OZONE DELTA M

MYTH or REALTY ...!!     

THE TEST

To be direct ...If you want a glider that can be the best in all conditions get a comp glider like the R-10 or similar...If you want the best "labeled" glider get the best EN-D glider from a 2 years cycle.

I am convinced that most manufacturers are really competitive and have an excellent R&D team. That's why every year there will be a breach in designing gliders.Everyone will not forget the 1995 Xenon,the 2007 Mentor from NOVA (Papesh), the 2006 Peak from NIVIUK (Nef) ,the first boomerangs from GIN, the 1996 Xmx from AIRWAVE (Goldsmith) and now the 2010 R-10 from OZONE  and many more ....

There is no miracles but a glider sometimes could only be the best in its own category for the time being ! .

DETAILS:

If you have looked at the work done on the R-10 then you will notice a resemblance with the DELTA .Plastic inserts on the leading edge,the lines are a mixture of both sheathed and unsheathed lines that are very well balanced to meet the EN-C criteria .The brake lines are really thin .A little bigger than the brakes on the R-10.The cloth on the leading edge of the R-10 is much thinner than the one on the DELTA.The risers are very beautiful and the glider looks having a top quality finish.I wish that the attachment points on the canopy would be more aerodynamic like on the GIN or ADVANCE gliders..but that is only a small detail...

Total weight of 94 with an impress harness,the glider launches very easy,and i am airborne in a weak but turbulent conditions.

First turn reminded me of the agility of the ASPEN 3 ,which is a very nice handling glider with a precise turn.  As for the brake travel it is longer than the ARTIC 2 Small but with better agility (only when inside the thermal) because you can even core the inside of the thermal much tighter with your hands being a little lower to squeeze that extra turn....Exquisite  !!!  :-)

In headwind gliding the ASPEN 3 was fast but had this fraction of a sec to climb when hitting this thermal.The ARTIC 2 Small was very effective immediately in climbing without any delays or any pitch back and the glider would better climb at hands up (fast).

The DELTA M seem to have a very little pitch back in the weak bubbles,but would climb efficiently after the brakes are applied .If the thermals are strong it climbs fast,like a spring .It is also much dampened than the ASPEN 3 or even the ARTIC 2...Amazing...It moves with the risers without being busy and the glider seem to be very gentle and above your head,even that the conditions would left me probably busier on another EN-C.

The handling and the brake travel + the overall feeling of the glider when entering the thermals reminds me strongly of the GOLDEN 3. It has the same feeling and handling. But a little more roll .

As for the performance of the glider ,it seems when pressing the first bar ,the glider is more solid and the performance is superb.

NOW for the real condition flying:

Launching at 2600 m in a strong wind with gusts up to 35 km/h .A little window and up in the sky.At 2900 m a layer of strong headwind put my GPS at 0-2 km/h with a kind of waves hammering the leading edge.With no option ever to go downwind due to higher peaks and higher wind  Have to get lower to be able to continue my flight. Big ears and 75% of bar and my GPS read 5-6-9 km/h forward speed,with the wind gusts still ,like a hammer puts the glider in all directions .After that i can surely confirm that the glider is very docile with little and forgiving pitch forward and the leading edge is very strong and may be i should not be in the air  ;-)  .

Later i joined my friend Moni on his Venus 2 M and Alain on the GTO M and FADY with his Summit 3 visiting us from RSA.

Cruising on the ridge with thermo-dynamic lift ,the advantage in glide was to the GTO then to the Venus 2 and the Delta a little behind.

I can say here that in those conditions (the best way a glider can cruise and gaining height without loosing the forward speed) i will place

1-GTO M     2-VENUS2        3-DELTA      4-ARTIC 2 , ASPEN 3 & SIGMA 7 

At trim speed and in calm transitions over flatland the DELTA and the VENUS 2 are equal.But encountering a little head wind the VENUS 2 has the edge.Flying at first bar the DELTA is also amazing with a glide very competitive with the VENUS 2 only in regular smooth conditions .

