Mac Para Eden 7 24 (70-90)

Mac Para Eden 7  24  (70-90)   

I asked MacPara to purchase that glider like usual. Then I got an email that a demo glider was already sent, and I have to return it afterward! 

After lots of delays at our customs office…like usual, the Eden 7 was released. Mac Para wanted the glider back for the Kossen exhibition, but I only flew it once and felt something different and I emailed Macpara that I must purchase that glider as I need more time on it, there was something very interesting! but they replied that they are sorry… and they prefer to get the glider back!  I kept the glider for another 3 flying days and…(to be continued…**) 

The test: 

The Eden 7 is MacPara 2019 high B glider. With an aspect ratio of 6, good mix of thin sheathed unsheathed lines, nice risers with C steering ability, the Eden 7 is a beautiful looking glider with a racy look.

Launching the Eden 7 is super easy for a high B glider. The take off is immediate. 

I flew the Eden 7 24 from 85 to 91 all up to discover the best spot at 87 all up.  The Eden 7 was flown with a Delight 3 harness and compared with other B or C gliders flying the same harness. 

I flew that glider in mixed conditions from weak to turbulent. Despite the aspect ratio of 6, I never felt it was more demanding to fly than any 5.4 aspect ratio B gliders. In fact, I can say that it seems quite easier to fly than most High B gliders with a lower aspect ratio. The movements of the Eden 7 in turbulent air are not really dynamic for the 6 aspect ratio glider.

 I’m not saying that it resembles the low B category. It needs a high B pilot, but the Eden 7 felt like a very well balanced high B glider that works well in itself.

 There weren’t any unnecessary movements coming from the glider. Just good, well-balanced feedback, that was exactly needed for the high B category. The Eden 7 feels like an educational high B with the exact amount of “relaxed” feedback for the XC pilot. 

The authority on the brakes at 87 all up is simply ”amazing”. It is not the most agile high B glider but still very satisfying agility with a short brake travel, precise to place it inside any core, direct to swiftly engage a turn without delay, moderate pressure that kept my hands quite comfortable all the flight. 

Those characteristics of handling and brake authority on the Eden 7 quickly won my heart! 

I never regretted test flying that EN-B in those good and rare flyable days this year.  

I would describe the overall feedback as “polite”. Exactly what should be felt under an XC machine for long flights. 

Loading the Eden 7 at 87 all up is very efficient even in weak thermals.  This high B is definitely a floater within its category.

In strong cores it also climbs ‘super’ well as the Eden 7 surfs the air forward like a very good high B, and it’s even very competitive with the class above in climb and glide.

Surfing a difficult airmass for a high B is a blessing, as some will bump and pitch back. Not on the Eden 7, as it never kept from surprising me in that matter. It does surf forward and climb like “higher rated gliders”. 

The Eden 7 glide at bar similar to the best B’s in that big category with an edge!  The edge was found on top speed!  It is quite fast for the category, and very usable. 

On my Eden 7 size 24 similarly loaded as a Mentor 6 same size (70-90), I was around +1 km/h faster at top speed! 

Its also faster than an Alpina 3 S and the glide at trim and at bar was over my expectations, to say the least! 

 While pushing the bar, the C steering is hard to pull, with a fair efficiency in turbulence.  

The trim speed is similar to the Mentor 6, and the Eden 7 has around 15..16 km/h over trim taken at 1000 ASL. 

I also flew next to higher rated gliders, just to see the potential of the Eden 7, and I can totally confirm my earlier comments that put the Eden 7 on the highest level! 

The ears are stable to a certain pull and reopen fast. Induced asymmetries and holding the A risers down are easy to counter steer with no big loss of altitude. 

Frontals make a slight horseshoe but reopen quickly.  Wing overs are nice, without any excess of dynamic and energy! 

I already updated my B category.   

Conclusion: 

In this large EN-B category, many manufacturers are really making huge progress to deliver us quite interesting gliders, and it's becoming silly to always write positive reviews, but i surely recommend test flying that one! No dull feel under it, rather than an educational one.  It’s like flying a calm higher rated glider with an impressive performance package.  

The Eden 7 in size 24 is a high B glider but an easy one to fly for the experienced B pilots, with superb handling and brake authority. 

It has a relatively calm and balanced behavior. The overall package of performance is efficient and very usable! 

For a high B pilot looking for an excellent creation, the Eden 7 fulfills every need and check every box. It would be very interesting to test flying one at its optimum load.  

