website

 Hi everyone,

I was working on a new website. https://dustoftheuniverse.com/

The B, C comparison works in that website.

it is still in progress with lots of work to be done.

Please tell me your thoughts on ziad.bassil@gmail.com

Happy and safe landings,

Ziad 

FLOW Vissta XC size M

FLOW Vissta XC  (harness) Size M. 

This harness has been in development for 3 years, with Felipe Resende and Bach le (architect and designer) with lots of ideas and development. The Vissta XC has a long fairing for aerodynamic purposes. The interesting part is that the shape of the pod, and the shape of the rear fairing are narrow. In designing that harness, Flow said: We aimed for a fully featured conventional competition harness that offers the best low drag coefficient in the market with around 5 kilos and especially for packing it small to fit in a large bag. 

The Vissta XC shape was created after working on CFD (computational fluid dynamics), to find the most optimized low-drag shape which is implanted on that harness. 

FLOW installed clips on the shoulders (see pic) and those are for future low-drag speed arm connections!  

Two rescue systems on each side, with a steerable reserve, are possible. There’s also a nice feature covering the pins of the pod to prevent them from tangling with the lines when pulling the pod. 

Two zippers for the drag chute are also reachable on each side, Two little openings for the pee system also on each side, and two lower zipper pockets (13cm width) under the seat on the rear side that can be used for the hose of the water ballast and to control damping the water in competitions, or even if you want to put inside some gloves, chocolate or else… 

The Vissta XC holds also one removable radio pocket inside and in another side a detachable pocket to insert any items of your choosing ( see pics) 

The cockpit is wide and the angle is perfect. Attached to the cockpit, is a thin but long compartment with a zipper to fit a battery pack, your cellular, Chocolate bars..etc… Easily reachable in the air! 

Perhaps FLOW will introduce a detachable cockpit with possibly a below storage? that opens from above? I wish... let's wait and see what the future brings...

As I always mention before writing a test flight of a harness, every harness is very difficult to describe just because each pilot has different body shapes and geometry. 

The FLOW Vissta XC M size fits perfectly my height of 1.81, and 75 kg weight. 

The Vissta XC pod features a split line adjustment option on each side that could make your adjustments infinite for the incline foot pad, or high lengths of the pod. This feature with those lines makes it more appropriate to adjust for many individuals. 

The Vissta XC has a seat plate but with very easy access on the seat plate to fit narrower ones if the pilot wishes to!   The seat position has also an angle front adjustment on each side that you can lower or raise the seat position. 

The back seat position has three adjustments! easily reachable in the air. Those adjustments make the back and the sitting position very comfortable and also very precise to adjust!  

The video I’m attaching also will cover all those features and will let you see that for better understanding. 

The ballast pocket under the seat holds around 4 kg of water. You can also install ballast in the back compartment. I found also that it would be possible to add a 2, or 3 L liter of ballast water ballast under the cockpit as FLOW installed two side pillars for support without letting it rest on your lap. It hangs on those points. 

The back storage bag under the fairing is bigger than the Impress 4, and a bit less than the Arrow. 

Inside the bag storage, there’s a pocket for installing the water camel for drinking during the flight.

The pod closure has two magnetic pieces to close tightly. In the air, no wind comes in. 

Getting inside the pod requires placing the already installed strap on the edge of the pod and also it has a red ball to insert it into your shoe laces. That is the most efficient way to get inside the pod, otherwise, without that strap, it would be difficult to enter after take-off.  

When setting the shoelace strap, make sure also that your main chest strap connections to the seat plate ( also adjustable red, and green stripes going to the seat plate ) are not too loose to prevent you from slipping forward too much when you take off, because it will require more knee bent to catch the pod if you are too way forward. (I’ll explain it in the video) 

My usual harnesses are the Impress 4 L size pod M and the Arrow L size. I found that the Vissta XC M size fits me like a glove after my adjustments. 

The comfort for the back is quite high resembles the Impress 4 for that matter, knowing that the Impress 4 offers one of the most comfortable rides.  I found myself inside the Vissta XC sitting in my preferred chair! The legs are naturally supported, and there’s no pressure on the body whatsoever! FLOW installed a 35 X 15 cushion on the lower back which provides good back support. It can be moved by a few centimeters to your taste. 

The weight shift capabilities are slightly above the Impress 4 and close to the Arrow with slightly more weight shift capabilities! For an XC/Comp harness, it has an excellent balance. 

