Is there a quest for the best performing paraglider?

Despite the header being bold enough, the text below will explain what ‘true performance’ is in my own "dustoftheuniverse" philosophy.

First I believe that the word performance is slightly misunderstood. The best performer isn’t the one that will fulfill one paragliding pilot's dreams, whatever they may be, in best climb or on longest XC’s.
As individuals, we have huge differences in glider requirements. Some won’t bear flying a very talkative glider, others would appreciate more the handling and maneuverability…etc...
I have written before that there is no best wing rather then best pilot for a certain wing.

Efficiency:
Is the most important word in our paragliding world.
Efficiency should be split in two parts.
Efficiency of a glider, and efficiency of the pilot.

Let's begin with efficiency of the pilot:
With our different skills, talents and training hours, plus the different conditions we fly in, this quest for pilots efficiency starts with each pilot inner self to train and learn more, depending on his own time for that matter.
To be fully operational and to fly efficiently, each individual pilot must be true to himself in choosing a glider that meets his own skills.
“Being humble toward nature will be handsomely rewarded!”

Today’s manufacturers websites are on a high standard. They give you a full idea and description of each glider they have on offer.
Of course high aspect ratio on gliders has to be carefully understood.
And there are the schools, instructors, which can give you their insights hoping that they don’t get attached to one or two brands…

Efficiency of a glider:
Efficiency is NOT the glider that arrives higher in glides…
It is the one that has a high rate of everything.
The one that allows you to get out of low saves ex: 85 %, that can have a smooth and stable glide angle in turbulent conditions ex: 85 %, the one that can core every bubble with a swift and direct brake travel ex: 85 %.... speed …85 %.... etc.
A complete glider is what we all are longing for.
   
My videos are available for the fun part of your eyes. They only show a small portion of the flying tests. It is impossible to make a 5 to 10 hours YouTube video!
If the differences sometimes are difficult to discern, it doesn’t mean that they do not exist ;-)
  
Gliders are like fine wine. A wine taster could see the difference. But I’m sure that there is finer wine taster out-there appreciating what I have tasted ;-)

I’ll begin with a logical example.
If one manufacturer take his certified B glider, and re-trims it by changing only the line lengths. (Live Ex: Carrera), with a new but identical EN B certification, do you believe that the overall efficiency and accessibility of this glider is the same?
The logical answer is: Of course not, and I fully agree as the Carrera plus has indeed a different flavor.
Then if this ‘same’ glider is now different, don’t you believe that in one single class among manufacturers “some” differences can occur?  

Another visual example is paragliding competition.
After 3-4  PWC’s, one glider is always found consistently among the top 20 knowing that the first 50 pilots or so are the finest in the world…That’s what I call efficiency.

Combining both glider and pilot cocktail for efficient flying will give you the best moments of your life !

For me each flight with different wings has it’s own flavor and it’s absolutely free information for the interested pilots.
I’m not a reseller, nor a salesman, so I have nothing to gain or loose. I do those tests for absolute fun and for the pleasure to change wings and feel that difference in efficiency.

In the end, any glider in the B category of today’s technology could give you more than enough high rate of pleasure and efficiency, and when test flying, the best glider is really the one that makes you smile immediately after landing.
Happy flight, 
Ziad

GIN Carrera plus S

GIN Carrera + (PLUS) S

Last year GIN released the original Carrera with a B certification .
He stated at the time that this glider needs active piloting and is destined to experienced pilots with a background in a performance/intermediate glider.
Unfortunately, lots of pilots were slightly mislead by the B label, and did in fact bought the Carrera .
For me it was an excellent glider that had a superb
climb rate, a respective glide angle and great maneuverability. The original Carrera was competing easily with the C class with top scores.
For sure it was a bit handful for the B class, but not for the pilots who were used to fly moderate aspect ratio C gliders.

In 2015, GIN released another version of his excellent Carrera. The Carrera plus has now lower sheathed lines, and the R&D team claimed to have modified the angle of attack and line lengths to reach more comfort and better overall feel.
Having flown the Original Carrera S ,i have now the Plus version in S size also to see if these modifications are indeed a plus over the original Carrera without the loss of overall performance or are they just simply a marketing tool ? …Let see…

I have flown the Carrera plus S from 90 to 94 .
Pulling the A’s on the Carrera Plus S, showed a slight delay in rising power for the first 70 %, comparing it to the original version. After the 90 % rise, the Carrera plus accelerates to a quick take off. This new characteristic is very good in high winds.The pilot will have the time to catch the glider much sooner.

In the air the brake authority are slightly less than the original version, with a glider that stays more flat in turns. Carving was continuous on the original version, but the Carrera plus will flatten the turn to a more calmer one.

