BGD Lynx 2 M

BGD Lynx 2 M

The new light EN-C glider from BGD is now released to replace the first Lynx which had a 6.75 aspect ratio.  Now BGD reduced that aspect ratio to 6.2 on their new Lynx 2 with a moderately light construction for durability, and the M size weights around 4 kg with a 2.5 line configuration setup.

BGD  stated that a pure 2-line configuration set up needs more supporting rods in the sail, leading to a larger pack volume as the LYNX 2 is easy to pack down and super small for hiking and racing.

The Lynx 2 is made from a mix of the excellent Porcher Skytex, Classic II 27g/m², and 32g/m².  I’ll let you see all the multiple glider details following that link:  https://www.flybgd.com/en/paragliders/lynx-2--paraglider-2021-1953-0.html

Launching: I flew the Lynx 2 from 91 to 95. It flies very well at 90, but if you need more cutting through and faster glider response related to the surrounding airmass, then 94 could be great! 

In nil wind, the light glider rises smoothly and evenly without any hard point whatsoever. In the stronger breeze, it’s is a delight to launch it, as it felt very easy in that matter.  

Once airborne, brake travel offers a high authority for the pilot. It means that I could core the smallest thermal easily. The brake pressure is on the moderate side and resembles in length, and pressure the BGD Tala but with more agility and authority!  If you compare it to the Cure 2 M, The brake travel is close but the Lynx 2 M is more prompt to get a 360 in thermals.  

Comparing it to an Alpina 4 MS, the brakes have similar overall pressure feel, but higher agility on the Lynx 2. 

In weak thermals, flat turns could be made and the Lynx has a very efficient climb. I flew with the Skywalk Mint in multiple conditions and saw that the Lynx 2 was always near in weak and stronger thermals. Of course, my C comparison is updated for the tiny and sometimes ‘useless’ details for many…But at least that’s my personal opinion written on that chart. 

Gliding next to the latest 2-liners C class gliders, we were really surprised by the very good glide of the 2.5-line Lynx 2! You will not miss anything on performance with that setup flying next to an AD VOLT 4, a SOL LT2, and even next to the Mint! If there’s a difference, it is negligible and a good-faired harness will make up for it on long runs.

 

In turbulent conditions, the Lynx 2 has a moderate roll movement but I felt that it stays always above your head, as if it is saying: ‘I’ve got you covered’  That’s the feeling I got under it. A high passive safety feels for the C class. It moves on narrow angles and it isn’t a very dampened or boring glider to fly. You feel every thermal, but at the same time, it gives you that high safety impression by staying above your head all the time without high excessive movements.

The C riser controls the angle of attack while on the bar quite well, for gliders in the 2.5-line setup. Much like the TrangoX. Stepping on the speed bar has a moderate pressure, and gave me around 16 km/h over trim. 

Playing around doing wingovers is fun on the Lynx 2. Ears are stable, they reopen quickly. 

Conclusion:

With its 6.2 aspect ratio, the Lynx 2 is a light, agile, easy to launch, small to pack, pleasurable to fly glider with plenty of performance. IMHO, for that specific wide group of pilots wanting a balanced glider for all-terrain use, it is definitely a good companion for a hike and fly or XC.    

SKYWALK Mint 75-95

SKYWALK Mint 75-95 

The Mint is Skywalk’s new 2-liner C-class glider with an aspect ratio of 6.4. The Mint looks very simple with nice and sturdy risers. There are no complications in the setup, just simple and clear. Skywalk uses the Dominico TX light which has a unique feel, is slippery on the touch, and less noisy when packed.

The Mint launches even in nil wind with easy rise. After 75,  it accelerates a bit as the leading edge takes charge, and the pilot must hold it with the brakes and initiate the takeoff. 

The brakes have a 10 cm gap, before there’s an action on the trailing edge, which is the normal gap for paragliders to be able to reach the top speed without braking, then only 5 cm are needed to steer that glider in moderate conditions! But the brake pressure is a bit hard comparing it to the Photon, Artik-R, and Volt. The authority on the brakes is imminent!  The turn is quickly induced by the brakes. I would say there’s no linear feel, but a direct one for sure. The pressure after the first neutral 10 cm becomes a bit hard or firm for some pilots who require that feel of solidity on the brakes. The feel is steady for the first 5 cm. The feel is direct rather than linear, but the brake authority is quite high.