The roll movements can be described as balanced.  More stable than the X-rated 6/ WV GTO 2. Close to the Impress 4 and Arrow in that matter. 

The chest strap has an adjustment, is flat on the upper side for sure, and is reachable easily in the air. ( Resembles the Genie race 4 chest adjustments)  

The shape of the harness and pod stays streamlined with the air with difficulty in getting the pod lower down or higher up unless it has been badly adjusted. So the pod stays streamlined. The rear fairing is big, and the take-off reminded me of when I test-flew the Submarine. I had to put the rear fairing on windy days under my arm to keep my vision clear.  The rear fairing stays well inflated in the air and doesn’t move if you have secured both zippers at their max edge. That way the rear fairing is pressurized. 

There’s a foam protector of 15 cm on the Vissta XC.  https://para-test.com/storage/app/media/certificates/flow-paragliders/harne/visstaxc-l/PH_438-2024_IP_VisstaXC_L.pdf

Conclusion:

The Vissta XC checked all the boxes for me. The very high comfort for long flights, the excellent weight shift capabilities, the aerodynamic shape, two side rescues,! All that with slightly less weight than my Impress 4 L.  

The construction is very neat and it seems to resemble the Niviuk Arrow construction details.  

It can be folded like the Impress 4 to fit in a large bag, which is difficult to find these days… 

I had some nice and comfortable flights with the Vissta XC. landed with a good feel, and relaxed body. 

I think from the conventional harnesses in the market (except Submarine types) The FLOW Vissta XC could be one of the most interesting harnesses as it joins the Useful and pleasant in a foldable harness. Business and pleasure at the same time :-)

An interesting tool for test flying if you aim for that type of XC/comp harnesses.

  

NEO Suspender 2 L size

NEO Suspender 2  L size

 The NEO brand is a workshop that designs and manufactures top-of-the-range textile products for paragliding and outdoor activities. Neo is a French company located In Doussard near Lac Annecy (France).

 All the products are designed and manufactured in France!   https://www.neo-paragliders.fr/en_GB/ 

https://www.youtube.com/watch?v=y0SCs2E8lks&t=6s

My test today is the Neo harness for XC the Suspender 2.0. (https://fly.neoatelier.fr/en_GB/shop/suspender-2-0-6833?category=4) 

Video: https://www.youtube.com/watch?v=oxBzMtvBeNg

With 1.81 cm and 74 kg, the L size fits me quite well. 

The manufacturing process is elegant yet quite simple. At first glance, the harness gives an authentic impression of the sport but contains useful details. 

There’s no back fairing but a rigid back compartment with a large back pocket.  Camelback ready.

The sitting position is a bucket seat design. There’s no seat board, but the feel is as rigid as one. The feel between a seat board and a bucket seat harness is nearly the same. 

As you probably know,  harnesses are the most difficult material to test because of our different body structures and shapes.

The Suspender 2, as a bucket seat harness, offers good body comfort. the ABS delivers a very nice turn into thermals but also with high dampening in turbulence.  I find that balance to be unique. I can consider that the Suspender 2.0 could be among the most stable ones regarding pod harnesses. 

Moving from a simple harness with a seated position to the Suspender 2 is ideal as it's configured with that slight pressure system on the lower thighs. 

There’s a very interesting innovation for the rescue system: the Stand-up rescue system. The system reroutes the rescue briddles to attach to the main carabiners. That way, when your rescue is open, you're still hanging from the main carabiners and not from your upper shoulder hanging points. 

When pushing the speed bar, NEO installed big autoRatchet pulleys, they deliver a softer pressure and foot pressure when I'm on the speed bar!  

Hook Knife included. The front cockpit opens with a magnet and can be secured by a strap. It has a moderate space between a Forza 2 and an Arrow. Helico kit, Booomtag, (Near Field Communication chip)!  (Please see the video)

The straps on the left and right are easily adjustable. The seating position can be straight up. 

The back protection is  the NEO Koroyd 3.0:  https://fly.neoatelier.fr/en_GB/shop/koroyd-3-0-protection-1731

Conclusion:

The NEO Suspender 2.0 is a complete harness without the makeup. A truly genuine article for the purist! 

A stable, easy-to-fly, XC-oriented harness for all levels, the Suspender2.0 is a very nice product. 

As harnesses are very personal products, each interested individual should demo one and see if it meets their body geometry.  

