ADVANCE TAU

ADVANCE TAU / 2 liner EN-C

In late 2026, ADVANCE released their 2-liner EN-C, the TAU.
It has a 6.5 aspect ratio and has a two-riser construction.
I have the sizes 21 and 23 here.
First, I will write the test about the 23, and later I will comment on the differences between the 21 and the 23.

The TAU has a semi-light construction compared to, for example, a Photon. ADVANCE calls it DLS.
Launching the 23 at 96 all-up, with a Flow VistaXC harness.
Pulling on the A’s is close in feel to launching a light glider. The TAU inflates evenly, without any hard point. Overall, the TAU's launch behavior for a C-class 2-liner is excellent.

Handling and maneuverability.
I flew the TAU in different air masses, from 800 m ASL to 3000 m ASL, at different sites.
With moderate to smooth pressure and feel, and with around 15 cm, I could immediately turn the TAU in thermals. The brake travel has a linear feel, and it gives the pilot a high degree of control authority, even in rough thermals. The turning inside the core could allow some narrow turns to place the glider inside small bubbles. The pressure on the brakes after long flights is not tiring and resembles the feel of the pressure under the Sage.
Overall, the handling could be very satisfying for many pilots and is described as very nice and pleasurable for that class of gliders.

Movements and comfort.
At sizes 23 and 96,97, I think this is the optimum weight, even in strong conditions. At those weights, I found the TAU to be quite comfortable to fly for the 6.5 AR C-class gliders. I can place it in the middle of that class in terms of overall movements. (I am ‘only’ writing about the size 23) The 21 feels a bit different, and I will write a few words later.
The pitch movements are dampened with a slight or very slight stop before entry. It doesn’t pull you to the front like the Torre, for example. The roll is very balanced and also under 23 for that category. I could place it in the middle part of the ease-to-fly category, compared to all the 2-liners I have already tested. So practically, the TAU 23 is a comfortable glider to fly. That category doesn’t include the Alpina 5, which has a 6 aspect ratio and is easier than all the higher-aspect-ratio C-class gliders. But of course, not the same performance…

Glide and climb
This part interests many pilots. I personally look for that blend of performance and pleasure in flight, as I am not into pure competition but rather favor free XC flights. When flying all those 2-liner Cs, I personally found that the Photon has the edge in overall efficiency. The TAU overall performance could place it in the top 3 of that category. The glide at top speed is really good, and the speed at full bar is similar to the Cure 3.
So the overall glide performance is very competitive at trim and the speed bar, and could easily win some serial class competition with a skilled pilot.
Perhaps the overall performance surpasses the Omega ULS…But that’s my personal opinion 
Climbing in weak thermals is also rewarding under the TAU. I could float in those tiny lifts. The TAU 23 didn’t lose the core, and it was always waiting for another stronger thermal. In strong climbs, the homogeneity and character of that glider will surely give its pilot a large smile, as it offers a good climb plus that good brake authority.
My C comparison is already updated for TAU 23 for pilots who care about the very little details.


Feel
This is the most important factor in any glider. That part is different for many pilots. At first, if you have the skills to fly any C-class glider, then let's talk about the feel.
The feel under the TAU 23 is like having a solid, smooth, and indestructible structure at the same time… Under the TAU, a high usable-performance feel gives the pilot the freedom to explore further.
It is like an Iota on steroids. It needs perhaps 35 % control over the Iota, but simple for that class of pilots.

While on the speed bar, the B risers have moderate pressure on the first half of the speed bar, and a bit lighter on the second half, and can easily control the glider's reactions in turbulence, while not being tiring.
The speed bar has firm pressure and is slightly firmer at the second bar. The top speed is around 16-17 over trim with a very good glide angle.

The ears are doable with outer A’s and outer B’s. Moderately efficient to descend.

Conclusion:
Under the TAU 23, I had a good time test flying it. The high performance, coupled with a swift, agile feel, is the cherry on the cake. I cannot comment on the high price because…it is quite high 
Pilots who will be flying the ADVANCE TAU will get: A beautiful glider in every aspect, with high usable performance and an agile, smooth feel.
I also believe that we will see a few on the serial-class podiums this year.

Video being uploaded 

Cheers,
Ziad

 Selling those gliders.

SKYWALK POISON 4 size 95 / 45 hours / 2450 EU. Excellent condition.

Airdesign X ped XS 65-88/-2 hours, like NEW! 2700 EU

BGD Cure 3 size S 75-95 / 4 hours/ As new! / 2900 EU

GIN Fuse 4-41 (NEW) green 2900 EU

UP Torre size MS / 80-95 / 10 hours/ mint condition / 2990 EU

NOVA Xenon 3 size 70-90 green/white, 4 hours mint condition, 3500 EU

UP Torre size SM 75-95

 

UP waited two years to release their first EN-C 2 liner above the excellent Trango X. Here is the Torre.