Flying the Mint, I could put it in very narrow cores with imminent brake input, and there’s no way you could miss a thermal with that brake authority and glider obedience. The good thing is that there’s no pitch back at all, and also not any pitch forward. I think for moderate conditions, the Mint has a very neutral pitch behavior, but it felt quite efficient going into the valley breeze or into wind conditions. It felt that it goes forward quite nicely.  In difficult conditions when you need to get through the airmass, I think there’s a nice efficiency for the Mint to get through without bumping into it. But I think if flown at 95 all up at its max weight range, you will feel its good slipping through when you are low facing a valley breeze. You can fly it at 90 all up, but it wouldn’t be as efficient to slip through the heavy airmass as loaded at the top in those specific conditions. At max load, the mint still does climb very well even in weak. 

The first speed bar enhances even that glide into the wind, as it felt more solid, and also has better float ability. The controls on the B’s are really efficient and nice, much like the ones on the Artik-R.  The pressure is moderate, and it felt while on the bar, in turbulence when pulling on the B risers, the glider supports it well still very homogenous, and without too much loss of internal pressure. Overall a nice complete setup.

In turbulence, I think the Mint is very close to the Bonanza 3 overall comfort. +5 % more than B3. The Artik-R moves a bit more in turbulence and needs around 10 % more pilot control than the Mint. I think I gave you a good idea about its accessibility, but for sure, my (regularly updated) C comparison will give you a wider idea for pilots looking



for tiny details.  

It doesn’t have a pronounced roll feel but a moderate one.  

Climbing in weak thermals, showed me a very nice efficiency for the Mint even at 94 all up, and could be very close to the best climbing ones in the C category. The turning radius could be very tight, and to prevent the dive it is best to control the turn with the outside brake and keep the inside one locked. 

In climbing mode, it is difficult to miss a thermal. if the pilot learns well to keep it from diving into turns, by applying a balance of less brake pressure and weight shift, as much as possible to get quick but flat turns.  

Doing some glides next to a Volt 4, Artik-R, and Photon, at trim and at top speed, showed me that the overall gliding performance is very good for that category, and will update my C comparison for smaller details if needed…

The top speed of the mint is also similar to the Volt 4 top speed which is really good, and fast and still with a solid leading edge. 

Conclusion:

If you are a Cayenne 4 pilot, you will feel much better sail cohesion and much shorter brake travel under the Mint. If you are a Cayenne 5 pilot, you will get a more comfortable glider with very good agility in turns. If you have a Cayenne 6…Hurry and get the Mint, as it is a completely different glider in all aspects! It turns sharper, quicker, better overall gliding performance, and better climb in weak and strong. 

Compared to the already flown 2-liner C gliders, I found that it has a strong package for C pilots flying in strong conditions where you need a fast, agile, but comfortable glider to fly XC without getting tired under turbulence. 

2-liner Mix video (episode two)

This is the second 2 liner Mix video. It is a long video, from many days of flying, with multiple EN-C 2-liner gliders. Mainly it's a video for fun with some little footage to see them in the air and won't show much of their efficiency. when the conditions throw at you some kind of punishment for all those new 2 liners, with wind-tricky thermals, and heavy air, the most 'efficient' one will show its potential. And from my personal view, this is the most important feature to look for in a glider if you want o compete. You can see it in my 2 liner C comparison table. (Regulary updated) Happy flights.

https://public.tableau.com/app/profile/ziad.bassil/viz/2LinerCgliderscomparison/Dashboard1

Little Cloud Urubu King size M, 75-95

Little Cloud introduction sentence:  (It all started in 2008… with Tom’s vision of being able to enjoy flying as much as possible, all year long, and with maximum pleasure, LittleCloud was born).

If you look in the Little Cloud range, you will see four mini wings and five regular gliders including a tandem! 

The Urubu King   I am test flying is targeted for the C class pilots and it is not bonded by a certification label that sometimes restricts the feel and homogeneity and especially the soul of a glider.  It means that Tom Bourdeau (Owner/designer) tuned it to satisfy his personal philosophy while delivering a safe Little Cloud product for the C-class pilots. 

The Urubu King is a 6.45 Aspect ratio 3 liner with unsheathed lines all over. Dominico  10 D is used on the glider's top and bottom. It is a light glider that can be packed very small.  The size when packed is ‘around’ half the size of an Alpina 4 for example. 

