OZONE Photon MS

OZONE Photon MS 93…94 all up. Finally, the Photon MS size arrived, and quickly airborne at 93 all up. When I flew the ML size at 102 I felt it was big and slow in the turning ability for my taste being used to smaller gliders, that logically should feel more dynamic. Now I fly the Photon in my size. The MS size has a moderate launching behavior, not quick and fast to rise and fill like the light Mantra 7, but still ok for the category of pilots they are using it. The rise is steady, average to fill, and a bit similar to the Alpina 4 which is quite ok IMHO. In the air the overall movements under the Photon MS are surely more pronounced than its bigger sister, but not that big difference. It is just the dynamics of smaller gliders versus the bigger ones which is logical. In 2 hours in some moderate turbulent air, the overall movements are quite acceptable for the C category. For sure it moves but the overall movements in some daily average turbulence, don’t go too far, even if lightly braked. I could feel that sometimes it moves but also it stabilizes by itself…Felt like I’m on an auto-pilot sometimes… That’s why when I flew the bigger ML-size glider the movements were slower and I really felt on auto-pilot, just because I had more time to react on the brakes. But the main issue is the brake authority that I need to discuss a bit. I think this is the ‘primary issue’ to understanding the Photon's abilities. I never experienced such a different handling feel among other gliders before. When it is turbulent and the glider goes from one side to another, it is logical to counter steer with weight shift and brakes. On the Photon, while the brakes are activated after the first 10 cm gap, as the trailing edge has a kind of pressure, the Photon brake authority doesn’t give you a perception of feel, so lowering to get that usual feel. In the glider movement process the brake authority doesn't correct the smaller surges, that's why the glider moves a bit more, and longer inputs are needed. In fact in moderate air, while coring a thermal, I only needed 10 cm after the first 10 cm to get a nice turn. It is only in surges and dynamic movements that the brake reactions won’t give the pilot that ‘desired ‘brake authority to control those roll and pitch movements. Also when you need to make quick sharp turns, the Photon brake authority needs time to allow such a dynamic turn. It is obvious that it is trimmed to make only flat turns at an average speed... My personal weak point is the handling, and honestly, I would have hoped for a better feel... as I surely know that OZONE created lots of wonderful gliders, that I cherished, like my favorite LM7 and the latest 7 aspect ratio Zeno 2 very direct and sharp brake travel! Hello !!! ?? The brake geometry on the Photon acts first on the middle part then very slightly goes to the tips. In the old times, there was a glider that had the same brake geometry (B4), and later Flight Design retrimmed it and we changed only the brake geometry, with probably another certification…But the same glider handling was more than 50% enhanced! I ‘really wish’ that Ozone could make a small upgrade. But probably there are more complicated things in designing that I don’t know… If possible what a complete very strong package you will have !!! Saying that, the performance into wind and climbing abilities are really on top of that category. While low on a strong valley breeze, the Photon showed me some really efficient searching forward for thermals. This efficiency is rarely seen even on some higher-rated gliders. But the Photon search and digging through that difficult airmass, of course, is slower than the Zeno2, but still goes forward! No bumping through that heavy airmass! Eventually getting the lift !! While on bar, the B steering is an efficient and easy-to-use tool every time! the glide at speed is what the C 2-liner pilot is longing for! Ears are stable and efficient on the outer B's. They reopen fast without any intervention. Test of the PHOTON ML further down the blog posts.  U P D A T E On the Photon MS Hi, As you all noticed in my Photon test, there was something a bit odd about the brake feel, and lots of pilots commented about it. For me, it seemed a bit strange that Ozone delivered that kind of handling. So I was writing to Luc (Ozone designer) about it, and we measured all the lines of my new Photon MS. One small issue was found on the BR3 line. This is the first outer line that you pull to induce ears. Luc recommended that I released that loop on the BR3 to get a better connection for the brakes and to get more control on the tips. I tried it today, and I needed to report it asap! The Photon brake connection was enhanced by 30 % and the control is really nicer! At trim, the roll is slightly more present, but really guys, this is definitely a smooth glider. Once you push the speed bar, the roll calms down even in turbulence! I always use a wrap on all gliders in order to keep my hands high, as the wrist muscles are less powerful than the forearm or the shoulders muscles but much more accurate in thermals! The Photon had a longer travel, now it seems slightly shorter but with a slightly more wrist feel! I wish that they could also improve it even more! In turbulence, the tips are still very well pressurized. The top speed is 18 km/h over trim with a solid leading edge. Nothing changed! but the little more brake connectivity and turning ability. Cheers, Ziad

