My favorite glider in 2012 was the Trango XC2 .I really
liked that glider ability to fly efficiently. I was waiting for Franta’s new
creation the Kantega XC2. And since I can be min at 90 all up I preferred to
get the S size for a test flight.
Launching is easy …even if there’s a little wind it can
inflate without touching the brakes…
In the air at max load on the S size, I could sense a low
trim speed that was confirmed afterward by flying next to gliders in the same
cat.
That slow trim will enable the glider to lock on thermals at
low speeds and climb vertically. In head wind thermals and climbs, it needs
more time to enter that air mass. The day before I was test flying a Peak 3 in
turbulent air, and I was active all the time under it. The next day when test
flying the Kantega XC2 , I was feeling a completely relaxed and forgetting totally
about the glider, especially that my friend reported same turbulences and
discomfort on his Delta 2 as yesterday. On board the Kantega XC2, it was like
sitting in a hammock on the beach in the Bahamas islands. All I was missing is
the music…
The brake authority is very nice under the Xc2 allowing me
to core every thermal even if it’s rough or disorganized. The turns are well
coordinated and the wing can turn really narrow.
The overall glide in different conditions showed a
competitive glide in the mid B category. I would have preferred a faster trim
speed with more biting ability into the thermals like its bigger sister the
Trango XC2.
But may be the extra comfort under the Kantega was the main
focus of the designer.
The accelerator is smooth and usable all the way with 15 km
gain over trim speed.
Big ears are stable if they aren’t pulled too much, but the
sink rate is around 3 m/s with bar.
The stall point of the S size at my loading is a little
below the hips and must be carefully reached when top landing.
Conclusion: I was a bit surprised about the 38 km/h trim
speed on the loaded S size. But the overall nice package that the Kantega Xc2
offers that will give immense flying pleasure for many pilots.
On the 23rd I was on our flying site ‘Mezyara’
flying a Mentor 3 with superb XC conditions…
Our driver and friend came directly from the airport to the
take off and I knew that I have to turn back to the take off after some nice XC
flying because the Atlas S is waiting!
I landed switched glider and harness to be at 91 all up at
the Atlas S and here I am airborne.
Launching is a piece of cake, and immediately generous
conditions and first thermal made my smile wide enough to reach my ears !
I have test flew 2 years ago the Sprint Evo,and the Atlas
was something very different in a much more positive way…
I am a ‘handling’ freak! and turning this jewel is an
experience of a life time!
It has been ages since I found that crispy, direct ,linear handling
on a B glider!
I think the two recent tested gliders were a blessing, a
EN-C just before and now the Atlas S for its ‘unlimited pleasure feel’
overwhelmed me.
I was flying next to my friend on the Chili 3 S at 98 all
up, and we did some long XC flights next to each other, and that was a much
more realistic test.
I have to write more about handling…The Atlas can make turns
inside any new B glider I have already tested! It can turn on itself J
Really impressive!
In the air the feeling under the Atlas is joyful. It does
give its pilot the exact amount of feedback without too many parasitic
movements. It has some pitch and roll movements but still in a very small
angles letting the pilot feels that he is on a very precise glider without
being pushed around. A inspire confidence feeling .I can describe it as very
well balanced, and surely it rests in the middle of the B category.
The Atlas has the tendency to slide into the thermals
without being pushed away. It feels like pulling you ‘gently’ inside those cores
with a positive vario.
The climb rate versus the best in the B category puts the
Atlas really close in efficiency and I could confirm its excellent climb!
Gliding next to a ‘Top’ B glider in Xc conditions, with head
wind, and down wind, the Atlas is never left behind as if they are stuck! At
first bar the Atlas glide is also in par with the best. My friend and I were
inseparable the whole flight.
The accelerator is soft and smooth, and can be pushed all
along. The rear risers offer an efficient control in turbulent conditions and
by pulling them gently the pilot can keep the Atlas on track.
Big ears are stable and effective. With the bar, a
-4m/s can be achieved.
Conclusion:
After the appearance of the impressive Boomerang 9, I was
curious to see if that will affect the lower rated gliders.
