Gliders and...

After some time, and talking to friends and exchanging wings, in the C category, 

I would humbly like to share my personal feel and opinion from all my tested C gliders, here is my choice for the most complete ones in 2020,2021, until 1st July is:

1- Delta 4, Alpina 4, 

2- Sigma 11, size 24 , 

3-Fusion Light, S, and M.  

Why?  Just because they offer the most relaxed flying with top-end performance without going out of trim in the first 30 hours. 

4-Cure 2, which offers excellent performance but needs a little workload than the others. 

5- Q-Light S ( needs active control) 

All those gliders didn't get out of trim before 30...35 hours. (Data from 12 other pilots) but will eventually go out of trim later.

IN the B category, 

1- BGD Base 2, GIN Explorer 2 (superb performance with a very conservative line width) Rush 6 (performance of the C category) 

2-Rook 3, R-Light 3  ( But I don’t like the take-off in nil wind ) 

, Rush 5, Swift 5, Mentor 6 Light XS! Love that one! , Maestro 21.

There are more good gliders that don't go quickly out of trim OF COURSE,

But they will eventually after 30, 35 hours but the above is my personal choice for overall behavior. 

Important notice that I would like to share>

I have already written that testing a new B, C, or especially D, won’t give accurate results since many gliders go out of trim before reaching 30 hours! even some B’s! more often C’s and D’s. ( Dyneema line shrinkage problem, mainly..) 

So it is very important to trim back those gliders to regain their correct flying properties.

 Some manufacturers are more serious than others…

Happy flights,

Ziad. 

The NEW  Elan 3 is not yet evaluated. And will need time to see ...

GIN Explorer 2 size S 75-95

Explorer 2 size 75-95

The Explorer is GIn’s light high B glider. In 2017, I have flown the first version of the Explorer  http://ziadbassil.blogspot.com/search?q=explorer That version was easy to use, and the overall performance was fairly good for the category, while the Carrera and Carrera plus were unreachable in overall performance for the Explorer. Now with the second version, everything has changed!

The take-off at 93 all up is super easy, with just a light pull. The Explorer doesn’t overshoot, and the take-off is immediate.

In the air flying with my X-rated 6, and some ballast to reach 93, the brakes have a moderate length for turning in thermals. They are not as short as the Artik 6, Delta 4, Rook 3, R-Light. It is slightly 1-2 cm longer than a Rush 5, for example, and approx 2 cm slightly less than the Swift 5. Now I hope I gave you a good idea…

The turn inside the core is excellent. The Explorer is agile without being (at all) too dynamic. It is a soft glider in overall air despite the 6 aspect ratio. I found it easier to fly than the Rook 3 for example. It feels similar to the Swift 5 in terms of overall feedback.  I could turn very tight inside the core.  

The pressure on the brakes is lighter than the Rook 3 ones and probably similar to the Swift 5. Overall it is not tiring at all for longer flights.

Now to talk a bit about the climb rate. The Explorer flies well also at 90 all up, which a tried in one flight. It seems slow to enter the breeze, but it doesn’t bump into the thermals, and will still get inside slowly but efficiently. I found out later that at 93, or even at 95 it would be a great weapon to compete with every higher rated glider in terms of getting the best lift! The Explorer 2 even loaded can be considered as a very good floater! It climbs really well, and I don’t think it misses any thermal. 

Gliding next to some higher-rated gliders, showed me also that the Explorer 2 with its superb float ability can easily match the glide of higher-rated gliders, at trim and also on bar. The Explorer 2 full speed isn’t very high 12 km’h over trim, but still very good for the category. Loading it at max will give the pilot that extra kick to enter some difficult airmass without losing anything on its climb even in the weak thermals.  That glider looks big but also behaves really nice -4 kg from the top.

Flying at bar, which has moderate pressure and not heavy to push, I could easily control the glider with the C’s. That new C to B tool is becoming very easy to use and giving the pilots control in turbulence. But the Explorer 2 doesn’t seem to care about turbulence much …

Ears are stable, efficient very easy to induce. They will stay folded and needs a little encouragement to reopen by the brakes. 

