Skywalk Poison 4 (My personal avatar)

Skywalk Poison 4  (My personal avatar) 

The Poison 4 is SKYWALK's new two liner EN-D glider for 2026 and beyond. It has a 6.9 aspect ratio, and it is created as their ultimate weapon for cross-country. 

https://skywalk.info/project/poison4/

The glider has, in my view, impeccable construction features!  It is built with Skytex Porcher 27 and 40 hrs. Well-placed rods in the structure don’t feel their weight or shape on the ground. Some gliders look so stiff that you ask yourself how to pack them…The Poison 4 appears easier and lighter in that regard, weighing around 5.6 kg! 

Launching the Poison 4 as a regular XC glider in nil wind requires a steady pull to fill those tiny openings, but it still inflates slowly and evenly. In 10 km/h wind, it is very easy to launch with a solid, undeformed structure that already tells you “cool down, mate, I’m here for you!

It resembles the Zeno 2 launch, but with a slightly better rising time. 

I flew the Poison 4 with two harnesses. The Flow VisstaXC and the Arrow. Both harnesses deliver practically the same feedback… I flew that glider during some intense and turbulent days in our Cedars range, as well as on some cool days later. I have been flying it for over +20 hours now, and I can easily describe its behavior.

At 94 all up, and on my first turn, I was already smiling! The Poison 4 features short, responsive, and direct brake control, offering precise and intuitive control.  For the D class category, and with a seven aspect ratio glider, the Poison has the best handling I have experienced in that D class.  It's between a Zeolite 2 GT and a Klimber 3P in terms of brake authority. 

The overall movements inside a thermal resemble vaguely the Zeno 2. Still, I could sense a slight more homogeneity in turns, probably because I had a higher authority on the brakes, with also a more coherent structure. 

The Roll is delivered less than the Zeno 2, and the pitch is neutral.  In a more turbulent and strong air, there’s a logical workout intended for D-level pilots, which is rational for that category. However, the brake authority still gives the pilot confidence in control.  It moves in a whole structure and in a heavy air mass; it surges forward, but again, the brake authority for a seven aspect ratio glider is flawless. 

Gliding through a difficult air mass is the Poison 4 playground. It has a fast trim speed and enters the airmass efficiently (dolphin style), moves forward, and searches for better thermals!  Like flying a Zeno 2, Peak 6, the Poison 4 has the edge over the Zeolite 2 GT, XAlps 6, and other light high aspect ratio gliders. It is from the higher category and resembles the Zeno 2 in that matter.

I did some glides alongside a brand new Peak 6, same size, and I think both are very close in glide. 

 

Climb rate in weak lift is efficient, as I could get the most out of the weak day. As efficient as the Peak 6, also in that matter, if both are loaded at the top.  Again, regardless of the thermal shape, I could easily re-adjust the glider turn with the brakes precisely inside the lift. In stronger air, it moves upward like the top EN-Ds out there.  In good thermals, there’s always that pull through the turns, as if the Poison 4 wants to find the best core. It also feels that when I ease up a bit on the brakes, the Poison 4 leading edge stays pitch neutral with that very nice pull through the air. ( Like that famous stepping up a ladder) feel.  

I personally liked the behaviour of that glider in thermals, turbulence, glides, but mainly, turns. 

Applying the Speed system in a moving headwind air mass gives much efficiency over the top Cs. The pressure on the feet is moderate, allowing me to easily maintain 90% of the travel with good stability on both the Arrow and the Viista XC. I also think it goes well with Forza 2.

B steering, while on a half bar, has moderate pressure and can control most movements efficiently. Flying the D-class Poison 4 at half bar is quite rewarding in XC in terms of glide efficiency. 

Ears can be made with outer B’s. They are stable, efficient with the speed bar, of course, and they reopen quickly.

Conclusion: The Poison 4 has enough gliding performance to stay along with the Peak 6, and other top D's of the moment. The climb is also similar and very good. The handling and brake authority are superb. The overall homogeneity, compactness, and the feel you get under it are the highest successes that Skywalk has achieved for the Pioson 4. Easier and more compact to fly than the Zeno 2, similar to the Peak 6 in flying demands without the pitch back upon thermal entry..  It remains a D-class glider to respect, but also to cherish for its complete package. 

Every person has their personal preferences when it comes to activities like flying gliders, driving cars, etc.  In my personal opinion, Skywalk has released my preferred EN-D glider to date. 