A two-line concept intended for experienced C-class pilots.  https://www.up-paragliders.com/paragliders/torre

When new and out of the box, the Torre plastic rods look like snakes in the glider. After 3-4 flying hours, all the rods sit in perfectly, and all those deformations disappear for a clean-looking glider, and even the overall feel of the glider changes to a nicer final-version feel!  So you need to fly it for 3 hours, a little wingover, and some mild 360s to get the glider into perfect trim. 

Pulling on the A risers, even in nil wind, the Torre rises evenly while keeping the pressure on the As. There’s no hanging back; it needs just a steady pull to reach overhead. In a little breeze, it's very straightforward. In a stronger breeze, I found it very easy to handle the C-class launch.

I flew the Torre, SM (75-95) from 90 to 94 all up. 

In the air, the brake travel is very short. After those 3-4 hours, there was only a 3-cm gap between the pulleys.  So the first centimeters get pressure on the trailing edge at 94 all up. At 90, it is also similar. 

On the next flight, I lengthened my brakes by 3 cm, and now they were perfect.  All the gliders have settled in, and now I can start my test. 

The brake pressure is described as ‘moderate to firm’ for 12-15 cm of travel. And that’s all you need to control the glider in overall conditions. I can describe the handling as precise and direct, with great authority for the pilot.

You can steer the glider swiftly in 5-10-12 cm!  The first Meru had hard brake pressure. The Torre is a bit less, but still firm.  The Skywalk Mint has a harder brake pressure. The Torre has lower pressure than the Mint.  I could only sense that stiff feeling after 30 minutes of flying in nasty, turbulent air, where I needed to be constantly active on my brakes.  Not complaining at all about it, because that firm feel is actually a blessing after flying a Photon, for example. 

Under the Torre, every cm is related to a glider repositioning, and higher control ‘even’ in turbulent air, whereas under the Photon MS, the brakes were longer and sometimes lost their authority of control for a brief moment in time.  Talking about the Volt 5 handling versus the Torre, I can say that the brake connectivity and linear feel for the pilot are higher and firmer on the Torre with less travel. Another comparison with the GTO 3's handling, which is really nice: I can say that under the Torre, even in nasty air, the pilot has higher control with the Torre's current brake system.  

Overall, the pilot has a high degree of control under the Torre with good agility. When the conditions are strong but smooth, the pilot is the master of the sky in turns. When those strong conditions become turbulent, agility becomes moderate with a high connectivity for the pilot. A bit similar to the Cure 3's turning behavior, with perhaps slightly less brake pressure. 

Level of pilot:

When flying in moderate air, the Torre doesn’t need a special approach for the C category. In strong and turbulent air, the Torre stays solid, but shows you that the pilot's level of the pilot is above the Trango X, as UP stated. For a 2-liner C its a relatively easy 2-liner, easier to fly than the Photon and GTO 3. Requires slightly more pilot control than a Cure 3.  

It doesn’t resemble the VOLT 5, Cure 3, Sage, Zoom X2C, or Verve. 

I flew the Torre in strong air, and it felt very solid, with a homogeneous structure and a taut feel. Actually, I felt more in control due to the brake authority and feel.

Flying feel:

Under the Torre, the pilot feels like having a ‘drilling tool’ for the moving airmass lift areas. The Torre just pulls forward gently and climbs, and that feature shows clearly the intention and the potential of that glider. It indeed plays in the Photon/GTO 3 playground; by the way, it converts the glide into positive lift. That’s definitely above the Trango X's capabilities when surfing the airmass. 

I think even when I flew it at 92, which could be the optimum weight for climb and glide, the digging feel and forward motion were always available in lifty glides.

The Torre feels like a one-piece machine. Very homogenous and taut, without any snaking around, or funny moves. The structure is very solid. This solidity comes with a comfortable feel of movement in pitch and roll. 

Speed and speed travel:

When pushing fully on the speed bar, the B risers get a bit softer, and perhaps a little more roll through the glider in turbulent air. After a while, I got used to it and stayed balanced in my harness. The Torre stays well-pressurized even at 100% travel speed, with a very rewarding glide. The B steering is efficient, but you don’t really need much, as the Torre at full bar felt rock solid!

The speed over trim is around 14 km/h, taken at 1900 ASL. 

Performance and climb:

Because the Torre has a slightly fast trim speed and it is not very easy to get a low stall speed, I found that it is best to stay near 80% of the weight range (~91-92) to benefit from very weak thermals. The climb is there and very rewarding at 91 all up. 

The gliding performance in a moving airmass is very good. I still need to make some long racing lines with a Photon to get the C comparison updated, but it seems that there’s high potential in that glider. More to come in that area soon. 

Difference with the Trango-X:

The Trango X has smoother, swifter handling, and the Torre has a more solid connection while still maintaining good agility. The Trango X is more agile, but the Torre is more efficient.  In the same airmass, the Trango X would bump into a wall in some areas, whereas the Torre would cut through and move higher. 