Conclusion:  GIN has created a really interesting high B glider! Glide performance, climb, ease of use, are right on top of the high B category.  If you are looking for the best performance with an easy-to-use 6 aspect ratio glider, then I recommend trying that beautiful machine. And please try the right size to put you near the top :-)  Happy flights.

PHI Allegro X-Alps 20

PHI Allegro X-Alps 20 

PHI has released the light version of the Allegro with a simpler line layout and 2 lines per side. It is called Allegro X-Alps. 

The glider comes up easily even in nil wind.  In inflating the glider I already sensed a different feel of the structure.

I flew that glider at 90 all up, and I realized later that it is better at 95 in order to get a more compact feeling in strong air. 

In the air, the X-alps version moves in itself a bit more than the normal one. The normal version felt much more compact. That’s why when flying it later at 95, it enhanced that feel for a more compact structure.

The brake and the authority of control have also changed under the X-alps. The brakes are slightly longer, but I can still say that the agility is still there but a bit less than the original version. The brake feel has moderate pressure, quite agile in homogenous thermals, with nice coordinated handling. When encountering turbulence and strong thermals, the X-Alps version must settle before delivering the authority for turn control. The original version brake control was prompt for action even in turbulence.  I think pilots will need a little time to adapt to it, then they will feel at home. 

Climbing next to reference C gliders, showed me that the X-alps version resembles the original one with a little more breathing when surfing the airmass.  At 90 all upon the 20, it climbs like the original version.  The glides at trim however felt slightly also similar. Probably the X-Alps version floats a bit more in lift lines.

The C steering is quite efficient and the feel of a pressurized C handle like on a 2 liner!  I could stop the glider surges efficiently with that C steering. A very powerful tool! 

The speed bar is long, efficient and I think that the X-Alps version glide angle at speed is slightly more efficient.  

Ears are big, stable, and reopens with a little help if lightly loaded. 

Conclusion: The Allegro X-Alps with its Harmonica bag can be packed small due to fewer rods inside that glider.  A cool companion for hike and XC fly.  I think loading the X-Alps version will be best for a more compact feel, as the original could be flown at mid-range easily.  Try both versions to see your preference. 

NOVA Ion 6 XS 70-90

NOVA Ion 6 XS  70-90 

I could finally get my hands on the Ion 6 in XS size.  I flew that glider at 86 all up.

The construction and finishing details are excellent! Lots of stuff coming with the glider as seen in the picture.

                    It is easy to launch the Ion 6 in 10 km wind, without touching the A risers!  Smooth rise with no surge or delay. 

In the air, the brake travel is relatively short with moderate pressure, to react but long and forgiving if pulled. But I only used 15 cm of the brake travel in most conditions. I flew in some strong and turbulent air and the very high comfort under the Ion 6 delivers an immense feel of passive safety. The feedback under the ION 6 is accurate but very polite! delivering a comfortable ride with the necessary feedback to enjoy every moment. 

Usually, I find some low B gliders to be boring by the very restricted and dull feel under them. But not under the Ion 6, which gave me the pleasure I needed to fly it with a relaxed smile. 

The gliding power of that low B is surprisingly good for achieving long XC’s. I had some low saves also, and the accurate brakes helped a lot in getting the weak ones. The ION 6 climbs also well. 

The speed over trim is around 11 km/h. Ears are stable, efficient, and reopen alone. 

Conclusion: I think NOVA managed to create an impressive package of “performance, comfort, pleasure” in a single glider. I’m mostly certain that in some good XC days, the pilot under the Ion 6 will achieve his goal while having fun, and still with plenty of energy left in him. Test flying the ION 6 XS could be highly addictive!

GIN Calypso S, 75-100

GIN Calypso S,  75-100 

The Calypso is GIN light and low EN-B glider. I flew it at 93 all up, and here are a few words about it.