**- Now to continue my story with Mac Para…I insisted to keep that glider. And I paid for it just because I couldn’t return back such a beautiful piece of a flying machine! and I also needed to keep it as a testing reference for this summer!  

U-Turn Vision EN-B S

U-Turn Vision S (80-97) 

The Vision is U-Turn high B with an aspect ratio of 6 and relatively light construction. The S size weights around 4.6 kg. 
Taking off is super easy without any hard point. The Vision rises smoothly and stays above the pilots head.

I flew the Vision S at 94 all up. The brake travel has moderate travel, and pressure with very good agility. The Vision can be steered very tightly in small cores. Despite the 6 aspect ratio, the Vision is super far from the earlier Carrera from Gin for the extra comfort and smooth behavior in the air for the Vision. 
The moments in turbulence are very comfortable and I really asked myself many times if really the Vision has a 6 aspect ratio!  The overall movements in turbulent air are quite tame and showed me a super balanced glider. Some gliders with 5.5 aspect ratio that I have earlier tested, needed more pilot input in strong air. The Vision has surprised me by its mellow reactions.  
The pitch stability on the Vision is very high as it cuts smoothly into the airmass.

Inducing some asymmetries and frontals seems surprising to behave like a lower grade glider. 
The Vision cuts through the air like an efficient high B glider and the speed bar is very usable in turbulence. The C steering is efficient on the Vision for a 3 liner. Staying at bar, the C steering can control almost any pitch movements in 75 % turbulent air.  One of the most efficient 3 line B glider, for control ability on the C’s. 
The glide at trim and at max speed are like the very best you can find on a high B.  Gliding in a headwind or against the valley breeze is efficient on the Vision, especially at bar. 

The climb rate in weak thermal at 94 all up, is nice and relatively ok. The climb in strong thermals is smooth and rewarding by its comfort. 
The top speed is around 12 km/h over trim, taken at 2500 ASL. Big ears are stable and efficient. They reopen very quickly. 

Conclusion: A very well balanced high B glider. The impressive ratio of comfort, efficiency, and glide at speed. The Vision can be considered as an agile glider, and I think it could be the first high B glider with an aspect ratio of 6 that behaves and feels like a mid-B, even after collapses. The Vision overall performance package can easily challenge some mid-C gliders in XC conditions at trim and at bar. 
A must try in order to feel the high overall ratio of “comfort and performance”.    


B comparison updated 

NOVA Mentor 6 XS

NOVA Mentor 6  XS

And here is the new Mentor 6 in XS size flown at 88 all up.

The launching is simple, easy and very forgiving due mainly to the light materials used on this glider. It’s not completely a light glider, but NOVA used some light cloth on some parts on it.

Immediately after taking off and touching the brakes, I looked high up to see if it’s really a NOVA Mentor?  Yes, it was…I was completely shocked to see that big switch from the older series! Finally, something new concerning the handling and agility to talk about!  :-)

The brake pressure is toward the light side and moderates after 15 cm. The authority on the brakes and precision made me smile from ear to ear! ( It’s the first NOVA wing after the Mentor 2 that has a relatively short, precise, linear, and direct brake response worthy of delivering pure pleasure for the handling seeker! Finally, a Mentor that has a very nice, super quick and short turning radius.

I could really core the tiniest thermal available with infinite precision. I liked very much the authority on the brakes of that glider.

In weak thermals, the Mentor 6 even loaded is a revelation! After some hours comparing and comparing it to different top B gliders in the climb, I could definitely say that this latest Mentor 6 XS could be very difficult to over climb! I think that this one will stay on top of the stack period.

The Mentor 6 nose pulls you smoothly inside the core, and searches for the best lift! It is difficult to miss a thermal with that glider. 

The Mentor 6 XS communicates well the airmass and needs a high B pilot to master it in turbulent and strong air. Nothing more than a high B.

I’ll update my B comparison to place it accurately among others, but I need more time and also the S size (80-100) will eventually arrive in a couple weeks.  

The tips, however, flap in turbulent air without any consequences.  They do flap, because probably they are happy flying,  like the ears of a  puppy when you come home:-).

The midsection is very solid and I sensed that even at 90 all up the M6 XS will be even better inside the turbulent airmass. 

The trim speed is good, and I could say fast for the category.  Slightly faster than Swift 5 and Cumeo SM similarly loaded. The top speed is around 15 km/h over trim and very usable. 

The C risers control is hard to pull after test flying the light pull on the Mantra7 but could stop some moderate surges while keeping your foot on bar. 

