Hi, I was working on a new website that will enable any pilot to get all the data very quickly. Every glider is linked with videos and pictures and a new interesting very informative option ;-) Release period is very imminent. August 2013....
To review a glider that has won the X-Alps
with three places at the top, is an embarrassing task, but this review will
enable pilots all over the world to understand better what they would have to
expect.
Today flying the Light Mantra 5
SM, with a X-Rated 6 harness to be at 92 all up.
The LM5 has 3.5 kg with normal risers, as it
is built with very light cloth all over except the 25 cm on the leading edge
that extend to the extremities, where presumably the pressure is at its max, it
has a much more heavier cloths.
Launching this Piece of art needs just a single
breeze.It inflates smoothly and rapidly above your head.In gusts, the glider
must be controlled by the brakes to avoid rapid take over.
In the air :
Usually in summer the site in Harissa offers sometimes heavy turbulence as it is very humid and always under the inversion.
Flying the gliders there will immediately reveal their character.
Today was no exception.I flew the LM5 in those
‘spaguetti’ conditions with my two other friends on their Delta 2’s as they
reported later some disgusting movements of their gliders.
What did i feel under the LM5 ?
Having flown the Peak 3 and the Delta 2 often
in those conditions,i can easily comment on the behavior of the LM5 .
I
will try to be more accurate in my description.
The steering controls are short precise (shorter
than D2) and the movements of the glider is directly felt mainly by the brakes.
Flying the LM5 SM at 92 in homogeneous but
strong conditions,i could place the glider with the brakes very efficiently as
the LM5 tendency is to make flat circles .
The LM5 have a relatively dampened pitch movement,
back or forth.
Where the P3 would pitch back the LM5 reacts more
or less as the D2 and stayed more above the pilots head.
Flying in turbulent shaky air, the LM5 moves
much more than a D2 but stays above the pilots head, as if it is locked and it
feels like every time it surges into a strong core the LM5 stiffened and feel
like a solid whole block, that sometimes it is difficult to steer it
immediately into the core, like you can on a D2 because of that strong taught
‘lock feeling’.
Inside those small turbulent cores, i found
that it is best to have that funny ± 5 cm pull and release brake pressure from
each side that works like a charm to keep the LM5 circulating on its track !
Have to get used to it !
It surely requires much more pilot control
than a D2 but less than some new D’s…
The LM5 handling is purely focused on flat
turns, but that doesn’t mean it is not fun enough to fly.It just don’t dive in
turns, which is a highly appreciated character on a D !
Performance :
Flying next to my friends on their Delta 2 for
all the flying hours, gave me a complete idea of its performances.
The LM5 SM @ 92 was gliding next to a Delta 2
M at 102 for several hours, and i felt that the LM5 has the edge in head wind
conditions were it surfs the air slightly better at trim speed. At first bar
the LM5 began to show its potential, and at the second the Delta 2 is
completely out of the game.
Climbing ability :
I can also confirm that the climbing power and
the ability to stay inside a thermal is on the LM5 side where i sensed it
floats slightly better at my loadings.
The max speed of the LM5 and Delta 2 are
identical.
The ears flap a bit, can get you a ± 2.5m/s
but they do not destabilize the glider stability and no oscillations as the
open part stays totally calm.
Conclusion :
In the D category, the LM5 is a
relatively comfortable and solid glider. It surely requires a much higher
piloting level than the Delta 2. That glider in the hands of those well trained
D pilots will be a wonderfully ‘light’ but solid XC machine.
I am waiting for that M6 as probably many of
you are…
Just wishing it to be more maneuverable, much
faster and of course ….more gliding poweeeeer… ;-)
Like always, ADVANCE products have a nice unwrapping
pleasure.
The quality of construction and finishing touches are
present.
I still remember the E 6 when I tested it years ago, and I
was keen to find out the new E7 as ADVANCE has changed its designer, and I was
curious for that new product.
Launching:
Very easy, just straight without any delays. really simple.
In the air:
Taking off with the E7 26 at 93 all up just next to the top
weight.
The E 7 inspires confidence immediately after take off. It
has a very taut feeling like a very solid piece of concrete.
Saying that, it has still some filtered light roll movements
telling its VIP passenger to sit back, relax, have a pillow ;-), and enjoy the
ride.