The light cloth, risers, and overall construction is well made. Nice work on the inner construction, to minimize the use of rods for compact packing. 

The inflation of the Calypso couldn’t be easier! …If you run hands in the pocket, the Calypso will rise swiftly above your head.  

In the air, the brakes travel are moderate to long, with a very nice coordinated and soft to quite a good responsive turning behavior. The climb rate seems really good in soft conditions. The comfort rate is high as all low B’s and offers more quality time in thermals, as it is intended for pilots to enjoy flying as a priority.  I’m not going to speak about gliding performance for any low B…as all those gliders in 2021 have a decent glide ratio, and the more tricky and headwind conditions, the more they will lack to dig through and be efficient like the higher B’s. The Low B’s are designed mainly to enjoy every second while having a very good 2021 technology and glide efficiency.

 Now a very good pilot on those low B’s can do nowadays very long XC’s in good days while having fun.

The speed over trim is around 8 km/h, and very usable and easy.  Ears are stable, reopen without pilot intervention. 

Conclusion:

The Calypso is an easy-to-fly B glider with large passive safety. The handling and the way to turn the glider are intuitive, light pressure, and quite pleasurable to fly for the low B segment. The overall performance in climb and glide matches the 2021 low B segment. Fun to fly and easy machine. 

Little cloud PUFFIN 16

This is my first Little cloud glider. I flew one time an MK2 from a friend, and I appreciated the handling and the swift response.  

Now for soaring and playing on our beach cliffs, I had an Axesse Zunzun, 21  which I had a really nice quality time on that glider when the wind was 35 km's max!  

As the Puffin came out and lIttle cloud specifically made it for high wind soaring and playing on the dunes, I was excited to get one. 

And there it is. With a very light harness and my all-up weight of 80, I purchased the Puffin 16. 

The Puffin has a shark-nosed three risers with trims. My first encounter with the Puffin 16 happened on a day with a wind over 40 km/h. 

I was a bit very focused on what to expect, and wanted to try it with a little less wind…but the glider was here, and the wind was strong. 

Over the years, it happens that when exchanging wings so quickly for testing, I developed an ability to quickly assimilate the newcomer. But the Puffin 16 was a small glider and I thought I must kite it a bit to feel it.

Before taking off, I spent two hours playing with it on the ground and trying to cope with the feel under it. 

Pulling on the A’s in that wind showed me that the little one is dynamic but … very well balanced! Very fast to take off, but very balanced to keep it overhead. At first, kiting the Puffin 16 showed me that I need to switch on, my other sleeping senses!   Which were greats as I really needed that extra awakening!  

Kiting and flying the Puffin 16 re-charged my old batteries! 

Playing around seems endless… an immense pleasure to kite that diamond!  For me, It was like riding a professional go Kart! Love it !!!

Then I flew on a ridge is very gusty wind. It is a bit different from flying on rounded dunes. The ridge's hard edges and wind makes it a bit more turbulent. Taking off in a 40-45  Km/h wind wasn’t that frequent….and I never thought I could fly forward…But my brain was convinced, and I took off.

The Puffin moves quickly and needs of course more active pilot control than a normal paraglider, but …it really moves forward as if there’s no wind! The sea was howling…and there were white caps everywhere, and I should get my windsurfing equipment right now!  But I was flying the Puffin 16!  

Now I can do both on a windy day :-)  

The authority on the brakes is quick, direct, and sharp. Simply, delightful as I could steer it immediately where I wanted. Of course, if a dynamic brake is induced, the Puffin will dive quickly.  The brakes are firm but not hard. I flew that glider with trims closed and I also tried to fly at half trim, when it was very windy, and I must say it erases the wind!  

Conclusion:  The Puffin 16 is a playful glider for soaring in high wind. Our very small soaring site is only 20-30 meters high, so it needs lots of wind for a small glider.  It is certain that flying the Puffin with an open mind and clear conscience, will increase and enhance your reflexes. I spent happy hours the next day kiting it,  flying, and playing around in a 30 km/h wind. 

You never get tired of it. 