The glide at trim and even at the full bar is also similar to the best high B’s with very good top-end speed for the high B category.  (See B comparison chart) 

For an efficient glide into the wind, the Mentor 6 needs to be loaded at the top for better results. It’s quite efficient for the B class.  It does in fact surf forward without any useless pitch. 

To sum it up, IMHO, this is by far the ‘best’ Mentor ever produced.  

Ears and big ears are very stable and very efficient. With the bar, I could get -4…5..m/s! 

Inducing some asymmetries and holing the A’s will result in a 90 degrees turn max, counter steering and staying straight is easy. 

Conclusion: Superb agility, impressive climb rate, top gliding power, good top speed for a B!  

Highly recommended for the high B pilots who thought that the older Mentor series were a bit boring to fly. 

Lovely, piece of a flying machine. The Mentor 6 is pleasurable to fly XC machine by excellence!  

UPDATE 

I flew the M6 size M at 96 all up, and it seems that this size is very mellow and comfortable to fly. The handling and the way to turn it is slightly less than the XS which is logical. The clomb rate and glide are straight on top of that category, or even matching some C gliders...

A really powerful mix of high comfort and top-end performance!  A mellow to fly high B.

This is only my opinion. Make your own !

Ozone Mantra M7 MS

Ozone Mantra 7 SM  75-95

After more than 5 years over the efficient M6, Ozone has finally released the Mantra 7 with an aspect ratio of 6.5 flat.

I flew this glider from 92 to 95 all up. I found that its best to fly it at top weight 94,95 in overall conditions. it is super efficient at that load even in weak thermals.
And it needs to be loaded when conditions are strong in order to have better authority under it.

Launching the M7 is very easy without any delays and with a strong breeze, a dab on the brakes is needed to stop the surge. The take off is immediate.

I flew in different air from turbulent and punchy thermals to soft and tricky ones. 

The brake travel on the M7 is slightly longer than the M6 for the same load, but the authority on the brakes and the turning ability are much better on the M7 with better thermal coring. 
 The feel under the M7 is more tamed than the M6 in all aspects. There are no yaw movements at all. The roll is present but really tame for a D. The pitch movements are stable, pretty moderate for a D and the overall feel under it looks like  Delta 3 or an Alpina 3 with steroids.  It’s for sure more demanding to fly than the D3 or A3, as sometimes it surges forward in strong air which requires a slightly higher level for control, but nothing alarming for a regular D pilot. 
It is less demanding than the M6 as the Mantra 7 is a much more compact and homogenous wing. The overall feel and comfortable behavior are present and reminded me of all the Ozone latest generation gliders. (Rush5,Swift5,Delta 3…etc…) The Mantra 7 has the same genes with a higher step of workload over their C class with a D rating. 

Saying that I could sense that sometimes in turbulent and strong air the energy inside the mantra 7 needs a good D pilot to tame it, as the authority on the brakes will be slightly diminished and needs a bit longer application to settle it and keep the loaded M7 overhead. 

The pressure on the brakes is moderate and quite similar to the Delta 3 ones.  The Mantra 7 is an agile D glider, with an efficient brake authority. If I want to place it exactly, I could say that a little bit tighter turns could be made on the Delta 3. But I was completely satisfied with its turning ability. 

The climb rate in weak conditions is very good on the Mantra 7 even loaded. 
The overall feel of a dampened wing in weak stuff always worries me, as I need to sense the little updrafts. On the M7 those movements in weak thermals are similar to the Delta 3 feel, but the M7 floats really well!  Next, to a Cayenne 5 M which has an excellent climb, I could be very competitive on the M7 and the efficient climb was clear and rewarding. 

