SWING Mistral 7 S (75-95)

SWING Mistral 7 S (75-95)

It has been a long time I have flown a SWING glider. The M7 S is now available and I flew it from 88 to 92 all up.

Today the test flight is being made at 88 all up.

The Mistral 7 has 7 lines /side, a nose shark profile, unsheathed lines at the top, with very minimalistic layout.

Launching: In calm air the M7 S rises smoothly and evenly without any hard points. In windy conditions it rises fast and needs a swift control to keep it overhead.

In the air: Once airborne, the pilot will immediately feel the high trim speed for a B glider even if flown at mid weight. It has a trim speed of 39.5 km/h at 88 all up.

I can describe the maneuverability and the brake authority as short, very responsive, but must adapt a certain technique to keep it agile and on course. Hitting a thermal if the brakes on the outside are pulled a bit, the M7 S strangely will be reluctant to turn nicely inside the core.

The pilot must let the M7 S with its energy, slip though, then control the pitch and let go of the outside break completely or just a ‘though’ of a pressure J and then weight shift and pull the inside brake for ±10 cm, finding himself in a perfect thermal swirl.

I flew this glider from very weak conditions to average thermals and in high wind soaring.

I always felt that the M7 S is on the attack. I cannot say that it’s a floating glider rather than an interesting racing glider.

In ‘windy conditions’ I felt that the M7 S profile cut through the wind with efficiency than any recent B I have tested.

In turbulent conditions the M7 S moves above the pilots head, and it’s a bit alive. It does have some pitch movements and fast reactions in turbulence, putting it in the high-end B category, but the authority on the brakes will keep the M7 always in control without the feeling of an empty paraglider, much better than some high-end B’s.

Climb rate:

In weak conditions at 88 all up, little and light brake controls are required to keep the M7 S from diving into the turn. A pilot could not make the M7 S at a slow stationary turn. It’s a racing B glider that likes to fly fast, so it could suffer a bit in very weak thermals (-0.2 m/s) .

In strong cores the energy inside the M7 S will enable its pilots to have some excellent climbing characteristics! As if it’s a loaded spring. The climbs in steady strong cores could match the class above, because of its constant biting ability.

Performance: Everyone is waiting for that chapter? Ok.

The M7 S is on top of the B category in terms of gliding performance. In a 4 km glide with a recent top C bigger size glider (85-105) loaded at 101, the results are: Same trim speed all the way and just a very few meters of difference for the ‘C’ at the end .(Videos on the way)

Don’t need to make measurements …The M7 S has definitely a superb glide angle but without the ability to float in lift lines like the higher rated ones.

 

The accelerator is relatively light and the increase in speed over trim is immediate and fast with some ± 15 km at my loadings. It is very usable and the leading edge deforms a bit at max speed but pulling a bit the A’s still felt pressurized.

Big ears are stable, very efficient and even better if coupled with the speed system. They reopen by themselves.

The stall point for the M7 S at my loadings is still very forgiving, with a stable parachute descent, before the full stall.

For which pilot is the M7 targeted: The M7 S is a high-end B glider that an educated intermediate pilot will feel at home, without being dull and empty of character. It needs the right amount of control.

Conclusion: SWING has introduced to the market a small flat area glider with plenty of performance. It needs an educated pilot to fly it happily. Pilots flying in those windy places would welcome the M7, or pilots who wants to go fast in a cross country flight .I can describe that glider like a small energetic race car.

https://plus.google.com/photos/110040226962521480605/albums/5876782218793065393?partnerid=gplp0

 

UP Kantega XC 2 S 70-90

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UP Kantega XC2 S (70-90)

My favorite glider in 2012 was the Trango XC2 .I really liked that glider ability to fly efficiently. I was waiting for Franta’s new creation the Kantega XC2. And since I can be min at 90 all up I preferred to get the S size for a test flight.

Launching is easy …even if there’s a little wind it can inflate without touching the brakes…

In the air at max load on the S size, I could sense a low trim speed that was confirmed afterward by flying next to gliders in the same cat.

