OZONE ZENO MS 80-100

OZONE ZENO MS 80-100

The Zeno is the new 2 liner from OZONE.
OZONE wanted to introduce to the market a 2 liner design , which they claim it’s easier to fly than their Enzo 2 and close enough to their superb Mantra 6.
In fact i still have an LM6 in MS size. It suits my all up weight without ballast.
I have also a Peak 4 in size 23 (85-105) for my future comparisons which proved to be a very nice and gentle D glider for Xc and competition use.


The Zeno has 6 lines per side, and it’s a pure 2 liner. Of course all lines are unsheathed and have different width. It looks very optimized for performance. Such a wing deserves a more detailed description when testing it. Lets see…

Launching the Zeno is super easy for a 2 liner. Slightly easier to inflate than the Peak 4. In strong wind, it needs a dab on the brakes to control it overhead. The take off is immediate.
I did some 360’s and wing overs ,just to get it well tensioned in order to settle down to its designed configuration.
To my surprise, coming off the 360’s couldn’t be easier ! It seems that the Zeno dissipate it’s energy on the last turn. No surprises ! Clean exit.
Wing overs are super high and real fun to make.

I have flown for the past month, the easy King S with it’s lovely handling, the LM6 magical overall glider, the energetic Poison X-Alps XS with its sharp handling, and the relatively smooth, and agile Peak 4 23 for a 2 liner design, just to be able to quickly place the Zeno among those D’s in terms of feeling, responsiveness and brake precision inside rough or smooth thermals.
All testings were done on the same X-rated 6 harness with the same chest strap width for all.(±47 cm)

I flew the Zeno MS from 93 to 98 all up to find out finally that in XC mode, 93-95 is a very nice weight, and for competition, 97-98 all up could be quite ok for the whole solidity and compact feel of the design which will feel more taught overhead.
Here’s my small and humble opinion upon this glider.

At first, I don’t think that the overall comfort is similar to the M6 or the LM6 MS when flown in turbulent strong conditions. The Zeno needs more active piloting in turbulent cores. Taking into consideration that the way a 2 liner can be steered through turbulence differ a lot from 3 line gliders.
Applying brakes on pitches, doesn’t really work good on the Zeno as it could work slightly more on the Peak 4 which is a 2 liner also.
The Zeno needs a much more gentle approach. Letting the glider go in, with just a feel on the brakes is super efficient on the Zeno. Too much brakes in turbulent conditions will deform the profile and the energy stored in the Zeno will induce yaw movements.
In turbulent air, I found out also that the Zeno needs slightly more active piloting than the Peak 4 23 i have over here flown at 99 all up. 

In (moderate conditions), the Zeno has indeed the comfort of the LM6 or the Peak 4. It feels like a taught compact structure, with a leading edge so stable without any pitch. The maneuverability is really nice for this 2 liner in those moderate conditions. But in rough air it gave me a much more active workout ! Nothing difficult for a (regular) D pilot to master.

For example a pilot coming from after a good flying season on an IP6 in different conditions will be welcomed aboard the Zeno.
The Zeno pitch behavior is toward a neutral feel in moderate weak thermals, but surely a more pronounced one in strong cores with a pull inside the thermals.

The pressure on the brakes of the Zeno are slightly lighter than the LM6, but still more pressure feel on the brakes than the Peak 4 23 loaded at 99 all up.
The turning ability of the Zeno at 95 and at 98 all up felt the same as the M6 (Only in moderate conditions) .
In turbulent cores, and even if loaded at 98, the Zeno will have slight less authority on the brakes as the M6, LM6 have in those conditions.

The LM6 is more agile and can core more tightly some thermals in overall conditions.

The climb rate of the Zeno is impressive in surges. When everything is homogenous strong or weak, it climbs as the Peak 4, but when you hit the core the Zeno springs up faster !

Doing some glides near a Peak 4 23 loaded at 99 all up. The Zeno MS at 95 all up showed me that the Peak 4 23 has a slight faster trim speed. Of course no one is buying those two gliders to fly them at trim speed for sure !
It’s just for your information ! And the glide efficiency at trim is slightly on the Zeno side. Now at first bar, the matter of glide became more serious on the Zeno especially into wind transitions in active air ! For sure we are in a different world …At second bar, the speed is impressive with a superior glide angle. The speed over trim loaded at 95 all up, is around + 22 km/h taken at 800 ASL.
The speed bar is delicate to use in turbulent conditions. Especially the top speed ! It takes time to adapt to it …
This is the fastest D certified glider i have ever flown.