1-GTO  M   2-VENUS 2    3-DELTA M     4-ASPEN 3 26     5-SIGMA 7 26& ARTIC 2 small

Glide ratio: DELTA M :9.6

                  ASPEN 3 26: 9.4

                  ARTIC 2 Small: 9.3

In climbing its the best that a glider should have the biting and the little pitch into the thermal with a direct and precise input to help the pilot core better.The Venus 2 has the best feeling .But the GTO M is very efficient 

CLIMB RATE :

1-GTO     2-Venus 2   3-ARTIC 2 Small & SIGMA 7 26    4-DELTA  M& ASPEN3 26

Why? because the ARTIC 2 has a quick jump into the thermal and only with a "slight" brake on one side it just keep its full trim speed , going up and turning into the core without any delays "even"on a difficult thermal mixed with head wind.Where the DELTA needs a little more brake on both sides to climb best ,which looses the trim speed like the ASPEN 3 ...YES i am meticulous  ;-)  ....

HANDLING:

The way i can put the glider (EN-C evaluation only) whenever i want regardless of the conditions:

1-ARTIC 2 Small      2-SIGMA 7 26    3-DELTA M & ASPEN 3 26

Conclusion: A very good ,well behaved glider by OZONE with performance in real conditions to reach the top end of the EN-C category. Overall the DELTA could easily be the most "performant and accessible" glider in its category . The EN-C .

It is not a myth but a reality.

VIDEO

http://www.youtube.com/watch?v=ODKWSikAjCw

GIN BOOMERANG GTO (S 80-95)

Evaluating a new glider sometimes is difficult and that 's the case with the Boom GTO.

For this test i would like if i may ,to divide pilots in two categories.

(A)The performance oriented.

(B)The artists.

Construction:

Plastic inserts on the leading edge,three liner ,thin three risers ,low sheathed lines and upper unsheathed(Not really thin).Laying the glider on the ground feels simple and very neat.

Launching:

The glider launches easily in no wind. In high wind also it felt that it stays above your head without pitching.Kiting the glider on the ground gave me a strange feeling of a glider that is relatively easy to stay above my head ,as if the hand break is still on.

Two steps and i am flying at 94 all up on the S size.Harness impress 2 .Distance between risers 48cm.

First moderate thermal ,i felt quickly relaxed .The glider does give a quick reassuring feeling.

First day the thermals were weak and broken.First turn,the response was ok but not that quick.I missed the biting of the Boom Sport.

Lets turn:

Brakes are relatively short,and the response is nice if the thermals are well established.If they are broken ,and you are lifted in the thermal,the GTO needs a little time to settle ,than you can induce a turn ,like the Usp and the Peak 1.

Not the case with the Venus 2 which you can adjust your turn instantly ,even with weight shift or with the brakes  on a narrow core.

Flying the GTO is like someone is holding the trailing edge behind you.No pitching whatsoever.It just climb.The glider is always above your head and the feel that you are sliding underneath.

If you liked the  Peak 1,you surely will like the GTO because it has the same feeling in the air + a shorter brake travel and a better turn than the Peak 1.(A) cat pilots

If you liked the Venus 2 or the Boom Sport ,then you are in the (B) cat pilots .

Climb rates in the weak thermals are good but not like the Peak 1.

Trim speed looks fast around 40 km/h.First bar is very good and very efficient. It tells you quickly GIN words: It is competition ready glider.

This glider like the Usp like to be flown at first bar to express itself with great into wind performances.

In a question on the Forum about the difference bettween Usp and GTO,i wrote:

The GTO is overall more dampened than the Usp FR.The Usp FR has more energy inside the canopy.You can feel it.
The handling (the way you could induce a turn)of the GTO is easier in all conditions. UPDATE (Not in strong thermal entry,needs time to settle).
The turning power of the Usp FR is better.Meaning=More maneuverable only in (well built ) thermals.But the GTO have linear and moderate precise brake pressure UPDATE (Only if the thermal is smooth)

But less than the precise POSITIVE BITING Boom Sport .