I let you see all the details of the glider here: https://www.littlecloud.fr/en/urubu-king-en/ 

The take-off in nil wind is super easy, as the glider inflates well. I tried to fly also in winds over 30km’h, and to my surprise, the inflation is quite easy while moving toward the glider to smoothen the rise. (Tom’s suggestion in winds over 35 km) 

Actually, it flies very well in windy conditions and moves forward without the feeling of being pinned by the wind! This feature on the Little Cloud Urubu King is quite impressive. 

I was able to fly in some really strong guts of wind! while pushing forward. 

I flew the size M 75-95  at 88 all up and later at 92 all up. Even at 88 all up, the glider felt quite fast and homogenous in the air. 

First turn and ….I think this is the fastest glider to get in quickly in a flat corkscrew turn! This is quite an agile and playful glider!  The brake pressure is moderate to slightly hard after 20 cm.  The linear feel and progressive agility are really good! The roll movements are present on the Urubu King, as a good pilot for that category will feel the air movements. Some C pilots commented that flying an Alpina or an Eden 5 is really smooth and filtered, and they wanted a glider with more character. So The Urubu is guaranteed to satisfy their needs.

The pitch movements are very moderate and balanced for an agile glider. There’s no bumping through the airmass, but a good surfing capability.

In weak thermals, the Urubu loaded at mid-weight, will float nicely and will catch even the tiniest thermal. The agility while having flat turns is very good even in weak thermals.    

I did some glides with some very good 3-liner C’s and the glide is very close. While the trim speed of the Urubu is slightly faster, I felt that the Urubu excelled when conditions are raw. It means that the efficiency of surfing a turbulent airmass is good. 

In strong thermals, the Urubu needs good pilot control for the C class but will deliver nicely homogenous turns and great climbing capabilities.   

Pushing on the speed bar gives you around 12 km/h over the already fast trim speed.  

Ears are stable and very efficient. 

Conclusion:

This was a nice experience for me under the Urubu King! It has a different feel compared to other C-class gliders but in a good way! 

The speed while efficiently surfing the air, the pleasure of every turn, the movements of the airmass around you.  

I will describe that glider as driving a genuine priceless muscle car…Type (Eleanor) from Gone in the 60-second movie :-) 

If you are that hard-line, uncompromising pilot looking for a light, highly pleasurable feel, very performance glider, then you ‘MUST’ try the Urubu King! 

UP Summit X S/M 75-100

UP Summit X   size S/M  75-100

The Summit X is the new high EN-B from UP.   A mix of Skytex and Dominico is used on this glider, with edelrid lines. 

The overall construction looks excellent.  

The shape of the nose is similar to its bigger sister the Trango-X as are the openings, risers, etc. It looks exactly like the Trango-X but with a lower aspect ratio.

Launching the Summit -X even in nil wind is easy, without any hard points.  In windy take-offs, The Summit X behaves quite calmly, no surging forward, and without any issues for the high B pilot.  Overall smooth to inflate.

I flew the Summit X with different loadings, to find that at 94..95 is optimum for that size. It flies well also at 92. No need to fly it near the max. The same goes for the Trango-X. 

Both are best flown 5-6 kg less than the top weight for overall performance and feel. 

At 94 all up, I felt that the Summit X was well loaded with a very high compact and homogenous feel! Despite the Aspect ratio of 5.87, the Summit X felt comfortable to fly!

 In the air the overall movements are moderate and quite nice under that Summit X. It felt just slightly more comfortable than the Maestro 2 in turbulence and needed slightly more pilot control than a Swift 6 for example. 

The brake pressure is moderate on the first 10-15 cm after the 10 cm gap, and I could steer the glider immediately in any thermal with a very nice linear feel, and excellent agility! 

The feedback comes from both risers and brakes in a dream blend! I think UP found the perfect handling recipe. The Summit X shares the very nice brake authority of its bigger sister the Trango-X. 

When encountering thermals, the Summit X gently pulls you inside a thermal! What a precious feel especially under a high B glider.  Flying through a moving airmass is a delight as the Summit X feels like wanting to catch the surrounding lifts!  The brakes give you a high authority of control with a glider that responds well to every pulled centimeter. A real delight to fly! 