There is surely a leap in technology somewhere and the Atlas
has surely inherited it!
The pleasure and performance ratio is very high!
With its high-end performance, its sublime climb rate, its
dream handling and its easiness of flight, the Atlas S sits on the middle of
the B category, a complete B glider that will mark its path and will be often
talked about!
I never flew a Chili before. My last testing on a SKYWALK
was with a Cayenne 4,and now the Chili 3 S arrived . I added some ballast to
reach 99 all up on the S (80-100) .
Launching:
I didn’t find any particular behavior rather than easy to
launch it in nil wind or in high wind .I have tried to kite it in high winds on
a soaring slope by pulling the rear C risers. It works fine knowing that the C
attachment point is far away from the brakes attachments. They do break a bit
the profile but still manageable.
In The air:
Like the C4 was having long brake travel, the Chili3 has
even a longer one!
In homogenous conditions with calm thermals the Chili 3 can
be steered with the first 30 cm of length and the wing can be called as agile!
In turbulent conditions and when entering turbulent strong
cores, the Chili 3 have a pronounced roll movement and the first 30 cm of
travel won’t do any help for controlling the glider. In those turbulent
conditions I found that to stop the surges or to replace the Chili 3 above my
head, 60 cm of brake travel are needed sometimes! That’s fine as long as the
pilot is acquainted with long brake travel.
I think the profile has lots of energy and the placement of
the C attachment is far from the leading edge, putting the brakes at a
‘long,forgiving,linear but huge brake travel, that I am not used to yet!
Climb rate:
At 99 all up on a Chili 3 I was finding myself in a‘SKYGOD shape’ as I was able to out
climb any mosquito! Yes I can confirm largely that the Chili 3 has an
outstanding climb rate putting it on the very top of the B category!
Giving the Chili 3 to a gifted friend @ 100 all up that has only
3 years of experience, was a big mistake as he out climbed me on a M3@ 98 all
up!... And that was a hard fact!!
So the Sky god thing didn’t happen to me only….
Glide:
The glide at trim speed in calm air showed a same glide
angle as the M3 with a slightly less speed at trim. The glide in head wind
glides and difficult conditions could favor slightly the M3 if the headwind
surpasses 20km/h and in some surges. Less than that, they are almost identical!
(Did several 6 km glides in moving conditions and the glider tips were sealed
sometimes ;-))
The speed system is relatively light and it can be easily
used in most conditions.
Big ears are efficient and can have nice descent rates (-4
m/s) when coupled also with the accelerator. They didn’t seem to flap and open
by themselves or sometimes a little dab on the brakes.
Conclusion:
With the Chili 3 SKYWALK has created a top B glider in the
category.
But it’s a relatively talkative EN-B, if I was to compare it
with the others, and it shows its strong character only in turbulent strong
cores! It needs a good ‘B’ pilots to fly it happily.
I wished the brake travel were 50% shorter! As I believe
that such excellent performances coupled with that energy needs some more
direct brake travel to place it immediately with a short travel.
No excuses for any B pilot flying the CHILI 3 for bombing
out! Unless all the flying creature are asleep ;-)
Back in 2010, the first Delta 1 emerged. Test flying the
Delta 1 M size showed a very comfortable ride, combined with superb
performance. It was happily used all over the world in some of the nastiest
air…The only thing I wasn’t comfortable with was its long and a bit delayed
handling and the inconvenient pitch back when entering a thermal.
Now I have a Delta 2 ML and SM for a test flight.
Nowadays there’s a lot of nice C gliders out there, and to
describe better the Delta 2, I am being a bit specific and explanative on this
report.
Today I flew the Delta 2 SM at 91 all up!
Launching: With its highly present shark nose the Delta 2
cannot be easier to launch! It’s
like a B glider with no overshooting tendencies for the intermediate pilot…
In the air: Once in the air the Delta 2 gives an immediate
comfortable feeling.
Its feels like on rails, but with some very polite feedback,
just the necessary amount for the pilot in the C category letting him feels the
air.
