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 |
| Projected area (m²) | 16.9 | 18.6 | 20.3 | 21.65 |
| Span incl. stabilizer (m) | 10.1 | 10.6 | 11 | 11.59 |
| Projected span (m) | 7.9 | 8.3 | 8.6 | 9.06 |
| Aspect ratio | 5.1 | 5.1 | 5.1 | 5.25 |
| Projected aspect ratio | 3.7 | 3.7 | 3.7 | 3.79 |
| All-up weight PG (kg) | 55–75 | 70–90 | 85–105 | 100–120 |
| All-up weight PPG (kg) | 70–95 | 85–110 | 100–125 | 115–140 |
| Canopy weight (kg) | 3 | 3.1 | 3.2 | 3.25 |
| Root cord (m) | 2.43 | 2.54 | 2.65 | 2.65 |
| Tip cord (m) | 0.43 | 0.45 | 0.47 | 0.47 |
| Length of lines on B (m) | 6.06 | 6.35 | 6.64 | 7.1 |
| Total line length (m) | 315 | 324 | 333 | 352 |
| V-min | 22 km/h | 22 km/h | 22 km/h | 22 km/h |
| V-trim | 35 km/h | 35 km/h | 35 km/h | 35 km/h |
| V-max | 45+ km/h | 45+ km/h | 45+ km/h | 45+ km/h |
| Min sink at optimal wing loading | 1.1 m/s | 1.1 m/s | 1.1 m/s | 1.1 m/s |
| Free-flight certification | EN-B | EN-B | EN-B | — |
| Paramotor certification | DGAC | DGAC | DGAC | DGAC |
| Position | Material | Diameter (mm) | Strength (kg) |
|---|---|---|---|
| Top | Dyneema | 0.9 | 90 |
| Mid and brake mid | Vectran | 0.9 | 115 |
| Mid a, b, c | Vectran | 1 | 153 |
| Bottom A, B, C | Aramid | 1.5 | 280 |
| Bottom stabilizer | Aramid | 1 | 130 |
| Brake top, stabilizer top | Vectran | 0.9 | 115 |
| Brake bottom | Dyneema | 2 | 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.
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 certified EN-B and additionally DGAC; XL carries only the DGAC certification. 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: Blue (#3), Orange (#4) and GreyBird (#35).
