Supair Taska

Supair Taska

Last year I test flew Supair B glider the leaf ! I was impressed by the exceptional comfort, the very nice handling and the very efficient climb rate.

The Taska is Supair new C glider for 2017 with an aspect ratio of 6.35

I have the S size (75-95) for a test flight.

The Taska uses Porcher Sport 32 g/m² on the extrados and  27 g/m² o the intrados. All the lines are unscheated with lower Liros lines. A shark nose profile, a very nice and neat construction with the latest technology details inserted on this machine.  

Launching the 6.35 aspect ratio Taska, is super easy, smooth and without any hang back in nil wind. In windy conditions (+25 km/h) the glider has the tendency to inflate very fast after 50 % of it’s rise and the pilot must use the brakes to stop it from surging. 

The authority on the brakes on the Taska is very good ! The Taska has a moderate pressure on the brakes . It feels homogenous and coherent. Every pull on the brakes is transmitted to the canopy, and the Taska reacts on every command! It's a playful glider and feel very intuitive. Playing around on soaring sites is superb on the Taska ! 

I had immense pleasure flying with the Taska S on windy take offs ! Indeed a real pleasurable glider to fly ! I’m always sensitive toward nice handling gliders, and the Taska is no different ! 

Thermals are felt quite comfortably on the Taska. It's not a glider that keeps you busy especially for it’s 6.35 aspect ratio at least in moderate to slightly turbulent conditions.  

In moderate conditions, the Task feels comfortable and tamed for a C. 

In strong conditions, the Taska needs less pilot control than a Trango X-race, and slightly more than a Delta 2. The Cayenne 5 feels more coherent , but the Taska feels slightly more tamed. 

I felt that in moderate to strong thermals and windy conditions, i would be much efficient at 94 all up on the S size. Flying next to a Cayenne 5 XS (75-95) similarly loaded gave me the impressions of a very competitive climb for the Taska.  Comparing it to the handling of the Cayenne, the Taska has a slightly longer brake travel, slightly lighter feel, and the authority on the brakes is close enough.

Doing some glides with same loadings, gave me the impression of a slight faster trim speed for the C5 by a 0.5 km/h. Accelerating on the Taska to reach the Cayenne 5 trim speed showed me also a very competitive glide angle , even at top speed with the C5 ! 

Both gliders showed me a same top speed.  

The speed bar has a moderate pressure, and the Taska can be steered with the C risers like any 3 line C glider. The pressure on the C’s isn’t high like the Trango X-race. 

Moderate movements on the Taska when applying the bar can be controlled by pulling the C risers.  

I must confirm a very tough leading edge when applying full bar ! The Task feels solid and the top speed is fully usable.

 In entering the airmass the Taska slows a bit before entering. It doesn’t have a pitch back. It just slows down even hands up before entering. The C5 and the Trango X-race keeps slightly the speed upon entering. But the Taska climbs efficiently as much as those two which puts it right on top of the C category for the climb rate !  

Ears are stable, and reopen easily. Holding the A riser down in an induced asymmetric is easy to keep a straight flight and the opening is smooth. 

The Taska showed me a balanced behavior and an easy ride for the C category.

Conclusion: 

I had fun flying the Taska.  I felt that at 95 all up, i was still very efficient in climb. The Taska somehow felt comfortable for a 6.35 aspect ratio glider. The handling and the way to turn the glider is really fun ! 

Supair designer has managed to deliver a very interesting and competitive C glider both in climb and gliding performance.

 A quite interesting glider to test fly in the C category !  Congratulations Supair ! 

NOVA Phantom S and XS

NOVA Phantom

I have waited more than 6 months to receive the S size. The 99 cell low aspect ratio glider from NOVA has indeed a very complicated internal structure. This process of construction is delicate and takes lots of time to be completed. The price of the Phantom is high…Twice to three times more expensive than a conventional low B glider. The fabric used is light for most of the delicate parts. 

Lets find out if the high price and the complicated construction will give its user the required benefits …

Launching the Phantom is similar to any B glider with a fast rise above the pilots head. 

I flew the glider from 95 to 98 all up. 

The Phantom has a different feel than any low or high B glider. The construction gave me the impression of flying under a higher rated glider in the feel of the airmass but with a huge passive safety like any low B glider. Weird feeling, but on the positive side of things.

The brake pressure is moderate, probably lighter than the Mentor 4, but very short in precision ability. If the brakes are pulled a bit far, the Phantom reacts like a low B glider with good passive safety. The brake fan gave me a short, precise, fairly agile, turning ability. 