Not the case of the Usp FR ( needs more time to settle).

The GTO is trimmed like a race horse on a tight leach.(Like the Peak 1).The Usp FR is trimmed like a race horse with a more loose leach .
But both are stable on bar.
UPDATE (Sorry for 1st impressions)

The ears of the GTO don't open when you release your hands and are NOT stable (flapping),without oscillations,but easier to maintain then Usp  .

The Usp opens with power,difficult to maintain and are unstable.

Today i flew the glider in strong thermals ,mixed with turbulent wind.In entering the turbulent thermal ,the glider needs more time to settle inside before doing anything....I found myself controlling the glider and waiting for the glider to behave and then i could place it into a turn.

 Knowing that the glider is smooth and comforting,when meeting those thermals,the glider woke up and was suddenly very alive and busy...

Surely all the gliders in those conditions would be alive...  but the GTO was keeping me busy.

Of course in turbulence i understand and accept to be busy and with the GTO out of the sleeping mode quickly :-) but was hoping for a more efficient and linear brake response in that turbulent flying mode !

Climb rate in those conditions is spectacular ,like the Usp i felt like standing on a spring ,The glider jumps upward quickly.That's for "S" size.

TEST FLYING THE M SIZE:

Launching the glider is easy.I am 102 all up with ballast on the M size.The take off is quick.I felt that it lift me much better than the S at 94.

My friend and i flew Venuses 2 often ,and the Venus 2 M was my friend glider for the past year.He was always telling me that the general feeling in the air of the GTO is like his Venus 2 M,which i disagree because i flew the S size and it was really different.

Now flying the M size at 102,feels really like another glider.It was like my friend said .It resembles the Venus 2 M in comfort and accessibility.

The initiating turn of the Venus 2 M ,is more direct at first but inside the thermal the GTO  M is really nice to handle.The Ears of the M size don't flap ,maybe a little accelerated,but not a problem.

Conclusion:  

The GTO M size at 102 has different feeling from the S size at 94.

The S size does jump quickly upward in the strong thermal,where the M size does climb a little smoother.The M size does not feel that it hang back a bit.It is neutral.Climb glide and turn.As easy as it gets for an EN-D pilot.

The climb rate in very weak conditions could favor the M size.But the climb in strong cores could favor the S size.It jumps quickly upward like a spring.

As for the glide in head wind conditions the new era of EN-D gliders has arrived.The GTO out climb,out glide at trim and accelerated the Venus 2 .

It is more efficient for long transitions.

And to summarize my review,we did a glide in head wind between the GTO M and the R10.3  S just for fun. 

Result: :-))  ....Not comparable at all ...  The R10.3 is really from another dimension.  ;-) 

Video:

http://www.youtube.com/watch?v=PYZ_Vh6CLBc 

  More pics:

http://picasaweb.google.com/Ziad.bassil/GINBOOMERANGGTO#

Zen.

NIVIUK HOOK 2

THE LITTLE BUDDHA

I always wait impatiently for a new NIVIUK product.The designer OLIVIER NEF,is full of surprises. In 2006 the PEAK 1 was a revelation among gliders of its level.Still is. The NIVIUK ARTIC  2 is also one of the best EN_C gliders available for the package of security/performance/efficiency it delivers.
I was waiting to see how the HOOK 2 will be and what will be the philosophy of NIVIUK in releasing such a glider in the fierce competition of the EN-B category.

Laying the glider on the ground feels small for the 80-100 all up size.The plastic inserts on the leading edge are present like on the ARTIC 2.
All the lines are sheathed.Even the top ones.

Launching the glider is very easy  ...
First thermal ,first turn...The HOOK 2 has the tension and the precision of the ARTIC 2 !! In terms of precision it could be the most precise one of the category.

The turning inside the thermal is on a dime !! very narrow cornering without any delays...I really liked it.
If i encounter head wind during a thermal ,the HOOK 2 does not bump into it.It simply enters without loosing it.Pitch movements are absent.
In turbulent conditions,the HOOK 2 is like a little Buddha .It is serene and very stable and always above your head ,no matter what's the conditions throw at you. It could be also the most accessible in its category.
Stepping on the accelerator is smooth and the glider is fast .