If you want cool handling and a fun feel, stay with the Trango X. If you want a tough, solid, racing tool, get the Torre. 

It is when conditions get more challenging, with a heavy airmass to get through… the Torre will prevail easily over the Trango X, even without touching the speed bar. When pulling the speed bar, you get more advantage.

Ears are doable with ourer A’s and outer B’s.  They are efficient enough to get down. 

Conclusion:

UP has created a racing tool for the mid-level category C pilots. It is not as hot as some 2-liners, but it still delivers a nice feel and good overall performance, with very good thermal handling.

The higher point is the strong connection with the pilot through the brakes.  Finally, after a few hours, the Torre will inspire confidence to use its full potential. 

NOVA Xenon 3 S size

NOVA Xenon 3 

https://www.nova.eu/en/gliders/xenon-3/

First impressions on the S size that goes to 88 max. 

Note: I would like to point out a simple observation. When I write about the product, I try to compare it to similar products in that specific category. So the Xenon 3 will be compared to Zeolite 2 GT, Wild 2, Klimber 3 P, X-Ped, Omega X-Alps, etc., and please always consider that the smaller sizes are generally different and more dynamic than the larger sizes for all those mentioned above.  Example: Please consider that if I write "dampened," it means "dampened" compared to the same gliders in the same class. It doesn’t mean dampened for a HighB pilot…

The Xenon 3 early prototype, flown by top athlete Aaron Durogatti, helped him to achieve first place in the Red Bull X-Alps. This competition relies mainly on the athlete's top performance on the ground and in the air, with lots of strategic moves, but I have to point out that things have changed a lot since the first X-Alps event. Now, the top 10 athletes are very close in performance and endurance, and I think choosing the right material will widen the gap over older-generation materials. Sub cocoon…+ high-performance gliders could give the already proven top-end pilot that extra edge over a longer period in the air!  

Flown at 87 in quite snappy, turbulent air...

Take off like a feather, even in no wind! Impressive!!  In strong wind, the Xenon 3 is easy to control for the D pilot, who will keep it swiftly overhead from shooting forward. 

In the air, I immediately felt in control. As you know, I have practically flown all those light D gliders, especially the smaller sizes, and I know their behavior has always been more dynamic than that of the M and L sizes. Under the Xenon 3, I felt a relatively homogeneous structure, and the brakes provided the authority to control the glider and keep it from dynamically wandering in strong air. 

Saying that, I found that the brakes begin to react after 15 cm... So a bit long at first, but the rest is very accurate and precise. So, doing a wrap keeps a gap of around 10 cm, then the action on the brakes is imminent, giving the pilot a high degree of authority to control the glider. 

The turning radius and agility of the Xenon 3 are quite good! I could immediately turn it into the thermal core even in turbulent air. Sometimes I found that the Xenon 3 likes to level out of those turns, but when I released the brakes by 5 cm and pulled again, it obeyed and continued to turn.  Overall, I personally liked the handling and the ‘overall feel' of feedback and brake control. 

When flying in turbulent, strong air, the Xenon 3 small has a lot of energy and dynamic response, much like any other small D-class glider, and needs good, swift control of the brakes to maintain the trajectory.  The good thing is that the internal structure is very homogeneous and doesn't have any loss of power/air inside it. And the pilot with the brakes has a high tool for in control. 

For example, flying the small Vortex, which is a C-class glider, and of course, much easier to fly than the Xenon 3 by 30 %! sometimes loses some of its internal pressure without any consequences, but the feel for the pilot is like a 'slight stop in time’. This is not felt under the Xenon 3, which keeps the power and moves forward. 

An observer said that my small size move a lot when looking at it. I feel that the movements are quite acceptable in moderate air and nice to have! In strong, nasty conditions at S size, it requires a bit of finesse underneath, still with a taut structure. 

The Xenon 3 Small is fast at trim and glides effortlessly into the air mass! It is indeed a superb racing machine!  The glide performance is very high, and I will update my D comparison for those details very soon. 

We were very surprised by how well it climbed for its small size! When encountering a lift, the Xenon 3 climbs as if it were held down by a spring and suddenly released!  The energy goes upward! 

The B steering has moderate pressure. They are very efficient in controlling the glider while on the bar. The speed bar has moderate pressure and easy to push with a stable profile in moderate air.  

Roll and pitch for that small size are present and logical for the D category, with such a high-performance machine! 

Ears can be made with outer A’s. They are stable, and they need pilot action to reopen. Ears with outer B’s are super efficient! very stable, and reopens quickly. 

Landing in tight places is possible thanks to slow-flying capabilities if well cared for!  

Conclusion: 

I flew that nice machine at 85 all up, and it was perfect at that weight. I also flew it at 87 on strong days, and it delivered more dynamic turns and speed. 