I flew that glider in some difficult and turbulent
conditions to conclude that the confidence inspiring feeling is very strong!
Describing the E7 character in the air is like flying inside
a Boeing 777 in those front VIP seats!
Turning ability in thermals is very nice as the brakes are
relatively short, precise and I found the E 7 to be a pleasure to steer for a
demanding pilot as I am… J
It is not a dull glider at all when it comes to steering the
E7! It is a relatively satisfying experience even for experienced pilots.
Pitch movements are nearly absent .The roll movements are
present but with a very limited angle.
The climb rate is very good for the category even loaded and
I think that the handling and stability of the E7 will allow its pilot to place
it among the top B’s in the gaggle.
Inducing some frontals and asymmetric collapses,
does in fact show a very gentle and calm behavior of the E7 .
Performance:
The trim speed of the E7 at 93 seems near 38.5 km/h less
than some high end B’s .At full bar which is light and very easy to reach
showed me a max speed near the 50’s. Applying first and second bar doesn’t
seems to deteriorate the E7 glide angle, which surprised me!
In calm air the E7 could be easily competitive with the high
end B cat.
It is in head wind and difficult conditions or low in a
valley breeze that the E7 will struggle a bit. It needs more time to cut
through.
Ears are stable and reopen quickly.
Pushing the accelerator in turbulence showed me a strong
leading edge and a very solid structure.
Conclusion:
If you are a pilot moving into the B category, here you will find a welcoming glider that will enable you to have
immense pleasure quite safely.
The E7 can take you comfortably in strong days very high
above peaks. This glider is made to make you smile. I only hoped for a higher
trim speed…
On my interview with Mr Chapuis, in Saint Hilaire, and after
asking him what will happen after the designers has been replaced, he replied:
There is no glider with a designer name there is an ADVANCE
glider.
It is very true. They have changed the designer but their
team made by top pilots is very strong and consolidated, that the Epsilon 7
inherited the knowhow and the character of a solid ADVANCE team.
Niviuk Peak 3
Being in Saint Hilaire festival in 2012 I passed by the NIVIUK stand. There was
a Peak 3 picture on the wall and after asking when it will be released there
was no answer …
Mysterious hidden design for the moment.
I moved on, thinking it must worth the wait, as NIVIUK seems developing a nice
D glider.
And months pass…In June 2013, I received two Peak 3 23 and from that day I flew
both of them (to be sure of my writings) in multiple conditions, from weak to
rough and nasty conditions enabling me to be as precise and detailed as
possible. I took my time, as I was a bit far from the spreading hype, and just
to be sure of what I am going to publish.
Here is what I found flying the size 23 at different loadings from 90 to 95 all
up:
Launching:
In nil wind the Peak 3 needs a steady pull. It is a bit slow to reach overhead
.In strong wind it launches perfectly without any tendency to shoot forward.
Handling and maneuverability:
Once in the air I was very pleased by the brake authority of the Peak 3. I
think it is one of its strong points. I could quickly place the glider anywhere
in the thermal. If the conditions get rough, turbulent, below an inversion, the
Peak 3 at my loads won’t really react as promptly as it reacts in homogenous
conditions.
It just needs to settle for a sec.
In strong cores and homogenous conditions and when the glider is already inside
the core the Peak 3 has a very nice handling among the best in that category.
In those well-built conditions, the turning ability inside the thermal
for a D is superb!
Flying in turbulence:
The Peak 3 as a 2.5 liner with D certification is somehow comfortable in the
air, but when heavy turbulence is encountered the glider shakes as a whole, but
I felt it has a very solid structure.
I never lost control of the glider in any of the conditions I flew in, just
some hovering moments.
This structure seems successful.
The Peak 3 moves generally in 'strong air' more than a Peak 2, and only a ‘little’
less than the IP6 and its authority on the brake will enable the pilot to keep
it better overhead.
In entering some thermals the Peak 3 has a slight pitch back before entering,
loosing a bit of it’s positive biting energy and making it a bit more
demanding...
Roll movements are generally smooth for that kind of D glider.
Piloting with the B’s:
In long glides with some moderate turbulence the B handles helps a lot as they
guide the pilot to keep efficiently the Peak 3 overhead.