In strong air and big thermals, is the Mantra 7 playground. In headwind conditions, and in strong valley breeze, the Mantra 7 excels as it showed me a much better efficiency than the M6. 
The Mantra 7 surfs the air forward like a true competition “D” glider.  Racing over ridges with the Mantra 7 will be very rewarding!   
The speed system is easy to push with moderate pressure but unfortunately, the top speed is only ’around’ +13 km/h over trim.  Gliding next to my friend on a Cayenne 5 M loaded at the top size at top speed, showed me the same top speed as my Mantra 7 SM at 95 all up.  
The glide of the Mantra 7 SM at top speed is much better than the M6 glide angle,  and it has ‘nearly’ the same glide as a Zeno S size if they stayed at the Mantra 7 top speed. 
The Zeno S size at 88 was at the half bar, while I was on the full bar on the Mantra 7 with a very, very close glide angle with a better float ability in lift lines for the Zeno.  The small differences will only appear in competitions over long transitions.  
 For sure the top speed on the Mantra 7 is fully usable in turbulence while using the rear risers pitch control.
The pitch control on the Mantra 7 is a nice device to keep the glide angle leveled when gliding at speed in turbulent air. The Steering on the Mantra 7 is not as efficient as on the 2 liners Zeno, but it’s the most efficient on any C, or D glider I have already tested…I had some long glides at full speed and the efficient C steering was keeping my foot on the pedals. A super beautiful and efficient device! 
On my X-rated 6, the riser control is quite easy to reach. I have heard that they were too high, but not in my case and I think it depends on the harness hanging points. I found them quite reachable as you will see later in the movie.
The Mantra 7 can be slowed down to top land on a tiny spot! Very nice in that matter! 
The wing overs can be done quickly very high. The energy inside the Mantra 7 is impressive! 
Small ears are little stable but sometimes they need to open. Pulling slightly more outside A riser will lead to unstable ears. The B3 are now a bit high to reach :-). I could get max 20 cm down with hard pressure, but no results to get some decent B ears. 

Conclusion: 
For a D glider, Mantra 7 is easy to fly, comfortable, and delivers top gliding and climbing performance. 
Probably the top speed should be slightly faster by 3-4 km/h, and I was hoping for stable and efficient big ears. 
Hopefully on the L M 7!  
The combination of accessibility/performance has not yet been reached on a D glider before.


Cheers,
Ziad

UPDATE:
Mantra 7 MS versus LM6 MS 
In this paragraph, please find my personal opinion about the differences between those two gliders. It is very difficult sometimes to describe the feeling under a certain glider. After receiving many emails, asking if the M7 is really so easy to fly, I had to respond by this:

I flew the LM6 in S and MS size for a good time. 
Flying the Mantra 7 MS at 94 all up showed me a mild character and nice handling and authority on the brakes. Not as sharp and linear as a Trango X-race, or even not as informative in weak thermals like the Delta 2 size MS at 92, but quite acceptable and rewarding as I already mentioned in my earlier test. 
The difference flying the LM6 MS and S was a complete control in turbulent air for the pilot flying the 7 aspect ratio LM6.  As if the brakes of the LM6 gets more stiff in turbulence and they will still respond quite sharply under those conditions.
I was always able to “catch” the LM6 from going further away from me in a very good authority and stiffness on the brakes.
 Flying the M7 in those turbulent conditions, showed me that the energy on the M7 which was mild in moderate air woke up and felt that the leading edge holds more power than the trailing edge, meaning that the authority on the brakes will slightly diminish more on the M7 than on the LM6.  

In the same turbulent and shaky air, the M7 kept me slightly busier with longer brake actions to keep it overhead. But, I have to mention also that I was able to core many turbulent thermal much better than the LM6 in a tighter radius.  The LM6 was experiencing difficulty to turn tight in those bad conditions. 
Of course, the M7 remains a comfortable glider to fly for a D, but shouldn’t be mistaken for a C glider IMHO.  
The climb rate in weak conditions and float-ability seems very slightly on the 7 AR, LM6 side. But as soon as the thermal straighten the M7 shoots upward very quickly! 
In headwind conditions and racing upwind, the M7 has a clear advantage over the LM6.  That's the strong point of the M7. It did, in fact, showed me a good advantage each time we did a glide in windy and tricky conditions versus the LM6.  The glide at speed is also even better for the M7 that after a few kilometers the difference is clearly visual.

IMHO, the M7 with its 6.5 aspect ratio out glide the LM6 in all aspects. The handling and the way to turn it inside a thermal is also well improved over the LM6. The glide into the wind is a step further. 
The overall “feel” in moderate air resembles the lower classes. The “feel” and handling ability in strong turbulent air is seems well targeted for the D category.   

UPDATE (2)
Hi,
Again, feedback for the M7 size MS after releasing the loop on the B's.

The Mantra 7 seems slightly faster at trim and also at the top speed. I could see now, a difference of 16, to 17 km/h at around 800 ASL!
In turbulent conditions, it seems more alive, wanting to jump forward, and needed slightly more pilot control to keep it overhead.
I sensed a very good behavior when surfing the airmass in a headwind or when low facing the valley breeze. It seems to cut through efficiently like a "super" D glider.

Cheers, 

Ziad 

 This is only my opinion. Make your own !