Without a doubt, the final and commercially released product, the Xenon 3, can take you as far as possible in the light D category. NOVA inserted a racing spirit inside that glider. It is not just a simple EN-D light glider. I believe it has a lot of performance and very high efficiency in getting through the airmass, and could easily place it near the very top gliders in that category. It needs a good active D pilot to extract those performances on strong days. The authority on the brakes is a strong point only (if you fly it at top weight)!  The M size flown at 95, 98 should be 'logically' milder to fly with even more performance. (Unfortunately, I don’t have one to try) 

Finally, combining the Xenon 3 with a light pod (submarine-like), performance/enhanced harness… will give the pilot a powerful XC weapon to acheive some serious distances! 

Supair WILD 2 (Wild by name, balanced by heart)

Supair WILD 2  (Wild by name, balanced by heart) 

The Wild 2 is Supair's new 2-liner light EN-D for 2026/27.  I have test flown the size MS.

It has an aspect ratio of 6.86. Here is the link to see all the technical details: https://supair.com/en/produit/aile-parapente-supair-en-d-wild2/

The construction looks very nice, as on the Savage 2, which I already flew and tested. 

I test-flew the MS size from 88 to 93, all up.  The Wild 2 can be easily flown at those weights, depending on the conditions and the prompt action you need.  

In strong conditions, I flew the Wild 2 at 92 all up, and it was perfect. 

Launching the Wild 2 even in nil wind is straightforward, with no tendency to hang back or overshoot. In strong winds up to 30 km/h, I found it very easy to control as a pilot aiming at that group. It's straightforward and quite available when you control the brakes.  

In the air, the Wild 2 offers a homogeneous feel, perhaps similar to that of the Zeolite 2 GT.  

The brake authority is quite good under the Wild 2. Not as the highly maneuverable Savage 2, which, as a hybrid C, was a superb piece of machinery concerning handling, but the Wild 2 nevertheless offers a very close agility and precise input in the air, telling you that I’m a racing machine with a fun attitude! 

In thermals, I could place the Wild 2 very precisely inside the thermal, and that gave me lots of pleasure flying this beautiful machine! 

The brake pressure is on the moderate side, just a little more than the Savage 2, and perhaps resembles the Zeolite 2 brake pressure.  The difference in handling between the two gliders is that I was getting a better linear response from the brakes on the Wild 2, which gave me greater control and feel through the turn.

The climb rate in weak lift at 92 all up is EXCELLENT!  I could endlessly float in a single spot, waiting for a better and stronger thermal. It happened to me many times when I was low, scratching for a lift. The Wild 2's surfing-the-air behavior is very satisfying, as it searches slightly forward for any lift.  The climb rate versus similar wings places it at the top. I can confirm that the climb rate is one of the Wild 2's strong points.

Gliding power: I did lots of glides with the best light D machines, and we all agreed that, whether in lift lines, calm air, or moving air, the Wild 2 matches the Zeolite 2 GT in size and load at trim and at half bar. 

The top speed is around 18 km/h over trim at 1000 ASL.  

Behavior in turbulence:

After some hours in spring conditions, with some lee-side glides and nasty air, the Wild 2 gave me a confidence-inspiring feel, and I was able to control the glider easily. The structure feels solid, and the glider doesn’t overwhelm you with high movements; it just rolls and pitches moderately for that class. I think it is also very close to the Zeolite 2 GT feel in turbulence.  

The B handles apply firm pressure but react swiftly to keep the profile in balance while on the bar. Perhaps the Zeolite 2 GT gives a more linear feel on the B's, but the efficiency result is the same. 

Ears with outside A’s are possible, easy to induce, stable, and reopen with pilot action.

Ears with outer B’s are stable and reopen quickly after release.  

The brakes have a good linear feel, and the Wild 2 can be slowed and maneuvered into tight spaces. 

If you want to see the Wild 2 and compare its features with other Ds, please look at my C&D comparison chart. 

Conclusion:

After the beautiful Savage 2,  Supair managed to manipulate my feelings by having me fall again on the Wild 2!   ‘Coup de coeur.’  

I didn’t find anything that wasn’t working as I personally wanted it to work! 

I enjoyed every flight under the Wild 2.  Smooth and predictable, nice agility, and linear feel through the brakes. Glide and climb at the top of the category. 

By creating the Wild 2, Supair found the sweet spot that balances between high performance/usability and pleasure.  

Hats off to the R&D team. 

I need to sell those gliders, in order to get the new ones ! 😊 Please spread the word 🙏🏻. Thank you!