That slow trim will enable the glider to lock on thermals at low speeds and climb vertically. In head wind thermals and climbs, it needs more time to enter that air mass. The day before I was test flying a Peak 3 in turbulent air, and I was active all the time under it. The next day when test flying the Kantega XC2 , I was feeling a completely relaxed and forgetting totally about the glider, especially that my friend reported same turbulences and discomfort on his Delta 2 as yesterday. On board the Kantega XC2, it was like sitting in a hammock on the beach in the Bahamas islands. All I was missing is the music…

The brake authority is very nice under the Xc2 allowing me to core every thermal even if it’s rough or disorganized. The turns are well coordinated and the wing can turn really narrow.

The overall glide in different conditions showed a competitive glide in the mid B category. I would have preferred a faster trim speed with more biting ability into the thermals like its bigger sister the Trango XC2.

But may be the extra comfort under the Kantega was the main focus of the designer.

The accelerator is smooth and usable all the way with 15 km gain over trim speed.

Big ears are stable if they aren’t pulled too much, but the sink rate is around 3 m/s with bar.

The stall point of the S size at my loading is a little below the hips and must be carefully reached when top landing.

Conclusion: I was a bit surprised about the 38 km/h trim speed on the loaded S size. But the overall nice package that the Kantega Xc2 offers that will give immense flying pleasure for many pilots.

https://plus.google.com/u/0/photos/110040226962521480605/albums/5872966667003282641




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GIN Atlas S

GIN Atlas S

On the 23^rd I was on our flying site ‘Mezyara’ flying a Mentor 3 with superb XC conditions…

Our driver and friend came directly from the airport to the take off and I knew that I have to turn back to the take off after some nice XC flying because the Atlas S is waiting!

I landed switched glider and harness to be at 91 all up at the Atlas S and here I am airborne.

Launching is a piece of cake, and immediately generous conditions and first thermal made my smile wide enough to reach my ears ! 

I have test flew 2 years ago the Sprint Evo,and the Atlas was something very different in a much more positive way…

I am a ‘handling’ freak! and turning this jewel is an experience of a life time!

It has been ages since I found that crispy, direct ,linear handling on a B glider!

I think the two recent tested gliders were a blessing, a EN-C just before and now the Atlas S for its ‘unlimited pleasure feel’ overwhelmed me.

I was flying next to my friend on the Chili 3 S at 98 all up, and we did some long XC flights next to each other, and that was a much more realistic test.

I have to write more about handling…The Atlas can make turns inside any new B glider I have already tested! It can turn on itself J Really impressive!

In the air the feeling under the Atlas is joyful. It does give its pilot the exact amount of feedback without too many parasitic movements. It has some pitch and roll movements but still in a very small angles letting the pilot feels that he is on a very precise glider without being pushed around. A inspire confidence feeling .I can describe it as very well balanced, and surely it rests in the middle of the B category.

The Atlas has the tendency to slide into the thermals without being pushed away. It feels like pulling you ‘gently’ inside those cores with a positive vario.

The climb rate versus the best in the B category puts the Atlas really close in efficiency and I could confirm its excellent climb!

Gliding next to a ‘Top’ B glider in Xc conditions, with head wind, and down wind, the Atlas is never left behind as if they are stuck! At first bar the Atlas glide is also in par with the best. My friend and I were inseparable the whole flight.

The accelerator is soft and smooth, and can be pushed all along. The rear risers offer an efficient control in turbulent conditions and by pulling them gently the pilot can keep the Atlas on track.

Big ears are stable and effective. With the bar, a

-      4m/s can be achieved.

Conclusion:

After the appearance of the impressive Boomerang 9, I was curious to see if that will affect the lower rated gliders.

There is surely a leap in technology somewhere and the Atlas has surely inherited it!

The pleasure and performance ratio is very high!

With its high-end performance, its sublime climb rate, its dream handling and its easiness of flight, the Atlas S sits on the middle of the B category, a complete B glider that will mark its path and will be often talked about!

https://plus.google.com/photos/110040226962521480605/albums/5871179181475711457?banner=pwa

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SKYWALK Chili 3 S

SKYWALK Chili 3 S

I never flew a Chili before. My last testing on a SKYWALK was with a Cayenne 4,and now the Chili 3 S arrived . I added some ballast to reach 99 all up on the S (80-100) .

