Certified EN-B, “with all but 2 manoeuvres rated EN-A” — the real-life safety of this design.
The missing bottom surface at the rear saves weight — “but is also what makes it fly in such a special way”.
“The first wing in this class” — two years of R&D, a concept “that is here to stay”.
| Datasheet | S | M | L | XL |
|---|---|---|---|---|
| Cells | 48 | 48 | 48 | 50 |
| Area [m²] | 20 | 22 | 24 | 25.56 |
| Area (projected) [m²] | 16.9 | 18.6 | 20.3 | 21.65 |
| Span (incl. stabiliser) [m] | 10.1 | 10.6 | 11.0 | 11.59 |
| Span (projected) [m] | 7.9 | 8.3 | 8.6 | 9.06 |
| Aspect ratio | 5.1 | 5.1 | 5.1 | 5.25 |
| Aspect ratio (projected) | 3.7 | 3.7 | 3.7 | 3.79 |
| Max. chord [m] | 2.43 | 2.54 | 2.65 | 2.65 |
| Line length at B [m] | 6.06 | 6.35 | 6.64 | 7.10 |
| Total line length [m] | 315 | 324 | 333 | 352 |
| Canopy weight [kg] | 3.0 | 3.1 | 3.2 | 3.3 |
| Certified weight range, free flight [kg] | 55-75 | 70-90 | 85-105 | 100-120 |
| Certified weight range, powered [kg] | 70-95 | 85-110 | 100-125 | 115-140 |
| V-min [km/h] | 22 | 22 | 22 | 22 |
| V-trim [km/h] | 35 | 35 | 35 | 35 |
| V-max [km/h] | 45+ | 45+ | 45+ | 45+ |
| Min. sink at optimal wing loading [m/s] | 1.1 | 1.1 | 1.1 | 1.1 |
| Certification | DGAC EN-B | DGAC EN-B | DGAC EN-B | DGAC EN-B (EN-B*) |
| Position | Material | Diameter [mm] | Strength [kg] |
|---|---|---|---|
| Top | Dyneema | 0.9 | 90 |
| Mitte & Bremse Mitte | Vektran | 0.9 | 115 |
| Mitte a, b, c | Vektran | 1.0 | 153 |
| Untere A, B, C | Aramide | 1.5 | 280 |
| Untere St | Aramide | 1.0 | 130 |
| Bremse oben, St oben | Vectran | 0.9 | 115 |
| Bremse unten | Dyneema | 2.0 | 230 |
Take-off speed is lower than most EN-A wings — a huge help in difficult launch conditions and on short take-off sites.
Designed for pilots looking for a light wing for hike-and-fly, travel and relaxed thermalling — and for anyone wanting to fly free AND powered with one wing (see Hybrid Paramotor).
Certification: EN-B; all but two manoeuvres were rated EN-A — evidence of the real-life safety of this design. Per-size certificates (EN-B / DGAC) are linked in the downloads section.
Approach and landing are easy and predictable; speed converts efficiently into lift.
First-hand impressions straight from the air.
In free flight: S 55–75 kg, M 70–90 kg, L 85–105 kg, XL 100–120 kg take-off weight including equipment. In powered flight the ranges shift upwards: S 70–95 kg, M 85–110 kg, L 100–125 kg, XL 115–140 kg. Because the Hybrid Light itself weighs only around 3 kg, the rest of your setup counts more than usual — include harness and reserve precisely.
No. S, M and L are listed as EN B* and additionally DGAC-certified. XL carries only the DGAC registration, without EN classification. The asterisk on S/M/L is a manufacturer's note on the respective size; the certification documents are available as downloads. If you strictly need an EN class, XL is out.
The wing combines closed and open profile areas: part of the cells is fully formed, other areas work with a single-surface line attachment point. This saves cloth and lines and is why the Hybrid Light weighs only 3.0 to 3.3 kg at 20 to 25.56 m². The trade-off is top speed — trim 35 km/h, maximum above 45 km/h — which a classic B wing exceeds.
For everyone who has to carry the wing before flying it: hike-and-fly, mountain tours, travelling with luggage limits. Three kilos instead of four and a half make a tangible difference on a long ascent. 48 to 50 cells, aspect ratio 5.1 to 5.25, slowest flight 22 km/h, minimum sink 1.1 m/s. If you mostly fly your local hill and rarely carry far, a conventional wing gives you more performance for the same budget.
Shark-nose leading edge, brake tensioners at the trailing edge, neodymium brake magnets and a speed system with ball-bearing pulleys. Colour options: White/Orange, Breeze (#23) and Surf (#27).