💥 AIRDESIGN Hero X-Ped XS 65-87  2 hours, new. 2850 EU

💥 Skywalk Poison 4 size S 75-95 45 hours / Like new condition / 2450 EU 

💥 BGD CURE 3 size M 75-95  / 4 hours/ As new! / 2850 EU

💥. PHI Maestro 3 size 21  / 2 hours / Like NEW Orange / 2950 EU 

NEARBIRDS Apex-L

 

Niviuk Arrow P2 L

 

NOVA Aonic 2 S

OZONE Sublite

 

GIN Bandit 2

 

GIN Bandit 2 

In the year 2000, GIN introduced the first Bandit. It was a DHV 2 at the time. I still remember the glider's agility compared to others in the same class. 

In 2026, after 26 years, GIN released the Bandit 2 with a completely different concept.

The Bandit 2 is a mid-B-class glider with light construction, designed for a larger group of pilots. 

 The construction and details are very neat. Thin lines are everywhere and resemble those in the higher B category in both volume and width. 

Nitinol rods are inserted in the leading edge of the glider. 

The look on that glider is different, sporty, and very clean for a mid B. 

Launching the Bandit 2 S 75-95 can be done without even touching the A risers! Just moving your body in a 5 km/h breeze can lift the Bandit 2 over your head. Of course, that’s not recommended… but just to tell you, inflation cannot be easier.

I flew the Bandit S from 88 to 94, and I felt that it could be easily flown from mid to up, 92 was nice on that size in overall conditions. 

The brakes have a moderate length, with a light touch from the first 10 cm and a moderate touch after 25 cm of travel. But with only 15cm, I could turn the Bandit 2 swiftly and precisely into a thermal core. I’m having fun these days, because in the past, many gliders had difficulty turning.  With the Bandit 2, I found it a real pleasure to handle. It resembles the Hiko from NK, in that matter, with a slightly firmer brake to keep the pilot even more in control. 

I could describe the Bandit 2 as an agile mid B and very pleasurable to fly in thermals. The stall point is below the seating position, and it resists the stall, giving the pilot that delayed second to release.  

In weak thermals, I found that the Badit 2 sniffs up any thermal and is quite efficient at catching those small lifts!  Overall efficiency in thermals is very good.

With that accurate brake control, I could tighten and widen the circles rapidly without losing the Corte, whether in weak or strong (better be loaded) conditions, and the Badit 2 climbs flawlessly.

In turbulence, the Bandit 2 reacts and moves like any other mid B. There are no excessive movements for the newcomers to that class, but a smooth, joyful glide to fly.

The pitch is very dampened, and the roll is well-balanced for that class. 

The glide ratio also felt very good in that category. Probably among the top ones in the Mid B class. If any pilot wishes to fly that class, the Bandit 2 will give you the max available today in climb and glide. 

There are also many other very good mid B-class gliders in 2025-26, but you won’t miss a thing flying the Bandit 2. 

If you ask me what the difference is between the Hiko P, Theta, and Bandit 2, I can attest that they all need the same pilot control for the same pilot demand. The Theta and the Hiko P are excellent gliders, giving you a mid-B feel underneath, and they also have a large passive safety like the Bandit 2. 

The Bandit 2 has a slightly more feel under it, which perhaps a high-B pilot would appreciate. It feels (giving) like high-performance gliders in the way it flies, but it still has the same ease and a super-smooth feel underneath. 

That’s the best way I can describe it on paper.

Big ears are easy to induce, and they open smoothly without pilot intervention.

 The full speed is around 12 km/h over trim.

Conclusion:

As I’m noticing, manufacturers are turning to lighter materials and focusing more on the safety/pleasure feel/, and performance of a paraglider. 

The Bandit 2 meets any data sheet requirements. With a feel of getting through the airmass quite remarkably well for that class, the Bandit 2 will attract many pilots. If you are that pilot aiming for the mid-B class, or perhaps you just want to fly with enough performance, excellent handling, and no fuss in strong air, you should consider a test flight! I think pilots have also flown high-Bs, but want an even calmer glider with very good overall performance and a fun feel. The Bandit 2 could make you happy.  Afterall I think that’s what the majority is reaching for. 

 

OZONE Alpina 5 S & MS

Ozone Alpina 5 S and MS 

Launching the Alpina 5 on the MS at 94 and on the S at 85 is straightforward. The light glider inflates rapidly, and there's no hesitation at all. Just a balanced, easy-to-launch two liner EN-C.

IN the air, the difference between the D5 and the A5 is a slightly softer brake pressure and a little more agility in turns. The light cloth gives it a nimble feel. 

The Alpina 5 can respond to any thermal core promptly, even in turbulent air, thanks to its short, very responsive brake controls. The Alpina 5 has a more direct handling than a linear one. For example, the Artik 7 P is also direct, but each cm has a feel in the glider response. The A5 just promptly turns. 

The brake travel is similar in length to the Artik 7 P, but shorter than the Volt 5 and Vortex.

