Ozone Delta 3
Ozone knew that the Delta 3 was going to have a hard act to follow after the success of the previous model. It has taken a long time as pilots have been patiently (and some not so patiently) waiting and finally it is here. The designers wanted the Ozone Delta 3 to have more of the same but without increasing the aspect ratio and this is not an easy feat to achieve, but achieve it they have. This has resulted in a glider that is more agile and efficient in the active air which is the Ozone Delta 3’s natural environment.
The Ozone Delta 3 is designed to be a natural progression from the high ENb category but without being too much for the pilot moving up for the first time. The pilot will benefit in not only an increase in glide and speed over the ENb class but also over the Delta 2. The wing shows this most at speed where the improvements become obvious. Handling has also been sharpened, especially when only a small amount of brake is applied. As we all know, modern gliders tend to deliver the best performance when mostly left to their own ends with minimum input from the pilot so a glider that will respond to fine control movements is most welcome. Combined with Ozones performance arc developments, the Ozone Delta 3 is a paraglider that climbs in the thermal in the most efficient of ways possible. The Ozone Delta 3 like the model before it, will be seen as a benchmark of the ENc category by a lot of pilots.
It was a long wait but the Ozone Delta 3 is available to order now Paraventure Airsports. Feel free to order the Ozone Delta 3 by adding your size and colour choice with any notes during checkout. If you would like clarification of delivery times, available colours and sizes or anything else before committing further, you are welcome to call or simply drop us an email. If you are wondering if the Ozone Delta 3 is suitable for your abilities and your type of flying, we will be pleased to offer you unbiased advice based on almost thirty years of experience in the sports of paragliding and paramotoring.
Summary: Ozone Delta 3. The long awaited new EnC glider from Ozone. Cutting edge ENc technology.
Manufacturers Own Info
FALL IN LOVE… AGAIN.
The new DELTA 3 is a wing that Delta 2 pilots will love. Everything about the D2 that is good, has been made better. Our mission for the DELTA 3 was to take the handling and “Sport-Performance Class feeling” to new levels and increase the speed and glide performance, without increasing the aspect ratio. The result is a wing that feels more agile and efficient in active air or while thermalling, has noticeably increased performance, and is every bit as pleasurable to fly. The OZONE philosophy of True Performance can be felt in the D3 with every ascending carve and accelerated glide.
The DELTA 3 is designed for XC flying. It is Sport-Performance Class wing suitable for a wide range of pilots. Replacing the iconic DELTA 2, it is ideal for those stepping up from the EN B categories and for more experienced pilots who seek comfort and ease of use in the performance XC class. DELTA 2 pilots will feel comfortable immediately and appreciate the improved handling and more precise feel that the D3 delivers.
The DELTA series has an important legacy of performance, fun, comfort and stability in active air. We strived to make the DELTA 3 a very well-rounded wing, and we think the comfort and ease of use is still the best in class. The top speed has been increased and glide performance – particularly in accelerated flight – shows significant improvement throughout the speed range. We have paid special attention to the handling behavior of the DELTA 3, concentrating on the precision of the brakes, especially in the first part of the range to create an efficient, elegant, and agile climbing machine.
All of the groundbreaking technology that has kept our performance wings consistently at the top of competition rankings is present in the DELTA 3. The most recent evolution of our OZONE Performance Project arc is present, and the sail cohesion, both spanwise and chordwise, is better than the DELTA 2. The net result of this improvement in the DELTA 3 is apparent the moment you begin brake input. The early section of the control range is much more responsive, making micro-adjustments easier and improving thermalling performance significantly. The thermalling behavior of the DELTA 3 is unmatched in our experience, it is easy to place the wing exactly where it is required in the thermal for maximum efficiency with the nose staying high even during tight turns.
