Little cloud PUFFIN 16

This is my first Little cloud glider. I flew one time an MK2 from a friend, and I appreciated the handling and the swift response.  

Now for soaring and playing on our beach cliffs, I had an Axesse Zunzun, 21  which I had a really nice quality time on that glider when the wind was 35 km's max!  

As the Puffin came out and lIttle cloud specifically made it for high wind soaring and playing on the dunes, I was excited to get one. 

And there it is. With a very light harness and my all-up weight of 80, I purchased the Puffin 16. 

The Puffin has a shark-nosed three risers with trims. My first encounter with the Puffin 16 happened on a day with a wind over 40 km/h. 

I was a bit very focused on what to expect, and wanted to try it with a little less wind…but the glider was here, and the wind was strong. 

Over the years, it happens that when exchanging wings so quickly for testing, I developed an ability to quickly assimilate the newcomer. But the Puffin 16 was a small glider and I thought I must kite it a bit to feel it.

Before taking off, I spent two hours playing with it on the ground and trying to cope with the feel under it. 

Pulling on the A’s in that wind showed me that the little one is dynamic but … very well balanced! Very fast to take off, but very balanced to keep it overhead. At first, kiting the Puffin 16 showed me that I need to switch on, my other sleeping senses!   Which were greats as I really needed that extra awakening!  

Kiting and flying the Puffin 16 re-charged my old batteries! 

Playing around seems endless… an immense pleasure to kite that diamond!  For me, It was like riding a professional go Kart! Love it !!!

Then I flew on a ridge is very gusty wind. It is a bit different from flying on rounded dunes. The ridge's hard edges and wind makes it a bit more turbulent. Taking off in a 40-45  Km/h wind wasn’t that frequent….and I never thought I could fly forward…But my brain was convinced, and I took off.

The Puffin moves quickly and needs of course more active pilot control than a normal paraglider, but …it really moves forward as if there’s no wind! The sea was howling…and there were white caps everywhere, and I should get my windsurfing equipment right now!  But I was flying the Puffin 16!  

Now I can do both on a windy day :-)  

The authority on the brakes is quick, direct, and sharp. Simply, delightful as I could steer it immediately where I wanted. Of course, if a dynamic brake is induced, the Puffin will dive quickly.  The brakes are firm but not hard. I flew that glider with trims closed and I also tried to fly at half trim, when it was very windy, and I must say it erases the wind!  

Conclusion:  The Puffin 16 is a playful glider for soaring in high wind. Our very small soaring site is only 20-30 meters high, so it needs lots of wind for a small glider.  It is certain that flying the Puffin with an open mind and clear conscience, will increase and enhance your reflexes. I spent happy hours the next day kiting it,  flying, and playing around in a 30 km/h wind. 

You never get tired of it. 

For my experience in flying mostly conventional gliders, the Puffin 16 looks like the fast Brazilian free-tailed bat!  :-) 

Triple seven R-Light Size S

Ok…Let’s begin with:   I’m very happy and content to have flown that glider. Bye 

For the readers who want a swift and direct-to-point conclusion!  😆

Details:

The R-Light S is the light version of the Rook 3. The same everything besides the light fabric used. Now it can be folded smaller and for sure, lighter to carry. 

Launching: 

The small openings on the leading edge require a slight wind to fill the R-Light properly. With the light fabric, it feels lighter when pulling the A’s but still needs a steady and patient pull to fill it. It is slightly better to fill than the Rook 3, but little patience is needed in nil wind.  In 10 km/h wind, it is easier to fill it. Some B’s like the Base 2 for example fill faster, but this is definitely not an issue for any high B pilot. Just to be precise about it. In nil wind, I was able to launch in a 10-meter take-off, before the cliff. Others B’s in 5-7 m. 

I flew the R-Light S at 84, 85 all up, and that was just the optimum weight in all conditions in order to feel it and to dig through any conditions from super weak to strong air.  At my side of testing was a Base 2 M at 93 and a Swift 5 S at 84 also.  I tried the R-Light 3 S with two harnesses ( Delight 3 M and Genie light 3 M ( which both are different).