Comfort in turbulence:

The Alpina 5 is more comfortable than the Photon, of course, and also more relaxed than the Artik 7 P, Vortex, and Volt 5. I will update my C comparison asap. The Alpina 5 has moderate roll movement in the air for a 6:1 aspect-ratio C glider. The pitch is nearly absent in mild air. The overall movements are very balanced, especially for a two-liner. So, it’s a comfortable glider to fly and could be considered one of the easiest to fly if you are new to the C 2 liner category. As the Codex, Vortex, but with a more taught structure than the Vortex. Similar to the Codex, which is slightly more tame than the Vortex. 

Performance in glide and climb:

The Alpina 5 has an efficient airfoil that enables it to enter the airmass and move forward more easily than the Vortex, Codex, and Artik 7. The leading edge doesn’t stop in front of a thermal or valley breeze, but continues to move forward slowly.  The glide performance is slightly less than the Photon, but the efficiency of not getting ‘pinned’ is available on that design.

Ears are doable with outer A’s and reopen without pilot intervention, and also by the outer B’s, and the reopening is fast. It’s more efficient to use the outer B’s. Pushing the speed bar before pulling them off course. 

Conclusion:

After flying the Delta 5 and now the Alpina 5, I felt that we finally have a solid, balanced, interesting performance, an easy-to-fly two liner for the C category glider. The Alpina 5 is a light glider for hiking and flying, traveling, XC, and even some local comps. 

A 2026 hybrid 4X4  ;-). If you know what I mean! :-) 

Cheers,

Ziad 

PHi Maestro 3 size 21 and Maestro 3 LIGHT size 19.

PHi Maestro 3 size 21 and Maestro 3 LIGHT size 19.

I received two gliders from PHI: the Maestro 3 21 and the Maestro 3 light 19. Those gliders are aimed at intermediate pilots for the high B category.

Let's begin with the Maestro 3 21.

After a few flights, I realized that it's better to fly the glider a bit loaded, more than the Maestro 2, which could be flown in overall conditions at 70 % of the normal weight range. Maestro 2 size 21 75-95/ extended to 100, could be flown at 93. 

But on the Maestro 3 size 21, I felt that this size is better flown at 97…98. As well as the Maestro 3 light size 19, which goes from 70-85 / extended to 90. I also felt that at 86..87 could be a good choice in overall conditions.

Why?

My personal feeling is that when hitting turbulent, strong thermals, the Maestro 3, with its perfect homogeneity, also has good energy, giving you the feel that you need to load it to keep it—overhead swifter. 

Climb:

Loading the M3-21 at 98 gives a more connected feel and still allows a queen in climb. That glider will surely get you on top of any gaggle. But to climb, you first need to enter the rising airmass… Therefore, loading the glider is a better way to get quickly into the thermal, knowing that the load won’t affect the climb at all. 

So, in climb mode, whether thermals are weak or strong, the Maestro 3 climbs flawlessly and really efficiently. Again, when I flew the M3-21 at 90 all up, I couldn’t be efficient on some challenging climbs because it was slow to enter that airmass, when other well-loaded reference gliders are higher. Saying that, loading it at 98, I felt I had the edge over many high B's.  

Handling: 

At 98 all up, on the Maestro 3 21, the brake pressure is on the moderate side, and the authority on the brakes is very present, giving the pilot high pleasure when turning it into cores. I enjoyed coring the tiniest of thermals in very narrow cores.

Gliding:

As always, some glides were made in headwind, difficult air, moving air, etc. Afterward, we all concluded that the Maestro 3 has what it takes to be near the best ones in that category. 

Ears are efficient. They do not open on their own and require pilot intervention. 

Overall, easier to fly than Maestro 2, nice handling, excellent climb, and glide. It must be loaded to give you the results you expect.

Maestro 3 Light size 19.

The Light version of the Maestro 3 has impeccable launching characteristics. Super easy, smooth, very fast to take off.

The Maestro 3 light size 19 is more alive than the Maestro 3 normal 21. But both are easier to fly than the earlier Maestro 2 regular and light versions.

The Light version, being also a size smaller, felt more alive than the standard version. Even the handling and turning abilities were ‘amazing’! If you only turn your eyes, the M3 Light would turn! What a pleasure to fly high, B! 

Again, when I loaded it up to 86-87, everything was more perfect. Even the climb! This small glider has the edge in climb over some good C class 2 liners! We were all amazed by that climb. Weak, strong…turbulent, the M3 light will get you to the top of the gaggle flawlessly. 

Gliding with a Delta 5 showed us that the glide is very close, to say the least. The D5, being a 2 liner, is trimmed a bit faster, and could be more efficient in XC, but the M3 light is super close. I am not comparing it to a C class 2 line concept, but it's just an idea to tell you that the overall performance is close enough, with an edge for the 2 liner, of course. 

Conclusion M3/ M3 light:

I personally enjoyed both Maestro 3s, with a preference for the Light version, as it is more alive and even more pleasurable to fly. Usually, the smaller versions feel like sparrows compared to the larger sizes.  The overall performance of both gliders is perfect in climb and glide, and for the high category, it's more than enough. To extract those performances, try loading the gliders to the max in order to get the edge in cutting through the airmass and climbing away.

