Ozone Delta 3 ML and MS

Ozone Delta 3 ML

Ozone has finally released their Delta 3 certifying it as a C glider without collapse line. The glider stays as the older version with 6 aspect ratio, with all unsheathed lines .

Launching the ML at 100 all up, showed a very easy inflation without any hang back or surge.

I’ll try to show in the following test the difference between the Delta 2 ML and the new Delta 3 ML with some reference C gliders. In June I’ll receive the MS and will hopefully comment on it.

In the air, the Delta 3 ML feels more comfortable to fly than the D2 ML . The structure feels very taught and compact overhead. The handling and the way to turn the glider is also improved on the Delta 3 ML but there a little bit of less feedback through the risers. The brake travel could be described as a bit medium to hard in pressure and moderate to short in reaction.
The pilot has a nice authority on the brakes with fair precision and good agility. The pressure is slightly heavier and slightly less linear if i want to compare it to the Rush 4 for example.

The Delta 3 ML was tested for four consecutive days, in turbulent choppy conditions and sometimes ‘spaghetti’ style conditions. I flew also next to the Delta 3 ML with a Cayenne 5 XS (80-95) and a Trango X-Race MS (80-100) in order to place and see the Delta 3 potential in terms of comfort, efficiency, and overall performance.

In turbulent conditions, the Delta 3 ML showed me a high degree of comfort in turbulent air. I think this glider is built to give maximum comfort for the C category pilots. I can place it easily near the Sigma 8,9 and the Elan 1 in terms of comfort feel. In strong thermals the Delta 3 needs control as a moderate C glider.
The sharp surges and movements that were in the Delta 2 are now gone, and replaced with a ‘smooth’ glider that pulls into thermals in a soft way even in strong ones. Usually some reference C gliders has some pitch movements before entering rough thermals. The profile used on the Delta 3 is one of the most efficient one for its ability to ‘slide’ into the airmass quite efficiently. And that’s the strongest point on the Delta 3.

Climb rate in very weak ‘smooth’ thermals was the Delta 2 strong point. i still remember the leading edge biting through those tiny lifts especially on the MS size.
The Delta 3 leading edge is tamer on those super weak thermals (+0.2 m/s) With little information through to feel that surge. I can say that an LM6 or a Delta 2 similarly loaded could be slightly floatier in those tiny thermals.
The Delta 3 will hover a bit in the same position waiting for that (+0.4 m/s) to hook in and climb rapidly.

Now, in difficult and turbulent conditions climbs on the Delta 3 are clearly seen as the D3 goes upward on every bubble ! The ability to cut through rough air and climb efficiently is as i described above clearly showed on the Delta 3. The leading edge doesn’t pitch back at all, and it doesn’t have a neutral pitch either.
It has a very slight smooth pull into thermals, even in rough ones with an excellent comfort underneath and a very efficient climb.

Glide in calm air and in moving air :
Doing some glides ‘in calm air’ with the Delta 3 ML loaded at 105 next to a Mentor 5 S, Cayenne XS, Trango X-race gave me the following result.
The Delta 3 ML has a very slight edge or the same glide angle at trim as the Cayenne 5 XS. (I don’t have a Cayenne M available).
The Cayenne 5 XS loaded at 94 at 800 ASL, is now at full speed. Next to it the Delta 3 ML at 105 has a better glide angle probably (±0.3 ) in L/D at the same speed.
The Delta 3 ML has more 4 cm pull to reach its top speed which showed me afterward a 16 km/h over trim. The pressure is similar to the Delta 2 and the top speed is fully usable. In turbulent air its easy to control the glider by the C risers. It’s not a Zeno in that matter, and the leading edge at full bar isn’t also as solid as the Zeno one. Back off 3 cm of travel, and surf turbulent air in a super cool mode !

Glide in moving conditions, showed me many times the Delta 3 ML ability to surfs the air efficiently and move upward. I’m totally convinced that the Delta 3 will be a strong tool to race on ridges going on long XC days. For example gliding next with a Mentor 5 showed a similar glide angle on the same line staying super close. But when the conditions are moving with lifts, the Delta 3 began to surf upward even though i was very close behind on the same line. Of course , the M5 is a B, but i’m just trying to show when those differences occurs.

The Trango X-race is much more demanding fly, and also has slightly more overall glide and climb performance. The advantage the Delta 3 has is the ability to turn quickly into strong small bubbles that the Trango X-race would need slightly more time to settle in before going on a turn. Surges are converted quicker into climb on the D3.

