufacturer wants to push the limits of any type or class of gliders, whether it's a two liner or a three liner….Wouldn’t they strive to take the concept to its extreme, staying within certification while also being competitive and delivering a flyable glider that aligns with their image and understanding?

This is too much to acheive for any manufacturer, and yet they are pushing. 

What if it were to deliver one glider without that stress? A refined concept. Wouldn’t they provide a smooth, “balanced" glider? That’s the Alpina GT.

A C-class glider for everyday use, for Alpine conditions, with some 80 hours of experience for pilots.  Grass for the needy ;-) 

Now, some pilots would ask: So why should I buy that kind of C if I can get a high B? 

Answer: Because of the difference when gliding in a difficult airmass facing a valley breeze, that C will push you slightly further than some high B’s and will react as a higher class should   (even slightly) 

I will surely also get that question: What are the differences between the Artik 7 P S and the Alpina GT S ?  (Both 65-85 weight range)

Answer: The handling and braking authority on the A7 is short, linear, firm, and super direct. The Alpina GT handles very well, with slightly longer brake inputs and softer reactions. But still very agile.

The inside structure feels tougher on the Alpina GT and more compact. In moving air, the A7 P communicates by rolling 30 % more than the Alpina GT. I like the A7 P for its intuitive, direct handling and dance feel, but I also had a lot of fun flying effortlessly in the Alpina GT in those rough conditions. It's like driving a BMW Z4 (A7-P) versus a Mercedes E-Class (Alpina GT).   

Gliding: Don’t expect to match the glide of the 2-line concept Delta 5.  But I understand that a pilot buying an Alpina GT is not aiming to compete in the serial class, for example.  He will choose, for that matter, the Delta 5 or the Photon. 

The top speed is around 15 km/h over trim…Ears are stable. They do not open automatically and require pilot intervention. 

 The B/C system works perfectly to stabilize the glider overhead when the speed bar is pushed. Not as 2 liners, but close enough. 

Induced collapses are easy to reopen and have a soft feel. 

Conclusion: 

The Alpina GT targets pilots who don’t want to venture on a two-liner, and believe that this three-line concept has already been tested and validated for over 10 years. I can assure you that those pilots will get what they hoped for in terms of passive safety, good performance, nice handling, and overall a smiley face at the landing zone.  Happy flights, 

GIN GTO 3 (ttwienada) (go-seongneung) in Korean ;-)

GIN GTO 3  (ttwienada) (go-seongneung)  in Korean ;-)   

When I was in France at the Coupe Icare, I met Mr. Gin for a meeting to discuss future GIN products. Gin was very excited about the GTO 3, as his goal was to achieve the best performance from an EN-C glider, particularly at high speeds. 

And after seven months, I was able to purchase the GTO 3. 

Wave leading edge on that design with quite a few thin lines. Lying it on the ground showed me an elegant construction. The leading edge is made from Dominico 30DMF 41g², and the rest of the upper surface is made with Myungjin, MJ29MF 29g², as well as the lower surface. Lines are a mix of Edelrid lines. 

Launching the GTO 3 requires a steady pull in nil wind. It comes up slowly, but evenly. In stronger air above 20 km/h, it rises quickly and needs a good dab on the brakes to keep it above your head, as all high-performance gliders do. 

I have flown the GTO 3 size S (80-95) from 91 to 97, to understand that my best feel was near the top at 94,95. 

I took my time with the GTO 3, as I was intrigued by its performance and usability. So, after some time flying it in different areas at 95 all up, here’s my personal opinion about it.

Let's first talk about the handling. The GTO 3 gave me a different feel in various conditions, and that's what I'm sharing.

In the air:

When conditions are moderate, with acceptable or mild turbulence, and no wind, even with 3 m/s thermals, the agility and brake authority are excellent under the GTO 3. The pressure on the brakes is slightly on the moderate side in those conditions, and the reactivity of the brakes allows the pilot to control, feel the pressure, and guide the glider through the air.  

In those specific conditions, the GTO 3 has the upper hand over the Photon and Lyght in terms of handling, thanks to its precise and direct control. 

