SKY Atis 4

Sky Atis 4

Two months ago, i received seven B gliders to test fly, among those was the Atis 4.Unpacking the glider i was surprised to see four normal risers and sheathed lines from top to bottom.No plastic rods whatsoever…It was a really classic design..So i left  the Atis 4 until i finished all of those complicated high tech B design thinking that a simple design like the Atis 4 couldn’t really keep up to those new breeds….I was totally wrong !

The story :

Jumping from B wing to B wing, with some having very few lines and only seven per side was my main preoccupation those last months. Then came the day where i took the Atis 4 for a test flight.

Unfolding the glider on the take off, my eyebrows were lifted and i was confused by SKY decision to make a high end B glider with four risers and sheathed lines everywhere.

There were no plastic rods either on the glider.Pure simple, old fashion look….I told my friend (Blacklight M rider) on the take off, that he must stay near me all the time to assess the performance of this machine, as i was curious and puzzled.

After some adjustment on the brake lengths as they were a bit long to my taste, i took off in a breeze.The Atis 4 is relatively a light glider and this is shown positively on its light take off.

In the air :

Today we flew in our Cedars spot, west take off the at 2400 m .

It was quite solid thermal conditions, a bit turbulent as the east wind was coming from the top at 2600 m making it uncomfortable sometimes.

The Atis 4 is not a dampened glider in the B category. It is a bit alive in the air.Nothing much for the high end B pilot. A new comer for the high-end B category will need some time to adapt.

Handling and maneuverability :

Thermalling the Atis 4 took me back in time, where some artist designers used to let us believe that they could integrate their souls in a glider .

The Atis 4 turns could be described as ,precise,linear ,middle soft pressure,and on its tip…

Flying the Atis 4 26 at 94.5, just on top, next to a Blacklight M loaded also at top, for two hours, i can confirm that the trim speed for both gliders are the same.

Doing some 5 km glides wing tip to wing tip, showed the same glide at trim and same glide at full bar !…

Knowing that the Blacklight has one of the best climb rate, i could see that the climb rate of both gliders was nothing but brilliant !We could never be apart inside any thermal for the whole time of testing.May be the BL has the edge only in very weak thermals.

Conclusion :

The Atis 4 did really surprised me for the performances it delivers. The SKY designer did an excellent work creating a superb B glider with nothing but simple and elegant design, proving that with normal risers and line configuration excellence can be reached.Hats off !!

  

New website

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....

OZONE LM 5 SM

Ozone Light Mantra 5 SM.

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… ;-)

ADVANCE Epsilon 7

Advance Epsilon 7 26

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 23

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.

SWING Mistral 7 S (75-95)

SWING Mistral 7 S (75-95)

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.

https://plus.google.com/photos/110040226962521480605/albums/5876782218793065393?partnerid=gplp0

 

UP Kantega XC 2 S 70-90

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UP Kantega XC2 S (70-90)

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.

https://plus.google.com/u/0/photos/110040226962521480605/albums/5872966667003282641




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GIN Atlas S

GIN Atlas S

On the 23^rd 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!

https://plus.google.com/photos/110040226962521480605/albums/5871179181475711457?banner=pwa

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SKYWALK Chili 3 S

SKYWALK Chili 3 S

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 ;-)