Through the many prototypes that the OZONE R&D Team tested during a three year development period, several ARs were experimented with. While the industry trend in this class of wing is to increase aspect ratio and squeeze the wing through EN tests, we decided to maintain the moderate and comfortable AR of the DELTA 2. This has benefitted everything from handling to safety. The performance improvements that we have achieved are the result of technological advancements in shaping, internal structure, and line drag reduction.
In thermals, the DELTA 3 excels. In light lift, the sensitivity allows you to center the core and feather the early part of the control range to stay in it. In strong air the DELTA 3 feels genuinely reliable, whether you are feeling Gs in a strong climb or pushing bar through the rough patches of a transition or long glide. The accelerated flight performance is significantly improved over its predecessor, and the gain is not just theoretical – it can be felt in XC conditions. The wing cuts through rough air creating lift through each patch of turbulence. Overall, this is a Sport-Performance Class wing for Sport-Performance Class pilots, and is a design that you can transition to, or move up to, confidently.
NEXT GEN PERFORMANCE
The DELTA series has always been about transitive change for us at OZONE. It is a part of our range that we are obsessed with, and we see it as a destination for Sport pilots and a Launchpad for Competition pilots. The DELTA 3 is more than a worthy successor and we think it will start new conversations about the subtleties of handling and glider behavior, while staying at the top of its class in terms of performance – particularly in real XC conditions. The long development process was worth it, and we are excited to hear what you think.
The DELTA 3 is a significant step forward in performance and handling:
- Increased glide performance
- Increased glide at accelerated speeds
- Higher top speed
- More precise handling, better agility, and a sharper feel
- Same AR to keep the same level of accessibility, “compactness” and forgiveness.
- 4 more cells to improve the sail tension, cleanliness and precision.
- The planform is revised to improve airflow at the tip in accelerated flight.
- Double 3D shaping for a perfectly clean LE.
- Patented OZONE SharkNose profile with the same intake position for great handling and internal pressure at higher speeds (carried forward from D2).
- New nylon rod reinforcement at the back of the profile to improve the surface and reduce drag.
- Despite the addition of more cells, we managed to optimise rigging and save another 4% of line drag!
- Internal structure has been revised to make the sail lighter, and to improve the mechanical behaviour. New ports in the diagonals, the addition of straps, and new port shapes and positioning in the ribs.
- There is a new version of shrink tabs in the brakes, allowing increased freedom in the TE at top speed, yet offering the necessary tension for the turn precision that we like.
ACTIVE C RISER CONTROL
When gliding at trim or in accelerated flight it is possible to pilot with the C risers. This gives an improved feel and control over the wing, enabling you to fly actively without using the brakes (which cause drag and pitch movements). The direct feel allows you to stop collapses before they happen and maintain higher speeds and higher levels of efficiency through turbulence.
To fly with the C risers, keep hold of your brake handles (remove any wraps) and take hold of the handles located at the top of the C risers, or just the C risers themselves. With the C risers you can fly actively through turbulence; If you feel the nose of the wing lose internal pressure you can apply pressure to the C’s to keep it open. The amount of pressure and size of the input is dependent upon the amount of turbulence, but always be gentle at first to learn the feel of the movement and to avoid large pitch oscillations.
The Delta 3 is inherently stable at full speed. C riser control is very effective up to about ¾ speed, however during the last few cms of speed bar travel C riser control on its own becomes less effective. When flying faster than ¾ speed, we recommend to control the pitch of the wing actively using a combination of the speed bar and C riser input. If you feel the nose of the wing start to collapse the first action should be to release the speed bar slightly – but impulsively – and then make any necessary C riser input, always action with the speed bar first before making any C inputs. Using the combined active speed bar/C riser control technique you will be able to maximise your speed and efficiency whilst minimising the likelihood of collapses.
NOTE: Active C riser control is suitable for gliding in good ‘normal’ air without serious turbulence, it does not replace proper active flying using the brakes in strong turbulent conditions. If you are unsure about the air, return the glider to trim speed, release the C risers, and fly the glider actively with the brakes.