The use of the bar on the Peak 4 23 is easier and as the pitch control.
Flying in smooth air won’t show you any differences when comparing gliders. Or even in head wind smooth air like soaring high cliffs for example. Many good pilots already know that.
The differences are very little and sometimes useless.
It’s in active air where a special glider can actually shine. It’s no secret why the Enzo 2’s are winning competitions…

The ability for the Zeno to surf the (active air) is really impressive ! It’s like it doesn’t want to get down. Comparing it with other gliders in those conditions, will give the Zeno this slight cruising efficiency. It just goes on and on on glides getting those tiny lifts on the way…Advanced pilots will understand what i mean.
The constant vario sound seems endless with those glides. This is for sure a very efficient glider in active air (for the keen D pilots)

That doesn’t mean that the Peak 4 23 is far behind. It is still a beautiful, easy 2 liner with nice performance ! But the Zeno will actually have the upper hand in long glides especially on bar with a slightly higher piloting level at speed for the Zeno !

Big ears with the outside A’s are stable if moderately pulled. With bar -2.5 could be reached…
Big ears with outside B’s are doable, more stable for sure and reopen quicker. The second option could be better if you don’t want knots on the extremities like on the M6 when ears are induced for a long time.


Conclusion: The Zeno has for sure the highest-end gliding performance (especially on bar), among all present D’s. That’s a fact.
Another fact is that in my personal view, it needs a “good D pilot” to master it efficiently in all conditions. For competition use, that’s some winning tool !
For XC, fun, safety, and multi-use, the LM6 still works magic ! ;-)
So, if you want to break records, win competitions, want to have the best glide angle on a (D glider) for the moment, and above all, you have the skills to master the Zeno, then close your eyes, take a deep breath, release the OOOMMMMM sound, then quickly go order one :-)
But it seems many of you already did  :-)

Cheers,
Ziad 

Hi, Here’s a little feedback for the Zeno S (75-90) 
I have been flying two Zeno’s in the same day, in the same condition in order to compare. (landing, swapping, take off again...and so on...) 
One is the S (75-90) at 88 all up, and comparing it to the MS (80-100) at 98 all up. Both 2 kg under max. 

The Zeno S with same loadings, has a lighter brake pressure, a slightly more alive feel, and a more agile turn. The climb rate is superb even loaded. The tiniest thermal can be converted to climb. I don’t think there’s any difference ,or advantage for the MS. In turbulent conditions, the Zeno S needs slightly more active piloting over the MS similarly loaded. 
Just a small remark, i think the Zeno MS loaded from 98 till 100 is easier and have a more compact feel, to handle than lightly loaded at 95. The difference is big. The authority under it with ± 3 kg is feel-able. 
The Zeno S at 88 doesn’t give you the feel of a loaded one, like the feeling under the MS at 98. So flying it at 90 seems a superb choice. 
The agility of the S size in narrow thermals could give it the upper hand in those particular conditions, as it seems more agile to “tight” core those narrow weak thermals. 
The bar on the S size has the same pressure feel as the MS. Applying it many times, i felt that +5 km over trim the float ability was at its best. 
IMHO, i think that they both have quite similar performance in all conditions. The S size is really nice ... 
Hope it helped a bit… 
Cheers, 
Ziad

ADVANCE EPSILON 8

ADVANCE Epsilon 8

As always, opening an ADVANCE wing is a nice experience since the quality of construction and materials are really nice .

The Epsilon 8 is ADVANCE low B glider. All lines are sheathed with strong line construction ! 

I’ve seen many gliders and that low B seems having an indestructible construction. It is obvious that ADVANCE wanted a glider that will last for a long time without even thinking going out of trim ! It’s a surely well built glider !

Launching the Epsilon 8 is super easy and a non event …No shooting forward for sure, no hang back…It just wait above the pilots head.

I flew the Epsilon 8 from 90 to 95. This handling on this glider is fine tuned for a wide variety of tastes ! You can turn it pulling 5 cm and it turns smoothly and you can turn it with 30 cm pull with the same smooth dynamism ! Excellent ! 