A small video .  :-) 
http://www.youtube.com/watch?v=uQ5ptmr8fuU

OZONE MANTRA R-10.3 (90-100)

When the BBHPP came first into the worlds, every pilot was dreaming of flying something like that. It was a clever move for the OZONE team to introduce to the market the R-10 series based on the BBHPP. Some pilots wanted this glider to win comps, and some for the taste of flying one of the best performance glider available in 2010 with the latest technologies and optimum drag reduction.

The Mantra R-10 came with a different glider box. One that is rectangular, for the plastic inserts to fit inside without being torn.Opening the glider and spreading it on the ground is a show to watch. Beside being very thin and long, the beautiful finish of the glider and risers to the last detail, is exceptional.

The cells having plastic inserts up to 60 cm from the leading edge is neat having a tiny shape and racy look.

The upper brake lines are not made from dental floss category, they are history, now the new technology is mosquito legs,sewed together....I think ;-)

Risers have two trims from each side, the upper one works only in accelerated mode, race to goal (fast, stable, less glide angle), the lower one have a positive ( for increasing trim speed and acts like the accelerator with excellent glide) and negative position ( for weak thermal conditions).

My first comp glider was in 96 with the airwave xmx and each time i flew a comp glider i feel that i am not only in another class of gliders but in another dimension. The R-10 is no exception at all. In the contrary, seeing the glider on the ground is like having the genie of the lamp appearing by your side and taking you to a world cup circuit and giving you Micheal schumacher's F1 race car, without the keys...He says you only need to push this button...And i did.

Launching the glider is easy for that category, maybe because of well shaped leading edge.
Looking up to see the glider before launch, i thought i had my fish eye sunglasses... But they did not invent that yet... It is soooo thin...Running a few steps in the hill i wondered how this piece of Victoria's secret latest model string will lift me up...but it did gracefully :-)

Starting in weak conditions, at 99 all up, the pitch movement is nearly absent. Strangely I heard the vario with a small....Bipbipbip...another bip bip. It is nice to have a glider that biiips without thermals!!! ;-)

Turning in those conditions is nice. I found that the brakes are light and the OZONE touch is there. It has a little long and progressive input. It works on 15 cm, but the stall point is far just a little below the hips. ( depends on the harness)

In turbulent conditions I felt that the glider is comfortable for a competition glider of that caliber,but require more input and finesse to control than any EN-D glider i have tested.

It surges positively into the thermal,moves and requires a precise input to control it. The brakes are very efficient and could stop the surges promptly like a cutting machine.
To fly this glider in all conditions needs a little adaptation to the movements and brake travel.

It climbs quickly like a feather, effortlessly.In a well built thermal, it cores perfectly with a lot of energy.

Big ears are unstable, wing overs are nice and very powerful, 360's needs a little persistence to enter.

Trim speed is around 42km/h, first bar is impressive with 53 km/h!!! Glide at that speed is pure hallucinations!!!
As i said i was driving Micheal Schumacher F1 race car!!!

Conclusion: I am very happy to have tasted this exceptional feeling in the air of an aircraft of another dimension.I asked myself how will Micheal feel when he drives his usual sport car? Doesn't he feels the rush for his F1? How could he survive without the RACE adrenaline?
How will I cope again with the EN-D gliders?  but suddenly i woke up....
I am not Micheal Schumaker.

NOVA ION (90-110) LOW LTF 1-2

I had the opportunity to fly the ION Large 90-110,for an hour

GRADIENT GOLDEN 3 80-100

http://www.youtube.com/watch?v=2tX9eTiTLgE



After some flights in thermal conditions, loaded at 95 kg all up ,with an impress harness, here is what I found.

Construction and quality are very good ,to the last detail in simplicity and GRADIENT style .It inspire confidence just by looking. Regular risers and lines , excluding the thin lines on top.





