Launching the XI is effortless and at 86 all up, the glider stays overhead in a slight breeze. The take off is immediate .
The pressure on the brakes are average to light. With a half wrap on the brakes the XI turns quite fast and it’s quite an agile glider to core very narrow thermals.
The brake feel is linear and fairly precise. To compare this feel to a Mentor 5 XS(70-90), the XI brake pressure has a more ‘pilot connection’ feel and more linear response.
The M5 XS reaction is direct and prompt. On the XI it’s also direct with more feel thought every pulled centimeter.Compared to a Rush 5 S, the brake pressure is slightly less, a little longer brake travel, but a more agile glider for the XI in thermals.
The roll feel is more pronounced on the XI than the M5, with a glider that connect the pilot with informations through the airmass not really as the M5 which moves more as a block.Compared to a Rush 5 S (65-85 ) the XI transmits more what’s the air is doing with a more agile glider in thermals.The B comparison ‘chart’ is updated for small details if needed.
Climb rate seems very nice even in weak stuff, and i was able to stay quite close to a Mentor 5 XS similarly loaded in the same thermals we encountered. I felt that loading the XI would still be efficient and quite rewarding to surf the airmass.The XI seems to cut through the airmass a bit less than the Iota 2, and that’s why i felt that when loaded it up,i got a better forward push.
Going on some glides next to a Mentor 5 XS showed me that the XI are quite similar with a slight edge in surfing the air without loosing much in sinking air, at trim and at half bar for the XI.
Comparing it to a Mentor 5 (light) XS, which is much different than the regular version in the way it bumps more into the airmass.(i don’t know why…) I would possibly lean slightly toward the XI for it’s overall performance and glide through turbulent air if both ‘light’ gliders are similarly loaded.
Pushing the speed bar will give a +12 km/h over trim at 1000 ASL, and the pressure is moderate and very usable.
Ears are stable and reopen quickly without pilot intervention.
Conclusion: For a light high performance B, the XI is a nice companion for travel, hike and fly, and XC.
The overall performance is among the top B’s. Nice handling, pleasure feel in thermals, and a small packing volume.
I received the Bonanza 2 S at noon and called Elie to meet me at the take off with an Alpina 3 SM (75-95)
We flew the gliders at 93.2 all up exactly for both !Elie on the Forza, took some ballast to match my all weight on my X-rated 6.
This test concerns ‘only’ the Bonanza 2 size S with that loading. Other loadings as i will mention later, or other sizes that i didn’t try could have other feedback or feel. Example: ( many pilots reported different behavior and brake feel on a Sigma 10 size 27 than the Sigma 25 i have tested which i consider to have a very good agility when flown at 97 all up)
On take off with a slight 10 km/h breeze, the Bonanza inflates moderately and stabilises gently above my head. Take off was immediate !
First thermal, and first turn showed me a good agility to place the Bonanza 2 exactly between the Artik 5 and the Alpina 3 in terms of agile turning behavior. The brake pressure however are lighter than the Artik 5 and slightly smoother. It’s like having a hydraulic steering wheel in a 4X4 car ! The brakes and feel are exquisite. They are slightly long perhaps, but after the 10 cm from the pulleys the fan reacts. They are trimmed quite precise. I use a half wrap on my brakes so for this style, they are ‘perfect’ !A real pleasure to fly that glider !Every centimeter reacted to my command with a linear nice response. Coring some small thermals will be very swift if the pilot releases completely the other side and pulling the inner brake inside the core, could lead to a cork screw turn !
In turbulent air and choppy thermals, i needed to control the other side, but overall the Bonanza 2 S have a nice agile handling for a 6.4 AR C glider.
I flew also at 96 all up on the S and could confirm that the climb in weak is still very efficient. The leading edge does cope better with a turbulent airmass, cutting through better. The handling at that load also is exquisite ! After so many C’s the handling and the way to steer and control the Bonanza 2 S with it’s aspect ratio of 6.44 could be described as ‘power steering’ at it’s best:-) Very smooth!
Flying the Bonanza 2 S at mid weight could be ok..but in order to feel every bits of air and turn it sharply…then flying it at top weight is ‘best’ !!
The feel of movements under the Bonanza 2 is really similar to the one of the Artik 5 !The structure is even more homogenous in turbulent stuff. It feels more balanced as it works itself quite comfortably in turbulent air. The Bonanza 2 compensate with a high degree of comfort ! In my humble opinion , i think it’s easier to fly than the already easy ‘Artik5 ! when conditions are hazardous and choppy.
In rough thermals, it jumps quite fast toward the core, but still very manageable for a C.
Even though having an aspect ratio of 6.44 that doesn’t really show…It’s like flying a 6 AR C glider !
