Gin Gliders Bonanza 3: easy two-liner for easy people

The first thing that catches the eye is the notorious Whale Fin, which has been adopted from the Boomerang 12. Even when deflated, the leading edge has a characteristic sawtooth shape. And if Bonanza is inflated — its upper surface will show rhythmically arranged bulges and troughs. Does it work? Gin's sure it does. So sure, in fact, that Gin Gliders plans to gradually convert their entire range of wings to the Whale Fin! In theory, the Wave Leading Edge gives an increase in glide and improved stall characteristics without compromising safety. But outside the Whale Fin the design of this Bonanza is conservative in a good way. AR is modest, just 6.3. Not a lot of sections, either — 65. No nitinol, just plastic rods. That rods, by the way, are long enough, so it is desirable to pack the Bonanza into a backpack carefully, wrapping the concertina around the harness. The wing fabric is dense (up to 40 g/m2), famously durable Myingjin. It would seem that Bonanza 3 should weigh a lot, but no — even in the maximum size it turned out to be quite adequate 5.5 kg. Not bad for a wing that can last a long time!

You could say that the Bonanza 3 is a textbook on how to work with two-liners! It behaves exactly as a low-AR, easy two-liner wing should behave. Yes, in the doldrums you have to pull the A-risers firmly — otherwise the Bonanza simply won't get into a flying position. Yes, it tends to overtake if you overpull. But, come on, it's a two-liner! However, even taking the "two-liner" specifics into account, the Bonanza 3 is unlikely to be difficult for those pilots who are already familiar with wings proudly bearing the EN C label. In general, there are specifics, but nothing too complex. It is a bit more difficult to put Bonanza's "ear" on the ground and pull it back with a "cobra", especially in low winds. Apparently the not-so-small weight of the wing has an effect; after all, plastic rods are noticeably heavier than nitinol. Take note, Mr. Gin! However, this Bonanza can do the Cobra quite well — it just takes a little more effort than you'd expect. But in general this Bonanza behaves obediently and predictably. Nice glider!

Is this Bonanza's strength or weakness? More like strong! But there are nuances. On the one hand, in comparison with the fastest EN C three-liners like the very successful Artik 6, the Bonanza's turn is, let's say, not ideal. But on the other hand, it's a two-liner! Moreover, it's not an acro-wing or a glider for all sorts of waggas close to the slope. Two-liners (even with EN C label) are instruments designed primarily for XC flying, and control accuracy is much more important than sharp reactions to inputs. And if you look at the Bonanza from this angle, it's very good. It reminds either of the old Icepeak 6 or the more modern Sigma 10. By the standards of a two-liner, the Bonanza's turns are surprisingly clear and simple. However, those taking on two-liners for the first time in their lives won't be disappointed either. Bonanza's steering reactions are quite calm, but quick and precise. When changing the radius of turn and roll, there are, of course, some transients, but it is not difficult to get accustomed to them. Bonanza's thermal spirals are confident, tenacious, almost not requiring brute force even in relatively brisk weather. The load on the brakes is pleasant, slightly above average, and the acuteness of reactions to the brake inputs is almost unchanged throughout the available range of brake travel. And this range is very large! Moreover — there is a noticeable backlash, which makes you think about either wrapping (which I personally do not like and do not recommend), or lowering the arms relatively low. The reactions to weight shift are so featureless that there is nothing to write about them. Everything is simple, everything is clear. The wing is smooth but powerful, and it's easy to control the wing. The Bonanza 3 seems to have inherited much of its maneuverability from its big brother, the very successful two-row Leopard with the EN D label.

A few words about the control of the rear risers, for the sake of which many dare to change three rows for two. It's perfect! The load on the rear risers of Bonanza 3 is not small, but not so much as to be uncomfortable. But their efficiency is not insignificant either. And if you want less load and more efficiency, you've got to push the gas pedal! The load on the rears in this case expectedly falls, and efficiency of management grows. The handles themselves are pleasant enough, comfortable, cylindrical in shape.

And there it is — the special two-liner magic! It's not as much as the longer "two-liner" ones, but it's there nonetheless. On the far periphery of the lift, the Bonanza has a pronounced "suck" to the core, you can just let the wing go where it wants to go — and it's very likely to find a lift. Entering a thermal creates load waves that mover over the Bonanza both along the span and along the chord (because there are few lines attachment points). Curiously, I have never been able to figure out whether the core throws the Bonanza out of itself or not. Behavior close to neutral. It is more informative than the three-liners, the loads on the brakes and risers change — but even in moderately strong weather the information does not become too much, i.e. comfort does not suffer. This Bonanza two-liner has an unexpectedly large amount of it, no less than the three-liner C-rated gliders. And that's one of the reasons — quite a big one! — for which the Bonanza 3 can be confidently recommended as the first two-liner, and in some cases, even as the first C glider. However, we should keep in mind that sometimes Bonanza 3 can still make some unexpected and rather sharp movements, but the amplitude of such movements is small, and they usually do not require compensation.

Definitely Bonanza's strong suit. In my opinion, it is stronger than maneuverability. Despite the small AR, the Bonanza 3 "pops up" convincingly in weak conditions and clings to complex, hard to center flows. In stronger weather, the friendly nature of the wing helps a lot — the Bonanza can center lifts confidently and even brazenly, without being too distracted by chatter. I really liked it!

It is difficult to give a rating, because Bonanza 3 is the first EN C labeled two-liner I have tested. According to other pilots' feedback, the Bonanza 3 is not a leader, but not an outsider in its class. But after the three-liner gliders it is certainly impressive!

Well, not a disappointment — but the top speed of the Bonanza 3 is clearly not the best in class. I still don't have a Prandtl-Pitot sensor, so I can only give very rough estimates: something like +12... +15 km/h increase in speed at full throttle. Actually, this is the main — and, it seems, the only! — a reason to be cautious about the Bonanza. But everything has its price, and the relatively low top speed is the price that Gin decided to pay for excellent passive safety, pleasant maneuverability and malleable character. It's not a great price to pay.

It's classic! A sense of calm, well-controlled power, much like a Gin Leopard. You want a wingover, you get a wingover. Maybe not with the first move of the body and the brakes, but with the second. The main thing is not to hurry, to catch the rhythm of Bonanza's movements, and if this is done, everything is simple, clear and under the pilot's control. The same is true with steep spirals, and in general with any maneuvers associated with the accumulation and release of energy. It is not an acro wing, but if you know how to pilot it, you'll be in for a treat!