Spyder 3 Review
What is the Spyder 3?
The Spyder is possibly the best all around “sport” paramotor wing. It strikes an incredible balance between safety and performance which makes it very versatile and one of the most popular gliders in Ozone’s lineup.
The Spyder is the lightweight version of the Roadster. Everything in this review can be applied to the Roadster, except for the inflation characteristics. The Roadster is by no means a difficult glider to inflate, the Spyder just makes it feel like cheating. The Spyder is the most popular choice between the two. I recommend the Spyder to pilots who do a lot of zero wind launches and take good care of their glider. I recommend the Roadster to pilots who may never encounter zero wind launches or fly from rough terrain like the desert. The Roadster is slightly more durable due to the full weight fabric.
I personally have a lot of time flying both the Spyder and Roadster in a variety of sizes.
Who is the Spyder 3 for?
While the Spyder is beginner friendly, I do not recommend taking your first flights on this glider. Most students that excel in training are ready to transition to the Spyder after ~50 flights. For many pilots, the Spyder will be the first glider they purchase after training on their school's A rated glider.
For some pilots, the Spyder will be as much performance as they ever need. If you are a conservative pilot that enjoys the occasional wing over or XC flight, this glider can fulfill that role. It has enough speed range to keep up with the majority of gliders and enough maneuverability to complete every maneuver.
For other pilots, the Spyder will be a stepping stone to something more advanced. If this is your first glider, you will have a lot of room to grow. Some pilots are afraid that they will get bored with their first glider. This should never be the case with the Spyder as you can easily complete big wing overs and barrel rolls. I always recommend maxing out every aspect of the Spyder before jumping on something more advanced.
Price, Colors, Options, and Sizing
The Spyder sells for $4,250, a bit more expensive due to the lightweight fabric. More on that later. The Roadster comes in at an even $4,000. Currently the Spyder comes in five different stock color options while the Roadster has four. Both models are still using the classic Ozone scheme with a white bottom skin. Custom colors can be added for $250. There are no other special options available.
I typically recommend loading the Spyder anywhere from 75-100%, depending on what your goals are. If you want easier launches, more efficiency, or fly a smaller power plant, I would aim for the 75% mark. If you struggle to run fast or fly from a high elevation, the extra surface area will make everything easier. I personally like the Spyder close to the max loading as the handling is more dynamic. At 100%, it maintains more energy which makes swoop landings more fun.
I really appreciate that Ozone offers the Spyder in a 20m. Unfortunately, the Roadster only goes down to a 22m. The 20m is a great option for small lightweight pilots that struggle to find sizes that they can properly load.
Risers, Lines, and Cells
The risers on the Spyder introduce a few more advanced features. It is a 4 liner system with split As, Bs, Cs, and Ds. The Spyder also uses a reflex profile. This reflex profile aids in efficiency, speed, and collapse resistance. The trims are longer and much more effective when compared to a Mojo or Moxie. They now have a red stitch line to note the neutral position. This is where I fly the Spyder the majority of the time and rarely fully close the trimmers. You are allowed to use the main brakes with the trims fully released, which keeps things simple. However, if you add any additional speed with the speed bar, you are no longer allowed to use the main brake. This is where the “TST” handle comes in. This smaller separate toggle is attached to a tip steering line. This line provides directional control but no pitch control. It feels sort of like power steering, very little pressure gives you very big results. When flying faster than full trim speed, you must use the tip steering for directional control. In addition to this, you can grab both the main brake and the TST handle for improved handling at neutral trim speed. I am not sure if Ozone endorses this, many pilots will tie the tip steering line to their main brake to create “2D” steering. This is a great option to add after you have become very familiar with the glider in its stock configuration. About half of the additional speed is in the speed bar and half is in the trims. The lines are sheathed and color coded.
The Spyder has a flat aspect ratio of 5.1 and a cell count of 48. This higher aspect ratio leads to more efficiency and speed when compared to the Mojo or Moxie. The reflex profile as well as the shark nose design in the cell openings increases the stability and resistance to collapses.