NIVIUK PEAK 6 22

NIVIUK PEAK 6 22 

Having flown practically all Peaks! 1-2-3-4-5, and Icepeak 6, here’s the 6th version with 7 aspect ratio.

The leading edge holds a moderate shark nose, and as usual, the construction, to the smallest details is excellent on this Peak 6.

I flew the Peak 6 at 94 and 97. I think around 95..96 is an optimum weight in all conditions for glider reactions through the airmass. If you want a more faster glider through the air, 98…99 could be great. 

Launching the Peak 6 is very straightforward, without any delay. The rise is homogenous, and moderate without any hard points. No shooting forward with little brake control, and even with windy take off the pilot has the authority of control. Overall very easy launch for that 7 aspect ratio 2 liner D. 

In the air, the biggest difference between the Peak 5 and the Peak 6 is the shorter, more responsive brake travel even in turbulent air. The Peak 6 has a moderate to slightly hard brake pressure than the Peak 5 and the Artik-R. The authority on the brakes in turbulent conditions is very good under the Peak6 giving the pilot complete control.  Smooth turns can be made with good agility for that class. It could be as quick to turn as the Artik-R if you open the chest strap to 50 cm on the Arrow harness. This authority of the brakes gives the pilot swift control for any movements under the Peak 6. 

Immediately after taking off, I could feel the high comfort under the Peak 6! This glider has perhaps the double comfort found on the Peak 5!  And more comfortable to fly than the Zeno1-2, Magus XC, Peak 3, Peak5, and Icepeak 6. I think the Peak 6 has the DNA of the Peak 4 and matches its comfort with an even more solid, homogenous structure. When flying it in strong air I felt that this whole structure didn’t lose its homogeneity and was kept as a block above my head. Even if the Artik-R stretches a bit and wobbles in heavy air, the Peak 6 felt more coherent! Of course, the pilot level is another step from the Artik-R but just to precise that solid feel.

The roll movements are also much more dampened than the Peak 5, Zeno2, and resembles surprisingly the Peak 4 ones. I found out that flying it with the Arrow enhanced the turning ability, and the roll is very controllable. 

The Peak 6 pitch behavior is also neutral. It doesn’t shoot forward in moderate thermals. Just perhaps it slows and sometimes bumps a bit before entry, but still enters slowly the climb and moves upward. I found that the best way to dig through is at first to load it at the top (98) and to trust it, by releasing the brakes as much as it would be possible.  That will help a faster entry. I also noticed that flying it at the very top end 98 will help reduce the bump feel. Overall, the Peak 6 is a really comfortable glider to fly for a 7 aspect ratio 2 liner in the D class. 

Loading it at 98 will get this structure to be even more indestructible, and it could be a nice tool for achieving local competitions or getting the most in your strong XC days. 

In weak conditions, even at 96 all up, I felt that the Peak 6 climb well, and I could squeeze it in a very narrow small core. Opening the chest strap at 50 cm on the Arrow harness helped a lot by making it very agile in turns. 

The glide at trim and accelerated is excellent, for the category, with a very taught leading edge even at full bar.  I could get 18-19 km/h over trim.  The B controls are quite a big step in usability over the Peak 5! I could control the glider with a moderate pull, while on bar. The pressure on the B steering is moderate and very usable. Forget about the Peak 5 controls and feel…The Peak 6 is a completely changed glider. 