The brakes have an average to light pressure with very
linear response! The Delta 2 can be steered inside the thermals with just 15 cm
of travel, making the Delta 2 a superb thermal weapon for precision and agility!
In homogenous thermal conditions, a pilot cannot be indifferent
by that excellent turning radius!
In very disorganized turbulent thermals, I found that the
best way to sustain that nice turning radius is to weight shift with the turn
.The energy of the Delta 2 will let the educated pilot putting it where he
wants even in choppy air!
In the opposite of the Delta 1 the pitch ability in sniffing
the thermals of the Delta 2 is the best feeling a C glider has until now!
It has an excellent light pitch forward when entering a
thermal, and that is outstanding, reminding me of the class above!
It has the ability to pull you gently inside the thermals
and nicely inside those cores.
For that special characteristic I cannot but cherish the
Delta 2 ability to search forward!
In very light conditions, I found the Delta 2 to be very
efficient! Encountering a light thermal, the leading edge slide smoothly inside
the lift letting the vario beep positively in a light constant rate…High-end D
pilots will understand what I mean…
In some strong cores the Delta 2 reacts like a loaded spring,
lifting immediately upward and reminding me some high aspect ratio gliders!
Inside those strong homogenous cores the handling of the
Delta 2 can be described as very agile!
When flying the Delta 2 in turbulent conditions, it seems to
give its pilots some comfortable and shake resistance ability!
Big ears with the outside lines are stable, efficient
especially coupled with the accelerator. Not like on the M4, but still fine.
They do not open completely by themselves, and need a pull on
the brakes.
The speed system is light and if the lines on the
accelerator are precisely installed, a single push with one bar can access 90 %
of the speed travel, which gives the impression of an immediate boost in speed!
At full bar the Delta 2 increases its speed over trim by
12-13 km/h, and yet the leading edge is very stable and very usable.
Big and high wingovers are doable with the Delta2 and
quickly built.
Getting into a debate for the performance numbers or in calm
air glides of the Delta 2 is the least that any pilot should have to look at,
because its superb performance is efficiently ‘usable’ in every condition.
Who’s the glider for?
I cannot say that the glider is super comfortable like a B
glider…It is a C, exactly in the middle of the category. Educated pilots who
have flown 2 seasons on a high end B will be welcomed onboard the Delta 2.
You cannot give a refined bottle of wine to taste other than
a ‘connaisseur’ ;-)
Pluses: Handling,performace,climb rate, Into wind
performance,Comfort,efficiency, usability…
Minuses: Not found!
Just one detail. The brake pulleys tend to jam a bit the
brake lines, if those are pulled close to the risers.
If the brakes are pulled far from the risers there’s no
problem of getting jammed. After my friend on the ML size landed he complained
about that also!
I hope OZONE will immediately change those pulleys or solve
that small problem.
Conclusion: (Please excuse my fairytale, and poetic
conclusion)
With the Delta 2 OZONE has produced an excellent product, rare
in the C category for its ‘fine characteristics’ and which fits exactly in its
middle.
As if:
Once upon a time there was an Elf that sneaks every night to
the OZONE factory, and fine tune those Delta 2’s.The next day the gliders are
sent away and open the doors to long XC flights to the land of never ‘never
land’ ;-) and at the end of each day when gravity calls and at the landing
time, it was told to look into a mirror as all will surprisingly look ‘enchanted’
as if they were submerged by the ‘Magic ‘of flying. Did I say I liked it? ;-)
Construction: The Tala has lots of new innovations from the
construction on the leading edge to the line layout with attachment on 4 cells,
to that neat attachment point on the glider, the choice of cloth..… Lots of
innovation.
But what matters are the flying characteristics of the
glider in real air.
And here it is
the Tala M size 80-100 flown at 97 all up.
Take off: In light wind the Tala rises smoothly and stays
above the pilots.
In stronger wind I didn’t find any particular behavior.
In the air: I flew the Tala M in smooth with plenty of lift everywhere
to windy soaring and in strong turbulent thermals.
Flying the Tala ,I noticed constant small feedbacks from the
risers .
