MACPARA Eden 8 23

MACPARA Eden 8 

The EDEN 8 is Macpara’s new high-B glider for the 2025/26 or possibly the 27 season. 

I have the size 23 (70-90) here. 

The Eden 8 is a semi-light glider with a 3/2 hybrid line configuration. The construction and details are nice on that glider. The work on the leading edge is fantastic, and Nitinol rods were used inside that glider.

I flew the Eden 8 in higher mountains and difficult conditions, as well as on other sites below the inversion, with some challenging moments. Now, after a while, I can write my review precisely.

Launching the 5.93 Eden 8 as a high B glider is very straightforward, without any hard points or even surges. For a high pilot, it's a non-event.

I flew the glider from 84 to 88 to understand that it could fly well at those weights, but I sensed that flying it at 87 all up is the sweet spot for XC flights.

Handling and maneuverability:

The Eden 8 at 87 has around 12 cm of gap before the action on the trailing edge. The brake pressure is light for the first 10 cm, then moderate from 10 to 20 cm, allowing the pilot to fly the glider with minimal effort.  The Eden 8 can be smoothly adjusted from 10 to 15 cm inside a thermal. You can even crank it lower for a more dynamic turn, and still, the Eden 8 allows it easily. 

The handling is linear, precise, responsive, and quite agile, with minimum dive into a turn.

That’s why I was very efficient in thermals, with a high authority to guide the glider into the best climbing part of a thermal. 

Climb rate and efficiency:

As you all know, I thoroughly test my gliders next to other (benchmark) gliders, to better understand each glider's potential. And I assure you, I am very picky on that part!

To be precise, I must state that the size 23 flew at 87 all up, next to my reference gliders, which were also flown at their optimum flying weight. I must mention that, despite being a bit reluctant on the weak climb of my last Mac C class model, I was keen and curious to see what the Eden 8 has to offer.

To my delight, and also a relief, this Eden 8 surpasses my expectations for climb efficiency in weak air! But…That’s not all…

The Eden 8 joins the elite high-B gliders in the (floatability mode) when cruising. (We will discuss further down that nice behavior)

Flying next to the best high-B climber from a larger size also showed us that the Eden 8 doesn’t lack at all in that process, but keeps itself at the top of the climb efficiency. 

Glide and efficiency:

Now in 2025, there’s no glide angle. No more glide number. There’s only an efficiency number when gliding into the airmass. And that’s the glider that will take us far in XC mode.

Therefore, doing those tiring glides in turbulent air is very difficult because you don’t want a strong thermal day, but rather some weak to moderate lift under the inversion, coupled with a front valley breeze. That’s my cocktail to see which glider moves forward and climbs better at the same time. That’s why those glides are done many times.

Afterward, we both agree (Elie and I) that this Eden 8 behaves efficiently like a new 3-line C-class glider. The glide of the Eden 8 joins the best, and could replace my reference.   

I like the way it enters the airmass and moves forward, without losing its glide.

The glide at trim speed is like the best high-B, the glide at first bar is slightly better! The glide at full bar is somewhat less. 

A reminder that I was one size smaller than my reference. And we were both with the same Niviuk Arrow harnesses. 

When activating the speed bar, the C handles have a moderate pressure, easy access, and are efficient in controlling the glider in most situations.

Stability and homogeneity:

The Eden 8 felt like having a strong structure. I never had any collapse during the tests. The roll felt a bit slightly more than the Rush 6 and less than the Maestro 2. It informs the pilot politely, without being dull. For me, I like those movements because I understand the airmass better. If I remember correctly, the Eden 8 moves a bit more than the Eden 7, but it’s still a docile performance glider to control.

The pitch looks pretty neutral, with an excellent cut through the airmass for a high-B glider! 

Ears are easy to get, stable, and they reopen without pilot intervention! 

The top speed is around 14-15 km/h over trim. 

Conclusion:

The Eden 8 is a semi-light, agile, and pleasurable-handling high-performance glider. Enough to take the high-B pilot far on XC without wanting anything more.

A small reminder about today’s high-B gliders is that they are achieving the performance of non-certified prototypes from 12 years ago—all that with a B-class rating. 