FLOW Freedom M

FLOW Freedom

The Freedom is Flow new B glider. The cloth used on this glider is relatively light. It has small semi-circular openings and all the lines are unsheathed. There are lots of lines on this Freedom and some are a bit thick. This configuration seems to last forever without going out of trim. 

The Freedom M size like to be loaded right on top. I flew the size M at 100 all up, and it felt quite big but ok for that weight. The launching is easy.

The brake pressure is on the light side. They are a bit long and I could describe the Freedom handling and agility to be on the moderate side. It turns well into the core and has a nice climbing behavior. 

The pitch is nearly absent on that machine. The roll is also dampened. Overall it's quite easy to fly. The trim speed is slightly less than a Mentor 6 for example. 

After some glide comparisons, the Freedom could be placed in the middle part of this (low-mid-high) B category.

Big ears are stable and efficient. 

It has a low stall speed for landing on small spots. 

In general, the Freedom could be considered as a mid-B, in the overall assessment. 

This is only my opinion. Make your own !

PHI Maestro ( The wish maker )

PHI Maestro  ( The wish maker ) 

PHI is a new brand founded by Mr. Hannes Papesh. The team behind PHI is one of the most experienced pilots like Mike Kung for instance, who’s in charge of testing and fine-tuning the gliders. Hannes Papesh is a legend when it comes to designing gliders. His favorite class is the B class. I still remember the beautiful Mentor 2 S size at the time, as it was delivering a spice feel with a very competitive performance that was close to some C or even D gliders at the time! It was a special dynamic glider with a competitive spirit. Will Hannes be able to manage the new Maestro? Let's see…

The Maestro 21 75-95 arrived. It has 2 lines per side on the A’s, 3 on the B’s 2 on the C’s. Very minimalistic, thin line configuration. There are lots of cells, and looking at it reminds me of the Phantom.  All that package scream for performance. 

The finish details and construction are excellent! 

In my past testing, I learned that gliders that have fewer lines and especially 2 lines per side are likely to be flown slightly on the far end of their weight range in order to put a load on all the structure and keep it well homogenous in rough air.  I found out that the sweet spot in overall conditions of the Maestro 21 is around 92, 93 all up.   In moderate conditions, flying it at 90 or slightly below could be quite efficient also. 

At 93 all up with an X-rated 6 harness, the launching of the Maestro 21 is super easy and well behaved, without any forward surge or hanging back. 

After being airborne I immediately felt and understood the DNA inside this Maestro!  

Let’s begin with the brake pressure that feels ‘perfect’.  Not hard at all, nor too light! For my personal feel, it's just ‘perfect’  The response on the brakes are immediate! I could steer the Maestro inside the core with 10 cm of travel in a linear brake response, especially for a B !!  The Maestro with its short brake travel reacts immediately and carve inside the thermals in a tight radius, with a high degree of precision, that is rare to find on a high B glider!  Pure pleasure for the pros !!   Going lower on the brakes is forgiving, but it’s not needed while coring, as around 15 cm max will let you core the meanest of thermals!  

The day was special. It was windy and a bit turbulent at times. I was also surrounded by my expert flying friends, each one on their respective gliders. XC-Tracer small(2liner) , Klimber S, and a Swift 5 MS. All pilots are very well experienced. We did manage all-together, to make some small XC’s and to compare our little toys. ..Yes…I mentioned a 2 liner, and a D glider also…Just keep cool… No sudden conclusions ;-)  I’m just spicing the write up a bit ;-) …

I also flew with a friend on the excellent Swift 5 MS, *my reference* for the B cat, (same size) and exactly same load! (93) as the Maestro 21.   

After 4 hours of extensive flying, with the whole group, I can flawlessly confirm the excellent climbing abilities of the Maestro 21! This glider behaves and delivers exactly like a competition glider with D certificate in its climbing properties in strong air as it converts thermals into an efficient lift. 

In very weak conditions, the swift 5 has the edge in float ability. 

The Maestro surges forward in a good climb, without any pitch back at all. I mean it moves forward very quickly in climbing mode and coring the well built thermal. In windy and challenging conditions or facing the valley breeze, the Maestro will deliver good climbing when encountering strong thermals! Those characteristics are rare to be found on a B glider!

Letting it fly forward is super rewarding while climbing. I can confirm that it climbs very close “to say the least and keep you cool…  :-)  “  as the higher certified gliders in strong thermals. 

I will comment later on accessibility, but I have to mention that keeping it flying is very rewarding, but swift and fine controls on the brakes are needed to keep it leveled. Just like flying some high rated gliders. A delight! 