I flew the Summit X next a totally brand new and loaded Swift 6 in thermals, transitions, and glide at speed, and for sure will update my B comparison for the needed details. Climbing in very weak air next to the reference  Swift 6 in that matter showed us that the Summit X will stay very competitive all the time. When thermals are slightly more powerful, the Summit X climbs impressively well matching the best ones in that category.  This climbing efficiency coupled with that beautiful behaving character of sliding through thermals enables the Summit X to be very competitive. 

Later we did lots of glides at trim and top speed.  The Summit X hands up, at 94 all up, has around 2 km faster trim speed than the loaded Swift 6!  The top speed is also 2 km/h over the Swift 6.   

I’m convinced that the glide at trim and at full speed resembles the new 3-liner C-class gliders!  It has indeed a very efficient glide at trim and at max speed. 

The C riser bar controls well the angle of the glider while on the bar with moderate pressure. 

Ears are stable, efficient, and a good way to lose altitude.  They reopen quickly. 

Conclusion:

UP was cooking a secret recipe underground without no one noticing their intentions!  :-) 

Their new creations have been released! The Trango X and now the Summit X. Both are born with the same genes, and targeted for the intended group of pilots.

I think, the overall feel and educational feedback for a high B,  are such a delight under Summit X. 

This overall package of performance, the pleasure of handling, climbing, and glide is impressive! 

So, in my personal view, I think Summit X joins the elite club of super high B’s!  

A must to test fly if you are looking into that class, and best flown at their optimum weight range. 

Update

2 liners C comparison updated.

https://public.tableau.com/app/profile/ziad.bassil/viz/2LinerCgliderscomparison/Dashboard1

It will be updated constantly over this year flying in summer conditions.

..

OZONE Photon MS

OZONE Photon MS 93…94 all up. Finally, the Photon MS size arrived, and quickly airborne at 93 all up. When I flew the ML size at 102 I felt it was big and slow in the turning ability for my taste being used to smaller gliders, that logically should feel more dynamic. Now I fly the Photon in my size. The MS size has a moderate launching behavior, not quick and fast to rise and fill like the light Mantra 7, but still ok for the category of pilots they are using it. The rise is steady, average to fill, and a bit similar to the Alpina 4 which is quite ok IMHO. In the air the overall movements under the Photon MS are surely more pronounced than its bigger sister, but not that big difference. It is just the dynamics of smaller gliders versus the bigger ones which is logical. In 2 hours in some moderate turbulent air, the overall movements are quite acceptable for the C category. For sure it moves but the overall movements in some daily average turbulence, don’t go too far, even if lightly braked. I could feel that sometimes it moves but also it stabilizes by itself…Felt like I’m on an auto-pilot sometimes… That’s why when I flew the bigger ML-size glider the movements were slower and I really felt on auto-pilot, just because I had more time to react on the brakes. But the main issue is the brake authority that I need to discuss a bit. I think this is the ‘primary issue’ to understanding the Photon's abilities. I never experienced such a different handling feel among other gliders before. When it is turbulent and the glider goes from one side to another, it is logical to counter steer with weight shift and brakes. On the Photon, while the brakes are activated after the first 10 cm gap, as the trailing edge has a kind of pressure, the Photon brake authority doesn’t give you a perception of feel, so lowering to get that usual feel. In the glider movement process the brake authority doesn't correct the smaller surges, that's why the glider moves a bit more, and longer inputs are needed. In fact in moderate air, while coring a thermal, I only needed 10 cm after the first 10 cm to get a nice turn. It is only in surges and dynamic movements that the brake reactions won’t give the pilot that ‘desired ‘brake authority to control those roll and pitch movements. Also when you need to make quick sharp turns, the Photon brake authority needs time to allow such a dynamic turn. It is obvious that it is trimmed to make only flat turns at an average speed... My personal weak point is the handling, and honestly, I would have hoped for a better feel... as I surely know that OZONE created lots of wonderful gliders, that I cherished, like my favorite LM7 and the latest 7 aspect ratio Zeno 2 very direct and sharp brake travel! Hello !!! ?? The brake geometry on the Photon acts first on the middle part then very slightly goes to the tips. In the old times, there was a glider that had the same brake geometry (B4), and later Flight Design retrimmed it and we changed only the brake geometry, with probably another certification…But the same glider handling was more than 50% enhanced! I ‘really wish’ that Ozone could make a small upgrade. But probably there are more complicated things in designing that I don’t know… If possible what a complete very strong package you will have !!! Saying that, the performance into wind and climbing abilities are really on top of that category. While low on a strong valley breeze, the Photon showed me some really efficient searching forward for thermals. This efficiency is rarely seen even on some higher-rated gliders. But the Photon search and digging through that difficult airmass, of course, is slower than the Zeno2, but still goes forward! No bumping through that heavy airmass! Eventually getting the lift !! While on bar, the B steering is an efficient and easy-to-use tool every time! the glide at speed is what the C 2-liner pilot is longing for! Ears are stable and efficient on the outer B's. They reopen fast without any intervention. Test of the PHOTON ML further down the blog posts.  U P D A T E On the Photon MS Hi, As you all noticed in my Photon test, there was something a bit odd about the brake feel, and lots of pilots commented about it. For me, it seemed a bit strange that Ozone delivered that kind of handling. So I was writing to Luc (Ozone designer) about it, and we measured all the lines of my new Photon MS. One small issue was found on the BR3 line. This is the first outer line that you pull to induce ears. Luc recommended that I released that loop on the BR3 to get a better connection for the brakes and to get more control on the tips. I tried it today, and I needed to report it asap! The Photon brake connection was enhanced by 30 % and the control is really nicer! At trim, the roll is slightly more present, but really guys, this is definitely a smooth glider. Once you push the speed bar, the roll calms down even in turbulence! I always use a wrap on all gliders in order to keep my hands high, as the wrist muscles are less powerful than the forearm or the shoulders muscles but much more accurate in thermals! The Photon had a longer travel, now it seems slightly shorter but with a slightly more wrist feel! I wish that they could also improve it even more! In turbulence, the tips are still very well pressurized. The top speed is 18 km/h over trim with a solid leading edge. Nothing changed! but the little more brake connectivity and turning ability. Cheers, Ziad