Now flying it in rough air, in windy days, even at 95 all up, the feel is a bit different. My first feedback changed slightly after some strong days flying it...Sometimes, it was a bit reluctant to turn immediately as it did in mild air. However, the feel of the brakes is still present, and they control the glider flawlessly above the pilot's head, keeping it in line. It just needs a bit more time to settle (in turbulent thermals), and then you can push the brakes to turn it. While doing that self-settlement, the GTO 3 keeps pushing forward and up! I will comment on that behavior later on performance. However, in turbulent and strong air, it needs a skilled, high-C pilot to keep it at bay. Of course, it is not a Bonanza 3. 

Climb rate:

During my time test flying it, I have read comments from fellow pilots and listened to my friends' opinions. My feeling about the GTO 3 is that it has the edge in climb in the C class. But I will surely explain what I mean.

On a day with light 1m/s to 2m/s thermals, when flying the GTO 3 next to my friends on their same-size Photon/Lyght and with an exact load of 94 over 95, I sensed that the GTO 3 gave me the magical power to achieve a floating edge through a difficult airmass. It was always easy to surf upward!. While the actual two-liner C will take some time to dig through in those light conditions, the GTO 3 is a half step up. But that also has its price…later… ( I’m trying to make some suspense :-) 

On stronger air and windy days, the climb rate appears similar to that of the Photon. 

Gliding:

The GTO 3 has the best glide of any EN-C glider to date. Period. I have tried and tried and tried. There’s a slight edge in glide at trim and at half bar. Perhaps at full bar I can say it's very close to the Photon. But at trim, half bar, I had a slight edge. All my friends confirmed my thoughts upon those glides.

For me, gliding under the GTO 3 felt like another step up in moving air. It always goes in (dolphin-mode). It is more like throwing a flat, rounded stone horizontally into a lake. The feel is like that. It jumps upward and forward. At least it's how I felt…

Usability:

Everything in this life has its price. While having the best glide and climb, after flying it in all conditions, the GTO 3 is also a slight step up from the Photon. Not much, but still needs some + 10 % pilot load, especially in strong air. Because the leading edge keeps searching up and forward, and the pilot needs more time to understand the balance between letting it fly and holding it a bit. A matter of trust, I think that comes with time... The homogeneity and solid structure (feel) are similar to an EN-C class. Still, the pilot demand in strong air feels somewhat closer to its older sister, the GTO2, rather than the Camino 2, if I remember correctly. However, the GTO 3 is certified EN-C and will logically behave accordingly within that box. 

The top speed is around 17 km/h on that model I have here. Ears are best done with outer B’s, with acceptable sink for that class. 

While on the bar, the pressure on the B handles is on the firm side. They can control the glider well, and with time, after understanding the glider's behavior, this feature will be highly more efficient. 

Conclusion:

An exceptional glider. I never had any collapse so far, perhaps because I was always controlling it, and waiting for it to settle before making my moves.

 The eye-opening glides, the low saves, and the handling are from a class above. You will ask me if it has the glide of a Zeno 2…I know..you will…So I don’t think that when pushing the speed bar headwind, it will. But somewhere between the Photon and the Zeno 2. Perhaps you will also ask if it needs pilot control like the Zeno 2?  No, less. Again, between the Zeno 2 and the Photon.

So?  How are You? Are you looking for an A-class glider with Boom performance? C’mon…Let's face it. 

The GTO 3 has everything a good C pilot needs to win comps and fly the longest XC without complaint. A flawless dream glider that requires a good pilot to extract those performances. 

It doesn't need too much for a high-C-class glider, but it still demands respect.

If you’re in doubt, there’s the excellent Camino 2, which doesn’t lack anything! 

Otherwise, the GTO 3 awaits you passionately.