For my experience in flying mostly conventional gliders, the Puffin 16 looks like the fast Brazilian free-tailed bat!  :-) 

Triple seven R-Light Size S

Ok…Let’s begin with:   I’m very happy and content to have flown that glider. Bye 

For the readers who want a swift and direct-to-point conclusion!  😆

Details:

The R-Light S is the light version of the Rook 3. The same everything besides the light fabric used. Now it can be folded smaller and for sure, lighter to carry. 

Launching: 

The small openings on the leading edge require a slight wind to fill the R-Light properly. With the light fabric, it feels lighter when pulling the A’s but still needs a steady and patient pull to fill it. It is slightly better to fill than the Rook 3, but little patience is needed in nil wind.  In 10 km/h wind, it is easier to fill it. Some B’s like the Base 2 for example fill faster, but this is definitely not an issue for any high B pilot. Just to be precise about it. In nil wind, I was able to launch in a 10-meter take-off, before the cliff. Others B’s in 5-7 m. 

I flew the R-Light S at 84, 85 all up, and that was just the optimum weight in all conditions in order to feel it and to dig through any conditions from super weak to strong air.  At my side of testing was a Base 2 M at 93 and a Swift 5 S at 84 also.  I tried the R-Light 3 S with two harnesses ( Delight 3 M and Genie light 3 M ( which both are different).

When flying next to the Swift 5 S I used my Delight 3 harness as the Swift pilot did also. When flying next to the Base 2 M I used the Genie light 3.

Now I can write about both harnesses and the difference under the R-Light S at 84 all up.

Let's talk about the Genie light 3 / R-Light S.  The Genie light 3 harness gives a nice weight shift authority with any used glider. With the R-Light S, it was indeed a pleasure to fly! In strong air, the R-Light S with both harnesses showed me a relatively comfortable ride for a High B. Some will prefer more dampening like the Swift 5 or the Base 2, but for me the R-Light S was perfect. Not too boring nor alive. Perfect feedback for a keen pilot. If you used to fly a low aspect ratio very comfortable C, you will be comfy on the R-Light S with the added large passive safety. The feedback on both harnesses is what a keen pilot would require from a high B without erasing the pleasure of feeling the airmass and getting the bits and pieces from it!

The difference between the Delight 3 and the Genie Light 3 under the R-Light S is that only in very strong conditions, the roll movements are more dampened under the Delight3, but the important thing to know is that under both harnesses, the R-light S had a swift and direct authority on the brakes that enabled it to put it exactly where you want inside the turbulent air mass. So no need for a specific harness to be very precise of turns. 

I have to add that the R-Light S has a short, precise, linear feel (each cm pulled react the glider), medium pressure( Harder than the Swift 5, less than the Artik 6, or the same as the Rush 5, to give you an example…and crispy feel (The little more centimeters you pull, the more you feel the brakes in your hand)  To finish my description, I have to say that the movements coming for the glider are felt 70% from the risers and probably 30% from the brakes. Just because it happened that when entering a core the R-Light S leading edge pulls slightly forward, and surprisingly one hand is being slightly pulled where the most powerful lift is!  (left or right)  But a very gentle pull, that you need to listen to it informing where the core is. I really liked that!. That feel was present in a much more pronounced way on the UP Trango Race! which had an amazing brake feel! 

Climb rate:

Flying the R-Light S at 84, 85 all up was the best to surf through the airmass. Flying at that load never altered my efficiency to climb in weak air. Some pilots feel that flying at mid-weight will give them a better lift. Of course, but they will miss every steady core of the thermal, just because you need to enter the air mass and find the best and stronger lift in every thermal, and for that, you need to be in the best part of the total weight in your aircraft. 

For me, I was very efficient at that loading feeling the light lift, and moving forward to get the better and stronger lift. Next to one of the best B’s in terms of climb rate which is the (Swift 5) I found out that the R-Light S at that load is inseparable in climb! So with my reference, the Swift 5, I felt that the R-Light S is matching it in weak, strong, and all conditions. The difference between the two is that the Swift 5 has a longer brake travel and slightly less responsive in turns than the R-Light S if both flown at 85. The Swift 5 S needs to be flown at 87 to be equally efficient in surfing the airmass, while the R-Light S was cool at 84 all up.  