I just wished that the delta 3 had that subtle and linear handling found on the Trango -X-race, but the Delta 3 just turn on command.
The difference between the Delta 2 M and the Delta 2 MS in handling was noticeable. So i’m waiting for the Delta 3 MS size to see what it will feel like.


Ears are stable ,but don’t open by themselves.They need a good pilot input to re-open them.

Induced asymmetric collapses are a child play ! Holding the A riser i could easily fly to the other side just by pulling 5 cm of brakes or even turning my head …When the glider is half closed, the sink doesn’t increase much…

Conclusion:
In keeping the aspect ratio of 6.0, It was clear enough that Ozone wanted to offer a comfortable, easy to use, efficient XC glider. The new profile used on the Delta 3 works well in turbulent conditions.
The overall gliding performance is slightly increased over the Alpina 2 but more when using the bar. The quality of efficient flying is well improved, letting the pilot concentrate on the scenery, task, and their XC routes.


UPDATE for the Delta 3 MS
Ozone Delta 3 (size MS)

The Delta 2 MS was one of few gliders that I really appreciated it’s feel able brake authority, and the precision and maneuverability. I could feel every movement in the air and it was indeed a superb glider.
Now I have the Delta 3 in MS size that I flew in different conditions among some rough ones in our Cedars range.

In weak conditions, I flew the Delta 3 Ms at 90 all up, and I could sense quite nicely some weak thermals, and was able to hook them up without missing much. The feel under the Delta 3 “in weak conditions” is more tamed than the Delta 2 one. I needed much more effort to feel those tiny bits of lift as the Delta 2 MS gave me more sensitivity in order to hook them up.

I felt that the Delta 2 MS and the Cayenne 5 XS still have that slight floatability in very weak conditions. (Less than 0.2 m/s)

In strong conditions the Delta 3 MS needs more active piloting than the Delta 2 MS. It’s a bit more dynamic and needs more pilot control but feels more as a solid block.
For example the Delta 3 MS needs less active piloting than a Trango X-race, and more pilot control than a Sigma 10, and could be close to a Cayenne 5 to control but the 6 aspect ratio Delta 3 feels more compact with a solid homogenous structure and the pilot can control it easier.

I felt that after 2 hours in strong air, my hands felt the pressure on the brakes that were slightly on the hard side at 94 all up.

My only wish was to keep the feel on the brakes that were on the Delta 2… as I always look for a glider that becomes one with the pilot. For every pulled centimeter, the glider reacts letting the “human with feathers” underneath ☺ evolve to a true bird of the air!
The Delta 3 is close…but I’m picky as you already know…and for my personal feel could be slightly better.

The Delta 3 turns very well on a dime! It’s a maneuverable glider, and every strong core can be tight cored to the max.

I felt that the strongest point of the Delta 3 MS is on difficult and windy glides, where I could feel that this structure is moving forward cutting through the air mass.
Flying the Delta 3 MS feels very efficient for XC.
I think the new generation C’s like the Sigma 10 and the Delta 3 has this further “step ahead” potential for a moderate aspect ratio C. They surely have the edge when it comes to gliding in turbulent air.

Pushing the bar on the Delta 3 is indeed very interesting. The glide at speed is superb and the speed is very usable in turbulent air, at least +10 km/h over trim!
At full bar I could see + 17 km/h at 94 all up. Altitude 2500 m ASL.
I’m sure that this machine can really collect some serious XC achievements.

Will update my C comparison shortly.

Cheers,
Ziad. 

B comparison

Important notice:
This comparison has been made with lots of accuracy and details, but please consider that other sizes, other weight load for the same tested glider can have a different impact on the result below. Some small sizes usually have a different feel, and different data. Also the bigger sizes will give you different feel in (brake tension, brake response, brake length,) not to mention the performance gain in 95 % of the cases.  
For instance an important factor in 2017/18 creations, is that manufacturers are working on the internal structures ,that may have a better cohesion and efficiency in turbulent air, BUT with the exact weight load ! Those gliders will have a large weight window to be flown, BUT they are mostly efficient in a smaller one ;-)  ... Example : The Zeno SM goes from 80-100. The most accurate result will be to fly it from 96 till 98. 
TheChili 4 XS weight range is (75-95) but the best result is around 93-94. 
Of course it flyable at 90 but you won't be efficient to enter the airmass! As you will if you fly a Zeno at 90 ! 
The Mentor 5 S 80-100 is best flown at 95 for all conditions. If you fly the M 5 S at 100, it will be ok for performance, but the handling will change with a spongy feel, and will loose more the linear feel...Strange..but feelable.
The Mentor 5 XS has a different feel than the S. If flown at 85 ,it's great! At 90 it will bounce more and in small thermals it will have this jumping effect like a well pressurized tyre over a dirt road.
Now the light materials have also a different feel...And that's another story that i'm still learning those effects...Some will be damper some will be more alive...Lets wait and see...