The pressure on the brakes are moderate, much like the Ion 4 ones. The overall agility for a low B is nice and well balanced !

Low B pilots can easily fly it, and a more advanced pilot can place it with little input in thermals. It has a surprisingly precise brake response. 

The overall movements in roll and pitch in strong turbulent cores (+7m/s) are super smooth and easy to understand with a glider that is smiling at you like a nice polite butler ! The Epsilon 8 doesn’t have a pitch back or forward before entering thermals .It has a very well balanced behavior. Newbies will adore !

The climb rate in weak conditions is efficient. The information is very smoothly given by the brakes and slightly by the risers. 

Going on a glide on the Epsilon 8 at trim and at full bar puts it among the top 5 of the low B gliders. Very easy to keep the bar fully accelerated.

Ears are super stable, easy, and reopen quickly. Landing the Epsilon 8 is a non event with a good flair. 

Conclusion: The Epsilon 8 has everything a low B pilot wishes. From a nice handling to a comfortable ride in turbulence and a good glide angle to begin cross country safely. It’s strong construction will ensure a long use.

GRADIENT NEVADA 2 S

Gradient Nevada 2 S  (70-90) 

The Nevada 2 is the new high end B glider from Gradient. 

2 lines per side on the A’s and three row of lines with similar configuration as the Aspen 4.

I flew the S size from 85 to 90 in different conditions from weak to strong.

Launching the Nevada 2 is easy for a high B glider. 

After some flights i found the best weight under it in overall conditions is around 88 all up.

The roll movements are present on the Nevada 2 S in turbulent conditions, slightly more than the Rush 4. 

In strong turbulent cores, a keen high B pilot could easily manage it.The improvement in brake travel is now enhanced over its predecessor the Nevada 1 with a relatively moderate to short brake travel, a soft pressure (like the Rush4) and a nice agility in turns. 

Before entering thermals, with no brakes applied, the Nevada 2 S at 90 all up slows a bit ,pitch slightly back and then climb away.  

The climb in weak is still very good even loaded comparable with the BGD Base. 

The glide at trim and accelerated is good for the high B category ! It could be placed among the top five in terms of glide efficiency !

Big ears are stable and a good way to get down. 

Conclusion: The Nevada 2 S has everything to be quite competitive and pleasant to fly for a high B glider. It needs active piloting in turbulent conditions. The glide especially accelerated is very nice for the category.

ADVANCE Interview ( Valery Chapuis) 
1-Ziad: Can you tell us please about ADVANCE new products for 2017 ? 

- Valery Chapuis: BIBETA 6, SUCCESS 4, SIGMA 10, Companion SQR 220. Other products are not decided yet. 
Please have a look at our homepage. http://www.advance.ch/en/home/news-pages/success-4-safe-and-comfortable-no-compromise/ , we’ll publish soon a complete information. 



2- What can you tell the pilots about the new Sigma? What do they have to expect? 
- Valery Chapuis: middle C wing with a very high level of performance (more than our OMEGA 9 photos from the beginning of this year) with a vey predictable behavior. With all the existing technology. 

Any D glider for the future ? … 
- Valery Chapuis : Maybe a OMEGA 9 end of next year. We are making new 3 and 2 liners photos. 


3-Ziad: The Iota is a high B with a very high ratio of : top performance / comfortable behavior with a moderate aspect ratio ! Now it seems the Sigma 9 follow that same path . A concept for the middle C pilots as you mentioned. Could you please elaborate on this ? With an approximate idea for the aspect ratio ?  

-Valery Chapuis: The Sigma 10 will be a middle C wing, I mean a real C wing, not a low D, not a high B. A normal sport wing pilot can easily fly a Sigma 10, the wing is very intuitive and predictable. 

4-Ziad: What about handling versus the Sigma 9 ? 

Valery Chapuis: Still very responsive but a little bit less direct than the 9, we were not far from a freestyle behavior, depending on the pilot weight of course. 

5-Ziad: Will it have unsheathed lines like the Iota ? 
- Yes, like the Iota and like the Sigma 9 as it is a wing aimed for performance and cross country flights. 