Launching:

I didn’t find any particular behavior rather than easy to launch it in nil wind or in high wind .I have tried to kite it in high winds on a soaring slope by pulling the rear C risers. It works fine knowing that the C attachment point is far away from the brakes attachments. They do break a bit the profile but still manageable.

In The air:

Like the C4 was having long brake travel, the Chili3 has even a longer one!

In homogenous conditions with calm thermals the Chili 3 can be steered with the first 30 cm of length and the wing can be called as agile!

In turbulent conditions and when entering turbulent strong cores, the Chili 3 have a pronounced roll movement and the first 30 cm of travel won’t do any help for controlling the glider. In those turbulent conditions I found that to stop the surges or to replace the Chili 3 above my head, 60 cm of brake travel are needed sometimes! That’s fine as long as the pilot is acquainted with long brake travel.

I think the profile has lots of energy and the placement of the C attachment is far from the leading edge, putting the brakes at a ‘long,forgiving,linear but huge brake travel, that I am not used to yet!

Climb rate:

At 99 all up on a Chili 3 I was finding myself in a  ‘SKYGOD shape’ as I was able to out climb any mosquito! Yes I can confirm largely that the Chili 3 has an outstanding climb rate putting it on the very top of the B category!

Giving the Chili 3 to a gifted friend @ 100 all up that has only 3 years of experience, was a big mistake as he out climbed me on a M3@ 98 all up!... And that was a hard fact!!

So the Sky god thing didn’t happen to me only….

Glide:

The glide at trim speed in calm air showed a same glide angle as the M3 with a slightly less speed at trim. The glide in head wind glides and difficult conditions could favor slightly the M3 if the headwind surpasses 20km/h and in some surges. Less than that, they are almost identical! (Did several 6 km glides in moving conditions and the glider tips were sealed sometimes ;-)   )

The speed system is relatively light and it can be easily used in most conditions.

Big ears are efficient and can have nice descent rates (-4 m/s) when coupled also with the accelerator. They didn’t seem to flap and open by themselves or sometimes a little dab on the brakes.

Conclusion:

With the Chili 3 SKYWALK has created a top B glider in the category.

But it’s a relatively talkative EN-B, if I was to compare it with the others, and it shows its strong character only in turbulent strong cores! It needs a good ‘B’ pilots to fly it happily.

I wished the brake travel were 50% shorter! As I believe that such excellent performances coupled with that energy needs some more direct brake travel to place it immediately with a short travel.

No excuses for any B pilot flying the CHILI 3 for bombing out! Unless all the flying creature are asleep ;-)

OZONE Delta 2

 

OZONE Delta 2  (La Classe!)

Back in 2010, the first Delta 1 emerged. Test flying the Delta 1 M size showed a very comfortable ride, combined with superb performance. It was happily used all over the world in some of the nastiest air…The only thing I wasn’t comfortable with was its long and a bit delayed handling and the inconvenient pitch back when entering a thermal.

Now I have a Delta 2 ML and SM for a test flight.

Nowadays there’s a lot of nice C gliders out there, and to describe better the Delta 2, I am being a bit specific and explanative on this report.

Today I flew the Delta 2 SM at 91 all up!

Launching: With its highly present shark nose the Delta 2 cannot be easier to launch!  It’s like a B glider with no overshooting tendencies for the intermediate pilot…

In the air: Once in the air the Delta 2 gives an immediate comfortable feeling.

Its feels like on rails, but with some very polite feedback, just the necessary amount for the pilot in the C category letting him feels the air.

The brakes have an average to light pressure with very linear response! The Delta 2 can be steered inside the thermals with just 15 cm of travel, making the Delta 2 a superb thermal weapon for precision and agility!

In homogenous thermal conditions, a pilot cannot be indifferent by that excellent turning radius! 