To evaluate the climb rate, i had to fly several times with my trusted friends and in company of reference gliders in that matter.
We confirmed that the climb rate of the Carrera plus is indeed a plus on this new version.
Explanation:
1-Trim speed is slightly reduced by less than 0.5 km/h. A similarly loaded Delta 2 SM has now slightly faster trim speed than the Carrera plus S.
2-The pitch movements on the original Carrera has been changed. The Carrera plus has a slight pitch back in entering cores, and the overall pitch behavior is now more dampened . However the roll is still present as the original version which is excellent.
3-The Carrera plus doesn’t dive in turns allowing a very efficient climb in difficult conditions that could match the best ones in the C category.(We don’t measure climb rate in easy ,constant thermals…No use ! All gliders climb similarly in those conditions)

In turbulent conditions the Carrera plus is indeed more comfortable than the original version as the pitch movements are 50 % more dampened and the glider is now always searching for a leveled flight.
The overall feeling of a more compact and solid tips is felt.

Once inside the core, the pleasure of the turning abilities are present. Of course the extra agility of the Original version has been slightly reduced, but I really enjoyed every thermal as the brakes are still precise and linear and the wing followed my command in a smooth and homogenous turn.

Gliding next to a Delta 2 SM, showed surprisingly a very close and slightly similar glide angle at trim speed, showing that the plus version is still very competitive!
What surprised me more is the glide at bar.
Pushing half bar on the Carrera plus needs a moderate to light pressure and showed the hidden power of this new version. The glide angle at 45km/h is excellent and very competitive to say the least with moderate aspect ratio the C gliders…

Big ears are easy to pull, they open by themselves.

Conclusion:
The Carrera plus still retains its gliding performance. The climb rate in weak and difficult conditions is above any B glider I have tested until now. Low saves are easier to manage.
The main question remains: Is it worth upgrading to the ‘plus’ version?
GIN offered a 35 % more comfortable Carrera plus for a wider range of experienced pilots.
It is still NOT your first average B glider, but for pilots who has enough experience in the category, and wanted a very competitive 6.2 aspect ratio with B certification, or pilots that do not want to sell their original Carreras, and are looking for that extra comfort in general handling, then an upgrade is useful.

Gliders, tests and transparency.

Gliders, tests and transparency.

First of all, I would like to thank all the pilots interested in dustoftheuniverse blog and page.

Paragliding for me it is a ‘pure’ sport. Flying puts us in a place away from dull conversations, work problems, and daily routine life.

Being up there, focusing on the flight, visualizing the scenery, is an experience beyond fine description, where an individual would find him/herself floating in space and totally free.

The purpose of my tests is to be able to change wings, feel the difference, and share it.

To do so, I must purchase the gliders from manufacturers. That’s the best way to be free to make: Test, take the needed time, fly the glider anywhere I want, be free to compare it with any glider and discuss opinions with my friends.

Purchased gliders must be sold after, in order to get new ones.

Our custom status:

When each single glider arrives, the glider is detained by the customs. In the next 4-5 days they inform me and I must drive to the Airport that is 2-hour drive from my house, without mentioning the horrible traffic.

First visit consist to begin the terrible negotiations with the customs, then paperwork and a copy to be sent to the army in order to get a clearance paper.

After 3 days an army officer call to say that he is going to inspect the glider. After 5 days I began to call the army office to see if the clearance has been given. Once it has, I must again drive to the airport to began the clearance process.

I would wait outside the officer office 4-5 hours sometimes to wait for his signature! Got the paper signed and away now to the custom office to begin the release process and paying the customs fees (+Vat).

=  Around +500 including back and forth expenses paid, and 15-18 days delay with (a single) glider released! 

(I’m really grateful that ‘Imad’ a guy that works with me helps me with this issue)

Glider is tested and now I must sell it.

After the test, if a glider shows it’s potential on the videos and meets many pilots’ requirements, then the company, and the dealers and everyone working on this brand would positively benefit from it. I’m glad I contributed to that happiness…and the pilots who bought that glider are even happier!  :-)

As for me, I’m now struggling to sell that single used glider making sure that no dealer around the world is un-happy by his countryman pilot buying mine!

Knowing that he could have made some profits after the test selling to many other pilots…But that won’t sate his greed, sending emails to the main company as if the world had collapsed and the loss is enormous!

I will gladly send him any profit over it if occurred!

Glad that there are few alike, and many are gentlemen and professionals.

I’m not selling a new glider…Just (a single) 5-10 hours used glider. Wake up money worshipers…Think of the positive sides, rather than the negatives ones.  

Some complains that my prices are low.

With all the hard work getting one glider out, going for the tests, editing the videos, writing the tests, answering endless questions and emails, all free information to the pilots around the world, and they are available for any interested manufacturer.

Would it be fair to trade and profit after an honest opinion? 

After covering the above expenses. The prices are low, because they are also free from ridiculous profit!