Some probably think that ± 2-3 kg won't matter...But i say it surely does ! :-)
S size 2 kg will matter, M size 3kg, L size 4-5 kg...
Cheers,
Ziad
(PS:  Many pilots cares for performance...But IMHO, my best gliders are the ones that gives me that magical handling feel like an extension to my arms ... in better words  "Wings"   :-)  

NOVA Mentor 5 S

NOVA Mentor 5

After test flying all the Mentor series from the first one till the 4^th in S size, here’s the 5^th edition in S size ready for a test flight at 95 all up. 

I need to clarify a small but important fact, which most of you already know.

 NOVA Mentor series were super efficient over the years, and with the Mentor 4 overall performance dominating the B category, and also competing with some of the higher classes, Nova has raised the bar very high. Being a reference in any category puts lots of pressure on any manufacturer, as doing better could be doable, but surely more difficult to achieve. 

Launching the Mentor 5 is easier than the 4. It inflates rapidly and shows a smooth take off behavior.

I wasn’t a fan of the elastic brake authority of the Mentor 3, and some pilots described the brake feel under the Mentor 4 as senseless in a way. 

The handling and the way to turn the Mentor 5 is now enhanced a bit over the 3^rd and 4^th version.  

The brake travel has an average pressure and travel. Slightly less than the Mentor 4 in pressure feel, with more agility in turns.

I could quickly confirm a better agility for the Mentor 5 in turns. But lets talk about precision feel in the brakes.

Perhaps some minority pilots including myself (the picky ones  ;-)  ) would have wanted that edge in brake feel. A more subtle feel, a character.  

For example: I like my gliders to have a swift, precise, ‘linear feel’ thought the pull of each centimeter on the brakes. And if the brakes transmit the movements of the glider, then this would be the cherry on the cake!  A glider that feels an extension to your arm. 

If I can give a grade for the Mentor 3 precision feel I would put: 4/10 .The Mentor 4= 5/10 .The precision feel under the Mentor 5, is 6/10, which leaves the precision feel under the amazing Mentor 2 S at 8.0 /10 regardless of its high brake pressure.

I could give a loaded Phantom 7.0 /10 

Bear in mind that the Mentor 5 S is more agile in inducing turns than the Mentor 4 and the Phantom S.

Climbing in very weak conditions is the Mentor 5 strong point. Every bubble encountered is converted smoothly and comfortably into heights. The nose isn’t as aggressive in biting forward as the Mentor 4 one. It’s smoother and more comfortable to fly in overall turbulence. The Mentor 5 goes more toward the Mentor 3 comfortable feel rather than the Mentor 4 one. 

The Mentor 5 seems to absorb the bumps and thermals.   

Doing some glide comparison at trim with the Mentor 4 showed a slight edge in moving air for the Mentor 5 at trim speed, and slightly on the top speed. 

Gliding with a Chili 4 XS (Max 95) showed a similar glide for the Mentor 5 S (max 100) and i couldn’t give the edge to either one ! Both in climb and glide. 

Surprisingly, the Mentor 5 gave me that extra comfort feel which wasn’t available before on the Mentor 4 !   

The Mentor 5 pilot will have an edge in climbing over the pilot on the Mentor 4 if they both have the same skills and luck…

The top speed is similar to the Mentor 4 with a better float-ability in glides for the Mentor 5.

If anyone will fly the Mentor 5, he will experience a cool B glider, pleasurable easy handling, overall performance straight on top of the shelf, and very good comfort in turbulence for the high B category. 

I would have appreciated to this excellent overall performance, that linear, precise, brake feel i was writing above, with more received information through the brakes. The Mentor 2 in S size was excellent in that matter! But harder on the brakes. 

What’s the difference between the 4^th and the 5^th? (Best +++)

+       Glide efficiency

+++  Climb rate

+++  Ease of use

++     Handling 

++   Overall feel and comfort 

Ears are stable, efficient and reopen quickly on the S at 97 all up. Induced asymmetric are super easy to control. Holding the A riser down , i could easily turn the M5 to the other side by applying 15 cm of brake. Induced frontals recover very quickly. Wing overs need implication to built up, but quite homogenous. 