SUPAIR Savage 2 size MS (73-93). “The mood changer”

SUPAIR Savage 2 size MS (73-93). “The mood changer” 

Supair released its new EN-C class glider, replacing the first version of the Savage.  The Savage 2 is a light and hybrid (2.5) line configuration glider that should play at the same level as the NK Artik 7 P.

At the same time, I was delighted to test flying the Skywalk Poison 4 and the X-Alps 6 in the EN-D class, due to the excellent handling they deliver. Now flying the Supair Savage 2 as an EN-C, I think I was blessed to have even a higher step with the ability to dance with the Savage 2, thanks to its impressive, pleasurable handling. How lucky :-)! 

Launching the very light Savage 2 at 91 all up is super easy, as those light gliders deliver an effortless rise.  In the case of the Savage 2, I didn’t feel any dynamic surges, but a docile and easy-to-launch glider. In 30 km/h windy take-offs, it has the dynamics of a C class, but is still very well balanced and easy to control.  

I flew the Savage 2 with the regular Arrow harness. First turn is ( simply...outstanding) 

The brake pressure is on the light side. You need approximately 15 cm to steer the glider, which reacts promptly and swiftly to the pilot's inputs. I liked the Artik 7 P turn, and the Savage 2's turning is just as good, with that butterfly feel under the brakes! So light and responsive!  Getting thermals under the Savage 2 is a total delight! What a beautiful glider to fly in thermals! It's like you don’t want to glide away! You want to squeeze that extra turn, and the Savage 2 does corkscrew, any thermal core, relatively narrow if the pilot wishes. Even in turbulent air, the authority on the brakes is excellent, enabling the pilot to place the Savage 2 wherever he wants inside the air mass. 

One day, after some mind-numbing workdays, I was flying a two-liner, known for its average handling. Still feeling tired, landed, and took the Savage 2 for a spin. After a few minutes in thermals, the Savage 2 feels and handles so beautifully that my mood shifted, and I enjoyed some good XC!  That Savage 2 gave me the pleasure of flying like nothing else. 

The overall movements in pitch and roll are moderately present but still on the dampened side; it doesn’t feel like it bumps into thermals. Instead, it's definitely in the 2.5 line category.  I could feel what the air is doing as the Savage 2 moves on a low movement axis—just the necessary feedback for a sensible pilot to enjoy and feel what’s going on around you. 

Flying for hours won’t make your hands feel tired at all. As I mentioned earlier, the roll movement is there to give you the exact feel in thermals. It's not dampened, nor alive. 

On another day, I was test-flying the new Skywalk X-Alps 6 95+ size, which has good handling, and afterward, I gave it to my friend Milo, who flew it next to me on the Savage 2. Of course, I am not comparing those two gliders, which are intended for different pilot profiles, but it's a good way for me to assess the performance and efficiency of the Savage2. I don't have an Artik 7P available at the moment.

 Gliding in calm air at trim and also at full bar impressed us both! The Savage 2 demonstrated excellent gliding performance for its class. Even at full bar, the glide is phenomenal! We liked it a lot!  The full speed is around 16 km/h over trim! With an excellent glide angle! Hat’s off to Supair for that! 

I also did some glides with other two-liners of higher aspect ratio, and I think the Savage 2, with its hybrid configuration and 6.2 aspect ratio, is not easily left behind. 

What also surprised us was the climb rate. Flying later with different gliders and some of my references for climb, the Savage 2 proved to be a climbing beast! If there’s no heavy air or headwind, it was climbing better than most two liners! Yes…it climbs superbly well… It seems that every weak lift is grabbed by the Savage 2 and converted to climb. It's efficient in weak lift. 

But for sure, when the air is heavy, and in front of a valley breeze, the two liners have the upper hand to surf forward that airmass and climb faster.  As for the 2.5 line Savage2, it actually does more than we asked of it! 

Gliding also, through a headwind, gave the Savage a perfect rating and could easily glide, or possibly outglide, some entry-level two-liners with an aspect ratio of around 6.  

The overall feedback is close to the Artik 7P in pilot demand.  Don’t expect it to be dull and tame.  The Savage 2 will provide educational communication within the airmass. 

There are no excess but fair movements in all axes for a good C pilot. 

Ears can be done with outer A’s. They are stable and reopen without pilot intervention. They could also be done with outer C’s; they are very easy to maintain and reopen quickly once released. Both are efficient to get down.

Conclusion:

Supair didn’t introduce a 2liner yet—instead, a delightful to fly 2.5 line hybrid construction glider. The climb, glide, and speed are excellent. The fun factor it delivers is the optimum gift.  

He who designed and fine-tuned the handling on that Savage two must be a sensible and skilled pilot to deliver that beautiful glider responsiveness! 