6- Ziad: Also its nice to see 5 sizes ! Very interesting ! Can you please elaborate on that decision ?  
- Valery Chapuis: 5 sizes will give more choice to the pilots and more possibilities to find the right size. 

6-Ziad: What's a 3D panel shaping ? and what does it do ? 
Valery Chapuis: The 3D shapping helps the leading edge to be more resistant as it reduces the elasticity of the fabric, that gives a better behaviour to the wing. 

7- Ziad: Who are the people behind this design ? In R&D and testing? 

Valery Chapuis: It is as usual our complete R&D Team. Silas Bosco and Hannes Papesh remain the computer designers and the test pilots with Kare Eisenhut as responsible make the wing as we decided in the design manifest. 



8- Ziad:Will it be there an impress 3 replacement in the near future ? 

Valery Chapuis: Yes we discussed already about a Impress 4 but we dont have yet a timing. 

9- Ziad: What's the difference between the Beta 5 and 6 ? 

Valery Chapuis: The 6 benefits of all the technology and knowledge we could acquire during the past 4 years after we made the Beta 5. A complet product presentation will be published next week in our homepage, please have a look it is really interesting. 

10-Ziad: Anything you want to add? 

Valery Chapuis: I’d like to add a big hello to all the pilots and don’t forget that you are not alone in your life, your family is expecting that you go back home tonight, then fly safely and always land happy. 


Ziad: Thank you very much ! 

SKYWALK Poison X-Alps XS !

SKYWALK Poison X-Alps XS (65-90)
The Poison X-Alps is SKYWALK light EN-D wing. This glider is the fruit of the wing used in the last X-alps race, trimmed and tuned to meet the requirements of the D pilots.
The Poison X-alps is a 7 aspect ratio glider with three risers and a shark nose. A small piece of wood attached on the C riser, is connected to act also on the B riser for a possibility to control the glider pitch when accelerated. All lines are unsheathed.

Launching the 7 aspect ratio Poison is an easy task with the light cloth. Quickly overhead, a slight damp on the brakes to keep it overhead and the take off is immediate.
I must state that different sizes behaves very differently. For instance when the Ozone LM6 size S has a slight pitch forward, The LM6 size SM has a neutral pitch, The normal M6 size SM has a slight pitch back ! I was flying the Poison X-Alps size XS from 84 to 90 all up. The M size could have other feel under it ... i just have the XS size.

I found after some hours flying the XS size, that 5 kilos below top is optimum as the balance of climb and speed is great ! I didn’t notice an increase or decrease in trim speed flying it from 85 to 90...But the climb at 85 all up is superb !
Also flying it 5 kg below top, decreases slightly its dynamism and smoothen up the movements in active air. Much like the Cayenne 5. No need to fly it at top weight.
I flew that glider in some turbulent air alternating flights with the LM6 SM. The Poison X-alps has a more dynamic feel under it. The roll movements are more pronounced over the LM6 with a lovely slight pitch forward that pulls you into the thermal.

All that is coupled with a precise, linear, short, direct brake response which i adore on board this beautiful machine !
The Poison X-Alps feels more taught in the air than the LM6 ( it feels like a solid, dynamic, compact piece) The information given by the Poison X-alps XS is spectacular ! A good pilot will feel everything in the brakes and also in the harness with the possibility to place it exactly
where he wants inside any turbulent thermal ! It needs more piloting than the LM6 in turbulent air and feels slightly more dynamic.

The LM6 is for sure a superb machine. But if i’m going to explain the difference between them and especially in ‘feel’ without talking about performance yet, i would say that, If the LM6 SM loaded at top feels like a Porsche. The Poison X-Alps XS at 85, feel like a Porsche GT2. Everything is fine tuned for slightly more precision, slightly more dynamism, slightly more race feel, slightly more steering pleasure !

Going on some glide on the Poison X-Alps XS at 85 all up with an LM6 S at top weight and an LM6 SM also at top weight showed me that the Poison X-Alps XS has a +1 km/h faster trim speed. At top speed, the Poison X-Alps XS has +16 km/h over it’s trim taken at 800m ASL.
As for the glide angle at trim and accelerated i would say that they pretty close. My 'personal' feel is a slight efficiency in head wind glides for the Poison X-Alps especially above trim,+ 47 km/h.