Launching the glider is easy, in all conditions. Nothing special on that.

In the air, at my wing loading I found the brakes long as the Aspen 3,but the wing is agile in smooth conditions. When it is turbulent and bumpy, I need to insist keeping the brakes in a low position in order to turn the glider faster.

Hitting a thermal the glider pitch back a little, after it settles inside, it cores perfectly till cloud base.

The GOLDEN 3 is a little talkative glider for an EN-B glider without excess. It moves but stays overhead showing the thermal direction.

The brake pressure is a little heavier than the Aspen 3,but it remains in the light cat.

The accelerator is efficient and the wing remains very stiff fully accelerated. Induced collapses are soft in recovery.

Wing overs are nice and could be high, and coordinated.

The feeling in the air is like a typical GRADIENT glider.

Performance...


Today was perfect for testing the performance vs the ORYX. My friend Moni took the GOLDEN 3 with a total weight of 100 kg and flying a pod samurai harness.
Myself flying the ORYX with an impress 2 + harness and an all up weight 93 kg.

Gliding in a little shaky air but without any headwind ,shows that the glides are nearly the same with a slight advantage in speed to the ORYX loaded only at 93 !!.

In the weak thermals ,and even loaded at 100 kg ,the GOLDEN 3 is really great.I think it has the edge in climb in the weak stuff. We were practically together all the way up,and I could feel that the climbing of the GOLDEN 3 is catching up… Then Moni missed a small thermal by going further left to the ridge ,and I waited up a little (see video)

When he got up again we settle on a small glide headwind ,heading north. Here the ORYX shines…No comment how it is really good in headwind glides !!!

Knowing that , we did return to land on take off and Moni got the ORYX to try at 98.5 all up (Weight of ORYX is 4.5! ) and I took the Artic 2 Small (EN-C) loaded at 95 all up for a test glide also.

Launching and going up, surely the advantage of quick climb is for the Artic 2(EN-C) .This glider is a reference between (EN-C) gliders. Now the good part is the 2 km headwind glide with the ORYX .

We were both surprised as you will be, seeing the video! They were both equal in this glide...(NO more Comment,see the video)with an advantage for the ORYX in trim speed. But when I pressed the bar headwind with the Artic 2 ,the difference is of course in favor of the EN-C glider.

Finally our conclusion is:

Our thoughts were that we really were amazed to see such performance gain in the EN-B cat + the ease to fly them without the stress of a high performance glider. It was such a joy…We felt that the GOLDEN 3 has an outstanding climb rate and a very easy feeling in the air.


A glide in still air is not important because the gliders fly always in active air.Just for fun.

http://www.youtube.com/watch?v=8P-Y7gqzHfU



Video in weak thermals.

http://www.youtube.com/watch?v=Im8un92L7h4

NOVA ORYX S (80-100)

Finally after a long wait I received the ORYX at 1:30 noon and rushed for our soaring site for a quick 0 gravity feeling.
The wind was sideways and fairly strong ±30 km/h, but the glider was very easy to inflate and handle. It does not have the tendency to be pushed out of gusts and thermals. It keeps getting forward smoothly. I really like that in a glider regardless of the category they represent.
Speed stall is very far beyond seat position. (I could not reach it with the factory settings)





The ORYX is a light glider .I have weighted the S size at 4.7 kg + compression strap.





The risers are normal and not too skinny, like all NOVA gliders.




Playing on the ground is a child play. Very easy and forgiving .A small tendency if you let completely the brakes the glider could frontal collapse(only when kiting on the ground). That’s normal for a high performance EN-B glider. It is nice to see after a long period of time that this category of gliders is even easier to handle than its predecessors and playful at the same time.

I made a small introduction video.

http://www.youtube.com/watch?v=IqbSIEvAH1M



Today was weak on thermals. I flew the ORYX and the GOLDEN 3 .

The ORYX loaded at 96 all up.