If you are the pilot who doesn’t want to get into those two-liners, the Savage 2, with a 3.5 kg payload and a compact packing volume, is a friendly user machine for any expedition, hike, or flight adventure with loads of performance. 

If you are sensitive to handling and brake responsiveness, which makes you feel the glider is an extension of your arms, the Savage 2 is the strongest key. And be sure that whatever flight you take, a big smile is surely guaranteed.  

Skywalk Poison 4 (My personal avatar)

Skywalk Poison 4  (My personal avatar) 

The Poison 4 is SKYWALK's new two liner EN-D glider for 2026 and beyond. It has a 6.9 aspect ratio, and it is created as their ultimate weapon for cross-country. 

https://skywalk.info/project/poison4/

The glider has, in my view, impeccable construction features!  It is built with Skytex Porcher 27 and 40 hrs. Well-placed rods in the structure don’t feel their weight or shape on the ground. Some gliders look so stiff that you ask yourself how to pack them…The Poison 4 appears easier and lighter in that regard, weighing around 5.6 kg! 

Launching the Poison 4 as a regular XC glider in nil wind requires a steady pull to fill those tiny openings, but it still inflates slowly and evenly. In 10 km/h wind, it is very easy to launch with a solid, undeformed structure that already tells you “cool down, mate, I’m here for you!

It resembles the Zeno 2 launch, but with a slightly better rising time. 

I flew the Poison 4 with two harnesses. The Flow VisstaXC and the Arrow. Both harnesses deliver practically the same feedback… I flew that glider during some intense and turbulent days in our Cedars range, as well as on some cool days later. I have been flying it for over +20 hours now, and I can easily describe its behavior.

At 94 all up, and on my first turn, I was already smiling! The Poison 4 features short, responsive, and direct brake control, offering precise and intuitive control.  For the D class category, and with a seven aspect ratio glider, the Poison has the best handling I have experienced in that D class.  It's between a Zeolite 2 GT and a Klimber 3P in terms of brake authority. 

The overall movements inside a thermal resemble vaguely the Zeno 2. Still, I could sense a slight more homogeneity in turns, probably because I had a higher authority on the brakes, with also a more coherent structure. 

The Roll is delivered less than the Zeno 2, and the pitch is neutral.  In a more turbulent and strong air, there’s a logical workout intended for D-level pilots, which is rational for that category. However, the brake authority still gives the pilot confidence in control.  It moves in a whole structure and in a heavy air mass; it surges forward, but again, the brake authority for a seven aspect ratio glider is flawless. 

Gliding through a difficult air mass is the Poison 4 playground. It has a fast trim speed and enters the airmass efficiently (dolphin style), moves forward, and searches for better thermals!  Like flying a Zeno 2, Peak 6, the Poison 4 has the edge over the Zeolite 2 GT, XAlps 6, and other light high aspect ratio gliders. It is from the higher category and resembles the Zeno 2 in that matter.

I did some glides alongside a brand new Peak 6, same size, and I think both are very close in glide. 

 

Climb rate in weak lift is efficient, as I could get the most out of the weak day. As efficient as the Peak 6, also in that matter, if both are loaded at the top.  Again, regardless of the thermal shape, I could easily re-adjust the glider turn with the brakes precisely inside the lift. In stronger air, it moves upward like the top EN-Ds out there.  In good thermals, there’s always that pull through the turns, as if the Poison 4 wants to find the best core. It also feels that when I ease up a bit on the brakes, the Poison 4 leading edge stays pitch neutral with that very nice pull through the air. ( Like that famous stepping up a ladder) feel.  

I personally liked the behaviour of that glider in thermals, turbulence, glides, but mainly, turns. 

Applying the Speed system in a moving headwind air mass gives much efficiency over the top Cs. The pressure on the feet is moderate, allowing me to easily maintain 90% of the travel with good stability on both the Arrow and the Viista XC. I also think it goes well with Forza 2.

B steering, while on a half bar, has moderate pressure and can control most movements efficiently. Flying the D-class Poison 4 at half bar is quite rewarding in XC in terms of glide efficiency. 

Ears can be made with outer B’s. They are stable, efficient with the speed bar, of course, and they reopen quickly.

Conclusion: The Poison 4 has enough gliding performance to stay along with the Peak 6, and other top D's of the moment. The climb is also similar and very good. The handling and brake authority are superb. The overall homogeneity, compactness, and the feel you get under it are the highest successes that Skywalk has achieved for the Pioson 4. Easier and more compact to fly than the Zeno 2, similar to the Peak 6 in flying demands without the pitch back upon thermal entry..  It remains a D-class glider to respect, but also to cherish for its complete package. 

Every person has their personal preferences when it comes to activities like flying gliders, driving cars, etc.  In my personal opinion, Skywalk has released my preferred EN-D glider to date. 

'Coup de coeur’ like the French say ;-)