Flying next to the Base 2 M at 93, I didn’t feel also any advantage for any glider. The Base 2 had a little better trim speed, but we were inseparable in the climb.  The Base 2 M was a bit more comfortable to fly. I think I will get a Base 2 S size to see the difference in comfort also. (Later) 

Gliding:

Again gliding many times, next to the Base 2 M and the Swift 5 S, there was not really a noticeable difference in glide. I can strongly confirm the R-Light S glides really well and doesn’t lose its gliding efficiency in diving when encountering moving and sinking air. The glide at half-bar is very usable and offers also the best glide in the B category.  The top speed is around 15 km/h over trim. The difference of the glide at top speed with a Delta 4 MS is very very little!   The difference that can be seen in moving air is that the Rook 3 and the R-Light 3 are slightly slower to enter the airmass than a C glider. That’s it. So there will be always a little advantage for the C’s.

I felt that going on the half bar in all the crossings will reduce slightly that effect if the c’s are not pushing on the bar often. 

Pleasure:

I added that just because it is so important.  Who does benefit the most from flying the R-Light S?  Pilots are very different in character. With the same B performance, some would like a free of movement and very dampened glider. They couldn’t care less about brake fans and would prefer pure performance over anything else, which I do respect and understand. 

The R-Light 3 S, moves less in turbulent air than the PHI Maestro 21 for example but needs a good B pilot that favors the exact spices of feedback it delivers, a sensible pilot for the responsive brake fan, who appreciates the authority given to him by the glider to place it accurately in the airmass, and finally, the pilot who needs that cocktail of a ‘light’, agile, high-performance B glider. If you are that pilot, then definitely there will be a guaranteed smile on your face.  

Conclusion:  

Like the normal version, the R-Light S packs small and offers the best performance in climb and glide for the B category. The top speed is very good for the category. Ears are stable on this light S size and reopen smoothly without pilot control.  It needs a sensible pilot to appreciate its thermal behavior.  I found that flying it at max load is the optimum load to get it efficiently into the airmass. My test describes accurately only the ’S’ size flown at 85 all up. I really had a very nice time test flying it!  Try it if you can, or other sizes, at max load, and your comments will be highly appreciated!  Happy flights :-) 

NEARBIRDS VIBE - M

NEARBIRDS  VIBE - M 

Finally my first Nearbirds harness! 

The Vibe is Nearbirds relatively moderate light harness     https://harnesses-nearbirds.com/paragliding-harnesses/xc/vibe/

I flew the L size, with an M pod. My height is 1.81cm and 73 kg. It fits perfectly.  

At first look, the materials used are tough and look like a high-end product! The construction is very neat! I was surprised by the very well-constructed harness!  

Lots of adjustments on the Vibe! Immense adjustments I would say! 5 straps from each side to ensure that your body fits perfectly. Everything was thought of on this harness. It feels like the designer is really out of this world or should I say into the harness world!  This harness looks and feels like no other harness. The design and love of perfection were deeply incarnated into that harness. From the easy reach, side zipper for water release, water ballast, anti-G, perfected adjustment little detail…etc…  It strongly feels to me, that this harness was built after a long talk with top pilots…

 The legs are naturally supported. The sitting position is comfortable for the back. Not as comfortable as the Impress 4. Close enough, but different. The feel is slightly harder and more precise than the Impress 4 on the body. I personally prefer that kind of feel, rather than a super smooth floppy feel. It is a matter of taste. It resembles the Genie light3, X-rated 6, body feel, but the roll movements are less pronounced on the Vibe. The ABS red ball adjustments could make it more stable and limit the bodyweight shift. In the release position, it carves smoothly the thermal cores and enables the body to shift better.  So adjust to your liking!  In the closed position, it resembles the Delight 3 harness roll comfort. So pretty comfortable. 