In very disorganized turbulent thermals, I found that the best way to sustain that nice turning radius is to weight shift with the turn .The energy of the Delta 2 will let the educated pilot putting it where he wants even in choppy air!

In the opposite of the Delta 1 the pitch ability in sniffing the thermals of the Delta 2 is the best feeling a C glider has until now!

It has an excellent light pitch forward when entering a thermal, and that is outstanding, reminding me of the class above!

It has the ability to pull you gently inside the thermals and nicely inside those cores.

For that special characteristic I cannot but cherish the Delta 2 ability to search forward!

In very light conditions, I found the Delta 2 to be very efficient! Encountering a light thermal, the leading edge slide smoothly inside the lift letting the vario beep positively in a light constant rate…High-end D pilots will understand what I mean…

In some strong cores the Delta 2 reacts like a loaded spring, lifting immediately upward and reminding me some high aspect ratio gliders!

Inside those strong homogenous cores the handling of the Delta 2 can be described as very agile!

When flying the Delta 2 in turbulent conditions, it seems to give its pilots some comfortable and shake resistance ability!

Big ears with the outside lines are stable, efficient especially coupled with the accelerator. Not like on the M4, but still fine.

They do not open completely by themselves, and need a pull on the brakes.

The speed system is light and if the lines on the accelerator are precisely installed, a single push with one bar can access 90 % of the speed travel, which gives the impression of an immediate boost in speed!

At full bar the Delta 2 increases its speed over trim by 12-13 km/h, and yet the leading edge is very stable and very usable.

Big and high wingovers are doable with the Delta2 and quickly built.

Getting into a debate for the performance numbers or in calm air glides of the Delta 2 is the least that any pilot should have to look at, because its superb performance is efficiently ‘usable’ in every condition.

Who’s the glider for?

I cannot say that the glider is super comfortable like a B glider…It is a C, exactly in the middle of the category. Educated pilots who have flown 2 seasons on a high end B will be welcomed onboard the Delta 2.

You cannot give a refined bottle of wine to taste other than a ‘connaisseur’ ;-)

Pluses: Handling,performace,climb rate, Into wind performance,Comfort,efficiency, usability…

Minuses: Not found!

Just one detail. The brake pulleys tend to jam a bit the brake lines, if those are pulled close to the risers.

If the brakes are pulled far from the risers there’s no problem of getting jammed. After my friend on the ML size landed he complained about that also!

I hope OZONE will immediately change those pulleys or solve that small problem.

Conclusion: (Please excuse my fairytale, and poetic conclusion)

With the Delta 2 OZONE has produced an excellent product, rare in the C category for its ‘fine characteristics’ and which fits exactly in its middle.

As if:

Once upon a time there was an Elf that sneaks every night to the OZONE factory, and fine tune those Delta 2’s.The next day the gliders are sent away and open the doors to long XC flights to the land of never ‘never land’ ;-) and at the end of each day when gravity calls and at the landing time, it was told to look into a mirror as all will surprisingly look ‘enchanted’ as if they were submerged by the ‘Magic ‘of flying.
Did I say I liked it? ;-) 

   

BDG Tala M

Construction: The Tala has lots of new innovations from the construction on the leading edge to the line layout with attachment on 4 cells, to that neat attachment point on the glider, the choice of cloth..… Lots of innovation.

But what matters are the flying characteristics of the glider in real air.

 And here it is the Tala M size 80-100 flown at 97 all up.

Take off: In light wind the Tala rises smoothly and stays above the pilots.

In stronger wind I didn’t find any particular behavior.

In the air: I flew the Tala M in smooth with plenty of lift everywhere to windy soaring and in strong turbulent thermals.

Flying the Tala ,I noticed constant small feedbacks from the risers .

In strong turbulent conditions the Tala was still very coherent. Pitch movement were present but not aggressive. It moves on a small axis above the pilot. The inside construction seems successful.

It has more feedback than a Sigma 8 and less than an Omega 8.

Handling: I found that flying the Tala M above 97 all up is a good option for handling and it doesn’t seem to affect its climb rate.

I can describe the handling as: Long, Linear, Progressive and fairly agile especially in shaky conditions. When the thermals are homogenous the glider will turn on a dime.