Mistake...-----NOW UPDATED and the test is ready for 22 and 24 . !!

Hi,
I have made a mistake—in fact, a huge mistake… In 30 years, it has never happened to me…
The details:
I was waiting for both the Sigma DLS 22 Petrol and 24 Spectra to arrive. My friend called me saying that the 24 Spectra color has arrived and I should pick it up.
With everything going on in my country and all the problems my head can carry…I swiftly pick up the bag with the Spectra color on it and head on to the takeoff. With my Impress 4 at 92 all up, I took off and later flew next to my friends. After two hours, I landed and wrote my impressions.

The weird thing is that, after 15 days, as I was re-arranging my gliders, I saw the outside bag of the supposed Sigma DLS 24 (Spectra) and saw the number (22)! I froze for like an hour…My eyes pooped out!
Seeing the spectra color with the size 22 ( 68-87) with an ideal range between (72-84) I opened the glider to see that the label on the Sigma DLS I had tested was indeed the size 22!

I flew that size at 92, which was 8 kilos from the ideal weight range! This largely explains the difficult climb rate in weak air!
I am so sorry for that…I don’t know how this happened…Surely, I’m getting old... 
Now I have the size 24 (Solid statement after wearing my glasses )!
I will re-test the Sigma DLS next week when the weather improves, especially for the climb rate in weak and the overall behavior!



Sigma DLS size 22 (Petrol)
Yesterday, I flew the Sigma DLS size 22 with my Lightness 4 harness at 83, all up in moderate air.
The handling and turning abilities at 83, in combination with the Lightness 4, deliver a very agile and playful glider. I could easily core any thermal in super tight turns. The climb rate is now more than acceptable at that load!
More to come soon for both sizes.
Again, my apologies for that terrible and awkward mistake!
Ziad

DAVINCI Mambo 2 liner EN-C S size

DAVINCI Mambo EN-C 2 liner size S (70-95)

The Mambo is the first EN-C with a two-line design from DAVINCI.
On the ground: The look of the aggressive and big shark nose with the SN+ feature looks like nothing else in the market. Laying down close a Photon, they both seem from different worlds in shape, size, line attachment points…To delete the rumors that presume a copy from any other two-liner. It is not, at least from what I see in front of me.

Construction: The Mambo construction looks very neat, from the risers to the sewing of the glider. Nitinol rods are used in that glider. A new feature inside that glider with four double smart snake systems inserted in the profile ( see pic) Jihun Lee says that it resits collapse and should make a faster recovery. I didn’t have any collapse during my tests, and I cannot comment on the recovery. But I can confirm a very different feel under it ( more info down)

I have flown the Mambo from 90, 93, to 95. It's best to fly it in strong air at 94…95.

Launching:
Pulling on the A’s in nil wind requires a steady pull, and the mambo rises slowly and evenly, keeping your pressure on the A’s. It feels slightly heavier to launch than a Photon, for example. But still, the inflation in nil wind is easy. Just slightly slower. In 10-15 to 25 km/h, the pull on the A’s also needs a steady pull, but overall it is an easy-to-launch EN-C glider.

In the air:
The Mambo has moderate to short brake travel with very nice agility. The authority on the brakes is good for the pilot. Every pull I got is a linear feel and in reaction from the glider. The agility is similar to a GIN Camino 2 and slightly less than a Volt 5. It's on the moderate side but still quite direct and very satisfying!


Climb rate:
One day, I flew the Mambo with my Impress 4 harness at 93 all up, next to a Photon M size (90-105) at 105 all up.
In weak thermals, less than 0.5 m/s, both gliders float nicely. When there’s a slight increase in climb, I felt on many occasions that the Mambo had the upper hand in float ability! … Actually, we were both surprised, and later, we tried again and again with the same results. The Mambo has a nice climb rate, and I enjoyed teasing my friend with his head right and left 
In strong surges, the Mambo doesn’t have a neutral pitch and climbs very quickly upward. It felt like it slowed down inside the lift, and with the direct brakes, any small radius is doable.


Gliding:
Of course, we also made many glides despite the Photon being a larger size.
At trim speed at 93 on the Mambo, I was around +1 km/h slower than my friend on his Photon M size at 105. To compensate for this, I pushed the speed bar to keep it side by side. After some kilometers, We both didn’t see any difference in glide with a 5 km/h headwind. We also tried again and again with the same results at that speed.
At half bar, the result is also the same next to the Photon! There’s no doubt about the glide efficiency of that machine.


