Merci Man's de ces précisions
Autre question ouverte sur la genèse des 2 lignes chez Ozone : a-t-il bien existé deux versions de la R-10, trois et deux lignes (R10.2), ce dernier s'étant avéré plus stable que la trois lignes dans la majorité des situations de vol (avec peut être une manoeuvrabilité moindre comme suggéré dans le fil en ci-dessous), s'imposant decfait ?
Source:
https://www.paraglidingforum.com/viewtopic.php?t=28563Le dythirambique récit de découverte de la R10.2 par Yann Martial reste un régal à relire
" My first fligh under R10.2, Gourdon, South of France =
First flight on Friday, 12. Wet conditions, take-off in the classic "cloud-cap".
Powerful inflation and tendency to make "oblique attack" if not symmetric : you have to be attentive. After few tries in turbulent conditions, I began to understand the "monoblock" way he wing behaves and it became easier. The R09 would miss cohesion in comparison to the R10...
Once loaded, the wing gets even easier, thanks to its solidity. Take-off directly in the clouds, immediatly spriraling in a blue hole to keep an eye on the ground above the tray. Then I glide towards the village at cloudbase... thus 100m above the ground! Impression of solidity confirmed when meeting the first turbulences arriving at Kennedy.
First thermals, a little bit puzzling at the beginning: the wing is faster than R09 and filters more than R09, I have troube to find the core for a few minutes. Then it comes. In fact, I also get used to the fact I am under a 2 liner ! This psychological step being crossed, you discover a very manoeuvrable wing, even easier than R09.
One hour of flight in not to rough thermals, playing and going in front pushing the speedbar. The acceleration is coming faster than R09, I would say you get around 55km/h on 1st bar... I didn't dare to push the 2nd.
Very Happy Piloting with B lines : BRILLIANT!!!! You feel that you're controlling the angle of incidence in a very pûre way, purer than on a 3 liner. It soon becomes natural, even at trim speed, at which you can absorb small turbulences (I was looking at the wing a lot, but more to reassure me get more feed-backs than because I was tensed). I was even surprised that I used the brakes only when placed in the thermal, which I had done with the B lines !!!
The second flight I made on Sunday, in a more promising sky. This time, Luc was in the air with an old less stable R10 prototype, Nico Bernard took the R10.3 and David was tempted to come wih us and took the bbhpp. We woud then be able to make comparisons !
At the beginning, we had troubles to get high above the take-off. I looked at David with his bbhpp, and his wing was moving a lot... The rest of the flight will confirm this first impression : the R10 is truely much easier than the bbhpp, no doubt (especially when you know the skill of a David Dagault!).
As a result, once high but not very much, the group headed to Courmette. First transition in the first bar, which turned slightly in favour of the 2 R10.2, slightly in front of 2 others (bbhpp and R10.3 together).
Then, we wen to St Jeannet (Var valley, east direction). Nico catched up us and we turned back heading a small SO wind (no instruments because I was trying the M size and I had removed all superfluous stuff, maybe 10km/h wind). However it seemde very easy to gain ground, thanks to a wing that seemed fast, solid, perfomant and "talking", once you get its "monoblock" language.
David took a tactical advantage by replacing himself at the top of Courmette heading towards Gourdon, which allowed him to go directly to Cavillore, closely followed by Luc who is had turned along the front of Courmette with me. I had left a little lower and was too low to "hang up" to Cavillore, thus I had to run to the village, then to the east side of Kennedy, and could join them 5mn late, at Gourdon Take-off. Nico, late, decided to go to the landing zone.
Better cloudbase alowed Dav' and Luc to leave northward, heading to Gréolières.
I followed them 1 minute later and joined them above Cipières, thanks to a stronger thermal, found a few hundred meters from them. I was in the lead to Gréolières and soon got at the top of the cheyron, then I bagan o ride the crest eastward (making my "raving rabbid" from North Alps as if we were going to redo the big tour from behind Courmette Wink.
David and Luc then decided to leave to the South. It seemed that they intended to go back to Gourdon. I turn back on my steps and begins the same transition, headwind above the famous steep and windy "gorges du Loup" (the river that flows under Gourdon).
And here is the best part of it ! If Luc plays it classic by heading to the left to hit the northwest side of Courmette, David decides to head to Gourdon, straight "on the line" towards the village, exactly above the gorges ! And it works ! Shocked... He just stops for 2 tours in a little profitable thermal righ in the middle of valley. Luc then joins him from the left and arrives at the same level !!! (another proof that R10.2 is better on glide than bbhpp).
I arrive later and make only one tour because the SO wind and breeze pushes me away too much behind.
Then for the three of us, the "hanging on" is rather easily, directly at feet of Cavillore : phenomenal !
I was all the same satisfied not to be under the bbhpp, heading the turbulences of the SO wind close to the ground, and finally rather serene under the R10.2, after only 4 hours of flight among which 2:30 hours that day...
Once on the ground, David would say to me that he had made this transition once by magic in past, but that it is now "a classic" with the bbhpp or the R10... He would simply add : " it is a new transition ".
In conclusion, R10 is an amaaaaaaaaazing wing !!! "
L'Enzo première du nom est une aile EN-D (elle tient d'ailleurs son nom d'un jeu de mot avec la norme - "EN ZerO"), la classe CCC étant apparue quelques années plus tard avec l'Enzo2, le temps que tout le monde se mette d'accord sur sa définition.