I flew next to a Zeno 2 the same size and loaded in windy and strong turbulent air.  While the racing genes of the Zeno 2 felt more dynamic and surged through the air more aggressively going forward, especially on windy days,  the Peak 6 while having a very close glide, and climb, is aimed more toward a calmer efficient cross-country use. It surfs the air calmly and moves forward with slower reactions. 

In normal conditions, without too much wind, the Peak 6 feels and handles like a slightly lower-rated glider, but with D-class performance.  For pilots aiming for 100 % cross-country use, the Peak 6 will deliver with less energy management. 

Stepping on the bar on long, lift lines while B steering felt easy and controllable with a very good glide angle. The pressure on the B controls are moderate with swift input. Ears with outer A’s are stable and reopen with pilot assistance. Ears with Outer B’s are also doable, easy, stable, and reopen quickly. Getting wing over on the Peak 6 lets you feel that energy! After two turns they became really high. The exit is easy as the 360 ones. The Peak 6 felt very homogenous.

Conclusion: 

 After test flying the Peak 6, I think NIVIUK wanted to revive the Peak 4 success by creating a comfortable, easy, confidence-inspiring, EN-D 2 liner. I think pilots upgrading from the Artik 6 with 2 full seasons in strong air, could be a logical move toward an easy, but much more performant EN-D glider.  

2 liner C video

Hi,
In this video, you can see four new 2-line EN-C in the air. My videos are purely for fun. This is just my personal opinion. Iy will give you probably a small idea about the gliders. And you the pilot can choose after your test flight. It is a long video, but if you have time, grab a beer, a snack..or a pizza! sitting comfortably on your preferred chair, I really hope you enjoy it, especially if there's bad weather outside! If not..go fly !!! 
Cheers,
Ziad

OZONE PHOTON ML

OZONE PHOTON ML 

Writing plain reviews, empty of small details, will not satisfy any more aware pilots out there, especially for those 2 liner C classes. That’s why, I will take time to explain every detail to the advanced pilots. It could be boring sometimes, but I really cannot write reviews as I’m doing a low B glider test… 

The new EN-C 2 liner from OZONE is already since 20 days in ML size. I am still waiting for the MS size to arrive hopefully next week. 

I have flown the ML size for some hours, from 100 all up to 104 all up, which is the maximum of ballast I wanted to carry.   

To begin with the construction, the PHOTON has exactly the same construction and details as the Zeno 2. In fact, if you see both gliders next to each other(pic attached) you cannot see the differences apart from the slightly wider shape of the Photon as its aspect ratio is 6.5 compared to 7.0 for the Zeno 2. 

The shape of the leading edge with the position openings is exactly the same as well the risers. For sure some internal structures and width or other things could differ, but the plain eyes cannot see those differences apart from the wider cord. 

Flying the Photon ML / X-Rated 6 at 100 and later at 104 all up, gave me a large idea and feel that I will share with you. 

The launching of the Photon in nil wind doesn’t need any for the C pilot. I usually don’t comment a lot about the launch of its normal, unless I see a hard point or something that requires a lot of effort in stronger air, but the Photon with its semi-light construction is easy to launch close enough to the Alpina 4. 

In strong breeze over 25 km/h, the PHOTON ML behaved quite gently for a C pilot and I didn’t find any dynamic reactions. Overall, easy to launch in all conditions.

 I had at the same time as the PHOTON testing, I had over here, the NK Artik-R, SOL LT2, GIN Bonanza 3, and UP Trango-X. (All one size smaller) 75-95—100.  This was for me a great way to give you more precise feedback especially since all were flown on the same harness but added some ballast for the Photon ML. Later I will mention the differences between the PHOTON MS and ML in handling, reactivity, and feel. Now I only have the ML. 