Comfort and pilot control:
In moderate air, the Mambo is a comfortable glider to fly with smooth roll and pitch movements.
In strong air, things get more interesting… As the glider holds many stiff parts, high energy stored inside is feelable when hitting turbulence. There are some yaw movements translated to the harness that push you slightly sideways. Of course, the brakes give you a large authority and will help control that glider in heavy turbulence. A narrow chest strap will also help, but it is a thing that you don’t feel under any 2-liner C, and most probably, you will get used to it…
The B controls, while stepping on the bar, have moderate to hard pressure. Control by the B’s in turbulence is efficient in keeping the glider overhead in mild turbulence.
The top speed is around 16 km/h over trim.

Conclusion:
I never thought The Mambo would climb and glide that way! If heavily loaded, this glider has lots of potential in XC and competitions. I’m curious about pilot feedback after test-flying it.
With good handling and good brake authority, the Mambo is a special glider for good C pilots in the 2-liner C category.

ADVANCE Sigma 12 DLS

ADVANCE Sigma 12 DLS  size 24 ( UPDATED) 

The Sigma 12 DLS new 3-liner C class glider for ADVANCE in 2024/25. It is a semi-light glider with around 4.5 kg.

Construction and details are typically ADVANCE. Very neat and well-built. 

Launching the S12 DLS is straightforward, easy, and simple to take off without any hard points. Even in no wind, the take-off is easy.

I flew the Sigma 12 DLS at 92 all up. Next to me, my friends were on one Photon S, One Photon MS, and one ML. There was also a Rush 6 MS and a Rook 3 MS.  

The brake travel is on the moderate side, quite direct, smooth, and linear response. 10 to 15 cm are needed to turn the glider inside a thermal. The Sigma 12 DLS resembles the S11 agility. 

Coring thermals is a pleasure under the Sigma 12 DLS. A fun glider to play in thermals, with good authority. I didn’t feel it had a dynamic turn inside the core rather than an agile, smooth turn. 

Comfort:

I flew in weak air and later in strong air and turbulent conditions. The S12 DLS felt solid and comfortable for the C category in all those conditions. The structure is very homogenous, and the pilot could feel that extra passive safety as if he were on a comfortable high B-class glider!  The Sigma 12 DLS as a C glider, is very accessible for the 3 liner C class pilots, much like the S11, possibly even more comfortable… Close enough to the Alpina 4 in comfort. 

The difference between flying a Sigma 12 DLS and any 2-liner C is very different. The feel inside a moving airmass under a 3-liner like the Sigma 12 DLS, resembles the high B+ category delivering a genuine three-liner feel. Smooth pitch in the air, with high passive safety for the C class compared to a 2-liner C. 

Climb rate:

Thermal flying and efficiency:  

As much as the Sigma 12 DLS is easy and comfortable with high passive safety, the glider doesn’t compete with the 2-liner C gliders in climb efficiency, as the Artik-R, Photon, etc...which is logical, of course as ADVANCE intended to deliver a friendly user glider.  

In weak conditions, the S12 DLS resembles the S11 in weak air. 

The glider is much more tamed.   

In 2 m/s thermals, it climbs quite nicely next to other C’s, even with the two-liners.  

Gliding:

I tried to glide with the two-liners in the sky next to me, and I was surprised that the Sigma 12 DLS gliding capabilities would surpass the S11 and be close enough to the good two-liners!  Even when pushing on the speed bar, which gave me 11..12 km/h max over trim taken at 900 ASL, the glide stays quite interesting for arriving at the next crossing. But it is better to stay 90% on the speed bar with moderate pressure while gliding if you want to stay close to the 2 liners if they only use 25% of their speed bar. 

Of course, I am not comparing the Sigma 12 DLS to the two-liners, as they are aimed at different pilot profiles, but it is just to give you an idea that the glide angle in smooth air is quite competitive only if the moving airmass is not quite challenging, with more headwind…difficult airmass… 

Ears are easy to do, stable, and reopen smoothly without pilot interference. 

Conclusion:

A plain and simple 3-line concept for the conventional C class pilot. The Sigma 12 DLS is very comfortable to fly, agile, and with very good gliding performance. 

After the Iota DLS and other high B’s, the Sigma 12 DLS will welcome you for its high accessibility as a three-liner C glider.  