Flying next to recent top C gliders, I felt that the Tala has an incredible climb rate inside one thermal.

The ability to enter the turbulent thermals is slightly delayed, but I am comparing it to a top end C glider. Confirming that most 2012 ‘C’ gliders will struggle against the Tala in climb and glide!

Going on a glide with a top end C glider won’t let the Tala blush at all…On a 7 km glide the difference is barely noticeable!!

The trim speed is at 40 km/h with an excellent glide.

The accelerator has a medium pressure but can be used in most conditions.

I felt that there a small hint to let the Tala unleash its potential and to get the most of its performances.

The pilot must trust the feedback on the Tala and let her fly without too much braking with just a slight amount if necessary.

Conclusion:

I described the Tala as a butterfly, because that’s what I felt. Everything on the Tala will give you a sensation of lightness.

And this will win some pilots hearts…

The Tala is right on the middle of the C category if we consider that the Sigma 8 was intended for easy entry into the C .

Climb and performance are on the higher shelves.

Pictures: https://plus.google.com/photos/110040226962521480605/albums/5861146405525218273?banner=pwa

Ozone Buzz Z4 SM

OZONE Buzz Z4 SM

I usually enjoy testing higher performance paragliders ,but I was intrigued by the Buzz Z 4 as the Ozone team ,back in Saint Hilaire were impressed by the performance gain of the Buzz Z4 over its predecessor.

So here it is the SM (75-95) size flown at 90 all up.

Launching is only for beginners. Please watch your steps !!  ;-)

Doesn’t get easier.

In the air the roll response of the Buzz Z4 is exactly what a low-end pilot needs. It does give just the necessary amount, without too much feedback, and move on a very narrow angle above your head. Some low B gliders are dull but that’s not the case with the Buzz Z4, which is a delight to fly for pilots coming up to this category, letting them evolve in a very comprehensive manner.

The handling also is very well balanced for a low B.

High-end B pilots would be happy flying the Buzz Z4, for its nice reactions on the brakes and the perfect authority of control for that Category.

Performance at trim is very well improved, like OZONE stated. I will not talk about numbers, but the Buzz Z4 took me where I wanted to go, as if I was on a 2011 higher rated B.

The speed system is soft and very usable. It has a light pressure and applying pulley-to-pulley the comfort is if you were at trim!

Big ears are stable and open nicely.

Conclusion: With the demands of new gliders that will get our sport going further, OZONE has delivered the Buzz Z4, a glider that gives immense amount of pleasure, letting its passengers, loving the sport of paragliding and appreciate every moment in the air. After all your smiles after landing is what matters the most.

https://plus.google.com/photos/110040226962521480605/albums/5857079685644960017?banner=pwa

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NIVIUK HOOK 3 25

NIVIUK HOOK 3 25

Hook 3  ( The Wise Buddha)

Flew the HOOK 3 25 today at 97 all up. Conditions were windy and a bit turbulent.

NIVIUK has only one category EN-B.And i was curious to see where could they insert the HOOK 3 ?

Launching in light wind requires a steady pull until it settles above your head.

Immediately after launch,i noticed the following .

If i found the Eden 5 to be comfortable then i have to say that the HOOK 3 is even 'more' comfortable. Amazing what can they do with those new gliders.

The handling is similar to the Eden 5 .Linear but little more precise .This interesting leading edge is quite amazing ! I couldn't feel the active air and the movements of the glider above my head were very limited,as if i was on a low EN-B wing !

Among all the latest B's the HOOK 3 is now the most comfortable ! ...What can i say ??  Each glider seems to have more positive character and i must write it as it is !

The climbing in weak conditions is average,the glider needs a bit of time to climb at my loading, but in tricky and shaky conditions it is good .

The HOOK 3 can be turned into a dime in the most trickiest conditions and it will obey your every input.

The accelerator is fairly light and it can be pushed easily through the rough stuff  ! No worries ...I mean it is very usable !

Now the best part is 'its performance' .

It seems that every glider i test fly delivers some surprise...