NIVIUK PEAK 6 22

NIVIUK PEAK 6 22 

Having flown practically all Peaks! 1-2-3-4-5, and Icepeak 6, here’s the 6th version with 7 aspect ratio.

The leading edge holds a moderate shark nose, and as usual, the construction, to the smallest details is excellent on this Peak 6.

I flew the Peak 6 at 94 and 97. I think around 95..96 is an optimum weight in all conditions for glider reactions through the airmass. If you want a more faster glider through the air, 98…99 could be great. 

Launching the Peak 6 is very straightforward, without any delay. The rise is homogenous, and moderate without any hard points. No shooting forward with little brake control, and even with windy take off the pilot has the authority of control. Overall very easy launch for that 7 aspect ratio 2 liner D. 

In the air, the biggest difference between the Peak 5 and the Peak 6 is the shorter, more responsive brake travel even in turbulent air. The Peak 6 has a moderate to slightly hard brake pressure than the Peak 5 and the Artik-R. The authority on the brakes in turbulent conditions is very good under the Peak6 giving the pilot complete control.  Smooth turns can be made with good agility for that class. It could be as quick to turn as the Artik-R if you open the chest strap to 50 cm on the Arrow harness. This authority of the brakes gives the pilot swift control for any movements under the Peak 6. 

Immediately after taking off, I could feel the high comfort under the Peak 6! This glider has perhaps the double comfort found on the Peak 5!  And more comfortable to fly than the Zeno1-2, Magus XC, Peak 3, Peak5, and Icepeak 6. I think the Peak 6 has the DNA of the Peak 4 and matches its comfort with an even more solid, homogenous structure. When flying it in strong air I felt that this whole structure didn’t lose its homogeneity and was kept as a block above my head. Even if the Artik-R stretches a bit and wobbles in heavy air, the Peak 6 felt more coherent! Of course, the pilot level is another step from the Artik-R but just to precise that solid feel.

The roll movements are also much more dampened than the Peak 5, Zeno2, and resembles surprisingly the Peak 4 ones. I found out that flying it with the Arrow enhanced the turning ability, and the roll is very controllable. 

The Peak 6 pitch behavior is also neutral. It doesn’t shoot forward in moderate thermals. Just perhaps it slows and sometimes bumps a bit before entry, but still enters slowly the climb and moves upward. I found that the best way to dig through is at first to load it at the top (98) and to trust it, by releasing the brakes as much as it would be possible.  That will help a faster entry. I also noticed that flying it at the very top end 98 will help reduce the bump feel. Overall, the Peak 6 is a really comfortable glider to fly for a 7 aspect ratio 2 liner in the D class. 