When flying next to the Swift 5 S I used my Delight 3 harness as the Swift pilot did also. When flying next to the Base 2 M I used the Genie light 3.

Now I can write about both harnesses and the difference under the R-Light S at 84 all up.

Let's talk about the Genie light 3 / R-Light S.  The Genie light 3 harness gives a nice weight shift authority with any used glider. With the R-Light S, it was indeed a pleasure to fly! In strong air, the R-Light S with both harnesses showed me a relatively comfortable ride for a High B. Some will prefer more dampening like the Swift 5 or the Base 2, but for me the R-Light S was perfect. Not too boring nor alive. Perfect feedback for a keen pilot. If you used to fly a low aspect ratio very comfortable C, you will be comfy on the R-Light S with the added large passive safety. The feedback on both harnesses is what a keen pilot would require from a high B without erasing the pleasure of feeling the airmass and getting the bits and pieces from it!

The difference between the Delight 3 and the Genie Light 3 under the R-Light S is that only in very strong conditions, the roll movements are more dampened under the Delight3, but the important thing to know is that under both harnesses, the R-light S had a swift and direct authority on the brakes that enabled it to put it exactly where you want inside the turbulent air mass. So no need for a specific harness to be very precise of turns. 

I have to add that the R-Light S has a short, precise, linear feel (each cm pulled react the glider), medium pressure( Harder than the Swift 5, less than the Artik 6, or the same as the Rush 5, to give you an example…and crispy feel (The little more centimeters you pull, the more you feel the brakes in your hand)  To finish my description, I have to say that the movements coming for the glider are felt 70% from the risers and probably 30% from the brakes. Just because it happened that when entering a core the R-Light S leading edge pulls slightly forward, and surprisingly one hand is being slightly pulled where the most powerful lift is!  (left or right)  But a very gentle pull, that you need to listen to it informing where the core is. I really liked that!. That feel was present in a much more pronounced way on the UP Trango Race! which had an amazing brake feel! 

Climb rate:

Flying the R-Light S at 84, 85 all up was the best to surf through the airmass. Flying at that load never altered my efficiency to climb in weak air. Some pilots feel that flying at mid-weight will give them a better lift. Of course, but they will miss every steady core of the thermal, just because you need to enter the air mass and find the best and stronger lift in every thermal, and for that, you need to be in the best part of the total weight in your aircraft. 

For me, I was very efficient at that loading feeling the light lift, and moving forward to get the better and stronger lift. Next to one of the best B’s in terms of climb rate which is the (Swift 5) I found out that the R-Light S at that load is inseparable in climb! So with my reference, the Swift 5, I felt that the R-Light S is matching it in weak, strong, and all conditions. The difference between the two is that the Swift 5 has a longer brake travel and slightly less responsive in turns than the R-Light S if both flown at 85. The Swift 5 S needs to be flown at 87 to be equally efficient in surfing the airmass, while the R-Light S was cool at 84 all up.  

Flying next to the Base 2 M at 93, I didn’t feel also any advantage for any glider. The Base 2 had a little better trim speed, but we were inseparable in the climb.  The Base 2 M was a bit more comfortable to fly. I think I will get a Base 2 S size to see the difference in comfort also. (Later) 

Gliding:

Again gliding many times, next to the Base 2 M and the Swift 5 S, there was not really a noticeable difference in glide. I can strongly confirm the R-Light S glides really well and doesn’t lose its gliding efficiency in diving when encountering moving and sinking air. The glide at half-bar is very usable and offers also the best glide in the B category.  The top speed is around 15 km/h over trim. The difference of the glide at top speed with a Delta 4 MS is very very little!   The difference that can be seen in moving air is that the Rook 3 and the R-Light 3 are slightly slower to enter the airmass than a C glider. That’s it. So there will be always a little advantage for the C’s.

I felt that going on the half bar in all the crossings will reduce slightly that effect if the c’s are not pushing on the bar often. 

Pleasure:

I added that just because it is so important.  Who does benefit the most from flying the R-Light S?  Pilots are very different in character. With the same B performance, some would like a free of movement and very dampened glider. They couldn’t care less about brake fans and would prefer pure performance over anything else, which I do respect and understand. 