UPDATE: 

Hi,

I flew the Sigma DLS size 24 at 93 on my Impress 4. The climb in weak felt much better, like the S11 in that matter.  The handling and brake authority is sweet and direct, with good agility with the Impress 4 and moderate pressure.

The overall comfort is very high, and the S 12 DLS feels somehow...like a B glider in the air. The pitch is absent, the roll is very tame, and the energy stored in the glider dissipates quickly after wingovers or induced collapses. The full speed which has moderate to slightly firm pressure on the feet, over trim, is around 11-12 km/h with a very good glide angle. I think ADVANCE wanted to deliver a very easy 3-liner C with very good glide performance at that speed. 

Everything I wrote in my earlier flying the 22 feels the same, with a better climb rate in weak, but flying the glider with a harness like the Lightness 4 enhances the overall feel and maneuverability. 

When I flew the size 22 overweight, the glider kept its easiness and high comfort, which is unusual most of the time and shows that the glider genes are created to deliver high easiness for a C-class glider.  

I think pilots after two seasons and moving from their high B's would not find any difference in glider control over their glider. For instance, some B's are more demanding to fly.

 This explains the high comfort I found on the size 24 at 93 all up. 

Ears are stable. They reopen smoothly without pilot intervention after 3-4 seconds. Wingovers are nice to make, but you feel the energy inside the glider is very well controlled and dissipates fast.

Induced collapses are very easy to maintain. 

Stall speed is forgiving. 

UPDATE on the Sigma 12 DLS size 22 :

Sigma DLS size 22 
Yesterday, I flew the Sigma DLS size 22 with my Lightness 4 harness at 83, all up in moderate air.
The handling and turning abilities at 83, in combination with the Lightness 4, deliver a very agile and playful glider. I could easily core any thermal in super tight turns. The climb rate is now more than acceptable at that load!
More to come soon for both sizes.

Axis Vega 6 M

AXIS Vega 6  size M (85-102)

Radek Simonik founded Axis Paragliders in 1990 as a hang-gliding school. Radek Simonik was developing the gliders together with Ing. Frantisek Pavlousek until 2010 when Franta left for UP.

Construction: The Vega 6 uses a mix of Skytex cloth with unsheathed 0.5 to 2.5 mm from Liros Dyneema and Cousin Vectralines.

The finish details of the glider are good. The risers used hold the same materials and construction as the Venus SC. 

https://axispara.cz/products/paragliders/vega-6/

Launching the  Vega 6 is straightforward, even in nil wind. In stronger wind, I found it also easy to control and launch. 

I flew the M size at 98 and later gave it to my friend who usually flies a Photon M at 102. 

Handling and turning abilities:

At 98, the brake pressure is on the moderate side, short, and precise to turn in a core for a two-liner. Pilots who like a direct-handling glider will like the Vega 6 authority and good agility.  Turns can be made quite narrow and pleasurable to fly. I enjoyed that handling.

At 102 my friend was also delighted to fly it and said later that he enjoyed it much more than his Photon (handling-wise). 

Comfort:

The Vega 6 flown at 102 can be considered as comfortable to fly for the 6.3 aspect ratio EN-C 2liner glider. 

The pitch movements in moderate conditions are neutral. The roll movement is quite dampened also for a 2-liner. 

Quite a balanced feel. It felt easy to fly, maybe just slightly above the Codex and Bonanza 3 and less than Artik-R, Mint. 

Climb rate:

At 98, the climb rate in weak air is good for the 2-liner C category.  

Glide:

We made lots of glide with the Vega 6. It is not a Photon, but still has some nice gliding performances. I will update my 2 liner C comparison for all the criteria.

Conclusion: 

Axis created the Vega 6 to give the pilots a good all-rounder 2-liner C with very good agility and pleasure to fly the glider. I think it is nicer to fly it above 100 to get a nicer agility, speed, and homogeneity in strong air

COUPE ICARE Interview 2024

 

FLOW Freedom 2 Light size S (70-95)

FLOW Freedom 2 Light size S (70-95) 

FLOW released the light version of their high EN-B the Freedom 2. 

Awaiting the website to be updated, please find a picture of the Freedom 2 Light technical details. 

In summary, Nitinol rods are used, shark nose, hybrid set up 3/2 line layout.

Launching this high EN-B is straightforward and super easy. The glider rises without any hard point even with no wind. I like the light materials when launching the glider in tight areas. 