The Vibe weight shift authority when ABS is released is efficient like the Genie Race 4 for example.  

It comes with a 3 step speed system. 

Conclusion: The Vibe is a very interesting, comfortable to fly, and well-built harness. As we all have different body shapes, like longer or shorter legs, etc…the Vibe adjustments widen the gap to fit any pilot body configuration and find the right amount of comfort. A must test fly! 

SKYMAN CrossAlps 2 - 24

 

Skyman Cross 2 Alps 24 

Skyman released their 2021 light EN-C. The CrossAlps 2.  I have here the site 24 and I flew it at 93 all up.

The workmanship on that glider looks very neat.  The light cloth seems the same used on the first version. There are some stainless steel small anchors in the leading edge to prevent the glider is sliding on snowy take-offs. 

The construction looks perfect. The risers are minimalistic, colorful, and properly sewed. (see pic) 

There are 2 A’s, 2 B’s, and 2 C’s! 

Launching the CrossAlps is super easy, even in nil wind. It comes up smoothly and evenly. 

Flying the size 24 at 93 felt very good in overall conditions.  The Cross Alps despite its aspect ratio has a nice authority on the brakes! In this test, I will compare it with the Alpina 4 and mainly the Savage because of the same aspect ratio of 6.5. And will talk also about the difference between the first version and the new one. 

I found out that the CrossAlps can be steered narrower in thermals with a higher authority on the brakes than the Savage.  The A4 felt slightly more maneuverable than the CrossAlps, but it has an aspect ratio of 6.0.

The brakes travel felt shorter than the Savage similarly loaded, and similar to the Delta 4 MS in travel lengths. 

The CrossAlps is a maneuverable glider. My C comparison is updated for the little details if needed. 

In turbulence, the CrossAlps seems also more comfortable to fly than the Savage, and very close to the very comfortable A4 MS. Overall the CrossAlps seems very forgiving and quite manageable for its aspect ratio. The pitch movements are nearly absent, and the roll is very manageable and I could say quite tame for the C category. 

Climb rate> Flying the CrossAlps next to The Artik 6 which has an excellent climb rate, showed me that the CrossAlps is matching the best C’s, even in very weak thermals. I was impressed by the good efficiency of thermals. Probably even slightly better than the first version which had a very nice climb rate.  

Loading it at 95 would enhance the authority in turbulent air and with a neutral pitch, the CrossAlps will climb very well.

Gliding power> I made a few runs next to my reference Cs. The new CrossAlps 2 has I think a complete whole point or more over the 1st version at trim speed.  And close to the good ones in the C category.

 Pushing the speed bar at max, on the CrossAlps gave me around 11 km/h over trim, and could match the Savage top speed.  The pressure is moderate. The glide at trim and at top speed is also mentioned in my C comparison if pilots do want to look for smaller details. 

Big ears with the outer A’s are big, just because there’s only 2 A ’S. They are unstable and a bit difficult to maintain. 

Landing is easy and eventful with a nice flair to land it in tight places. 

Conclusion:  I think Skyman has made a much calmer CrossAlps than the first version. The authority on the brakes is also smoother, less sharp, more forgiving. The ears were better on the first version. The climb rate matches the first version, but the glide is very much improved at trim.  Overall the CrossAlps 2 is a more friendly user glider than the first version. Longer flights with probably 60% less workload than the 1st one! 

ADVANCE Sigma 11 - 22 & 24

ADVANCE Sigma 11 24

I received two Sigma 11 in sizes 22 and 24. 

Launching behavior on the S11 22 at 85 all up, and on the S11 24  at 94 all up is about the same. The glider rises effortlessly in light wind and when the glider passes 80 % it accelerates a bit. A touch on the brakes to keep it overhead is needed and the take-off on both sizes is quick.

At first, let's talk about the size 24.