The R-Light 3 S, moves less in turbulent air than the PHI Maestro 21 for example but needs a good B pilot that favors the exact spices of feedback it delivers, a sensible pilot for the responsive brake fan, who appreciates the authority given to him by the glider to place it accurately in the airmass, and finally, the pilot who needs that cocktail of a ‘light’, agile, high-performance B glider. If you are that pilot, then definitely there will be a guaranteed smile on your face.  

Conclusion:  

Like the normal version, the R-Light S packs small and offers the best performance in climb and glide for the B category. The top speed is very good for the category. Ears are stable on this light S size and reopen smoothly without pilot control.  It needs a sensible pilot to appreciate its thermal behavior.  I found that flying it at max load is the optimum load to get it efficiently into the airmass. My test describes accurately only the ’S’ size flown at 85 all up. I really had a very nice time test flying it!  Try it if you can, or other sizes, at max load, and your comments will be highly appreciated!  Happy flights :-) 

NEARBIRDS VIBE - M

NEARBIRDS  VIBE - M 

Finally my first Nearbirds harness! 

The Vibe is Nearbirds relatively moderate light harness     https://harnesses-nearbirds.com/paragliding-harnesses/xc/vibe/

I flew the L size, with an M pod. My height is 1.81cm and 73 kg. It fits perfectly.  

At first look, the materials used are tough and look like a high-end product! The construction is very neat! I was surprised by the very well-constructed harness!  

Lots of adjustments on the Vibe! Immense adjustments I would say! 5 straps from each side to ensure that your body fits perfectly. Everything was thought of on this harness. It feels like the designer is really out of this world or should I say into the harness world!  This harness looks and feels like no other harness. The design and love of perfection were deeply incarnated into that harness. From the easy reach, side zipper for water release, water ballast, anti-G, perfected adjustment little detail…etc…  It strongly feels to me, that this harness was built after a long talk with top pilots…

 The legs are naturally supported. The sitting position is comfortable for the back. Not as comfortable as the Impress 4. Close enough, but different. The feel is slightly harder and more precise than the Impress 4 on the body. I personally prefer that kind of feel, rather than a super smooth floppy feel. It is a matter of taste. It resembles the Genie light3, X-rated 6, body feel, but the roll movements are less pronounced on the Vibe. The ABS red ball adjustments could make it more stable and limit the bodyweight shift. In the release position, it carves smoothly the thermal cores and enables the body to shift better.  So adjust to your liking!  In the closed position, it resembles the Delight 3 harness roll comfort. So pretty comfortable. 

The Vibe weight shift authority when ABS is released is efficient like the Genie Race 4 for example.  

It comes with a 3 step speed system. 

Conclusion: The Vibe is a very interesting, comfortable to fly, and well-built harness. As we all have different body shapes, like longer or shorter legs, etc…the Vibe adjustments widen the gap to fit any pilot body configuration and find the right amount of comfort. A must test fly! 

SKYMAN CrossAlps 2 - 24

 

Skyman Cross 2 Alps 24 

Skyman released their 2021 light EN-C. The CrossAlps 2.  I have here the site 24 and I flew it at 93 all up.

The workmanship on that glider looks very neat.  The light cloth seems the same used on the first version. There are some stainless steel small anchors in the leading edge to prevent the glider is sliding on snowy take-offs. 

The construction looks perfect. The risers are minimalistic, colorful, and properly sewed. (see pic) 

There are 2 A’s, 2 B’s, and 2 C’s! 

Launching the CrossAlps is super easy, even in nil wind. It comes up smoothly and evenly. 

Flying the size 24 at 93 felt very good in overall conditions.  The Cross Alps despite its aspect ratio has a nice authority on the brakes! In this test, I will compare it with the Alpina 4 and mainly the Savage because of the same aspect ratio of 6.5. And will talk also about the difference between the first version and the new one. 

I found out that the CrossAlps can be steered narrower in thermals with a higher authority on the brakes than the Savage.  The A4 felt slightly more maneuverable than the CrossAlps, but it has an aspect ratio of 6.0.