I flew the Freedom 2 light at 92 all up on my Impress 4 harness.  The brake travel is short and the pressure is on the medium side. The authority of the brakes given to the pilot is excellent! Turning the Freedom2 light in thermals is a pleasure. So smooth in turns, direct, precise, without the dynamics. As soft as it gets for a high-B glider.  You can narrow your radius or widen it, and the glider doesn’t dive into turns rather very efficient.

Talking about efficiency, I think the Freedom 2 light holds again that ‘aboriginal magic’ in its climbing abilities. That glider does climb impressively well. 

After a while, flying it the sensations it gives felt like a butterfly in the air. Sooth, light, and climb effortlessly. 

Performance:

The trim speed is slightly slower than the Rook 4 that was flying near.  The glide seems also on par with the best B’s out there. Applying the first and second bars showed moderate pressure and a very good glide angle.  The top speed seems around 12 km/h over trim. 

Comfort:

The overall movements in the air felt tamer than the normal cloth Freedom 2. The Light version seems more taught and very comfortable to fly.  

The C steering is as efficient as the good B’s in keeping the glider overhead. 

Ears are stable and efficient. They reopen without pilot intervention, but smoothly and evenly. 

The energy stored while doing wingovers is high. 

Conclusion:

Flow created a very interesting light construction high B. You can load it at the top to get slightly more forward dynamics, with no worries about the climb rate, which stays on top of the category.

Maybe I would have preferred a more simplified riser construction, but that's just a Tiny detail. 

Climb is outstanding, and will surely keep you at cloud base! Glide is also excellent, and you can push the speed bar for faster glides if you wish while getting an efficient glide. 

Comfortable, calm, and simple. That’s the Freedom 2 light.  

Cheers,

Ziad

OZONE LYGHT S and MS

Ozone LYGHT MS 

After OZONE introduced the PHOTON, here is the light version of that incredible top-end performance EN-C 2 liner. 

The first PHOTONS had a very long brake travel, and after a while, the handling got slightly better. BUT…. Afterward, the new PHOTONS delivered had slightly different handling.

How different? 

Two months ago, and based on my recommendations, a close friend of mine, purchased a new Photon ML  like the one I test flew a year ago.  He was reluctant at first as he wanted a glider that has direct brake control, but as he kept listening to my comments after I landed flying one…He made the purchase. The story here began. Every day he flies the glider, he calls me saying that it doesn’t have a long brake travel. It is short and he could immediately place it inside the core! 

I cannot explain it...

LYGHT MS and S test flight:  

I flew the MS size at 92 all up on an Impress 4 harness, and the S at 82 all up with a Lightness 4 harness.

Launching the LYGHT is superb! Very easy to inflate, as all the light 2 liner C’s. No hanging back at all. Smooth lift and easy take off. 

I still have my PHOTON MS kept as a reference, and I flew it also in a 3-hour turbulent flight just to get all the feel and movements, and brake control.

let's get back to the LYGHT.

In the air on the LYGHT MS at 92 all up, I found that the brake travel is shorter, quite direct, and with good agility.  No more long brakes like the PHOTON MS I have. It is like a completely different glider in that matter!  The brake pressure is moderate, very slightly firmer than the Photon. 

For my taste, it is quite good. On the LYGHT, the line that holds the brake pulley is 2 cm longer than the ones on the Photon. That will allow the factory to set the brakes 2 cm shorter and still manage to overlap the pulleys at high speed without affecting the trailing edge of the glider. 

The LYGHT S at 82 all up has a very similar brake control. The LIghtness 4 enhances slightly the turning behavior over the Impress 4 and flying the LYGHT S size is quite surprisingly agile, and nice to fly.    

Comfort in roll and pitch versus the PHOTON MS. 

The LYGHT in MS and S size felt even more comfortable than the PHOTON in turbulent air. Of course, the brakes give more authority for control, but still, the overall movements felt slightly tamer. It is ‘exactly’ like the switch between the Delta 4 and Alpina 4! in terms of glider feedback and feel.  But the difference is that the LYGHT has a more connective brake travel and authority. 

If you have already felt the difference, then you understand what I mean. Even the pitch is slightly smoother. 

Pleasure in flight:

My definition of pleasure in flights is having a glider that gives feedback from the brakes and risers, with every centimeter of brakes having its impact on the trailing edge. 