Now comes the gliding part.

I have to be clear that the top three B’s for 2019, have a very close gliding power as the C’s. For example, gliding with the Swift 5 against an Artik 5 showed me that the only difference is finding the next thermal !! 

Even in difficult conditions, flying either glider, a pilot can only make a difference, with the extra 2 km on the top end of a C and the feel of a higher aspect ratio glider which also helps in marginal conditions. 

Doing some long glides with the Maestro 21 at trim and at full bar showed me a super competitive glide angle similar to the best reference B, putting the Maestro on the top regarding gliding power. 

It’s gliding in moving air and difficult conditions that the Maestro could be quite rewarding. 

Now comes the accessibility part.

The Maestro is definitely ‘not’ your first B glider. Not even after one small season on your first low B glider… The Maestro has some super fine qualities and delivers impressive and valuable information for the keen pilot.  It takes an experienced pilot to appreciate it and to use it at its full potential. 

Talking for the B category, the Maestro is like a Samurai sword if you know what I mean.  It can cut swiftly and cleanly if you seek it or know how to use it.  

Pilots flying some C’s and even D’s wanting a great weapon for XC with B certification will cherish the Maestro feel and qualities. 

Pilots flying high B gliders for a season will find in the B certified Maestro, the educative feedback that will allow them to understand and fly later higher rated gliders.

I also flew the Maestro at 89 all up. In weak conditions, the Swift 5 still have an edge. In strong air, the Maestro climbs well even at that load as I said earlier, but I felt that at 93…94 could be quite rewarding in strong and heavy turbulence. Loading it up is a good option in alpine conditions. 

Big ears are stable, very efficient as only 1 line is left on the A’s, and they open without pilot intervention.  

Wing overs are quickly very high. The Maestro has good energy, and the structure if well loaded is compact and homogenous. 

Full speed is around 14 km/h over trim taken at 1000 ASL.  Trim speed is slightly faster than to the Rush 5, Swift 5.  Top speed is around 2 km/h more than the Swift 5 similarly loaded. 

Conclusion: The best impressions you get is immediately after landing.  Right? 

This is one of the fewest times, I enjoy test-flying a B glider. It’s not like driving an 8 cylinder family car.  It’s like driving an “every day” Sportscar! Comfortable enough but pleasurable to drive.    

Today’s top high B gliders deliver impressive performance, and it’s a blessing for many pilots to get those performances for free…But some commented getting bored when flying B gliders, probably because of their very comfortable and dampening behavior on all axes and sometimes lesser brake authority. It’s not the case with the Maestro that responds swiftly and precisely to every input.

Pilots who feel too much dampening under a certain glider or seek more sporty feel will eventually seek the higher classes. 

Every pilot has a different level of experience and totally different taste regarding gliders. 

The Maestro has a complete package of top overall performance, the agile feel of a dynamic but “balanced” high B glider.

Flying pleasure awaits you with spices for the refined gastronomist!  :-) 

For those flying qualities, test flying it is a must.  

UPDATE for the Maestro 19 

I flew the size 19 ( 70-85) at 84 all up. The size 19 feels very different for the bigger size in the test. It does have a pitch back before entry. It's very agile and nice to fly. The glide is also at the top NB category. It does require a good high B pilot level. 

This is only my opinion. Make your own !

OZONE Buzz Z6 SM

Ozone Buzz Z6 SM

I flew the Buzz Z6 75-95 at 92 all up. 

The launch behavior is better than the Buzz Z5. The glider does not pitch forward on take off. 

First turn felt a mellower Buzz. This version seems easier to manage than the Z5. The climb rate in weak and strong is very good. Climbing next to a Rush 5 shows me a very competitive climbing behavior. 

The agility is good for the low B category. Overall it seems more friendly user with less movements inside the thermals than the Z5. 

Doing some glides in moving air, showed me that the glide angle is of course not similar to the Rush 5..but still competitive enough for the low B category. 

ears are stable, top speed is fully usable. The glide angle at full speed seems more efficient than the Z5. At full speed the glide remain quite interesting. 

Conclusion: A stable, mellow, easy to fly low B glider for the majority of low airtime pilots. More than enough glide and climb for that category. The Z6 is a more ‘friendly user’ glider than the Z5 with the glide at speed improved. 

This is only my opinion. Make your own !