After 5 long glides with a Mentor 3,(Video coming soon) ,in calm air,and in head wind glides ,i was always very,very near as if they have the same glide angle !

The M3 could have the edge in 'efficiency' in head wind of difficult conditions,to cut and climb dynamically better, but the easiness of this beautiful machine is outstanding !

Twice easier than the most performant B glider !

Further test will be carried for sure,in order to update my 'B' comparison.  but i was surprised by the amount of comfort coupled with a glide of excellence !

Low EN-B pilots will surely have no problem upgrading into this 'zen' glider !

Many high end-B's will deliver nice amount of performances but with the Hook 3 those performances are reached with a Zen attitude :-)

Cheers,

Ziad.

NOVA Mentor 3 S

NOVA Mentor 3 S 

NOVA Mentor 3
In my flying career there were some special gliders, and I always think about those flying moments under them. In 94 the Airwave Xmx 28,The Airwave Magic 1, Axis Venus 2 S, and the Nova Mentor 2.
I was impatiently waiting for the new model and was curious if any improvement could be made.
Having flown the Mentor 2 S for the last 2 years and keeping it as a reference for new tested gliders, and as many pilots noticed that it is still very competitive… the different feelings when flying the Mentor 3 S were immediately noticed.

I was very curious with that question to Hannes Papesh the designer in Saint Hilaire about the possibility of a Mentor 2 improvement.

Then The Mentor 3 came. Construction of the leading edge is different, with probably a lighter cloth and special 3D construction with some thin vertical Mylar reinforcement.

Launching the Mentor 3 S is very easy but have to be stopped in strong wind to keep it from surging.
Easy for a B.

Trim speed is the same as the M2,if the loadings are the same ! At max weight an M3 is faster by one 1 km/h than another M3 at 94 all up. The same goes for the M2.

In the air:
The Mentor 3 felt more stable above my head and little smoother in movements. The pitch control is more pronounced on the Mentor 3 keeping the pilot less busy than the Mentor 2,but still it’s a busy glider in the high end B category, requiring good skills, like all the new ones Blacklight SM ,Nevada 26 .

The handling got milder with a little longer brake travel and still precise. For my tasting the M2 S was superb, but for long flights the M3 S has now less steering power.

The climb rate of the M3 resembles the M2 one , very efficient, and I have to say that the M3 needs less control input to climb efficiently as the M2 needs more pilot control.

Gliding next to the M2 in calm conditions could have a very slight advantage to the M3 S.

Gliding in head wind and rougher conditions favor just a little more the M3, because of its calm pitch behavior.

Conclusion: In this very competitive category, the Mentor 3 S is a little friendlier Mentor 2 S, with some little improvements in rough air.

The key for efficient glide into wind is to load the M3 S at max. It will be faster by 1 km/h than the current B’s also loaded at max and with the ability to cut through in head wind glides and stays leveled above the pilot’s head without pitch movements for efficient glides.
The climb rate at that loading is still very good! And Still very competitive climb rate with the new B’s and a bit more efficient in climb in headwind conditions as it has the tendency to go forward and up in thermals.

But the gap, which existed in the Mentor 2 era, is now very small between all new generations B’s in terms of pure glide. The differences are about 0.2/0.3 L/D if numbers are still required…
It is now up to the pilot to get the best of each day.

Conclusion:

Please leave the glide numbers at home on a piece of paper as they don’t mean anything in moving air !
When flying, you will leave behind all your magazines, pc, and those precious glide numbers….
In the air there’s a single word, which rules. ‘Efficiency’= Cut ,climb ,dig in and move forward !
That’s why comp gliders fly better. In the current B category the character of the gliders are now toward that philosophy of efficiency, and that what makes them very interesting.

As the Mentor 2 was a very efficient glider in the B category, here is the mentor 3, another efficient glider with just a bit easier to handle.
If flown at max weight the Mentor 3 will surely mark some interesting “numbers” on the OLC competition board.

Cheers,
Ziad 

More pictures on dustoftheuniverse group on facebook: http://www.facebook.com/groups/209637459105263/

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