'Coup de coeur’ like the French say ;-) 

GIN Elise 75-95 High EN-A

Yep….This is an exception—and probably my first EN-A review—but things are getting interesting, it seems.

Gin has introduced a light construction on the Elise and programmed it for a larger group of pilots. From talented beginners to low B glider pilots. 

So, let's take a look at the outcome…

Launching the new Elise with hands in your pockets is doable. Just run, and the Elise follows calmly and evenly. But of course not recommended :-). 

It launches flawlessly, and I don’t think any beginner will have a problem handling it. 

In the air, I flew the Elise from 85 to 92 all up. It handles weight very well. At 85, 88, or 90, it stays homogeneous and well-balanced in most conditions. I also flew it on the east side of our Cedars range, at midday, known for its harsh and dry conditions, and I was having one of the most relaxing times. Perhaps psychologically, as considering flying and an A class, but also the overall movements and especially handling that we will talk about later was superb.

The overall comfort in roll and pitch in strong air is at a very low angle of movement. The glider is always above the pilot's head with minimal brake inputs. 

The feel under it is not dull, but rather very calmly sensitive.  I could sense the roll with softness. I was afraid of not feeling the movements and getting bored, but on the contrary, it delivers smooth and passive feedback. Jus the necessary to continue the test and enjoy the view. 

Actually, what kept me satisfied is the handling and the brake authority! I never thought that one day an A-class glider could give me the satisfaction of steering abilities! Elise did it! The brake travel when turning is around 25 cm in all conditions, but you can lower your brakes a bit more without any issues. It's forgiving, yet playful. The brakes have moderate pressure and are pretty responsive, enabling quick and tight turns. 

The climb rate felt excellent under it as well. I could feel the weak lift, enter, and core the thermals in efficiency. Overall, it was pretty satisfying and could easily compete with the low- to mid-B class in terms of climb rate.

Gliding for the A class category is good, and the Elise could easily fly alongside the good low B gliders and make the same XCs. In my tests, I questioned myself about the A certification regarding its performance. 

Ears are easy and stable. They reopen with no intervention. The Elise is straightforward to hit a small spot on landing due to the late stall point. 

Conclusion:

The Elise, as a light EN-A, fills a wide gap. From the school to the edge of an intermediate level. But all that with a pleasurable flying glider. Small to pack, easy to launch, pleasurable to handle, and fly. A glider for your cool adventure flying. Easy life, nice vibes, that’s the Elise :-).  

Skywalk X-Alps 6 / 95 +

Skywalk X-Alps 6 / 95 +

The X-Alps 6 is SKYWALK's new 2026 model and beyond for the lightweight two-liner EN-D glider category. That X-Alps glider was used in the Red Bull X-Alps competition, with a beautiful podium for Simon Oberrauner.

You can see the details of the glider here: https://skywalk.info/project/x-alps6/.

The construction is simple yet beautiful and neat—thin risers, coupled with Edelrid lines.

Launching the XAlps 6 at 94 all up is straightforward, even without wind. With a steady breeze, it inflates rapidly, yet it still feels very compact and doesn’t require many skills to keep it overhead. It feels easy to ground and handle it.

IN the air, the brakes have a moderate pressure. Not tired even after long flights. Just the usual moderate pressure, resembling that of the Zeolite 2 GT. A bit less pressure than the Cure 3, and just a pinch more pressure than the Savage 2 from Supair. Overall, very convenient for my taste.

After the first 10 cm of travel, the X-Alps 6 responds very well, and I can confirm that it has nice agility inside a thermal. The brake authority is smooth, responsive, yet polite. It turns to every command without being too dynamic or too slow. It's perfect for the 6.6 Aspect ratio light D-class glider. 

During my multiple-day testing period under various conditions, I was consistently able to place the glider inside any core at will. So overall, it's pretty responsive and obedient in turbulence and strong air. The authority is high and is given in a balanced manner to the pilot. 

Climbing in weak and strong is quite efficient on the XAlps 6. In weak conditions (less than 1 m/s), I could feel the light thermals and also slow my turn to stay in the weak lift.  The pitch movement is significantly dampened, and the ability to surf the air and move forward is present under the XAlps 6. The Poison 4, or the Zeno 2, for example, has more efficiency in getting through the airmass and moving quickly upfront. The XAlps is, of course, from a different category, but it still moves pretty well, but slightly slower to enter. 