Loading it at 98 will get this structure to be even more indestructible, and it could be a nice tool for achieving local competitions or getting the most in your strong XC days. 

In weak conditions, even at 96 all up, I felt that the Peak 6 climb well, and I could squeeze it in a very narrow small core. Opening the chest strap at 50 cm on the Arrow harness helped a lot by making it very agile in turns. 

The glide at trim and accelerated is excellent, for the category, with a very taught leading edge even at full bar.  I could get 18-19 km/h over trim.  The B controls are quite a big step in usability over the Peak 5! I could control the glider with a moderate pull, while on bar. The pressure on the B steering is moderate and very usable. Forget about the Peak 5 controls and feel…The Peak 6 is a completely changed glider. 

I flew next to a Zeno 2 the same size and loaded in windy and strong turbulent air.  While the racing genes of the Zeno 2 felt more dynamic and surged through the air more aggressively going forward, especially on windy days,  the Peak 6 while having a very close glide, and climb, is aimed more toward a calmer efficient cross-country use. It surfs the air calmly and moves forward with slower reactions. 

In normal conditions, without too much wind, the Peak 6 feels and handles like a slightly lower-rated glider, but with D-class performance.  For pilots aiming for 100 % cross-country use, the Peak 6 will deliver with less energy management. 

Stepping on the bar on long, lift lines while B steering felt easy and controllable with a very good glide angle. The pressure on the B controls are moderate with swift input. Ears with outer A’s are stable and reopen with pilot assistance. Ears with Outer B’s are also doable, easy, stable, and reopen quickly. Getting wing over on the Peak 6 lets you feel that energy! After two turns they became really high. The exit is easy as the 360 ones. The Peak 6 felt very homogenous.

Conclusion: 

 After test flying the Peak 6, I think NIVIUK wanted to revive the Peak 4 success by creating a comfortable, easy, confidence-inspiring, EN-D 2 liner. I think pilots upgrading from the Artik 6 with 2 full seasons in strong air, could be a logical move toward an easy, but much more performant EN-D glider.  

2 liner C video

Hi,
In this video, you can see four new 2-line EN-C in the air. My videos are purely for fun. This is just my personal opinion. Iy will give you probably a small idea about the gliders. And you the pilot can choose after your test flight. It is a long video, but if you have time, grab a beer, a snack..or a pizza! sitting comfortably on your preferred chair, I really hope you enjoy it, especially if there's bad weather outside! If not..go fly !!! 
Cheers,
Ziad

OZONE PHOTON ML

OZONE PHOTON ML 

Writing plain reviews, empty of small details, will not satisfy any more aware pilots out there, especially for those 2 liner C classes. That’s why, I will take time to explain every detail to the advanced pilots. It could be boring sometimes, but I really cannot write reviews as I’m doing a low B glider test… 

The new EN-C 2 liner from OZONE is already since 20 days in ML size. I am still waiting for the MS size to arrive hopefully next week. 

I have flown the ML size for some hours, from 100 all up to 104 all up, which is the maximum of ballast I wanted to carry.   

To begin with the construction, the PHOTON has exactly the same construction and details as the Zeno 2. In fact, if you see both gliders next to each other(pic attached) you cannot see the differences apart from the slightly wider shape of the Photon as its aspect ratio is 6.5 compared to 7.0 for the Zeno 2. 

The shape of the leading edge with the position openings is exactly the same as well the risers. For sure some internal structures and width or other things could differ, but the plain eyes cannot see those differences apart from the wider cord. 

Flying the Photon ML / X-Rated 6 at 100 and later at 104 all up, gave me a large idea and feel that I will share with you. 

The launching of the Photon in nil wind doesn’t need any for the C pilot. I usually don’t comment a lot about the launch of its normal, unless I see a hard point or something that requires a lot of effort in stronger air, but the Photon with its semi-light construction is easy to launch close enough to the Alpina 4. 

In strong breeze over 25 km/h, the PHOTON ML behaved quite gently for a C pilot and I didn’t find any dynamic reactions. Overall, easy to launch in all conditions.