The Poison X-Alps XS at 85 all up is a very good climber in weak conditions. And for sure when the thermal streghten, it will shoot upward without any delay ! Overall it’s an efficient climber.
The speed system has a moderate pressure .The glide is superb ! Bumps are felt when accelerating in turbulent air and the pitch is controlled by pulling on the C riser which is slightly on the heavy side and could control quite some moderate turbulence. But not as much as a 2 liner does. For example, the Peak 4 'B steering' is much softer and more efficient. But of course its a 2 liner ! I felt that controlling the pitch with the C riser on the Poison X-Alps has to be firm and at the same time sensitive and precise in order to keep the glider levelled above.
360’s are super easy and feels quite nice with a very clean exit. Big ears are stable and doable with at the external B riser kit.

Conclusion: Test flying the Poison X-alps XS for "my personal taste” was an exceptional experience for a D glider yet ! The handling and the way it turns, feels and cut through the air, is superb !
It’s a slightly dynamic and talkative wing for sure in turbulence, but very well pressurised and has a homogenous feel for a 7 AR, top performer D glider ! The brake authority and responsiveness is among it’s
strongest points !
I loved the way it pulls into the thermal ! It sniffs and go through with a positive vario.
The authority on the brakes, usability and feel are exceptional on this XS size ! I’m sure that many keen pilots wouldn’t be indifferent after a test flight !  :-)

U-Turn Blacklight 2 S

U-Turn Blacklight 2 S

4 years ago, i test flew the Blacklight 1. The strong point was the excellent climb rate even in super weak conditions. Glide was very good, into wind glide was moderate, and the Blacklight 1 kept its pilot quite busy in very strong conditions having an aspect ratio of 5.8 flat at the time !

U-turn offers the Blacklight 2 in late 2016, with a moderate aspect ratio of 5.6 flat.
The 11 lines per side are a bit thick and sheathed . The upper ones directly to the canopy are unsheathed .
3 lines per side with 3 thin up to date risers and 3.5 line configuration.

A nice shark nose construction with semi circular openings. A very nicely and tough looking construction on that glider !

I flew the S from 87 to 90 all up. The launch behavior is easy without any surges or hang back. The take off is immediate.

The brake travel and pressure are moderate to slightly firm resembling the Eden 6 one.
The maneuverability in coring thermals is really nice.The Blacklight 2 can be turned very narrow into the core. It doesn’t really dive into the turn if applied smoothly. The Blacklight 2 has a very well balanced and pleasurable handling. The same size on the Blacklight one has a lighter feel on the brakes, and slightly more dynamic in terms of turning ability and surely in turbulent conditions, where the Blacklight 2 is much more comfortable than its predecessor.
I felt that the shark nose on the Blacklight 2 is much more efficient than the BL 1 in biting forward the thermals. The Blacklight 2 in size S however, (Other sizes could have different feel) have a slight pitch back upon entry but at my loadings it quickly goes forward again and through the airmass.

I flew the Blacklight 2 in turbulent conditions, and i could sense a middle B in terms of dynamic reactions. It doesn’t feel like a high B nor as a soft low B.  I think it sits in the middle of this huge category in terms of piloting.

Doing some glide comparison with high and low B’s puts the Blacklight 2 size S at 90 all up in the first middle* of this large category. The second part holds the high B’s with Mentor 4, Iota..etc..

The climb rate however even loaded at top, is excellent on the Blacklight 2 ! This glider could be inserted in the second part of the B category for it’s superb climbing ability. I was always climbing very quickly among other nice climbing gliders.

The top speed on the S at 90 all up is 9 ~ 10 km/h over trim speed which i forgot to mention that it’s quite nice around +39 km/h ! taken at 1000 ASL .
Big ears are super easy efficient and reopen immediately on release.

Conclusion:
It is clear to the eye that U-Turn decided to deliver a new Blacklight with a different philosophy. The Blacklight 2 is more comfortable to fly than the first version .The gene of the bL1 in climb rate is present on the second version. The thick lines seems to be installed for durability rather than thinner more delicate or unsheathed thin ones…The efficiency for the Blacklight 2 into wind is slightly enhanced over the Blacklight 1.
Lets hope U-Turn will consider a race version with thinner unsheathed lines for some B enthusiasts…