In stronger cores, I felt that the XAlps 6 climbs very quickly, similar to upper-category gliders. Overall, I am personally delighted with its climb rate. 

Performing some glides with the class above, such as the Poison 4, revealed that the XAlps 6 is one step back, and it shares similar gliding performance with the Zeolite 2 GT and Klimber 3P, particularly at trim and at the speed bar. The differences are insignificant for either one. 

Holding the speed bar when gliding through turbulence felt very easy, as the overall movements are dampened, and the B riser, with its moderate pressure, gave me a high ability to control the glider efficiently. 

Overall comfort under the XAlps 6 is high. The pitch is nearly absent. The roll is smooth and balanced. 

Ears can be made with the outer B’s. They are efficient and reopen rapidly. 

Conclusion:

I have flown many light Ds. I liked the Zeolite 2 GT's handling and performance; I cherished the Klimber 3 P's exquisite handling. I also appreciated the Hero 3 and Hero X-ped's brake authority, turn, and feel.

What made the XAlps 6 special for me is that complete package of high usability/ performance/ good accessibility, allowing the C-class pilots to move up a category without having lots of surprises on a D class. 

Adding that pleasurable flying handling is the cherry on the cake! Try it if you are searching for a light but balanced D-class glider! You will be surprised :-) 

Airdesign Hero X-ped size X-small 65-87 ( optimum 83 all up)

Airdesign Hero X-ped size X-small  65-87 ( optimum 83 all up) 

I have already test flown the Hero 2 in sizes 75-95. Here’s the Xalp version of the Hero, named X-ped, in a smaller size.

Like the Hero 2, the construction is excellent, with that nimble, very light cloth. Inflation is super easy, even in nil wind. The X-ped rises quickly, and the takeoff is eventful. In a sustained 30 km/k wind, the X-ped didn’t feel the need for extra control. Plain and very simple for the light D class category.  The glider seems very taught and homogeneous. https://ad-gliders.com/project/hero-xped-yourbestmate/?lang=en

Let's fly!

In the air, I flew the X-ped with the Airdesign Sock SL in size L, which weighs approximately 1.9 kg with an inflatable protector. I will also comment on that harness further down. AirDesign told me that the optimum weight for overall efficiency under that glider is around 83. And I precisely flew it at that exact weight.  https://ad-gliders.com/project/the-sock-superlight-keepyoursockon/?lang=en

In the air, and after the first turn, I was already drunk on that dynamic, quick turn in thermals. What a beautiful extension to my arms on that small but very responsive glider. I felt exactly like a Swallow in the air! It's a complete delight to find yourself playing with elements on such a machine. 

The brakes are short, direct, and very responsive, allowing for tight turns to be made instantly.  

The roll for the D category is quite acceptable. Because I am flying a 

smaller version of the already tested Hero 2, I can say that the feel is the same, with a slightly more dynamic turn, but with a better-taught and more homogeneous structure. I asked myself, 'Why is that, kn

owing it's even lighter?' It appears that the aspect ratio is lower, and perhaps with a good, solid internal structure, it felt even easier and more coherent than the Hero 2. 

The Sock SL Large harness seems more stable than the Arrow P, I have over here in roll. For my personal body configuration, I felt that the Arrow P provided a bit more lumbar and back support. However, there’s a good, acceptable comfort under the Sock SL, which features a front rescue that I prefer more, and the colors are also joyful. The roll movements, as I mentioned, are less pronounced under the Sock SL, which provides a more stable harness than the Arrow-P in overall conditions. That being said, I never had any issues with weight shifting. I can say that I was very efficient under that nice combination, and I was also happy to reach that low weight. 

The Sock SL pod is warm, considering its lightweight materials, and I could quickly slip into it.  

I flew that glider with some friends next to other gliders to get an idea about climb and glide, and I will surely update my comparison later on.

The climb in weak air for the small size requires attention to avoid losing the weak core, but it is still acceptable for that small size.  The climb is intense, the air is delightful, and the enjoyment of turning surpasses the efficiency of the climb, which is also suitable for the category. 

At 83 all up, gliding headwind while pushing the speed bar, it is relatively easy to keep your foot on, and the B steering is efficient to keep the glider on track. Perhaps the Zeolite 2 GT has a slight edge in rear riser control, but I had no issues on the X-ped with moderate pressure. 

Ears with outer A’s are stable and efficient; they reopen without pilot intervention. 