BGD Riot S

BGD Riot S

Taking off is super easy with the light cloth. First turn showed a very agile glider, with swift, direct handling.  If i want to compare it with my new reference, the Swift 5 S, i can say it has a slightly more agile feel in turns. 

Overall, very agile and pleasure to steer.

The brake pressure are similar to the Swift 5. 

The climbing properties, in weak or strong, with a Swift 5 S fully loaded for both, i can sense that the Swift 5 climbs are a step higher. 

 Doing some glides with my reference glider, showed a higher trim speed for the Riot by nearly 2km/h ! So the Riot is faster at trim. At full bar, they have similar top speed. 

The glide angle is nice for the Riot, and its loosing slightly to the Swift 5, which remain at the top of the B category.  At full bar also after many glides of 4 to 5 km run, the Riot S comes slightly around 10 meter lower. 

Not really important, and still good gliding properties. Overall the Riot has a nice glide angle in the B category.

Conclusion: Light, fast at trim, agile, pleasurable to fly, good glide performance. That’s what describes best the BGD Riot S.

This is only my opinion. Make your own !

ADVANCE Lightness 3 M

ADVANCE Lightness 3 M

I already flew the Lightness2 in M size. My size is 1.81 and my weight  is 73 kg.

Both the Lightness 2 and 3 suit my size perfectly.  The Lightness 3 offers a superb back comfort, as much as the Lightness 2 did. 

It’s a very comfortable harness for supporting the back and the legs are naturally supported. The Lightness 3 is indeed one of the most comfortable seatless harnesses for back and hip comfort. 

The finishing details of this harness is second to none.  

I have other ADVANCE harnesses, the Progress 3, success 4, easiness 2 and the Bi pro. They all share that exceptional finish ! As if they were all made in a very independent (Apple factory)  ;-) 

The very good quality finish is very clear to one’s eye. 

I also sensed that for my shape, the harness has a snug fit and feels also quite robust if you look at the attachment points versus a GTO Light for example. The straps looks slightly wider and feels quite close to a normal harness in that matter.  

The Lightness3 has a left channel for a relief tube. A camel back pocket on the rear. The pocket under the seat would fit a 5 L ballast. The back compartment is a bit small. I found out that only a glider bag can fit inside. 

All the strap adjustment can be reached very easily and swiftly modified while flying, unlike the GTO light or the Forza for example.

The speed system has a two step design with small stepping insert acting like pedals…Now goes my explanations in english :-)   

The rescue compartment feels a bit small also. I think for the M size, a light (±1kg) rescue for 100 KG max would fit perfectly. I tried to open the rescue 2 times while hanging the harness in my room, and when pulling the handle horizontally (sideways) it needs a slight pressure, more than the GTO light one. The rescue compartment doesn’t seem very big. But in both cases, the rescue was out immediately with a snap feel.  

Comparison with the Lightness 2 in the air:

I flew the Lightness 3 with a Q-light S size at max weight. I also flew a Supair Delight 3 M with a seat board on the same glider. The most comfortable one in turbulent air was the Delight3 and followed very closely by the Lightness 3, and +50 % more feedback was delivered by the Lightness 2.

when it comes to being thrown around in turbulent air, the difference between the Lightness 2 and 3 are very clear. 

When the chest strap of the Lightness 3 is a bit more open, then the information about the air is superb! The Lightness 3 delivers just the necessary amount of feedback, without any useless movements that were found earlier on the Impress 3.  

I also found an interesting efficient option on Lightness 3 regarding the chest strap.  In turbulent and strong air, when closing the chest strap, the Lightness 3 locks you in a firm position and becomes a roll stable seatless harness. Of course, all harnesses will be more stable when chest straps are closed, but the difference between open and closed is sometimes huge in one specific harness. 

The stability was felt more than any seatless harness I have tested!   So the Lightness 3 has a sensible chest strap adjustment efficiency for a wide choice and pilot taste.

In the air while the pod was already closed, a little wind was entering between the layers, that could probably need more tuning (later)  

Now for the picky pilots (like me ) and performance-oriented ones, I could say that the Delight 3 (seat harness) with a (chest open) can deliver quite a precise input for placing gliders with any pressure on any muscle of your lower body! That option of putting yourself on a seat board and sensing every bit of air and efficiently reacting is only available on a seat board. For instance, The GTO light, Forza, Lightness2, Lightness3 can deliver the best back comfort versus a seat harness, and glider feedback, but will never let you react as fast and efficient as a seat board will, IMHO. 

Conclusion: Seat or no seat, is a matter of taste. The seatless harnesses like the Lightness3 offers exceptional back comfort for long flights, light with superb quality equipment! 