In strong turbulent conditions the Tala was still very
coherent. Pitch movement were present but not aggressive. It moves on a small
axis above the pilot. The inside construction seems successful.
It has more feedback than a Sigma 8 and less than an Omega
8.
Handling: I found that flying the Tala M above 97 all up is
a good option for handling and it doesn’t seem to affect its climb rate.
I can describe the handling as: Long, Linear, Progressive
and fairly agile especially in shaky conditions. When the thermals are
homogenous the glider will turn on a dime.
Flying next to recent top C gliders, I felt that the Tala
has an incredible climb rate inside one thermal.
The ability to enter the turbulent thermals is slightly
delayed, but I am comparing it to a top end C glider. Confirming that most 2012
‘C’ gliders will struggle against the Tala in climb and glide!
Going on a glide with a top end C glider won’t let the Tala
blush at all…On a 7 km glide the difference is barely noticeable!!
The trim speed is at 40 km/h with an excellent glide.
The accelerator has a medium pressure but can be used in
most conditions.
I felt that there a small hint to let the Tala unleash its
potential and to get the most of its performances.
The pilot must trust the feedback on the Tala and let her
fly without too much braking with just a slight amount if necessary.
Conclusion:
I described the Tala as a butterfly, because that’s what I
felt. Everything on the Tala will give you a sensation of lightness.
And this will win some pilots hearts…
The Tala is right on the middle of the C category if we
consider that the Sigma 8 was intended for easy entry into the C .
I usually enjoy testing higher performance paragliders ,but
I was intrigued by the Buzz Z 4 as the Ozone team ,back in Saint Hilaire were
impressed by the performance gain of the Buzz Z4 over its predecessor.
So here it is the SM (75-95) size flown at 90 all up.
Launching is only for beginners. Please watch your steps
!!;-)
Doesn’t get easier.
In the air the roll response of the Buzz Z4 is exactly what
a low-end pilot needs. It does give just the necessary amount, without too much
feedback, and move on a very narrow angle above your head. Some low B gliders
are dull but that’s not the case with the Buzz Z4, which is a delight to fly
for pilots coming up to this category, letting them evolve in a very
comprehensive manner.
The handling also is very well balanced for a low B.
High-end B pilots would be happy flying the Buzz Z4, for its
nice reactions on the brakes and the perfect authority of control for that
Category.
Performance at trim is very well improved, like OZONE stated.
I will not talk about numbers, but the Buzz Z4 took me where I wanted to go, as
if I was on a 2011 higher rated B.
The speed system is soft and very usable. It has a light
pressure and applying pulley-to-pulley the comfort is if you were at trim!
Big ears are stable and open nicely.
Conclusion: With the demands of new gliders that will get our
sport going further, OZONE has delivered the Buzz Z4, a glider that gives
immense amount of pleasure, letting its passengers, loving the sport of paragliding
and appreciate every moment in the air. After all your smiles after landing is
what matters the most.
Flew
the HOOK 3 25 today at 97 all up. Conditions were windy and a bit turbulent.
NIVIUK
has only one category EN-B.And i was curious to see where could they insert the
HOOK 3 ?
Launching
in light wind requires a steady pull until it settles above your head.
Immediately
after launch,i noticed the following .
If
i found the Eden 5 to be comfortable then i have to say that the HOOK 3 is even
'more' comfortable. Amazing what can they do with those new gliders.
The
handling is similar to the Eden 5 .Linear but little more precise .This
interesting leading edge is quite amazing ! I couldn't feel the active air and
the movements of the glider above my head were very limited,as if i was on a
low EN-B wing !
Among
all the latest B's the HOOK 3 is now the most comfortable ! ...What can i say
?? Each glider seems to have more
positive character and i must write it as it is !
The
climbing in weak conditions is average,the glider needs a bit of time to climb
at my loading, but in tricky and shaky conditions it is good .
The
HOOK 3 can be turned into a dime in the most trickiest conditions and it will
obey your every input.
The
accelerator is fairly light and it can be pushed easily through the rough
stuff ! No worries ...I mean it is
very usable !
Now
the best part is 'its performance' .