  One day it was windy, turbulent, and quite generous in thermals. So It was a good informative day to get a bigger idea of what to expect from the PHOTON  ML. I was flying it at 102 all up. 

First thermal the Photon ML didn’t have any pitch back or front at all. Felt like it was a calm glider in that matter and enters the lift with ease without any complicated pitch movements. 

The roll movements are also very comfortable similar like the Delta in MS size to be precise. Not really far from the Alpina 4, MS feedback If I remember correctly. Please consider that smaller sizes feedback is slightly more sensitive than larger ones.  So I think the PHOTON ML has probably 10 % more feedback than the Alpina 4 MS, which is really comfortable to fly! 

In all turbulence, the PHOTON ML felt quite tamed.

Now to give you a clearer explanation of what I felt, I will let you imagine flying an 18 sqm acro glider for a while, not smaller  ;-) and then switch to your regular C glider…Or perhaps…smoking a certain weed ;-) Everything looks slow around you. That is the slow-motion feel I got when I flew the PHOTON ML at 102 in relation to the airmass. 

It will fly OK at 100, but you will miss the point. 

Please consider that OZONE made the Photon for a purpose. And that purpose is not limited to a small local flight. It will surely perform very well…But IMHO, the PHOTON is a very well-engineered design carefully made for glide efficiency and you the pilot must ‘help’ extract those performances by loading it at 104-105 so that this special structure will show you its hidden magical efficiency to cut through and move forward like a top end 2 liner C !   You cannot perform on a race car with a semi deflated wheel!  :-)   That's the best way to describe it. 

Even in climbing mode, the Photon needs to move forward faster in the rising airmass. The climb rate of the PHOTON ML at 104 is still very good. In a weak climb, if it is flown at 100, it needs more time to get through but has no problem getting efficiently high. It’s just time and patience that are needed. 

For example, next to a Zeno 2 MS at 95, for one hour in thermals, I was always slower to dig through and the Zeno 2 was always two steps ahead higher, and in front. We tried again and again with the same results. For sure the Zeno 2 is another category, but just to tell you how it will behave at 100.  At 104 things got a lot better, I was able to ‘have’ a little more chance to keep up, especially in those long glides with lifts in between as the loaded Photon was moving forward better, especially at half or even at the full bar! And that is the strong point of that glider when you are using the speed system.  It moves forward through the lift and guts! While other gliders could get pinned or slowed. 

I also did lots of glides with all the new 2 liner C’s and saw that the ML size has a slight upper hand, in transitions, at full bar, but this gap was larger in difficult conditions, as the PHOTON ML was gliding on rails with a solid one-piece homogenous structure. I will hopefully try with a loaded Photon MS size as soon as it is available.  

The B steering has a moderate feel, very efficiently usable. While on bar, I was completely at ease and quite efficient to keep the glider stable with the B controls. I will update my C comparison for all the details after I fly the MS size.

Handling:

The PHOTON ML even at 104 could be considered as having moderate agility. The trailing edge reacts after 10 cm of gap. The brake travel is a bit long, But that glider flies at best, hands up and doing that, it could be steered with less and less brake input. So getting used to it, I could steer it with only 15 cm with weight shift after the gap without braking the outer side.  It turns flat and narrow sometimes.  

To get the first wing over you must insist on a weight shift. 

Ears with outer A’s are stable on the ML size at 102 and reopen with little pilot assistance. Ears with outer B’s are stable and reopen quickly. A good way to get down. 

Conclusion:

I will try the MS size, which I am used to flying from 90 to 95 which could be more dynamic a bit. But for now, these are my humble thoughts on the PHOTON ML.

The PHOTON ML is a very calm, easy, stable, and homogenous 2-liner C. The overall performance in glide is very good for that category. Much better than the Mantra 7especially at the speed bar and also racing upwind. That ML size was way easier to fly than my Light Mantra 7 MS, and closer to the Alpina 4 with probably around  +10 % max more pilot control. 

Will write my impressions on the MS when it will arrive.