Launching was very easy and quickly the glider lift me airborne.
In the past NOVA gliders were lacking of handling. from the Argon…to the Tycoon.
The Tattoo was nice to fly but the ability into wind was absent. Even with the Mamboo ,i was always pushed out of thermals. The handling was not to my liking and lost interest…(I did not try the FACTOR yet which NOVA claims to have a nice feel).

Today was something new…I never felt happier flying this ORYX. It is like a NEW NOVA era !! Hope so…To describe the handling of the ORYX ,is a revelation to me. The brake travel at that loading was perfect .Not long anymore and very efficient .I felt (near)flying my best high performance glider in efficiency and in response. The glider turn on a dime!!! Coring perfectly every thermal with ultimate precision. In head wind conditions + thermals the wing is not pushed out of the thermal…Incredible efficiency for that EN-B glider. If you have flown the ARTIC 2 S,then the feeling of the brakes is the same(but a little longer).

That's a glider with a 'soul'

Flying it again in stronger conditions showed a very good behaviour. Still very agile and precise in turns even the air is bumpy.I could place the glider easily wherever i want.

The ORYX inspire confidence in the strong stuff.The feeling of security and happiness is great.


The performances are for sure on top of the EN-B cat.A high trim speed of 39km .It has an outstanding ability upwind matching the EN-C cat.(We did a glide test with the ARTIC 2) The ORYX loaded at max has a higher trim speed of 0.5 km more . Video in process.

Taking from the GOLDEN 3 tests:
+++++++++++++++++ Knowing that , we did return to land on take off and Moni got the ORYX to try at 98.5 all up (Weight of ORYX is 4.5! ) and I took the Artic 2 Small (EN-C) loaded at 95 all up for a test glide also.

Launching and going up, surely the advantage of quick climb is for the Artic 2(EN-C) .This glider is a reference between (EN-C) gliders. Now the good part is the 2 km headwind glide with the ORYX .

We were both surprised as you will be, seeing the video! They were both equal in this glide...(NO more Comment,see the video)with an advantage for the ORYX in trim speed. But when I pressed the bar headwind with the Artic 2 ,the difference is of course in favor of the EN-C glider.++++++++++++++++++++


To conclude my test ,i could describe the ORYX like a butterfly. Light ,performant and beautifull .
Surely the best EN-B glider i have ever tested till 20/3/2010.


Video number 2:

http://www.youtube.com/watch?v=7LdREBD-xFw



A small glide comparaison just for fun.

http://www.youtube.com/watch?v=8P-Y7gqzHfU


Another comparaison with the ARTIC 2 EN-C !


http://www.youtube.com/watch?v=xmbv6UFQJEA



A video bettween Goden 3 and Oryx in weak thermal flying

http://www.youtube.com/watch?v=Im8un92L7h4

AIRCROSS USPORT FR 24.5 (90-105)

USPORT 24.5 FR (90-105)



On the ground the Usp FR looks impressive. Besides having a flat aspect ratio of 6.8 and 5.0 projected, it is a true 3 liner. It has those reinforced plastic inserts on every cell RFE, and all lines are unsheathed with risers having 3cm negative and 5 cm positive trimmers.
It really does look impressive!!!




The Usp is rather a heavy glider. It weights around 7.5 kg on the M size. Its weight is around the leading edge .You can feel it by lifting the cells.



I flew it at 98 kg all up with an Impress harness.

Surprisingly, the glider launched very easy and evenly, finding me quickly airborne.

Having flown many high performance gliders, this one is unique.
Pitch movement were nearly absent or should I say soft. The glider cuts and climbs smoothly into the thermals. Roll movement were like all EN-D gliders .May be like the VENUS 2 .
At trim speed the Usp flies around 40 km/h .


I felt somehow, that this glider has a different character .
In the thermals the glider imposes that unique and strong character into the pilot. It does not like to be pinched much ;-) (By the brakes) .







It likes to be left flying,weight shifting with the harness with a little touch on the brakes from time to time.
It does have some movements in the air but it is a glider who will solve all the turbulence and move forward and up, as quickly as possible .