The brakes travel felt shorter than the Savage similarly loaded, and similar to the Delta 4 MS in travel lengths. 

The CrossAlps is a maneuverable glider. My C comparison is updated for the little details if needed. 

In turbulence, the CrossAlps seems also more comfortable to fly than the Savage, and very close to the very comfortable A4 MS. Overall the CrossAlps seems very forgiving and quite manageable for its aspect ratio. The pitch movements are nearly absent, and the roll is very manageable and I could say quite tame for the C category. 

Climb rate> Flying the CrossAlps next to The Artik 6 which has an excellent climb rate, showed me that the CrossAlps is matching the best C’s, even in very weak thermals. I was impressed by the good efficiency of thermals. Probably even slightly better than the first version which had a very nice climb rate.  

Loading it at 95 would enhance the authority in turbulent air and with a neutral pitch, the CrossAlps will climb very well.

Gliding power> I made a few runs next to my reference Cs. The new CrossAlps 2 has I think a complete whole point or more over the 1st version at trim speed.  And close to the good ones in the C category.

 Pushing the speed bar at max, on the CrossAlps gave me around 11 km/h over trim, and could match the Savage top speed.  The pressure is moderate. The glide at trim and at top speed is also mentioned in my C comparison if pilots do want to look for smaller details. 

Big ears with the outer A’s are big, just because there’s only 2 A ’S. They are unstable and a bit difficult to maintain. 

Landing is easy and eventful with a nice flair to land it in tight places. 

Conclusion:  I think Skyman has made a much calmer CrossAlps than the first version. The authority on the brakes is also smoother, less sharp, more forgiving. The ears were better on the first version. The climb rate matches the first version, but the glide is very much improved at trim.  Overall the CrossAlps 2 is a more friendly user glider than the first version. Longer flights with probably 60% less workload than the 1st one! 

ADVANCE Sigma 11 - 22 & 24

ADVANCE Sigma 11 24

I received two Sigma 11 in sizes 22 and 24. 

Launching behavior on the S11 22 at 85 all up, and on the S11 24  at 94 all up is about the same. The glider rises effortlessly in light wind and when the glider passes 80 % it accelerates a bit. A touch on the brakes to keep it overhead is needed and the take-off on both sizes is quick.

At first, let's talk about the size 24.

The S11 size 24 (85-100) flown at 93 all up, flies well at that weight in all conditions, and later I found out that at 97 would be great in strong air. The overall movements of the S11 seem more dampened than the S10, especially the pitch behavior. The S11 pitch seems very calm and neutral in 80 % of the conditions.  The roll movement is also quite more dampened than the S10. Overall its seems to give very little in pilot demand for the C category. I think after test flying the Alpina 4 MS, the S11 24 overall movements are even calmer in the moderate conditions I flew in.  

While the S10 had a little spice, the S11, 24 is calmer in moderate conditions. 

The brake pressure is on the moderate side, slightly less pressure than the Delta 4 and much less than the Artik 6. To describe the linear feel and brake travel to the other C’s, I could say, that the Alpina 4 and the S10 had slightly longer brake travel, the Artik 6, 23 has shorter brake travel, than the S11, 24.  

The brake authority is high on the S11, 24 as the pilot can swiftly carve the glider in the air, and it is difficult to miss a thermal core. 

In biting through the air the leading edge seems to slow just a little before entering at 93 all up, but it enters with high efficiency. At 97 I found that the S11 24 has even a better efficiency into the wind.

Gliding next to a Delta 4 MS at 93 all up, I could confirm that the S11 24 at 93 has the around 95 % the same gliding power at trim and even at the S11, 24 top speed with overlapping pulleys.  The Delta 4 MS had still one centimeter to push. Like the S11,24 goes to 100, and 7 kilos were missing!  then the top speed will increase if loaded at the top. 

Again and again, gliding with very good C’s confirmed my findings that the S11, size 24 shares equally the best gliding of the C category. 

The climb rate of the S 11 size 24 flown at 93, in weak air seems also very good, as I was also next to my friends on their C gliders trying to see if there are any differences. Under the S11 the movements in very weak air ( +0.2 m/s) are very little in roll and pitch, and concentration is needed to feel the rising air.