Reproduced with the kind permission of Dust of the universe
Ozone Delta 3 ML
Ozone has finally released their Delta 3 certifying it as a C glider without collapse line. The glider stays as the older version with 6 aspect ratio, with all unsheathed lines. Launching the ML at 100 all up, showed a very easy inflation without any hang back or surge. I’ll try to show in the following test the difference between the Delta 2 ML and the new Delta 3 ML with some reference C gliders. In June I’ll receive the MS and will hopefully comment on it. In the air, the Ozone Delta 3 ML feels more comfortable to fly than the D2 ML . The structure feels very taut and compact overhead. The handling and the way to turn the glider is also improved on the Delta 3 ML but there a little bit of less feedback through the risers. The brake travel could be described as a bit medium to hard in pressure and moderate to short in reaction.
The pilot has a nice authority on the brakes with fair precision and good agility. The pressure is slightly heavier and slightly less linear if i want to compare it to the Rush 4 for example.
The Ozone Delta 3 ML was tested for four consecutive days, in turbulent choppy conditions and sometimes ‘spaghetti’ style conditions. I flew also next to the Delta 3 ML with a Cayenne 5 XS (80-95) and a Trango X-Race MS (80-100) in order to place and see the Delta 3 potential in terms of comfort, efficiency, and overall performance. In turbulent conditions, the Delta 3 ML showed me a high degree of comfort in turbulent air. I think this glider is built to give maximum comfort for the C category pilots. I can place it easily near the Sigma 8,9 and the Elan 1 in terms of comfort feel. In strong thermals, the Delta 3 needs control as a moderate C glider.
The sharp surges and movements that were in the Delta 2 are now gone and replaced with a ‘smooth’ glider that pulls into thermals in a soft way even in strong ones. Usually, some reference C gliders have some pitch movements before entering rough thermals. The profile used on the Delta 3 is one of the most efficient ones for its ability to ‘slide’ into the airmass quite efficiently. And that’s the strongest point on the Delta 3.
Climb rate in very weak ‘smooth’ thermals was the Delta 1 strong point. i still remember the leading edge biting through those tiny lifts especially on the MS size.
The Delta 3 leading edge is tamer on those super weak thermals (+0.2 m/s) With little information through to feel that surge. I can say that an LM6 or a Delta 2 similarly loaded could be slightly floatier in those tiny thermals.
The Delta 3 will hover a bit in the same position waiting for that (+0.4 m/s) to hook in and climb rapidly. Now, in difficult and turbulent conditions climbs on the Delta 3 are clearly seen as the D3 goes upward on every bubble! The ability to cut through rough air and climb efficiently is as I described above clearly showed on the Delta 3. The leading edge doesn’t pitch back at all, and it doesn’t have a neutral pitch either. It has a very slight smooth pull into thermals, even in rough ones with an excellent comfort underneath and a very efficient climb.
Glide in calm air and in moving air :
Doing some glides ‘in calm air’ with the Delta 3 ML loaded at 105 next to a Mentor 5 S, Cayenne XS, Trango X-race gave me the following result. The Delta 3 ML has a very slight edge or the same glide angle at trim as the Cayenne 5 XS. (I don’t have a Cayenne M available). The Cayenne 5 XS loaded at 94 at 800 ASL, is now at full speed. Next to it, the Delta 3 ML at 105 has a better glide angle probably (±0.3 ) in L/D at the same speed. The Delta 3 ML has more 4 cm pull to reach its top speed which showed me afterwards a 16 km/h over trim. The pressure is similar to the Delta 2 and the top speed is fully usable. In turbulent air its easy to control the glider by the C risers. It’s not a Zeno in that matter, and the leading edge at full bar isn’t also as solid as the Zeno one. Back off 3 cm of travel, and surf turbulent air in a super cool mode!