The S11 size 24 (85-100) flown at 93 all up, flies well at that weight in all conditions, and later I found out that at 97 would be great in strong air. The overall movements of the S11 seem more dampened than the S10, especially the pitch behavior. The S11 pitch seems very calm and neutral in 80 % of the conditions.  The roll movement is also quite more dampened than the S10. Overall its seems to give very little in pilot demand for the C category. I think after test flying the Alpina 4 MS, the S11 24 overall movements are even calmer in the moderate conditions I flew in.  

While the S10 had a little spice, the S11, 24 is calmer in moderate conditions. 

The brake pressure is on the moderate side, slightly less pressure than the Delta 4 and much less than the Artik 6. To describe the linear feel and brake travel to the other C’s, I could say, that the Alpina 4 and the S10 had slightly longer brake travel, the Artik 6, 23 has shorter brake travel, than the S11, 24.  

The brake authority is high on the S11, 24 as the pilot can swiftly carve the glider in the air, and it is difficult to miss a thermal core. 

In biting through the air the leading edge seems to slow just a little before entering at 93 all up, but it enters with high efficiency. At 97 I found that the S11 24 has even a better efficiency into the wind.

Gliding next to a Delta 4 MS at 93 all up, I could confirm that the S11 24 at 93 has the around 95 % the same gliding power at trim and even at the S11, 24 top speed with overlapping pulleys.  The Delta 4 MS had still one centimeter to push. Like the S11,24 goes to 100, and 7 kilos were missing!  then the top speed will increase if loaded at the top. 

Again and again, gliding with very good C’s confirmed my findings that the S11, size 24 shares equally the best gliding of the C category. 

The climb rate of the S 11 size 24 flown at 93, in weak air seems also very good, as I was also next to my friends on their C gliders trying to see if there are any differences. Under the S11 the movements in very weak air ( +0.2 m/s) are very little in roll and pitch, and concentration is needed to feel the rising air.

 In stronger cores, it seems that the S11, 24 climbs also really well, among the best C’s in that matter.   

S11 size 22, 75/87 flown at 85 all up with a Genie light 3 M.The take-off is very easy as the glider inflates really well even in nil wind. In stronger wind, it goes up fast and a dab on the brake is needed to keep it overhead. The turning behavior with the Genie 3 is excellent. An excellent turning ability I can say! I could turn very tight with high precision. The smaller size of course is more dynamic in turns. One day the conditions were really tough at higher altitudes, and in turbulent strong cores, I felt that the S11 size 22 has a slight front pitch and the controls on the brakes lighten a bit even when pulling them at waist height sometimes.  A good high B pilot reported that day when flying next to me that the conditions were quite demanding and weird. The S11 kept a solid structure in those bad conditions without even a single collapse. But it kept me busy in the air, and I could have preferred a higher authority and linear “harder feel” on the brakes rather than a light feel, to control it in those specific and strong conditions.  I thought that I must top land and take another C to compare, but I was high and far to get back. 

The C steering system is very easy to use and very efficient to hold the glider movements in a moderate active air while on the bar! The leading edge seems more resistant to collapse than the S10 and it felt so smooth. I let the glider fly in front of me many times, without any issues. The induced frontals and asymmetries on the size 24 are easy to recover. Big ears are stable and reopen alone on both sizes.  The top speed with overlapping pulleys is around 14 km/h over trim.  For more information, I did update my C comparison for both sizes. 

Conclusion:  The Sigma 11 doesn’t have long rods, yet it is compact enough especially the size 24 in moderate to strong air. The overall solidity is more present on the new version. The handling and overall feel seem tamer in moderate air. The size 22 needs a bit more pilot control in heavy weather.  The turning abilities are superb, and the pleasure feel is high. The difference in brake authority between the S 10 and S 11 is that the S11 turns quicker with the less applied amount of brakes. The overall feedback is slightly less on the S11. Overall, it is a smoother glider to fly. I need to fly the size 24 more on strong summer days in order to be more precise, but the snow is still covering our high mountain range.  A light, compact to pack, high-performance C glider is awaiting you to test fly it :-)