 In stronger cores, it seems that the S11, 24 climbs also really well, among the best C’s in that matter.   

S11 size 22, 75/87 flown at 85 all up with a Genie light 3 M.The take-off is very easy as the glider inflates really well even in nil wind. In stronger wind, it goes up fast and a dab on the brake is needed to keep it overhead. The turning behavior with the Genie 3 is excellent. An excellent turning ability I can say! I could turn very tight with high precision. The smaller size of course is more dynamic in turns. One day the conditions were really tough at higher altitudes, and in turbulent strong cores, I felt that the S11 size 22 has a slight front pitch and the controls on the brakes lighten a bit even when pulling them at waist height sometimes.  A good high B pilot reported that day when flying next to me that the conditions were quite demanding and weird. The S11 kept a solid structure in those bad conditions without even a single collapse. But it kept me busy in the air, and I could have preferred a higher authority and linear “harder feel” on the brakes rather than a light feel, to control it in those specific and strong conditions.  I thought that I must top land and take another C to compare, but I was high and far to get back. 

The C steering system is very easy to use and very efficient to hold the glider movements in a moderate active air while on the bar! The leading edge seems more resistant to collapse than the S10 and it felt so smooth. I let the glider fly in front of me many times, without any issues. The induced frontals and asymmetries on the size 24 are easy to recover. Big ears are stable and reopen alone on both sizes.  The top speed with overlapping pulleys is around 14 km/h over trim.  For more information, I did update my C comparison for both sizes. 

Conclusion:  The Sigma 11 doesn’t have long rods, yet it is compact enough especially the size 24 in moderate to strong air. The overall solidity is more present on the new version. The handling and overall feel seem tamer in moderate air. The size 22 needs a bit more pilot control in heavy weather.  The turning abilities are superb, and the pleasure feel is high. The difference in brake authority between the S 10 and S 11 is that the S11 turns quicker with the less applied amount of brakes. The overall feedback is slightly less on the S11. Overall, it is a smoother glider to fly. I need to fly the size 24 more on strong summer days in order to be more precise, but the snow is still covering our high mountain range.  A light, compact to pack, high-performance C glider is awaiting you to test fly it :-) 

BGD Base 2

BGD Base 2 M

After the Cure 2 EN-C here is the new Base 2 from BGD. The new generation BGD gliders seems to be developed with very good software, a new designer ‘Tom Lolies’ and it seems that they are quite different from the past creations.

My friend lends me his new glider, and I flew it from 92 to 96 all up.  Launching the Base 2 in nil wind requires a steady pull. It slows a bit at 45 degrees, and a little more pull to get overhead. The inflation in more than 5 km/h is easy and the take-off is immediate. 

I flew the Base 2 on several occasions, and once with the company of two Rook 3 MS at the same load for all 3 gliders! 94,95 all up. 

The brake pressure is on the moderate side. A bit longer than the Rook 3 or the Rush 5  but reactive and linear.  The turning behavior is quite good, with good agility for a high B while having a very calm character.  I could turn the Base 2 inside any thermal while lowering slightly further the brakes in order to get a tight radius. Overall, I can say it has a very balanced turning ability, with no diving in turns and relatively a flat turn.  At 95 all up, I could apply only 15 cm of the brake, and guide the Base 2 in an efficient flat turn, in weak conditions. 

In weak thermals, it seems that the Base 2 has a very good float ability, that enables it to climb really well in the weak stuff even loaded at max weight!   Facing a mellow valley breeze the pitch movements are absent and the Base 2 rises effortlessly and moves forward in the airmass. In stronger conditions, the Base 2 pitch back a little but still climbs very well when I flew it at 92 all up.  That’s is why I felt that the Base2 needs to be loaded at the top all the time for good efficiency in the air, and while loading it, it still delivers one of the best climb rates in the high B category.  The glider feels big, and very calm, even near the top and that’s why loading it at max felt much better.  