It
seems that every glider i test fly delivers some surprise...
After
5 long glides with a Mentor 3,(Video coming soon) ,in calm air,and in head wind
glides ,i was always very,very near as if they have the same glide angle !
The
M3 could have the edge in 'efficiency' in head wind of difficult conditions,to
cut and climb dynamically better, but the easiness of this beautiful machine is
outstanding !
Twice
easier than the most performant B glider !
Further
test will be carried for sure,in order to update my 'B' comparison. but i was surprised by the amount of
comfort coupled with a glide of excellence !
Low
EN-B pilots will surely have no problem upgrading into this 'zen' glider !
Many
high end-B's will deliver nice amount of performances but with the Hook 3 those
performances are reached with a Zen attitude :-)
NOVA Mentor 3
In my flying career there were some special gliders, and I always think
about those flying moments under them. In 94 the Airwave Xmx 28,The
Airwave Magic 1, Axis Venus 2 S, and the Nova Mentor 2.
I was impatiently waiting for the new model and was curious if any improvement could be made.
Having flown the Mentor 2 S for the last 2 years and keeping it as a
reference for new tested gliders, and as many pilots noticed that it is
still very competitive… the different feelings when flying the Mentor 3 S
were immediately noticed.
I was very curious with that question to Hannes Papesh the designer in
Saint Hilaire about the possibility of a Mentor 2 improvement.
Then The Mentor 3 came. Construction of the leading edge is different,
with probably a lighter cloth and special 3D construction with some thin
vertical Mylar reinforcement.
Launching the Mentor 3 S is very easy but have to be stopped in strong wind to keep it from surging.
Easy for a B.
Trim speed is the same as the M2,if the loadings are the same ! At max
weight an M3 is faster by one 1 km/h than another M3 at 94 all up. The
same goes for the M2.
In the air:
The Mentor 3 felt more stable above my head and little smoother in
movements. The pitch control is more pronounced on the Mentor 3 keeping
the pilot less busy than the Mentor 2,but still it’s a busy glider in
the high end B category, requiring good skills, like all the new ones
Blacklight SM ,Nevada 26 .
The handling got milder with a little longer brake travel and still
precise. For my tasting the M2 S was superb, but for long flights the M3
S has now less steering power.
The climb rate of the M3 resembles the M2 one , very efficient, and I
have to say that the M3 needs less control input to climb efficiently as
the M2 needs more pilot control.
Gliding next to the M2 in calm conditions could have a very slight advantage to the M3 S.
Gliding in head wind and rougher conditions favor just a little more the M3, because of its calm pitch behavior.
Conclusion: In this very competitive category, the Mentor 3 S is a
little friendlier Mentor 2 S, with some little improvements in rough
air.
The key for efficient glide into wind is to load the M3 S at max. It
will be faster by 1 km/h than the current B’s also loaded at max and
with the ability to cut through in head wind glides and stays leveled
above the pilot’s head without pitch movements for efficient glides.
The climb rate at that loading is still very good! And Still very
competitive climb rate with the new B’s and a bit more efficient in
climb in headwind conditions as it has the tendency to go forward and up
in thermals.
But the gap, which existed in the Mentor 2 era, is now very small
between all new generations B’s in terms of pure glide. The differences
are about 0.2/0.3 L/D if numbers are still required…
It is now up to the pilot to get the best of each day.
Conclusion:
Please leave the glide numbers at home on a piece of paper as they don’t mean anything in moving air !
When flying, you will leave behind all your magazines, pc, and those precious glide numbers….
In the air there’s a single word, which rules. ‘Efficiency’= Cut ,climb ,dig in and move forward !
That’s why comp gliders fly better. In the current B category the
character of the gliders are now toward that philosophy of efficiency,
and that what makes them very interesting.
As the Mentor 2 was a very efficient glider in the B category, here is
the mentor 3, another efficient glider with just a bit easier to handle.
If flown at max weight the Mentor 3 will surely mark some interesting “numbers” on the OLC competition board.
Many pilots, and professionals have over the time asked me
about the testing I make in my blog and how it is possible to get an assessment
on gliders.