OZONE F-Race 2 size M

Hi,
I'm currently testing the F*Race 2 in size M.
I'm also making a video about it. It should be released in the next few days, if the weather is bad for flying.   😀
https://www.instagram.com/p/DLb7jWgIfyt/

The F-Race 2 is more stable than the Forza 1, especially when the ABS is tightened, which is a notable feature of this harness. There's also a chest strap adjustment to enhance stability further. You can even loosen up to make it super sweet to roll and fly!
The F-Race 2 is far from Forza 2 in every way. Pilots who didn't blend into Forza 2 for some reason will find that the F-Race 2 has a different configuration.
You can sit upright and also recline.
The ABS can be easily adjusted in the air by pulling the corresponding strings. (The video will show every option)
The shoulder straps are also easily adjustable.
The seating position was comfortable for me, and my legs were naturally supported. I am flying the M-size F-Race 2. The Arrow-P Large suits me slightly better than the Arrow-P M. I think that for my weight of 72 kg and 1.81 cm, the F-Race 2 sits in the middle of those sizes.
Regarding the back comfort comparison, I found that the comfort on the F-Race 2 is excellent, and it largely depends on the pilot's body configuration to achieve a better fit.
The rear fairing is positioned high behind the pilot's head and appears aerodynamically sleek.
The back storage is wide and more than enough for that type of harness.
The back protection inflates very quickly with the supplied small pump (approximately 20 seconds). There's a bag to help if the batteries run out, or you can inflate it with a running tube near the shoulder strap.
The video will show all those options.
Stay tuned for more on that nice harness!
Happy flights,
Ziad.

MACPARA Eden 8 23

MACPARA Eden 8 

The EDEN 8 is Macpara’s new high-B glider for the 2025/26 or possibly the 27 season. 

I have the size 23 (70-90) here. 

The Eden 8 is a semi-light glider with a 3/2 hybrid line configuration. The construction and details are nice on that glider. The work on the leading edge is fantastic, and Nitinol rods were used inside that glider.

I flew the Eden 8 in higher mountains and difficult conditions, as well as on other sites below the inversion, with some challenging moments. Now, after a while, I can write my review precisely.

Launching the 5.93 Eden 8 as a high B glider is very straightforward, without any hard points or even surges. For a high pilot, it's a non-event.

I flew the glider from 84 to 88 to understand that it could fly well at those weights, but I sensed that flying it at 87 all up is the sweet spot for XC flights.

Handling and maneuverability:

The Eden 8 at 87 has around 12 cm of gap before the action on the trailing edge. The brake pressure is light for the first 10 cm, then moderate from 10 to 20 cm, allowing the pilot to fly the glider with minimal effort.  The Eden 8 can be smoothly adjusted from 10 to 15 cm inside a thermal. You can even crank it lower for a more dynamic turn, and still, the Eden 8 allows it easily. 

The handling is linear, precise, responsive, and quite agile, with minimum dive into a turn.

That’s why I was very efficient in thermals, with a high authority to guide the glider into the best climbing part of a thermal. 

Climb rate and efficiency:

As you all know, I thoroughly test my gliders next to other (benchmark) gliders, to better understand each glider's potential. And I assure you, I am very picky on that part!

To be precise, I must state that the size 23 flew at 87 all up, next to my reference gliders, which were also flown at their optimum flying weight. I must mention that, despite being a bit reluctant on the weak climb of my last Mac C class model, I was keen and curious to see what the Eden 8 has to offer.

To my delight, and also a relief, this Eden 8 surpasses my expectations for climb efficiency in weak air! But…That’s not all…

The Eden 8 joins the elite high-B gliders in the (floatability mode) when cruising. (We will discuss further down that nice behavior)

Flying next to the best high-B climber from a larger size also showed us that the Eden 8 doesn’t lack at all in that process, but keeps itself at the top of the climb efficiency. 

Glide and efficiency:

Now in 2025, there’s no glide angle. No more glide number. There’s only an efficiency number when gliding into the airmass. And that’s the glider that will take us far in XC mode.

Therefore, doing those tiring glides in turbulent air is very difficult because you don’t want a strong thermal day, but rather some weak to moderate lift under the inversion, coupled with a front valley breeze. That’s my cocktail to see which glider moves forward and climbs better at the same time. That’s why those glides are done many times.

Afterward, we both agree (Elie and I) that this Eden 8 behaves efficiently like a new 3-line C-class glider. The glide of the Eden 8 joins the best, and could replace my reference.   