How lucky we are to enjoy them! Fly safe  

Ziad

 

Delta 5 MS & ML

Delta 5 MS & ML

I know many pilots are waiting for that glider, therefore I’m going to say a few words about it and wait for the performance tests to be done later with another 2 liner C, Photons, etc…in order to tell you exactly how it performs.

Meanwhile, let me state the obvious.

Take off of the MS at 92 and on the ML at 101.

Launching is easy, without a hard point. Overall easy to launch. 

In the air, the brake travel is short, direct, precise, and gives the pilot high authority on the brakes to hold, steer the glider in turbulence. Nothing to do with the Photon. With slightly moderate to firm pressure, the pilot is the master under the Delta 5. 

To compare it with the Zeolite 2 GT, the Rush 6 in brake control is different. The D5 is short and direct, the Zeolite 2 GT is slightly longer and smoother. The Rush 6 is lighter, slightly longer.

After flying this glider in some rough air, strong conditions, I can flawlessly say:

 

The structure is very rigid, very taught, very homogenous, like nothing, and I mean (Nothing) I have already seen in all the tested gliders. No moving parts in that glider :-) Just a solid, firm, compact structure! 

In high turbulence, it requires active pilot control, specifically for a two-season high B pilot. Not more. Easy to handle and comfortable to fly, but it is definitely a C-class glider that should be treated as such. 

In certifying the Delta 5, a collapse line was used to simulate the collapse. In all my flying in some high-risk areas, I only encountered a minor tire deflation without any consequences. I cannot comment on its behavior after real air and time collapse, but I can confirm that this one is very tough to close!  

The trim speed is fast to enter through the airmass, and very efficient! There’s no hanging back if properly loaded from +,- 92 on the MS and +,- 101 on the ML.

It behaves like the Photon in cutting forward, which is impressive. As I mentioned, the performance has to be done later. (With video) But looks very promising.

The speed bar has moderate pressure. The leading edge stiffens even more when pushing the speed bar! The B handles at trim speed have moderate pressure and can easily control the glider. When applying the speed bar, the B handle becomes a bit lighter, but it can also efficiently control the D5 overhead. 

Ears can be done by the outer A’s but need a bit of height and strong arms. Ears with outer B’s are easy to do. 

The stall speed is very low…and forgiving, but for sure keep conscientious when applying the lower speeds. 

1st resume conclusion:
Ozone designs and creates gliders, sometimes…to say the least, out of this world. :-) Like the Delta 2, which was something unique in its feel and. brake reactivity in the air, (MS0) at the time.
This Delta 5 was secretly created by perhaps the Elf Lords in some remote mountains hideouts sewn with mithril threads! ;-) Forgive me for the inspiration :-)
But…I am sure that this ring of power will embrace both high B and high C pilots altogether for some serious magical flights!
More to come :-)

Delta 5 (Performance)

The majority of pilots demand performance, but what is performance? Is it the glide angle in calm air? Is it the glide at full speed? 

For keen pilots, performance is the most efficient way for a paraglider to move forward and glide effortlessly into the air mass without losing altitude. Dolphin-nig is the right way to describe the latest profile created by Ozone, implemented on the Zeno2, Photon, and now also used on the Delta 5.

Doing some glides in still air next to the Photon, the Delta has a lesser glide angle, and it sits exactly between the Delta 4 and the Photon in terms of glide angle. 

But… the ability of that Delta 5 to get through difficult airmass is not seen yet on any six aspect ratio or easy two liner C! Saying that, when stuck in a place that you need to get out, the Delta 5 has the same (efficiency) as the Photon to surf upward the airmass. That ability is only found under that profile, which allows you to move forward and upward without bumping or pitching into the air mass. That's a big plus for me with the six aspect ratio, and it's easy to use a 2-liner C!

As for the climb rate, I found out that the Delta 2 has the same climbing abilities as the Photon, and will never miss a thermal to its sister if they are close.

The full speed of (around) 14 km/h over trim holds an excellent glide angle, and it's easy to keep your feet in moderate turbulence.

Conclusion:

My forecast for the Delta 5 is that it will be extremely popular because it encompasses all the key ingredients, from ease of flying and direct handling to efficient and mostly usable performance, which will appeal to the majority of pilots worldwide. Waiting for the Alpina 5 :-) Which should come later! 

Cheers,

Ziad