With the Phantom nose ‘cool searching’ tendency and its precise turning ability, i could imagine myself on a higher aspect ratio glider, but the high dampened feel under the Phantom woke me up to reality. No matter what the conditions throws at you, the Phantom overall movements above the pilots head are very limited, giving you the feel of a ‘Rolls Royce’ of the sky ! Really like that ! It needs a bit active piloting, but much less than a Mentor 4 and slightly similar to an Ion 4. 

The difference in feel between the Ion 4 and the Phantom is that the Phantom has a smoother but compact profile, a better handling ability, and of course, an impressive increase in a totally easy to use performance through the whole speed range!  

In weak (0.5m/s) , the pitch is nearly absent as the Phantom slows down a bit before entry at trim, without any pitch movement whatsoever.  This is why some pilots reported a difficulty in climb in very weak stuff. 

The climb commence slowly in weak thermals, and will be very efficient and much faster in moderate thermals (+1.5m/s, or +3m/s ) versus other B gliders.  

For example, flying the Phantom is weak thermals versus the Mentor 4 (four) S similarly loaded, showed similar climb ratio. In moderate thermals the Phantom climbs slightly better ! 

Flying the same Phantom S with a Mentor 5 S also similarly loaded, showed that in weak stuff the Mentor 5 or a Chili 4 is floatier. In strong moderate to strong thermals ,the Phantom structure will help in a more coherent feel and very efficient climbs very close to any high end B glider.   

Considering that the Mentor 4 has impressive performance that could match some high C gliders, and as i always reference it in my glide comparison, even with other high end gliders, i took it to compare with the Phantom.

Gliding with a Mentor 4 S in calm air, both loaded at 95 all up, showed a similar glide angle. It is in moving conditions that things gets a bit different.

Gliding with the Mentor 4 in moderate to steady lift lines, will give the Phantom a higher chance even at +10 km/h over trim with a more forgiving ,steady, racy profile for the Phantom for sure ! 

The Phantom is faster at top speed by +1 km/h than a Mentor 4 S, or the Mentor 5 S similarly loaded ! With very close glide ratio at speed ! Really impressive !  The Mentor 5 has the edge in longer glides in moving conditions.

For instance, gliding next to a Mentor 5 (five) S in weak lift lines, will give the Mentor 5 the upper hand over the Phantom. The Mentor 5 is a floaty wing. 

After many glide attempts in moving air, (Video soon) with a Mentor 5, the Phantom is always haunting  :-) not far away.

Ears are easy to induce, efficient, and reopen quickly. Induced asymmetrics and frontals are super easy to recover. 

Conclusion: The Phantom has a low aspect ratio of 5.19 ! (3.82 projected! ) IMPRESSIVE !

It behaves like any low B glider. The handling, the feel under it and the way to turn the glider is excellent for the category. Low B pilots can fly the Phantom easily. The performance is indeed on the top shelf of the High B category. Good pilots downgrading to the Phantom will find on one side, a comfortable ride, and on the other, top performance in the B category. It doesn’t resemble a Ferrari, nor a Porsche . 

Its a Rolls Royce with a 500 HP engine!  Rolls Royces are expensive, but you get well served ! 

After my test on the S size, here's some comments on the XS .
I flew the XS (70-90) from 84 to 88 in mild then in strong turbulent air (loaded).

The handling and the way to turn the XS at 88 compared to the S at 97 are:
A lighter brake pressure on the XS , and a longer brake travel, but 'more' agile to turn !

The overall movements in turbulent air are slightly livelier than the S size but really very reassuring !
The differences in turbulent air between the Mentor 5 XS at 88 and the Phantom XS at 88 is that the M5 feels more energetic and needs much more active piloting.
The differences in turbulent air between the Mentor 5 S at 96 and the Phantom S at 96 are not that far...as both feels very dampened.
It seems flying the XS at top weight is best, without the feeling of an overloaded glider. It still climbs well.
The Phantom XS is a fast 5.1 aspect ratio B glider at trim and accelerated for the category.
Ears are stable and efficient !
A reliable small companion for fun XC travel.
Easy to use, "slightly" less piloting level than a 777 Knight S or Buzz Z5 MS, which are superb B gliders ! ( The Phantom XS has less pitch surging behavior in turbulence) with very nice overall performance.
I liked that XS size !   :-) 
Hope it helped a bit by relocating that XS size !
Cheers, 

Ziad