I like the way it enters the airmass and moves forward, without losing its glide.

The glide at trim speed is like the best high-B, the glide at first bar is slightly better! The glide at full bar is somewhat less. 

A reminder that I was one size smaller than my reference. And we were both with the same Niviuk Arrow harnesses. 

When activating the speed bar, the C handles have a moderate pressure, easy access, and are efficient in controlling the glider in most situations.

Stability and homogeneity:

The Eden 8 felt like having a strong structure. I never had any collapse during the tests. The roll felt a bit slightly more than the Rush 6 and less than the Maestro 2. It informs the pilot politely, without being dull. For me, I like those movements because I understand the airmass better. If I remember correctly, the Eden 8 moves a bit more than the Eden 7, but it’s still a docile performance glider to control.

The pitch looks pretty neutral, with an excellent cut through the airmass for a high-B glider! 

Ears are easy to get, stable, and they reopen without pilot intervention! 

The top speed is around 14-15 km/h over trim. 

Conclusion:

The Eden 8 is a semi-light, agile, and pleasurable-handling high-performance glider. Enough to take the high-B pilot far on XC without wanting anything more.

A small reminder about today’s high-B gliders is that they are achieving the performance of non-certified prototypes from 12 years ago—all that with a B-class rating. 

How lucky we are to enjoy them! Fly safe  

Ziad

 

Delta 5 MS & ML

Delta 5 MS & ML

I know many pilots are waiting for that glider, therefore I’m going to say a few words about it and wait for the performance tests to be done later with another 2 liner C, Photons, etc…in order to tell you exactly how it performs.

Meanwhile, let me state the obvious.

Take off of the MS at 92 and on the ML at 101.

Launching is easy, without a hard point. Overall easy to launch. 

In the air, the brake travel is short, direct, precise, and gives the pilot high authority on the brakes to hold, steer the glider in turbulence. Nothing to do with the Photon. With slightly moderate to firm pressure, the pilot is the master under the Delta 5. 

To compare it with the Zeolite 2 GT, the Rush 6 in brake control is different. The D5 is short and direct, the Zeolite 2 GT is slightly longer and smoother. The Rush 6 is lighter, slightly longer.

After flying this glider in some rough air, strong conditions, I can flawlessly say:

 

The structure is very rigid, very taught, very homogenous, like nothing, and I mean (Nothing) I have already seen in all the tested gliders. No moving parts in that glider :-) Just a solid, firm, compact structure! 

In high turbulence, it requires active pilot control, specifically for a two-season high B pilot. Not more. Easy to handle and comfortable to fly, but it is definitely a C-class glider that should be treated as such. 

In certifying the Delta 5, a collapse line was used to simulate the collapse. In all my flying in some high-risk areas, I only encountered a minor tire deflation without any consequences. I cannot comment on its behavior after real air and time collapse, but I can confirm that this one is very tough to close!  

The trim speed is fast to enter through the airmass, and very efficient! There’s no hanging back if properly loaded from +,- 92 on the MS and +,- 101 on the ML.

It behaves like the Photon in cutting forward, which is impressive. As I mentioned, the performance has to be done later. (With video) But looks very promising.

The speed bar has moderate pressure. The leading edge stiffens even more when pushing the speed bar! The B handles at trim speed have moderate pressure and can easily control the glider. When applying the speed bar, the B handle becomes a bit lighter, but it can also efficiently control the D5 overhead. 

Ears can be done by the outer A’s but need a bit of height and strong arms. Ears with outer B’s are easy to do. 

The stall speed is very low…and forgiving, but for sure keep conscientious when applying the lower speeds. 

1st resume conclusion:
Ozone designs and creates gliders, sometimes…to say the least, out of this world. :-) Like the Delta 2, which was something unique in its feel and. brake reactivity in the air, (MS0) at the time.
This Delta 5 was secretly created by perhaps the Elf Lords in some remote mountains hideouts sewn with mithril threads! ;-) Forgive me for the inspiration :-)
But…I am sure that this ring of power will embrace both high B and high C pilots altogether for some serious magical flights!
More to come :-)

Delta 5 (Performance)

The majority of pilots demand performance, but what is performance? Is it the glide angle in calm air? Is it the glide at full speed? 