Triple Seven Rook 2 SM

As seen on my videos, my tests are not only to show, talk, or to praise a glider. They are a ‘different’ way to insert the tested ones in the category they are meant for, and also to explain the differences and expectations in words.


Triple Seven Rook 2 SM

Aggressive back position intakes on the leading edge, Upper line cascades with unsheathed lines ,lower line cascades with thin ,very optimized covered Liros lines. Very sporty looking risers, excellent finish…That’s the Rook 2 in SM size ready for take off !

I flew the Rook 2 SM (80-100) from 94 to 98 all up in different conditions ,from weak to strong and turbulent in the company of other 2015 high-end B reference gliders and that gave me a complete idea about the Rook 2.

Launching this high EN-B overall is nice and even in +25 km/h wind is quite easy for the category .Just a dab on the brakes to keep it overhead, with a swift airborne mode.

I always alternate several new B gliders in the same day with the same conditions and of course switching gliders with my friends in respecting the loads.

Rewinding a bit…Considering that the Iota 26 moves comfortably as a block with a good, and firm authority on the brakes letting it be efficient enough in turning ability. Looking back also at the Mentor 4 S which has a slight dynamic feel over the Iota but also with relatively similar comfort and a swifter brake response over the Iota and a slightly less thermal climb capability in the weak .Both gliders moves as a block, with no parasite movements. (All in S sizes with same loadings)

Fast-forwarding now …The Rook 2 feels slightly more subtle in turbulent conditions with a very slight insignificant yaw movement before initiating a turn, like the one seen on the Queen, but surely with much more comfort . (More comfortable than a Blacklight,or Chili 3 for example to give you an idea ! )

The brakes authority on the Rook 2 SM are more linear than the Iota and the Mentor 4, enabling the pilot under, to feel the air and the movements of the glider placing it exactly where he wants and optimizing the turning radius with a flat turn ( Or a performance oriented turn ) .
The pressure on the brakes are less than the ones on a Mentor 4 S , and slightly close to the Rush 4 , which is moderate .

So the Rook 2 SM doesn’t have the agility and the dynamics in turns of the Mentor 4S.
It is similar to the Iota 26 agility, “but” with a super efficient climb rate in the weak ,putting it as efficient as the Chili 3 !
( The Rook 2 SM is a serious contender in climb rate! )

In turbulent conditions and head wind, I found that it’s preferable to load the Rook 2 SM a bit . May be (98 kg) is good for a better into wind efficiency “in racing mode”. Flying it also at 94 is also fine…Just slightly slower to dig in when facing a strong head wind.
The Rook 2 SM trim speed is slightly less (-0.5 km/h) than the Mentor 4S and Iota 26 similarly loaded. And slightly faster at trim than the Rush 4 by +0.5 km/h.

Did some long glides with some good B’s and C’s .

Rewinding a bit again…Doing glides into wind on little Xc’s with the Mentor 4S comparing it to the Delta 2 SM and Elan light 26 showed a better raw glide for the M4 S.
But in tricky conditions with weak choppy thermals, and low saves, both the Delta 2 SM and the Elan 26 always managed to out-climbed me and were well ahead.

Flying the Rook 2 SM with the same Delta 2 SM, and the new Elan light 26, showed a “close” glide performance to the C gliders (in windy conditions) for the Rook 2 SM especially when applying the bar a bit, (@ 45 km/h)
The good part is when each time we happen to get low trying to catch the small thermals bits …the Rook 2 SM was the first one out of the hole! and gliding away…

It was clear, when using the first part of the speed bar,
that a quick difference is felt and seen in turbulent glides. 

The action on the first bar did in fact smoothed the glider movements ! and i believe that the glide angle has improved over the trim speed glide ! That’s impressive !

Big ears are stable with a -3m/s with bar. They reopen quickly on release.
Wing overs and 360’s are also fun to use .
The speed over trim at 98 all up is + 14 km/h with the pulleys overlapping (Taken at 800 ASL)
The speed bar pressure is moderate on my Woody Valley X-rated.

Conclusion:
Triple Seven gliders seems to inherit the know-how and fine tuning capabilities of the Valic brothers competition background, by producing fine gliders with optimum line width and layout, and a big attention to the glide at speed !

What i have felt and seen, is a well designed, high-end B glider “with character”, up-to-date performance and a well tuned brake fan for maximizing the turning radius.
The Rook 2 isn’t a boring stiff B glider nor a lively one for sure !
The pitch movements are nearly absent. And the roll is moderate for the B class.
The tips are solid and powerful. They move sideways a bit, with the center pitch still very stable in movements.
They give a certain fragrance to the flight, which sensitive pilots might appreciate over a stiffer one.

The Rook 2 with it’s efficient climb rate, enabling low saves, and an impressive glide around ± 45 km/h will share the top places in the best efficient ones.