Talking a bit about the pleasure in flight, I can say that the Base 2 handling and brake authority allows a newcomer to the high B category to understand and cope better under that machine while having fun. As for expert pilots who desire a direct feel and more dynamics on a high B, they will still feel the reactive brakes but probably will miss a shorter and sharper feel. But I think 90 % of high B pilots would be very happy with the handling and turning behavior. 

The Base 2 comfort in roll and pitch is very high! I sensed that I’m flying a low B glider in that matter. The Base 2 despite the 5.7 AR, absorbs very well the turbulence and the overall movements in active air are present, informative, very dampened, and very calm. The Base 2 delivers a smooth ride all along in XC condition.  The Rook 3 has more pronounced feedback in overall conditions.  It resembles the Rush 5 in calm behavior. 

The trim speed with the same loading as the two Rook 3 beside me is slightly higher on the Base2. The gliding in moving air done more than 4 times and 5 km glide while the Rooks pushed slightly on the bar to match my trim speed, showed me exactly the same glide as my reference in the high B category. The full-speed glide of the Base 2 which seems to have a shorter distance between pulleys, has the same top speed as the Rooks. The glide at full speed showed me also very close gliding results after 5 km the rooks arrived 5m higher…So practically the same and insignificant. 

While at bar, it seems that the C steering is quite smooth, efficient, and easy to use, and I was able to control the glider quite well with total tranquility in most conditions. 

Big ears are easy to hold, stable, efficient, with around -3m/s with bar. The releasing of the ears will enable the Base 2 to reopen by itself in a gradual and smooth way. 

Conclusion: With the new Base 2, the BGD team has succeeded to raise the level of their products as they did on the Cure 2. BGD managed to produce a very comfortable high B, with good handling and top-end overall performance in both climb and glide. I believe that those new high B’s can get their owners to new dimensions and long XC flights while being easy and relaxing to fly. That combination of performance and accessibility is the strong point of the Base 2, and I think it will be quite interesting and rewarding for pilots to test fly it.  But please remember to load it at the top or even at 96 to feel the efficiency in overall conditions. 

BGD Base S at 85 all up

A few words flying the Base 2 S at 85 all up with the new Genie light 3. 

My friend just got him, but as he was busy today, I had the privilege to test fly it! :-) 

The Base S rises easily without any hardpoint. Take-off is immediate. 

I flew in some difficult stable conditions below the inversion, and then I got some two good thermals that pierced the inversion. I will mainly comment on the handling of the S size. The brake travel is moderate, not too short nor too long. A bit longer than the 777 R-Light S. A Bit less than the Swift 5 S, and more firm. 

The pressure on the brakes is firm and not moderately light like the Swift, but very linear and precise. The Base 2 S is more dynamic to fly than the M size which is logical. That little more dynamic feel is what I really wanted from the Base 2 M!  Incredibly perfect feedback and agility! The feedback comes from the risers, not the brakes, in a polite way that enables the high B pilot to follow the movements. 

Getting the super narrow thermals was super-pleasurable, as I could place the Base S exactly where I wanted. The pitch movement of the leading edge is super neutral, with the feeling that the Base 2 S is going through that airmass quite efficiently!  I like that trim speed, quite fast for a high B! The accurate feedback and the glider response in the airmass feel like a higher-rated glider!   In all those tricky, and turbulent conditions I never had any tip collapse. I think flying the Base 2 M or S at max load is the way to go. I didn’t feel any problem in weak thermals, and I felt that I’m gliding quite efficiently at that load. 

Ozone Alpina 4 S and MS

 I already test flew the Alpina 4 in ML size, a bit further down in the posts. 

Here are the S and MS sizes.

I flew both sizes, the S at 85 and the MS at 93 all up. The difference between the A4 and the Delta 4 MS for example is a better launching behavior, mainly due to the lighter materials. The A4 rises better than the Delta 4. The maneuverability and agility are the same, but probably the Alpina 4 has a slightly smoother feel, and the brake's authority seems lighter and felt a bit more linear. 

The overall performance is the same as the Delta 4 in the same size, and also the speed. The S size feels naturally more dynamic, and quite agile.  In turbulent air, the A4 seems to inform the pilot smoothly and accurately better the airmass than the Delta 4. Perhaps it is the light materials, but for me, I was really satisfied by the steering ability and feel of the A4. The differences are really small but noticeable...