For keen pilots, performance is the most efficient way for a paraglider to move forward and glide effortlessly into the air mass without losing altitude. Dolphin-nig is the right way to describe the latest profile created by Ozone, implemented on the Zeno2, Photon, and now also used on the Delta 5.

Doing some glides in still air next to the Photon, the Delta has a lesser glide angle, and it sits exactly between the Delta 4 and the Photon in terms of glide angle. 

But… the ability of that Delta 5 to get through difficult airmass is not seen yet on any six aspect ratio or easy two liner C! Saying that, when stuck in a place that you need to get out, the Delta 5 has the same (efficiency) as the Photon to surf upward the airmass. That ability is only found under that profile, which allows you to move forward and upward without bumping or pitching into the air mass. That's a big plus for me with the six aspect ratio, and it's easy to use a 2-liner C!

As for the climb rate, I found out that the Delta 2 has the same climbing abilities as the Photon, and will never miss a thermal to its sister if they are close.

The full speed of (around) 14 km/h over trim holds an excellent glide angle, and it's easy to keep your feet in moderate turbulence.

Conclusion:

My forecast for the Delta 5 is that it will be extremely popular because it encompasses all the key ingredients, from ease of flying and direct handling to efficient and mostly usable performance, which will appeal to the majority of pilots worldwide. Waiting for the Alpina 5 :-) Which should come later! 

Cheers,

Ziad

GIN GTO 3 (Video)

Hi,
This is my first video with the GTO 3. I hope you will like it.
More videos on that beautiful glider, hopefully later.

NEARBIRDS Zippy 3

Nearbirds Zippy 3 Light XC harness. 

Nearbirds has its unique touch when creating paragliding harnesses. The Zippy 3 is some kind of a lighter, the light version of already light Airy Vibe, with an ABS adjustment option. 

That harness resembles the Airy Vibe, but lighter. The straps are sturdy for high durability and strength. If you want a light harness but durable for hike and fly, XC, a travel companion, the Zippy 3 offers that solid package. The comfort inside that Zippy 3 highly resembles the Airy Vibe. Lots of straps for adjusting to the perfect comfort. I feel more (safer under a large strap harness! Maybe it's just me…But it seems to send reassuring informations to my head that I can often play around throwing 360’s, wing overs, with that psychological feel…you know what I mean if you have flown minimalistic super light harnesses, that are also considered very safe and strong…but its perhaps my head playing me around, saying to me: That’s a light harness but OK! 

The comfort on this L size, or the back and hips, is nice for my body configuration and height of 1.81 and 74 kg. The legs are naturally supported. I can reach the zipper on the front side of the cockpit to reach my instruments or stuff inside. A water release tube can be inserted. A camel water on the bag, two pockets on each side for your drag chute. A large pocket for the rescue system, I have already installed a medium (105 kg GIN rescue) that is relatively horizontally large, but fits nicely. 

The roll movements are moderate, even if the ABS is released. When you tighten the ABS, the roll is slightly more stable, like on the NK Arrow harness.  Much more stable than a WV GTO light 2, as you have the authority of control under the Zippy 3. Both are quite different in their underlying feel. The GTO 3 light and the Lightness 2 are very close in stability. The Zippy 3 joins the NK Arrow for roll feel.  

Two large open side pockets near the chest strap for any stuff, gloves, chocolate, etc… The only thing I wish to receive with the harness is a small line with a small ball, to clip on my shoe lace in order to get swiftly inside the pod, since the pod closes laterally. I just installed one in 30 seconds! No worries about that. You can also do it easily, and I think it's better.  

The Zippy 3 doesn’t have a seat bird, but Nearbirds installed a kind of frame on the edge of the seat that gives the seat board a feel, and I thought there was a seat board when flying it. Overall, it's efficient to control it with your thighs in turbulence. 

Here's a small video:   https://www.youtube.com/watch?v=ltxeLg1voaM&t=5s

Happy and safe flights,

Ziad