If the pilot will try to brake the glider or enforce his flying style, then the Usp with its strong energy retention will be like a wild horse by forward or back movements .It is simply trying to fly …


Depending on the thermals strengths, I felt that on weak cores I let completely the outside brake and using only the inside brake ,the glider turns on a dime. Very agile glider, with a climb rate to match the best EN-D gliders.


The brakes are soft to medium more like the Aspen 3 feeling .I would loved to have them more direct and precise.


In turbulent conditions, and different thermal cores, it is difficult to place the glider precisely with the soft brakes. It felt like flying the PEAK 25 (loaded)but with a shorter brake travel and faster response from the glider in settling inside the thermal.
To turn efficiently the glider must settle inside the thermals before I could turn it .
In strong "well built" thermals ,it is a pleasure to turn and climb. You feel having a knife and cutting your way .

Stepping on the bar is very easy with the most soft accelerator I have tried .Even mellower than the Aspen 3. The efficiency on bar is the strongest point of the Usp.
It is the most performing racer machine I have test (till 01-2010), especially in head wind glides and when using the bar!!!


In our earlier tests, I found when flying the VENUS 2 RX beside the USPORT, that the more we have head wind + strong cores and strong conditions; the USPORT was moving forward better and climbing like a loaded spring.


I felt that flying the USPORT at 98 was very efficient in the weak.
If loaded at +103, the glider will loose that efficiency especially when the conditions are tricky and very small.

However I think that in the strong conditions I would much more be efficient in gliding into wind and racing at +103 all up.



Activating the trimmers negatively reduces the glider speed and is good when you are loaded at 103+. Flying at 98 I did not feel the need to use them in negative position because the glider was climbing easily the weakest thermals .


Big ears are instable, but reopen fast .The tension on the ears lines is like a well tensioned string .You can play a song…Pommmm…pommmm… ;-)
The whole span looks well tensioned ,very stiff and like concrete.



Conclusion: High performances are on the menu . I wished the handling would be more linear and precise. I felt this glider is not intended for flying in a small restricted spot .It needs open spaces and long glides . This is for sure an XC machine with top end performances for the experienced regularly flying pilot.

ADVANCE BI-BETA 4 38

I could be one of many who likes quality and superb details in a glider, and always when I unfold an ADVANCE glider ,my eyes are wide open for the excellent finish and details .




Of course they will all fly, but it is nice and funny "sometimes" to feel that you are flying in style :-) .
Even the attachment points are fitted correctly and properly, (see pic)




The launching of the BiBeta is really easy in weak or even in strong wind. The take off also at 175 all up was quick with a weak head wind of 5 km/h .

The first thermal ,and I looked up to see really if I was flying the BiBeta 4 and not my solo glider ;-) !! The brakes were very moderate for a tandem and the agility surprised me. The aluminum bars on the handles allow a good pressure point for easy and nice thermal precision.




The BiBeta 4 38 loaded at 175 climbs moderately in weak thermals. The size 42 should be much better in climb. In the strong stuff the 38 moves with roll movement (Not dampened).It has lots of energy and you feel like you have a toy glider (for a tandem) .

Opening the trim is a pure joy. The BiBeta accelerates really well and you feel that acceleration. May be going up to 47 km/h or more…(not sure)

Always respecting my passenger for a calm and nice tandem flight to enable him to feel the magic…But The passenger that day was looking annoyed and asked me if I could make the ride for him more interesting…That's all what I wanted to hear ;-)
Wing over's were high and very energetic, and the 360's were really nice and centrifugal, with a loud and long voice in my ears!! Mammaaaaaaa !!

It was my passenger who really was having "now" a cheerful ride.
Big ears on this tandem are easy to induce and the recovery is fast.
The BiBeta 4 38 lands nicely with a good energy and long brake travel.

Conclusion: I really liked the 38 for the overall feeling in the air .Easy and great handling.

ADVANCE SIGMA 7 26 (70-95)

I was testing the SIGMA 7 26 loaded at 95 kg all up the last summer. Here is what I found.