So comparing a 6.4 AR Cayenne 5 XS(75-95 kg)to a 6.44 AR Bonanza 2 S (75-95 kg ) is unreal…The bonanza 2 has a much higher ratio of comfort in turbulent air, and needs much less pilot capability to keep the glider overhead.It ressembles the Delta 3 MS in those terms with the extra spices for a better feel, an educated pilot would love !
Climbing next to an Alpina 3 MS gave me quite a large idea about the Bonanza2 climbing properties. The Bonanza 2 S climbs as well as the Artik 5 24 at the same load. Flying close to the sea level, the weather sometimes feels heavy with a present sea breeze with sometimes bullet thermals that won’t last for a half turn. In those difficult conditions, i could say that the best load for the Bonanza 2 S is +95 all up, very similar to the Artik 5 size 24 that needs to be flown at 95…96…All that load was needed on the Bonanza 2 and the Artik 5 in order to minimize the pitch back delays when encountering those thermals.When loaded, the feel of less pitch with a lading edge that slices better into the airmass.
Overall i felt that the Bonanza 2 S even loaded at 95 would be quite efficient in weak thermals among the best C’s of the moment.
Gliding for 2 hours, next to an Alpina 3 MS with same load showed me a faster trim speed for the Bonanza 2 S of about +1 km/hkm/h !The glide was very close if the Alpina 3 MS was to accelerate to match the B2 trim speed. At full bar ,the Bonanza 2 have also 2 km/h more speed than the Alpina 3 MS. Overall the Bonanza 2 S have a very nice glide angle among the top C’s.
If you are keen to know the 0.1…0.2 plus or minus LD…you can check my C comparison already updated !
But for any pilot in the ‘C’ Category, the Bonanza 2 will deliver very good gliding properties.
Big ears are stable, quite efficient, usable with bar, and reopen slowly sometimes without pilot assist. Sometimes one ear need a small dab on the brakes. But super efficient and stable.
The pressure on the bar is moderate. It has much less pressure on the second bar than the Artik 5. the overall pressure is slightly more than the one on the Alpina 3, or the Sigma 10 but quite comfortable to use.
The leading edge in a full bar, with pulleys overlapping, still have some centimeters to spare. At that speed pulling the A’s 2 cm doesn’t collapse the wing immediately. There’s some reserve…Pulling some asymmetric collapses are really easy, and holding them is a child’s play. like on a B glider ! counter steering inside the harness is sufficient to keep it horizontal while holding the A riser !
The opening is fast.
Conclusion:
The ‘C’ category holds many gliders, but if you are looking for a complete and balanced one, there are only a few to look at …The Bonanza 2 S is surely one of them !
A homogenous, well balanced, easy to fly, confidence inspiring glider, with smooth, good handling and top overall performance. Any pilot looking for the C category will find a successful overall package to fly XC with enough efficiency and pleasure.
I asked Mr Valery Chapuis of ADVANCE a few questions. He was so kind to reply.
Ziad: Any new releases for 2019 ? Valery: A new EPSILON 9 coming early next year, in 5 sizes, all B certified ; a new X-Alps 3 coming in the middle of the year ; a new ALPHA 7 coming in the end of the year, in 5 sizes, all A certified.
Ziad: What month could we order the Lightness 3 ? Valery: From October, the first deliveries are expected before the end of the year (Rolf will be in our factory soon to check the latest details).
Ziad: Any new D class project? Valery: No new D project, only our research prototypes. But in case we think we have the best wing in this category, we’ll think about a serial model.
Ziad: Why the Lightness 3 is without rear fairing? Valery: Because the weight and volume are priorities with the Lightness 3, even if we can make a light fairing, it will be heavier than without. It will come with the Impress 4.
Ziad: Any Impress 4 with rear fairing soon? Valery: Yes, coming next year, maybe before summer. We are testing a lot now.
Ziad: Are Advance considering a harness with both possibilities of seat and seatless option in one design? Valery: No, it doesn’t make sense, to complicated, and it’s much better without seat-board…! But we understand and agree that some pilots may prefer with a seat-board.
Ziad : Anything you would like to add? Valery: Yes, we thank a lot all the pilots who trust us and made the success of ADVANCE and we tell them Happy Birthday, Happy 30 years…!
Ziad: Thank you very much for your answers ! UPDATE and more comments. About OXA 3 and Impress 4.
We made different prototypes to develop the OXA3 and nothing is definitive. We have 2, 2.5 and 3 liner protos. Aspect ratio around 7. We still have time to test and the final version will be decided next year.
About the Impress 4, it should come with a seat board, the final decision is not made yet, but our protos are with a seat board.
I cannot be more precise now, it’s too early as these products are still under development.