In heavy turbulence, they need a higher level of piloting that needs
acclimatization coupled with foot control on the bar. (If applied)
Climb rate:
Flying in very weak thermals (± 0.3 m/s) on my lowest loadings, I found the
Peak 3 to hover a bit .It just waits for that little stronger thermal (+1.5m/s)
to climb faster.
The Peak 3 is not a floater like the Peak 1.
It resembles the Peak 2 in weak climbs.
Flying the Peak 3 in stronger thermals showed that it has spring reactions to
stronger cores where it does in fact climb quickly better than its predecessor
if equally loaded.
Glide performance:
I did several long glides (15 km) tip to tip with the Peak 3 against some top
2013 ‘C’ gliders.
(Only available for now…)
Some in back wind and calm conditions and some in head wind and turbulent
conditions. I only found that the Peak 3 has the edge in head wind conditions
were it surfs the air slightly better.
The glide at first bar is acceptable for the category but at second bar
unfortunately I didn’t feel it was…
The speed:
At trim speed the Peak 3 loaded at 93 has a trim speed of +39 km/h, which was
similar to a Delta 2 ML at 102 all up.
I flew the Peak 3 23 with an X-rated 6 harness.
At 93 all up, I pushed the bar pulley to pulley many times, I could only see an
increase of 17 km/h max over trim speed…I have tried and tried again but that’s
the only result that I have found.
The bar pressure is medium to soft and the glider leading edge show some
wrinkles at full bar but the Peak 3 23 is still solid!
Using the bar in turbulence:
After some flights, I acclimatized myself to the Peak 3,and tried for several
occasions to apply bar in some very turbulent and unstable air.
On the last day of testing I was on the lee side with some very turbulent air.
And I shouldn’t be there… It was just some spicy idea to explore the Peak 3
possibilities.
First I sat well on the harness as it was shaking and snaking all the way, but
applying first bar does in fact make the glider slightly more stable but the
energy is even more present and feel able…
I mean the tips will warn you at first, informing you before any possibility of
bigger collapses that may occur, with a fast dynamic flip-flop!
Overall it is a bit demanding in those conditions, but I was sure that if I was
flying a lower rated glider I would also experience some heavy shakes…
Ears:
Actually pulling the B external lines .It stalls the outside B lines. To do
that, I accelerate a bit first, hold the external B lines high and pull them
down.
The glider slows down ‘noticeably’ at first with the glider going slightly back
a little, and then dives forward to show a sink rate of 4 m/s for 2 seconds,
finally it stabilizes at -2m/s.
Pushing the bar will only add -1m/s. They are a bit hard to hold for a
time and the opening is very energetic and quick, shaking the whole structure
so I found it is better to release them slowly with the bar out.
360’s are a fast descent method. The Peak 3 will keep a stable spiral at least
for my settings.
Wing over’s are a delight and very dynamic, much like the feeling of an acro
glider. I never had a D glider that can build massive wing over’s very quickly
and very high with the pressure still very strong inside the canopy.
Feeling under a 2.5 liner:
Many will ask, why do 2 or 2.5 liners need another understanding approach?
IMHO, 2 or 2.5 liners react differently in the air than 3 liners at least for
the current ones.
They have less attachment points and I presume that they must retain a high
pressure inside to keep the structure solid. That’s why they must be flown like
a Jockey does on a racehorse. Just giving him the exact pressure on the reins
in order to be fast and still controllable without pulling too much and slowing
down.
IP6 overview and differences:
The IP6 had also lots of energy, allowing it to dig in thermal very quickly.
Applying brakes in strong surges didn’t really affect its pitch behavior much,
as it is already inside the core and climbing, or even with the weak ones…with
endless float ability…
Gliding between thermals, IP6 pro pilots trusted the solid glider and use B
handles to be most efficient in lift lines…
Conclusion:
With the Peak 3 targeted for a larger number of D pilots, the pitch movements
has been slightly ‘restrained’ and it does in fact pitch back a
little…especially in sudden surges before entering the thermals.
But NIVIUK has released for the pilots a 2.5 liner in the ‘D’ category with nice
handling characteristics coupled with lots of energy, solid structure, and good
brake authority.
Its also a very beautiful looking taught glider in the air.