Inflation and Launch
The inflation is where the Spyder excels. The lightweight fabric makes it feel like cheating. The glider comes overhead with very little effort, even in no wind. The lightweight fabric also gives you more room for error. If the glider comes up crooked or sags back, you are more likely to recover the launch. I have been able to reverse launch the Spyder and the lightest amounts of wind. If you are coming from a Mojo or Moxie, you have to be aware that the Spyder is not as pitch stable. This just comes with the territory of a more advanced glider, but you should have your pitch control refined by the time you get on a Spyder.
The Spyder has a great brake range with a lot of authority. This means that once you have speed, you can get deeper into the brakes to create lift.
In Flight Handling
The Spyder is much more playful when compared to the Mojo or Moxie. The brake pressure is relatively light but effective. It is much easier to weight shift and gain energy for big maneuvers. When flying at the top of the weight range, I did not find it necessary to tie in the tip steering for 2D. However, if you did, it really adds a new dimension to the glider.
I really enjoy doing wingovers and even barrel rolls on the Spyder. It feels much more natural coming from a Moxie or Mojo. You still need to optimize your energy and timing which is important when you’re still learning. But all maneuvers will feel more effortless after flying an A rated glider.
The trim range on the Spyder allows you to keep up with the majority of gliders. As long as you aren’t flying with a gang of small unrated slalom gliders, you will no longer be the slow guy.
I have never had any oscillation issues with the Spyder. I am glad they did not add winglets because I don’t think it needs it. It strikes a great balance of stability and maneuverability.
Safety and Collapses
While the Spyder falls into the B category, only the 24-28m Roadsters are B rated. This is also with the trims closed and no speed bar. Unlike the Mojo or Moxie, I would not feel comfortable purposefully pulling collapses over hard ground. However, I know that the Spyder maintains a large amount of passive safety which would give me confidence if I were to get caught in really bad conditions. I’ve seen many real world examples of the Spyder taking a turbulence induced collapse without dramatic results.
Landing
Landing the Spyder can be very fun, especially at higher wing loadings. I’ve been impressed with the speed and energy you can build when loaded heavy. Just like on launch, the brake range is very long and it doesn’t suddenly give out at any point. If you are looking for easier landings, being at the 75% range will ensure you get set down gently.
Trike Use
When I first learned how to fly a trike, I used a Roadster. The glider was stable and predictable which made me feel more comfortable with my first trike flights. As long as you stay below the max rating, the Spyder makes a great light trike wing. If you need something for a bigger trike, I would go with the RoadMax.
Free Flight Use
While the manual suggests you can free fly the Spyder with the trims pulled fully in, I would avoid flying it in strong thermic conditions. I would personally stick to smooth ridge soaring as the reflex profile is not best suited for thermalling. Something like the Kona would be a better crossover glider in the B category.
Advanced Skills
The Spyder is a great platform to grow into. Big wing overs feel natural, foot drags are easy, and SATS are smooth. Barrel rolls require a bit of effort and excess energy to pull off. Some pilots will use the Spyder as a stepping stone before making the jump to something like a Freeride or Viper. For those pilots, I encourage them to spend a lot of time with the Spyder. They should be confident fully maxing out its performance in all aspects.
Cons
The only real con with the Spyder is the durability of the fabric. Because it is lightweight, it is objectively less durable than full weight fabric. In my experience, as long as you take care of the glider, the benefits of lightweight outweigh the con of durability. However, if you are someone who flies from the desert, you should probably go with the full weight Roadster.
Conclusion
The Spyder is one of Ozone’s most popular gliders for a reason. From newly minted pilots to the most advanced, the Spyder is so versatile and fun. Once you experience the lightweight king, you will never want to fly anything with bad inflation tendencies.
Spyder 3 First Impressions
Spyder 3 Official Review