One cannot deny the excellent finish and details.
When you open the glider bag you find yourself looking at an ASTON MARTIN car.
Very neat and classy details.

The risers are thin and look like a piece of art. RATE 9.8/10

























Launching is a child job and getting airborne is easy and quick. RATE 9.8/10



















In the thermals the SIGMA 7 is a pleasure to fly .Very crisp and moderate pressure, with outstanding precision puts the glider in a mosquito path !
RATE 9.5/10

Flying the SIGMA 7 26 at 95 kg loaded at top , in moderate to weak thermals, was
pure joy and happiness with comfort. RATE 9.5/10

When landing, the glider forward speed could be reduced to none, even heavily loaded, and enabled me to land in narrow places without any funny behavior. RATE 9.8/10 !

In transitions the SIGMA 7 could match any EN-C glider without any trouble. The glide is close to 9.3

the trim speed is around 39km/h much like the ARTIC 2 or exactly! and the glide also is same.

But what i really like about the SIGMA 7 is the accelerator!!The bar is really light, but when you activate it, you find yourself sitting in the TGV.

Very fast and on "RAILS" Wahooooo!!with the impressive feeling of total security and superb "efficient" glide at first bar !RATE for bar efficiency 9.7/10

Pressing the bar is like you have in the kitchen a delicious piece of chocolate cake, whenever you enter you should taste it ;-)

Having said that, it also differs from other newly gliders is that when pressing the bar ,the roll feeling stops.

Now for the very strong summer thermals in our 3000m spot. Well the glider behaved very well in the strong stuff (+9 m/s) ,but it does really need quick and precise imput to stop the surges as the glider needs very active flying in the "houla houla" stuff !! You surely cannot sleep below any glider but this one needs attention!.

Conclusion: The SIGMA 7 is a superb EN-C glider with great "usable" performance. It needs an educated active pilot to fly safely far away.

SOL TORCK (80-98) KG

SOL TORCK
After flying the TORCK for a while at 96 all up , here what I found.

The SOL TORCK is made from Gelvenor, which make the glider as little heavy. The front part of the wing is made from light gelvenor, so you can feel quickly the difference in weight between the front and the heavy back of the glider.

The lines are made of Kevlar lines unsheathed on the top, and main treated vectran lines.

Launching the glider in nil wind would need much energy, to get the glider overhead. In moderate wind it is a pleasure to launch, and in strong wind it is an advantage to have that characteristic.

Once in the air the glider inspire confidence .Comfortable ride is on the menu, only if you have your total weight near upper limit. Then you will enjoy a very smooth and really cool ride .The glider has the tendency to eliminate parasite movement of the air without being too dampened.

First thermal and brake applied opened my eyes to a new dimension of turning behavior! The glider is exquisite! It cores the thermals with such easiness and coring power like no other. This glider is built to thermal. Very easy to stay in the core and what a pleasure….!

At trim speed the TORCK is not that fast, less than the VENUS 2 by 1.5~2 km/h .It could reach 38.5 km/h. The glide at that angle is really good (In calm air) .When using first bar, I could nearly match the glide of the VENUS 2.It is really close.
In head wind glides and turbulent condition, the VENUS 2 is unreachable and it cuts better and goes much further.

I felt when hitting a thermal that the glider would stop or even get behind a little bit than move forward. That fraction of sec is the one that let the TORCK little behind. But this is something a pilot can adjust by pulling the accelerator all the time. And pushing the accelerator is fun. The glider keeps on rail and very controllable in this situation.

In the weak stuff without any turbulence or headwind, the TORCK is a thermal beast. You cannot miss any thermal. It is very efficient and climb really well.
Spirals and wingovers and fun and easy to make.

The glider can be slowed down to an accurate landing.

Conclusion: The TORCK dhv 2-3 gets a very clean dhv, as you would thought it is near a dhv 2 glider .The induce asymmetric collapses and frontals are benign and very easy to handle.

Excellent job on performance and great "teddy bear" glider if you are on the upper limit.