Conclusion:

A small, light, pleasurable to fly EN-D 2 liner from Airdesign. If you are a skilled pilot who prefers a very light, hike-and-fly aircraft with good overall performance and a treasure for handling, then this X-ped could end your search! Best to try if it fits your needs. Approximately 7 kg overall/, outside bag/rescue/vario ! 

 

BGD Cure 3 M (75-95)

BGD Cure 3 M (75-95) 

The Cure 3 is the new 2025 release for BGD in the EN-C category, featuring a complete two-line design structure and a flat aspect ratio of 6.7.

I flew the Cure 3 with three harnesses: Impress 4/ Arrow/ and the Flow Vissta XC. 

After many flights, at a lower load 90…91, in good conditions, I wasn’t blending on that glider…

As I had already flown most two-liners, I thought there was definitely something wrong!  So I gave that glider to my friend, and he happened to fly it at 94 all up. I took the Photon MS at 94 as well. We flew for some time, and were highly surprised by the efficiency of that Cure 3.

We landed, switched gliders, and I retook the CURE 3, but now I flew it at 94 all up. Now I understand that this glider must definitely fly at that exact weight. 93-94 even 95 is great under that glider! I was able to follow my friend, who had difficulty coring narrow thermals. On the Cure 3, it was easier and better! Climb like a feather, and be efficient like the top EN-C two liners!

Every day since that day, I flew that glider no less than 93.5/94 all up, and it was (Sublime) 

Of course, you can fly that glider at mid-weight if you want, but the difference in performance efficiency is huge at its optimum weight.

Launching the Cure 3 is easy for that aspect ratio. In fact, it's very easy to launch, without a forward shot or a slow rise. It just rises smoothly from zero to a 20 km/h breeze. 

Handling:

In the air, there’s no gap for the brakes after the pulley lines are horizontal. The moment you pull, the trailing edge reacts. Also, at full bar, there’s no pressure on the trailing edge from the released brakes. So that’s the settings!

 Pulling just 5-10 cm can make a nice turn inside a smooth thermal. In a more active, turbulent air, only 15-20cm is needed to keep the glider overhead. After 20 cm, the brakes become hard. At 10 cm, they have moderate pressure. 

The Cure 3 is a politely agile EN-C. It can turn on a dime with good precision, describing it as having a more efficient rather than a dynamic turn!  

Overall, the turning abilities for a two liner, 6.7 AR, EN-C are immensely satisfying. 

Climbing:

Climbing in weak air under the Cure 3 will not hold you back versus any other EN-C glider. It floats nicely and digs through smoothly when properly loaded! If you fly it at mid-weight, in weak conditions, you will need more time to get through and inside that weak thermal. Even loaded, it flies well! 

What I loved about that glider is that in stronger cores, I could squeeze the brakes to get a tight radius and climb beautifully! Next to me, my friend had some troubles sometimes, especially when the thermals were turbulent, steering the Photon, even though his hands were relatively low and he shifted his weight to make it respond. On the other hand, under the Cure 3, that was never the case. A bit hard on the brakes, but you get a swift, direct turn into any thermal! (Again, at optimal weight) 

Gliding:

We did many glides in headwind, downwind, and low under the inversion. We spent time together to understand the potential of the Cure 3. We both believe that BGD has created a superb gliding machine with the Cure 3, enabling it to compete in the higher ranks. 

Even at half and at full bar, the glide is very competitive. (EN-C comparison will be updated) 

Comfort:

The feel under the Cure 3 is very smooth, yet also quite solid. The roll movement is moderately low, and there’s no yaw movement at all. So in turbulent air, you can feel what’s going on, but in a very smooth way. The Cure 3 feels very comfortable to fly, not only because of its overall movements, but also due to the whole homogeneity of its structure.

B steering has a moderate pressure and is easy to control while at the bar.

Ears can be made with outer A’s, which is fantastic and efficient. 

Conclusion: 

I am impressed with the overall package the Cure 3 has to offer. Apart from a stunning shape above your head, with the swept wings! 

Agile, Direct, with a high brake authority for the pilot. The brakes were a bit hard after 20 cm. Glide and climb in the top 3 of the EN-C category. It can reach the first rank for overall comfort and accessibility for aspect ratios equal to or higher than 6.5. But to experience that…You must fly it at its optimum weight :-) 

Pilots flying the Cure 3 will surely have a high chance of stepping onto podiums this year.