Conclusion: The Mentor 5 is another NOVA success in the top B performers. I can resume it as a top gliding performance in a cool manner, Excellent climb rate, comfortable to fly, agile handling… That’s the Mentor 5 .

UPDATE : I flew the Mentor 5 XS at 88. More dynamic, nicer handling, but still this little spongy feel on the brakes... it's ok...but i like gliders that have a crispy, linear , nimble brake response. The M5 XS just turns when you pull and its agile. Most pilots just want that...

The climb rate is still very good..the glide also. It feels like as small energetic kid going round and around his parents ;-)  

The XS is fast and the top speed is usable and easy.

Induced asymmetrics are slightly more dynamic than the M5 S size especially the frontals, but they are fine for a B pilot.

Cheers,

Ziad

ICARO Gravis EN-B

ICARO Gravis

This is my first Icaro glider ! Don’t ask me why ! It didn’t happen…Surfing around, i entered the new website of Icaro : http://icaro-paragliders.com/en/ !

When I open the site, i saw ‘colors !  all over ! it was like calling me to surf around more ! Beautiful pictures, and a really nice web design! I have to say this ,because it is unique and most probably there’s an artist involved in that web design!

Back to testing gliders. I saw the new Gravis and wrote an email to Icaro ! Since no one gets them over here, i paid for it and here it is. An M size in blue/Yellow color !

The risers are also a bit different in design. The pictures attached shows the yellow colors for the pulleys and the attachment point. The Gravis has a moderate shark nose with 7! lines per side. Very well engineered. Liros lines on the bottom, unsheathed lines on top ! And Skytex 32gr/m2 is used to build the Gravis.  

The workmanship on this B glider is excellent ! The details and the way it is built is a class of its own !

Launching the Gravis cannot be as simple as that.A moderate pull and the glider awaits overhead the pilot command.

The first time I flew the Gravis i was alone in the sky, and it gave me the impression that this day was really generous in lifts !   I sensed already a superb float ability for the Gravis. The next day, i flew with my friend on his Rook 2 ML max 115, (Freshly inspected). I knew that if i can fly near him in weak climb, (similarly loaded) my senses would be correct ! And there it was ! 

After two hours of flying next to a large high B, the Gravis proved me right ! Its indeed a floater ! Every bubble is converted into immediate lift. I was super efficient in climb.

In turbulent air, the Gravis is not a dull glider to fly. It communicates the airmass quite nicely. I can place it in the middle of the B category in pilot demand. Not too dull not too dynamic for a B glider in roll and pitch movements. The Gravis seems very coherent in turbulence.The passive safety and intended comfort feel for a mild B are present. 

The authority on the brakes for the Gravis M size flown at 101 all up is surprisingly good. Whether i pull 10 cm of brake the Gravis would go nicely on a turn, or i can crank it below 35 cm and again it reacts like a cork screw. I can say its fairly agile and has a very nice coordinated, linear brake travel ! I was testing the Chili 4, and the Mentor 5 the same week, and when i flew the Gravis, it surely gave me the cool, passive safety feel, but i was pleased for the handling it offers! Not really as agile as the M5, but it has a more coordinated brake feel ! which i like.

Big circles or small circles can easily be adjusted by pulling the brakes without loosing the wing homogeneity and air surfing. Very good for a mild B.

Trim speed is a bit less than the Rook 2 and the M5. I think the Gravis has around ±37 km/h trim speed. Stepping on the bar is smooth and i could reach 8 km/h over trim at 1200 ASL. 

I don’t want to compare the Gravis with the high end B’s (Rook 2 or the Mentor 5) in glide, just because the Gravis is intended for occasional week end, B pilots and it showed a mild character. 

But i have to say that i saw an excellent glide efficiency for the Gravis putting it right on top on the mild B’s out there!  No need to look around for more glide efficiency in that mid B segment ! I’m sure that any pilot would find more than he imagined :-)

Big ears are slightly tough to maintain. They reopen very fast by themselves. The Gravis has a low stall speed and it can be landed in narrow places. 

Conclusion: Nice looking glider, cool handling, efficient in climb and glide for a mild B, it makes you smile even if you only look at it :-) 

I’m sure, the Gravis has the potential of making long XC’s in a cool manner.