Glide in moving conditions, showed me many times the Delta 3 ML ability to surfs the air efficiently and move upward. I’m totally convinced that the Delta 3 will be a strong tool to race on ridges going on long XC days. For example gliding next with a Mentor 5 showed a similar glide angle on the same line staying super close. But when the conditions are moving with lifts, the Delta 3 began to surf upward even though i was very close behind on the same line. Of course , the M5 is a B, but I’m just trying to show when those differences occur.
The Trango X-race is much more demanding fly, and also has slightly more overall glide and climb performance. The advantage the Delta 3 has is the ability to turn quickly into strong small bubbles that the Trango X-race would need slightly more time to settle in before going on a turn. Surges are converted quicker into climb on the D3. I just wished that the delta 3 had that subtle and linear handling found on the Trango -X-race, but the Delta 3 just turn on command. The difference between the Delta 2 M and the Delta 2 MS in handling was noticeable. So I’m waiting for the Delta 3 MS size to see what it will feel like. Ears are stable but don’t open by themselves.They need a good pilot input to re-open them. Induced asymmetric collapses are a child play! Holding the A riser I could easily fly to the other side just by pulling 5 cm of brakes or even turning my head …When the glider is half closed, the sink doesn’t increase much…
In keeping the aspect ratio of 6.0, It was clear enough that Ozone wanted to offer a comfortable, easy to use, efficient XC glider. The new profile used on the Delta 3 works well in turbulent conditions. The overall gliding performance is slightly increased over the Alpina 2 but more when using the bar. The quality of efficient flying is well improved, letting the pilot concentrate on the scenery, task, and their XC routes.
UPDATE for the Delta 3 MS
Ozone Delta 3 (size MS)
The Delta 2 MS was one of few gliders that I really appreciated it’s feel able brake authority, and the precision and manoeuvrability. I could feel every movement in the air and it was indeed a superb glider. Now I have the Delta 3 in MS size that I flew in different conditions among some rough ones in our Cedars range. In weak conditions, I flew the Delta 3 Ms at 90 all up, and I could sense quite nicely some weak thermals, and was able to hook them up without missing much. The feel under the Delta 3 “in weak conditions” is more tamed than the Delta 2 one. I needed much more effort to feel those tiny bits of lift as the Delta 2 MS gave me more sensitivity in order to hook them up. I felt that the Delta 2 MS and the Cayenne 5 XS still have that slight floatability in very weak conditions. (Less than 0.2 m/s)
In strong conditions, the Delta 3 MS needs more active piloting than the Delta 2 MS. It’s a bit more dynamic and needs more pilot control but feels more as a solid block. For example the Delta 3 MS needs less active piloting than a Trango X-race, and more pilot control than a Sigma 10, and could be close to a Cayenne 5 to control but the 6 aspect ratio Delta 3 feels more compact with a solid homogenous structure and the pilot can control it easier. I felt that after 2 hours in strong air, my hands felt the pressure on the brakes that were slightly on the hard side at 94 all up. My only wish was to keep the feel on the brakes that were on the Delta 2… as I always look for a glider that becomes one with the pilot. For every pulled centimetre, the glider reacts letting the “human with feathers” underneath ☺ evolve to a true bird of the air! The Delta 3 is close…but I’m picky as you already know…and for my personal feel could be slightly better. The Delta 3 turns very well on a dime! It’s a manoeuvrable glider, and every strong core can be tight cored to the max.
I felt that the strongest point of the Delta 3 MS is on difficult and windy glides, where I could feel that this structure is moving forward cutting through the air mass. Flying the Delta 3 MS feels very efficient for XC. I think the new generation C’s like the Sigma 10 and the Delta 3 has this further “step ahead” potential for a moderate aspect ratio C. They surely have the edge when it comes to gliding in turbulent air. Pushing the bar on the Delta 3 is indeed very interesting. The glide at speed is superb and the speed is very usable in turbulent air, at least +10 km/h over trim! At full bar I could see + 17 km/h at 94 all up. Altitude 2500 m ASL.
I’m sure that this machine can really collect some serious XC achievements.