I would have preferred a more floating ability as its bigger brother the IP6
and a little neutral or slight positive pitch behavior that maybe could have
led to some close performance in real air…
I found that the Peak 3 is very different in flying
feeling and less in efficiency, but many pilots will like to fly a lower aspect
ratio with more fun handling with the Peak 3.
I loved the Hook 2,3 for their comfortable performances, the Artik 2, 3 for
their handling /perf ratio, the Peak 1 for its excellent climb, the peak 2 for
its comfortable speed…The IP 6 for that outstanding package!
As for the Peak 3,and after taking my time with it, i cannot say that i
was totally impressed...may be i was expecting a lot more but this is a with
total honesty my humble ‘personal’ opinion, and I think the best way is to
forget the hype if good or bad and get one for a test flight hopefully in
multiple conditions.
You will love it or you don’t. You, the pilot, only can decide!
Please remember that my tests are 'personal' comments and they are just an
idea.
It has been a long time I have flown a SWING glider. The M7
S is now available and I flew it from 88 to 92 all up.
Today the test flight is being made at 88 all up.
The Mistral 7 has 7 lines /side, a nose shark profile,
unsheathed lines at the top, with very minimalistic layout.
Launching: In calm air the M7 S rises smoothly and evenly
without any hard points. In windy conditions it rises fast and needs a swift
control to keep it overhead.
In the air: Once airborne, the pilot will immediately feel
the high trim speed for a B glider even if flown at mid weight. It has a trim
speed of 39.5 km/h at 88 all up.
I can describe the maneuverability and the brake authority
as short, very responsive, but must adapt a certain technique to keep it agile
and on course. Hitting a thermal if the brakes on the outside are pulled a bit,
the M7 S strangely will be reluctant to turn nicely inside the core.
The pilot must let the M7 S with its energy, slip though,
then control the pitch and let go of the outside break completely or just a
‘though’ of a pressure J
and then weight shift and pull the inside brake for ±10 cm, finding himself in
a perfect thermal swirl.
I flew this glider from very weak conditions to average
thermals and in high wind soaring.
I always felt that the M7 S is on the attack. I cannot say
that it’s a floating glider rather than an interesting racing glider.
In ‘windy conditions’ I felt that the M7 S profile cut
through the wind with efficiency than any recent B I have tested.
In turbulent conditions the M7 S moves above the pilots
head, and it’s a bit alive. It does have some pitch movements and fast
reactions in turbulence, putting it in the high-end B category, but the
authority on the brakes will keep the M7 always in control without the feeling
of an empty paraglider, much better than some high-end B’s.
Climb rate:
In weak conditions at 88 all up, little and light brake
controls are required to keep the M7 S from diving into the turn. A pilot could
not make the M7 S at a slow stationary turn. It’s a racing B glider that likes
to fly fast, so it could suffer a bit in very weak thermals (-0.2 m/s) .
In strong cores the energy inside the M7 S will enable its
pilots to have some excellent climbing characteristics! As if it’s a loaded
spring. The climbs in steady strong cores could match the class above, because
of its constant biting ability.
Performance: Everyone is waiting for that chapter? Ok.
The M7 S is on top of the B category in terms of gliding
performance. In a 4 km glide with a recent top C bigger size glider (85-105)
loaded at 101, the results are: Same trim speed all the way and just a very few
meters of difference for the ‘C’ at the end .(Videos on the way)
Don’t need to make measurements …The M7 S has definitely a
superb glide angle but without the ability to float in lift lines like the
higher rated ones.
The accelerator is relatively light and the increase in
speed over trim is immediate and fast with some ± 15 km at my loadings. It is
very usable and the leading edge deforms a bit at max speed but pulling a bit
the A’s still felt pressurized.
Big ears are stable, very efficient and even better if
coupled with the speed system. They reopen by themselves.
The stall point for the M7 S at my loadings is still very forgiving,
with a stable parachute descent, before the full stall.
For which pilot is the M7 targeted: The M7 S is a high-end B
glider that an educated intermediate pilot will feel at home, without being
dull and empty of character. It needs the right amount of control.
Conclusion: SWING has introduced to the market a small flat
area glider with plenty of performance. It needs an educated pilot to fly it happily.
Pilots flying in those windy places would welcome the M7, or pilots who wants
to go fast in a cross country flight .I can describe that glider like a small
energetic race car.
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? ;-)
