The 2000 Review Wrap-up

2000 was a year filled with new designs from the world's best manufacturers. It left us with so much choice it's hard to know which way is up. But one thing is consistant throughout - all the wings outfly their predecessors. So which one do you buy? I haven't reviewed them all, but had time to test these wings out :

DHV2 Class : Apco Bagheera, Ozone Octane, Swing Astral2, Gradient Saphir

DHV2/3 Class : Nova Argon, Swing Cirrus2, Airwave Magic.

Apco Bagheera
The standard-setter in the DHV2 class, with an impressive performance in the PWC 99 and 2000 Serial Class circuits. The wing has a smooth feel in the air, and absorbs turbulence without much movement, giving mild feedback via the harness. It has fairly tame reactions to extreme manouevres, although it can become a handful in big air, when experienced pilot input is essential (especially for stall exits, where the dive-out must not be braked or another spin / stall will result). The accelerated asymetric collapse turns and dives quickly. It is limited in pitch motion, and remains almost overhead in thermic transitions. The disadvantage is that the Bagheera has little energy to use in turns, and resists being turned tightly. This makes scratching difficult, but it is the glide and good trim speed that is the Bagheera's strong point, where it eats up the competition.

Ozone Octane
The Octane feels like an intermediate, with moderate energy retention in turns. The brake pressure is light and smooth. She is sensitive to weightshift, but does not bank too far, just the perfect amount for a thermalling turn. Some outside brake is needed to keep the turn optimised, though the tips remain well pressurised. This wing showcases Ozone's solid research and testing - the Octane has measured, balanced handling yet retains a certain flying finesse. The response to spins, stalls and asymmetric tucks puts the glider firmly in the DHV2 class - 'lively' but safe. On full speedbar the feedback from the wing increases, so you'll know when to step off the bar to avoid major deflations. Landings are easy, as the wing can be slowed very effectively. On glide, the Octane matches its Serial Class predecessor the Proton, but its safer.

The Octane is the recommended fuel for the enthusiastic xc pilot wanting a wing with responsive, light handling, great performance and the ability to crank really tight turns in narrow cores. It has a 'light' feel in the air, providing good feedback via the harness, yet it retains a secure aerofoil. Glides are smooth and fast, but if you want to stop to work a sudden thermal, the Octane's reaction is quick. It is best suited to pilot's who enjoy and display finesse in their flying.

Swing Astral2
On the ground she is very steady. In the air, the Astral2 is a battle-cruiser - it gave me a secure feeling, with high passive stability. The recovery from collapse is mellow and spontaneous. Feedback from the wing is dampened, and is less than the Octane. The brake rigging ensures that when you're too aggressive, the pressure is huge. If you're expecting an active wing, you might be disappointed with the heavy, controlled feel. The turns are moderated and flat, and the climbs efficient. Weight-shift has little effect, but is necessary for tighter turns. The limited pitch-and-roll motion of the wing is reassuring for low-airtime pilots, but frustrating for those who like more wang to their zing. The Astral2 is well-suited to the novice or conservative xc pilot. The performance is pleasing. The Astral 2 has a smooth, rounded nature that shows a lot of work has gone into refining the wing to make it accessible to a very large market.

Gradient Saphir
The Saphir has a calm nature. It turns, but lacks the bite that 'whips you around' on some of the more lively DHV2's. A fair amount of outside brake is required to be efficient in the turns, otherwise she seems to bank and drop a bit. The brake pressure is pleasant to high.

Moderated response to collapses make for simple flying. The glider turns a little after a big collapse, then dives to build up speed, and begins to spiral, but swing out of the spiral turn, and reinflates fully before 180 degrees of turn with no pilot input. Great! With some countersteering, the Saphir holds its course, and can be filled out with one big pump on the brake.

The trim speed is very good, and the Saphir holds its own against the latest serial class gliders. I would equate the Saphir's AFNOR Performance rating to a DHV2. I recommend the Saphir to pilots who want security, simplicity and reassurance. The Saphir lacks sensitivity and energy, but for many pilots flying in thermic conditions that is ideal, for it results in a comforting ride. The Saphir is one of the nicest all-round wing designs of the year 2000, ideal for pilots in the class between 100 - 300 flights.

Nova Argon
I found the brake pressure light for a Nova, and soft up to a third brake, whereafter it gets heavier. The turn it produces is measured and calm, though with strong weight-shift the wing banks and tightens up. The energy retention in turns was moderate, without a lot of conversion. You need outside brake to keep the glider flat, and can slide the glider around in something that feels almost like a 'negative' turn when scratching in punchy, narrow lift. Allround it is easy to fly.

The wing looked smaller and lower-aspect than I am used to in the 2/3 class, and I began to relax under what looked to be a 'friendly intermediate'. It rides through the bumpy air well, though active flying is important to prevent tucks.

On 50% collapses I discovered where it got the 2/3 rating - the Argon dives to the horizon and enters a deep spiral if nothing is done to correct the collapse. The spiral slows, and the wing reinflates on its own after more than 360 degrees, but the height loss is surprising and rapid. For the kind of experienced pilot who will be flying a DHV2/3, this behaviour is not a problem, because countersteering is easy.

Nova has again come up with a good allround wing for cross country pilots. The turns are smooth, the glider feels reassuring, and the performance will keep you in the lead gaggle.

Swing Cirrus2
In thermic conditions, the Cirrus 2 felt as skittish as a competition glider, until I got used to the handling and applied more brake in the turns. She feels better when flown at the top of the weight range. Thermalling is average, with good energy retention in turns, moderate agility and mellow response to weightshift. A slight delay in the glider's response requires forethought in coring.

Passive stability is limited, and awareness on both brakes is needed in turbulence. The Cirrus2 does retain her course very well - with 50% (or less) collapsed I had to lean hard into the collapse to induce a gentle turn. A touch of counter-steering had me veering away instantly. On larger deflations (70%), the wing turns slowly, but does not reinflate on its own until it has speeded up in the turn. Countersteering is once again easy, but you'll have to pump the collapse out vigorously.

The Cirrus 2 should make its mark on the competitions this year. It is an active, high-performance glider suited for experienced pilots who fly regularly. Its consistant behaviour in the air provides competition pilots with a margin for error, and advanced xc pilots with the performance they need. For pilots who enjoy competition gliders, it's a mild ride.

Airwave Magic
The Magic has utilised closed cells to increase the smoothness of the nose, and help with retaining air within the wing during collapses. The closed cells are found only on the outer half of the wing, the centre section shows the traditional V-ribbed construction. Whether the closed cells make any difference or not is hard to say, but they give a unique look.

I loved the feel of the wing in the air.  Similar to the XXX in the thermals, it doesn't roll much with weight-shift. Turns are flat, feel very precise and efficient. Wingovers are smooth, and speedy. Crisp brake pressure, very firm, but not too heavy.  The Magic can be 'turned on a tickie', making optimised thermalling a dream.

The wing stabilises well after pitches or dives.  Average collapses (40%) don't turn more than 90degrees, and reinflate on their own. There is a bite to big collapses (more than 50%) if you don't lean away, but nothing unexpected for a high-performance glider. Countersteering is easy. Big ears reinflate by themselves (even on speedbar), showing that the tips are well-designed.

At last I've found the perfect blend of handling, feedback, performance and smoothness of flight - it's all there, in the Airwave Magic. It's in the very top of the Serial Class performers.

Wrapping up the year
In the DHV2 class, my personal favourite is the Octane. And I bought myself a Magic, so that answers your other question ;-) For more detailed reviews of all these gliders, visit AIRLORE