In this special area I am flying there is really some special
conditions that allowed me to understand better the gliders I am testing.
Surely I will ‘not’ write a complete report in a normal and
easy XC flight.
For me a glider is tested in: ‘Strong conditions’ and ‘Difficult
conditions’, and that’s exactly what my flying spots frequently offer.
‘Strong conditions’ will enable me to understand better the
cohesion of a glider in strong, punchy lifts and the ability of the glider to
be controlled in these situations. After one flight in strong conditions will
give a quick idea of the glider. But that’s not even 5 % of the tests! In
strong conditions all gliders including speed gliders will climb to base
eventually.
But the most important to me for evaluating a glider is the ‘Difficult
conditions’ tests…
I mean in difficult conditions to test fly a glider:
1-Against a sea breeze on low altitude with very weak
thermals .The better glider will always move forward and dig in that weak
thermal rather than bumping into it and staying in a stationary flight.
Sometimes when
I say that a glider is reluctant to enter some thermals, I don’t mean in strong
thermals…I mean when encountering a weak thermal and having that head wind or
sea breeze, the glider in question doesn’t really dig forward enough to climb.
Some will need more time to creep forward and climb, others will enter better
that air mass if this sea breeze doesn’t exist. And to get a conclusion for
that, my friend with whom I fly for 20 years and know well his skills, will be
next to me with a glider known for its qualities, and I will be with the new
testing glider.
For many flights side by side, we both could see clearly the
differences in gliders who can be more fluid and efficient in those conditions.
2- In the lee side, with broken thermals and sudden lifts,
especially slightly at ridge level, where the breeze from the other side is
mixed with the lee thermals, here the ability to maneuver the glider is
critical, as the lee side produces some turbulence and the thermals will be disoriented,
and that will surely make the handling of a glider highly affected. In those
conditions flying also side-by-side and exchanging some comments “If possible sometimes” ;-) about the feeling of the glider and its
ability to turn inside that turbulent core.
3- The glide comparison:
In calm air many pilots are still looking for that glide number
on paper.
That’s completely wrong. We all are flying the gliders in
moving air, and that number is meaningless.
That’s why I do those glides in real flights next to my
friend on another reference glider side by side with the videos that you are
viewing.
But the conclusion for the B ,C.or D comparisons are the one
to look at ,because those are made after many flights in
-Head wind glides
-Long turbulent glides
-With or without accelerator
The results are seen more clearly, and sometimes it could
change a bit if I sensed some flaws…
Manufacturers need to produce gliders that sells…They seek
and hope to get always positive feedback from mags or individuals which is normal!
But sometimes it won’t be the case.
Not all the gliders in one cat could have the best
performances or the best handling!!
A few can cope with the negative. It is a big business after
all, but in order to be totally free I am buying the gliders for testing, and also
writing whatever I feel under a glider.
On the other side, Manufacturers have their reputation to
look at. I don’t think anyone will release a single piece of equipment with
their brand name unless they are 100 % sure of its quality.
A small word for lesser lines:
The recently tested gliders having lesser main lines or
attachment points lacks of cohesion in ‘very strong and turbulent air’. Some B gliders
are still manageable but the pilot under them won’t have the complete authority
of control in those conditions. Still better cohesion for the ones having 3A’s
3B’s ……
A small word for tested gliders in the B,C,D category.
The certification is just an idea. It won’t tell anything
about the safety of the glider. Looking at the certification videos will give a
50 % idea of the situation. But remember, you are flying the glider in a moving
environment that will put the glider in different angles to the horizon. The
collapses encountered at that angle will be a bit different than on the
certification videos.
The best is to read and listen to the manufactures
recommendations and of course your trusty instructor.
Flying the gliders in normal conditions won’t get any
results as all of us will eventually get low, or stuck in a valley breeze in
the lee side…and in those tricky conditions the glider we fly matters a lot,
because it will help us continue our flight or ended sooner.
My tests will be more precise to describe the difference
between gliders because I believe that the best glider is the one that delivers
each pilot the fun he requires.