The LYGHT is a high-performance 2-liner C with direct handling. That’s it. You initiate a turn, and it responds. 

In turbulent and strong air, when you encounter surges, the brake authority is strongly present not to compare with the Photon.

The overall feel you get from the brakes is like eating a good, but diet cake. You will get all the healthy benefits, without that sugar taste... That’s the best way I can describe it to you. 

That brake control and feel is a matter of taste, and could be heaven for many pilots!  

Seeing that on the positive side, I can say that to acheive that unreachable high level of performance with that homogenous, calm character, could be perhaps considered in the Middle Ages as Sorcery!  :-) 

 

Climb rate and glide performance: 

In weak thermals, the LYGHT can efficiently catch the very weak ones, if the pilots listen to his vario. The gliding performance seems on par with the PHOTON, which is incredibly good. 

However, one feature surpasses PHOTON's and could give many pilots an extra feel for performance. 

When gliding through turbulent air, the LYGHT overall movements felt slightly tamer than the PHOTON, and keeping your foot on the speed bar which has moderate pressure felt easier. 

The B steering pressure also felt slightly higher than the Photon, but still on the moderate side and super efficient to control the glider while on bar in turbulence! 

Ears with outer A’s and outer B’s are doable and easy to use. 

The LYGHT MS can easily flown at 90 all up, and the LYGHT S at 80. 

If you need more speed in comps 94 would be great on the MS.  

Conclusion: 

For the C-class 2-liner pilots, The LYGHT has an outstanding package of performance/easy-to-fly gliders.  

Very usable high-end C class performance is exactly what describes the LYGHT.

GIN Calypso 2. S. (75-95)

GIN Calypso 2 75-95 

The new Calypso 2 is GIN's new light low B glider with an aspect ratio of 5.05! Only and weighs around 3.65 KG. 

Here’s the link to the GIN website for any further details.

 https://www.gingliders.com/en/paragliders/calypso-2/

The construction is really nice. Very well made. All the lines are sheathed which makes it great for adventure flying. 

Nitinol rods are used for packing longevity and go well with light materials. 

Launching:

This Calypso launch is special. A small pressure on the A risers and the Calypso 2 rises smoothly. In a more consistent wind, it goes up gently as if a loved one is watching you, saying:

I’m here, no worries. Do you want to launch now? I’m still here...take your time.  I think this is one of the easiest to launch B glider and still with a taught structure waiting for your command to take off.

In the air:

I flew the Calypso 2 S at 91 all up. There is no need to go more; you can fly it also a bit less. The brake travel has a moderate pressure in the first 10 cm and firm on the other 10 cm, and that’s all you need to fly it!  You can also dig the brakes + 30 cm longer if needed, and the glider watches over you calmly, with total passive safety.  But you can fly the Calypso 2 with 20 cm in all conditions with excellent agility for that class. Thermals can be cored really tight if the pilot wishes. The leading edge doesn’t seem to bump into the airmass, rather than get through smoothly and slowly moving forward. For the low B category, the Calypso 2 flies really well into a moving air mass. The pitch is very stable and the roll is quite balanced and accessible for all levels.

In turbulence, the pilot feels like having a safety net as the Caypso 2 stays homogenous and has a taught structure. 

The brakes give a good authority of control to the pilot in strong conditions, and that will keep you the master in flight. 

Climbing in weak is good for the category, and the climbing performance in strong thermals. When a glider is that easy to place inside the lift, then you have to expect a really nice climb. 

Gliding performance seems also nice, as I was all the time flying at top speed which is 8-10 km/h over trim, but very…very accessible, with a glider that stays one whole homogenous piece at full speed in turbulence.  The pressure on the foot bar is moderate. 

Induced assymetrics and frontals seem like level-A gliders. No change in direction, and reopens in less than 2 sec smoothly. Big ears can be large, and efficient to get down. They reopen without pilot intervention gradually. 

The stall speed is very late as the Caypso 2 resists the stall. It can also be slowed well in tight places. 

Conclusion: This test holds nothing but good for that light-friendly user Calypso 2. I think the Calypso 2 is intended for talented beginners if your instructor says so.   It is also a glider for any B pilot wishing to fly in peace.

For XC, step on the speed bar often as the glide stays really good!  

It is a very balanced glider also for newcomers to the sport and it will take care of you giving a smile after landing. 

Sometimes we all are longing only for that smile, and that’s what keeps us flying and moving forward.