Triple Seven King 2 MS (80-97)

Triple Seven King 2  MS (80-97)

The King 2 is Triple Seven 2021 EN-D glider with an aspect ratio of 7.0 

Rods are everywhere from the leading edge to the trailing edge, even on the tips! A selection of thin unsheathed lines all across the gallery. 

Very little openings on the shark nose leading edge all across the span.

The A risers on that King 2 are shorter than the B and C ones. 

Inflation in nil wind is a challenge! So difficult to get it overhead. I tried to move my hands 20 cm higher, holding the lines. When doing so, pulling upward toward the sky as if you are helping the leading edge to rise is the best option to do. Now it is a little bit better. You need a long take off if there’s no wind! 

Inflating the glider at more than 15km/h and holding the lines higher is good. A slow rise that fills the cells and Hop you go.

Flying the King 2 MS at different loads showed me afterward that 97-98 is the optimum weight to fly it.  So i flew the King 2 MS at 97-98 in different conditions with my X rated 6 harness.

In the air the King 2 brake authority depends on the roughness of the air, when it is moderate, the King 2 can be steered perfectly into the core. The King 2 has a relatively short brake travel to steer it in the air. It is not very linear, but agile. I mean it turns quite fast if you apply the brakes, with a short no very linear feel through them. The pressure on the brakes is moderate and harden a bit after 20 cm, but I didn’t use it on all my flights. 

When it is strong disorganized and turbulent, the energy inside the glider will prevent a coordinated and swift authority on the brakes. It needs more time and application to replace it into the core. But overall it is ok. I can confirm that in most moderate air, the King 2 is an agile glider for its 7 aspect ratio.

The trim speed is very fast! In fact the trim speed at 97 matches the speed of the M7 MS (80-95) at 94 with the pilot pushing almost half the speed bar !!!  It is fast. 

Flying it in very weak thermals next to the M7 was a bit difficult to maintain the same height as it is really fast at trim to catch those very light thermals. Slowing it on the brakes won’t really matter. It is better to let it fly. But overall it stays quite ok in super light conditions waiting for the next well-built thermal to go higher. In stronger thermals, the King 2 climbs really fast. The fast trim speed helps a lot in entering that updraft quickly and move upwards slightly better than the M7. 

Gliding in the very calm air next to a similarly loaded M7 showed a little difference in gliding power for the King 2, knowing that the M7 was accelerating to match the King 2 trim speed. That difference in calm air is very little. At full bar in calm air, the same differences occurred. It is only in moving air and in headwind good XC conditions, that the King 2 showed its potential. 

Moving forward and digging faster the airmass and upward rising through the air is toward the King 2.   

The top speed is around 58 km/h taken at 900 ASL. The pressure of the speed bar is slightly hard on the second bar, but still fair. 

The B/C system can be used with ease while applying the speed bar. Smooth and efficient.

The King 2 can be considered a relatively comfortable EN-D glider. It needs more active pilot control than a Mantra 7 for example, but less than the Peak 5 for sure. And also, probably slightly less than the Zeno. 

The King 2 work in itself in turbulent air. It pitches forward slightly but doesn’t go far ahead. The roll movements are also present but comfortable close enough to a Zeno. 

Ears are doable with the outside A’s and are stable. with good sink rate. The re-inflation needs a pilot application to pump them out. Ears are also doable with the C3, and also efficient, and reopen quickly. The sink rate in both A’s and C’s are around 2.5 m/s with a little bar. 

Wing overs are super high, as it can loop only after the second turn!!! Lots of energy ! 

Conclusion:  The King 2 is made for big air and XC conditions. I don’t think any pilot will fly that glider only in very weak and stable air…It will do fine, but that’s not its strongest point. The King 2 potential is for those big windy days,  high bases, and fast transitions. The 3 line configuration of the King 2 helps a lot in getting that compact feel in strong and rough air which isn’t present yet on 2 liners. 

The overall performance of the 3 liners EN-D King 2 is reducing a little bit more the big gap of performance between the 3 liners and the 2 liners.