The seat harness delivers imminent body reaction, precise feedback and control you can induce to a high aspect ratio glider.

For my personal feel, the Lightness 3 is indeed a superb piece of equipment which also holds all the required options for the pilots of today. 

Construction quality at its best, very high degree of back comfort, comfortable enough in turbulence, light to carry after long XC’s, and I think it looks quite robust for a light harness.

https://www.advance.ch/en/products/harnesses/lightness-3/

https://www.advance.ch/fileadmin/user_upload/Gurtzeuge/LIGHTNESS/PDF/LIGHTNESS_3/181213_HB_LIGHTNESS3_EN_2.pdf

This is only my opinion. Make your own !

Ozone Swift 5, S size

Notes: In 2018-19, lots of manufacturers are delivering very nice gliders. In the B category, it’s difficult sometimes to say which glider has a better glide or better climb as they are very close. At least among the top 5 of the category .

The tests are becoming sometimes awkward to write, when new gliders still open my eyes for their better overall behavior…But we are lucky to have them, and i’m also super pleased to fly them :-) 

Ozone Swift 5  size S 

I already test flew the Rush 5 in size S. The Swift 5 is the light version. 

The cloth used on the Swift 5 is really light ! The glider weights 3680 grams on my scale !

The Swift 5 launches without any effort even in nil wind. The Rush 5 heavy cloth needed a steady pull, but the swift 5 launches effortlessly.

There are also many differences with the Rush 5 concerning agility, brake pressure and feel. 

The Swift 5 has a softer feel through the brakes, more precise, and linear. It is also more agile than the Rush 5 size S similarly loaded. Coring thermals is direct and a real pleasure. The turning radius could be done very tight. Flew the Swift 5 with the GTO light and then with the Delight 3.

The GTO light delivers a super agile feel and great handling. The Delight 3 is more stable in roll, but the Swift 5 still feel quite agile in turns on it also ! 

As i already mentioned in my earlier writings, that the Rush 5 doesn’t have that super agility, but still very efficient in thermals. The Swift 5 is now an agile glider while it retains the excellent climb rate of the Rush 5. 

The efficiency in thermals are second to none ! In very weak stuff on the loaded S size at 84 all up, i could benefit from every little scrappy thermal. In strong thermals, the Swift 5 compensate the turbulent air, by a stable, well balanced glider behavior. All that leads to a quick climb, without any bad reactions of pitch, or dive and loosing height. Probably, the light fabric smoothen the reactions.  That’s why, IMHO, the Swift 5 has a high efficiency in the air. 

I flew and glided next to my reference 6.3 high-end ‘C’ gliders, and I was impressed by the excellent glide ratio of the Swift 5 even comparing them at half the speed range ! A marvel indeed ! 

Like the Rush 5, the Swift 5 efficient glide in moving air seems extraordinary ! The Swift 5 floats and advances through the airmass with flawless efficiency. 

To put it into simple words, the Swift 5 self-automated movements through moving air, seems to glide very close to the class above ! 

For sure the top C class gliders will have that slight edge to dig through and move forward faster, like the Q-Light or the Delta 3.  Comparing the Swift 5 to a top C is not fair, but i just want to make a point that those high B’s are super close and quite efficient in the hand of good pilots. and the decision for week end pilots to change for a C glider just to have ‘more performance’ is not always a good choice unless the pilots can extract those performances and wants more feel that a C can deliver.    

The trim speed though is not as fast, and could be slightly around 38 km/h. The top speed is 12 km/h over trim on the S size taken at 1000 ASL.

The Swift 5 gives informations about what’s the air is doing more than the Rush 5. The Rush 5 feels more as a block and sometimes well dampened. The Swift feels more as a butterfly and needs slightly more active piloting in rough air. For a high B pilot, it’s easy to fly. 

Ears are stable, and reopen without input. 

Conclusion: This review was written after talking with three of my friends who also  flew the Swift 5 ! Not because i wasn’t sure what to write, but in order to see their faces after landing and to listen to their interesting  comments :-). They were all fascinated by what that glider was doing in the air. 

Some gliders deliver a complete package of handling, comfort, glide and climbing efficiency. The Swift 5 holds that package but in ‘premium’ !

As i always say, the above written letters remains just letters on a screen. My humble small suggestion, is to get a demo Swift 5, load it near the top, then please write your opinion !  :-) 

I’m really curious ;-) 

This is only my opinion. Make your own !