 I had at the same time as the PHOTON testing, I had over here, the NK Artik-R, SOL LT2, GIN Bonanza 3, and UP Trango-X. (All one size smaller) 75-95—100.  This was for me a great way to give you more precise feedback especially since all were flown on the same harness but added some ballast for the Photon ML. Later I will mention the differences between the PHOTON MS and ML in handling, reactivity, and feel. Now I only have the ML. 

  One day it was windy, turbulent, and quite generous in thermals. So It was a good informative day to get a bigger idea of what to expect from the PHOTON  ML. I was flying it at 102 all up. 

First thermal the Photon ML didn’t have any pitch back or front at all. Felt like it was a calm glider in that matter and enters the lift with ease without any complicated pitch movements. 

The roll movements are also very comfortable similar like the Delta in MS size to be precise. Not really far from the Alpina 4, MS feedback If I remember correctly. Please consider that smaller sizes feedback is slightly more sensitive than larger ones.  So I think the PHOTON ML has probably 10 % more feedback than the Alpina 4 MS, which is really comfortable to fly! 

In all turbulence, the PHOTON ML felt quite tamed.

Now to give you a clearer explanation of what I felt, I will let you imagine flying an 18 sqm acro glider for a while, not smaller  ;-) and then switch to your regular C glider…Or perhaps…smoking a certain weed ;-) Everything looks slow around you. That is the slow-motion feel I got when I flew the PHOTON ML at 102 in relation to the airmass. 

It will fly OK at 100, but you will miss the point. 

Please consider that OZONE made the Photon for a purpose. And that purpose is not limited to a small local flight. It will surely perform very well…But IMHO, the PHOTON is a very well-engineered design carefully made for glide efficiency and you the pilot must ‘help’ extract those performances by loading it at 104-105 so that this special structure will show you its hidden magical efficiency to cut through and move forward like a top end 2 liner C !   You cannot perform on a race car with a semi deflated wheel!  :-)   That's the best way to describe it. 

Even in climbing mode, the Photon needs to move forward faster in the rising airmass. The climb rate of the PHOTON ML at 104 is still very good. In a weak climb, if it is flown at 100, it needs more time to get through but has no problem getting efficiently high. It’s just time and patience that are needed. 

For example, next to a Zeno 2 MS at 95, for one hour in thermals, I was always slower to dig through and the Zeno 2 was always two steps ahead higher, and in front. We tried again and again with the same results. For sure the Zeno 2 is another category, but just to tell you how it will behave at 100.  At 104 things got a lot better, I was able to ‘have’ a little more chance to keep up, especially in those long glides with lifts in between as the loaded Photon was moving forward better, especially at half or even at the full bar! And that is the strong point of that glider when you are using the speed system.  It moves forward through the lift and guts! While other gliders could get pinned or slowed. 

I also did lots of glides with all the new 2 liner C’s and saw that the ML size has a slight upper hand, in transitions, at full bar, but this gap was larger in difficult conditions, as the PHOTON ML was gliding on rails with a solid one-piece homogenous structure. I will hopefully try with a loaded Photon MS size as soon as it is available.  

The B steering has a moderate feel, very efficiently usable. While on bar, I was completely at ease and quite efficient to keep the glider stable with the B controls. I will update my C comparison for all the details after I fly the MS size.

Handling:

The PHOTON ML even at 104 could be considered as having moderate agility. The trailing edge reacts after 10 cm of gap. The brake travel is a bit long, But that glider flies at best, hands up and doing that, it could be steered with less and less brake input. So getting used to it, I could steer it with only 15 cm with weight shift after the gap without braking the outer side.  It turns flat and narrow sometimes.  

To get the first wing over you must insist on a weight shift. 

Ears with outer A’s are stable on the ML size at 102 and reopen with little pilot assistance. Ears with outer B’s are stable and reopen quickly. A good way to get down. 

Conclusion:

I will try the MS size, which I am used to flying from 90 to 95 which could be more dynamic a bit. But for now, these are my humble thoughts on the PHOTON ML.

The PHOTON ML is a very calm, easy, stable, and homogenous 2-liner C. The overall performance in glide is very good for that category. Much better than the Mantra 7especially at the speed bar and also racing upwind. That ML size was way easier to fly than my Light Mantra 7 MS, and closer to the Alpina 4 with probably around  +10 % max more pilot control. 

Will write my impressions on the MS when it will arrive.