SKYWALK Chili 3 S

SKYWALK Chili 3 S

I never flew a Chili before. My last testing on a SKYWALK was with a Cayenne 4,and now the Chili 3 S arrived . I added some ballast to reach 99 all up on the S (80-100) .

Launching:

I didn’t find any particular behavior rather than easy to launch it in nil wind or in high wind .I have tried to kite it in high winds on a soaring slope by pulling the rear C risers. It works fine knowing that the C attachment point is far away from the brakes attachments. They do break a bit the profile but still manageable.

In The air:

Like the C4 was having long brake travel, the Chili3 has even a longer one!

In homogenous conditions with calm thermals the Chili 3 can be steered with the first 30 cm of length and the wing can be called as agile!

In turbulent conditions and when entering turbulent strong cores, the Chili 3 have a pronounced roll movement and the first 30 cm of travel won’t do any help for controlling the glider. In those turbulent conditions I found that to stop the surges or to replace the Chili 3 above my head, 60 cm of brake travel are needed sometimes! That’s fine as long as the pilot is acquainted with long brake travel.

I think the profile has lots of energy and the placement of the C attachment is far from the leading edge, putting the brakes at a ‘long,forgiving,linear but huge brake travel, that I am not used to yet!

Climb rate:

At 99 all up on a Chili 3 I was finding myself in a  ‘SKYGOD shape’ as I was able to out climb any mosquito! Yes I can confirm largely that the Chili 3 has an outstanding climb rate putting it on the very top of the B category!

Giving the Chili 3 to a gifted friend @ 100 all up that has only 3 years of experience, was a big mistake as he out climbed me on a M3@ 98 all up!... And that was a hard fact!!

So the Sky god thing didn’t happen to me only….

Glide:

The glide at trim speed in calm air showed a same glide angle as the M3 with a slightly less speed at trim. The glide in head wind glides and difficult conditions could favor slightly the M3 if the headwind surpasses 20km/h and in some surges. Less than that, they are almost identical! (Did several 6 km glides in moving conditions and the glider tips were sealed sometimes ;-)   )

The speed system is relatively light and it can be easily used in most conditions.

Big ears are efficient and can have nice descent rates (-4 m/s) when coupled also with the accelerator. They didn’t seem to flap and open by themselves or sometimes a little dab on the brakes.

Conclusion:

With the Chili 3 SKYWALK has created a top B glider in the category.

But it’s a relatively talkative EN-B, if I was to compare it with the others, and it shows its strong character only in turbulent strong cores! It needs a good ‘B’ pilots to fly it happily.

I wished the brake travel were 50% shorter! As I believe that such excellent performances coupled with that energy needs some more direct brake travel to place it immediately with a short travel.

No excuses for any B pilot flying the CHILI 3 for bombing out! Unless all the flying creature are asleep ;-)

OZONE Delta 2

 

OZONE Delta 2  (La Classe!)

Back in 2010, the first Delta 1 emerged. Test flying the Delta 1 M size showed a very comfortable ride, combined with superb performance. It was happily used all over the world in some of the nastiest air…The only thing I wasn’t comfortable with was its long and a bit delayed handling and the inconvenient pitch back when entering a thermal.

Now I have a Delta 2 ML and SM for a test flight.

Nowadays there’s a lot of nice C gliders out there, and to describe better the Delta 2, I am being a bit specific and explanative on this report.

Today I flew the Delta 2 SM at 91 all up!

Launching: With its highly present shark nose the Delta 2 cannot be easier to launch!  It’s like a B glider with no overshooting tendencies for the intermediate pilot…

In the air: Once in the air the Delta 2 gives an immediate comfortable feeling.

Its feels like on rails, but with some very polite feedback, just the necessary amount for the pilot in the C category letting him feels the air.

The brakes have an average to light pressure with very linear response! The Delta 2 can be steered inside the thermals with just 15 cm of travel, making the Delta 2 a superb thermal weapon for precision and agility!

In homogenous thermal conditions, a pilot cannot be indifferent by that excellent turning radius! 

In very disorganized turbulent thermals, I found that the best way to sustain that nice turning radius is to weight shift with the turn .The energy of the Delta 2 will let the educated pilot putting it where he wants even in choppy air!

In the opposite of the Delta 1 the pitch ability in sniffing the thermals of the Delta 2 is the best feeling a C glider has until now!

It has an excellent light pitch forward when entering a thermal, and that is outstanding, reminding me of the class above!

It has the ability to pull you gently inside the thermals and nicely inside those cores.

For that special characteristic I cannot but cherish the Delta 2 ability to search forward!

In very light conditions, I found the Delta 2 to be very efficient! Encountering a light thermal, the leading edge slide smoothly inside the lift letting the vario beep positively in a light constant rate…High-end D pilots will understand what I mean…

In some strong cores the Delta 2 reacts like a loaded spring, lifting immediately upward and reminding me some high aspect ratio gliders!

Inside those strong homogenous cores the handling of the Delta 2 can be described as very agile!

When flying the Delta 2 in turbulent conditions, it seems to give its pilots some comfortable and shake resistance ability!

Big ears with the outside lines are stable, efficient especially coupled with the accelerator. Not like on the M4, but still fine.

They do not open completely by themselves, and need a pull on the brakes.

The speed system is light and if the lines on the accelerator are precisely installed, a single push with one bar can access 90 % of the speed travel, which gives the impression of an immediate boost in speed!

At full bar the Delta 2 increases its speed over trim by 12-13 km/h, and yet the leading edge is very stable and very usable.

Big and high wingovers are doable with the Delta2 and quickly built.

Getting into a debate for the performance numbers or in calm air glides of the Delta 2 is the least that any pilot should have to look at, because its superb performance is efficiently ‘usable’ in every condition.

Who’s the glider for?

I cannot say that the glider is super comfortable like a B glider…It is a C, exactly in the middle of the category. Educated pilots who have flown 2 seasons on a high end B will be welcomed onboard the Delta 2.

You cannot give a refined bottle of wine to taste other than a ‘connaisseur’ ;-)

Pluses: Handling,performace,climb rate, Into wind performance,Comfort,efficiency, usability…

Minuses: Not found!

Just one detail. The brake pulleys tend to jam a bit the brake lines, if those are pulled close to the risers.

If the brakes are pulled far from the risers there’s no problem of getting jammed. After my friend on the ML size landed he complained about that also!

I hope OZONE will immediately change those pulleys or solve that small problem.

Conclusion: (Please excuse my fairytale, and poetic conclusion)

With the Delta 2 OZONE has produced an excellent product, rare in the C category for its ‘fine characteristics’ and which fits exactly in its middle.

As if:

Once upon a time there was an Elf that sneaks every night to the OZONE factory, and fine tune those Delta 2’s.The next day the gliders are sent away and open the doors to long XC flights to the land of never ‘never land’ ;-) and at the end of each day when gravity calls and at the landing time, it was told to look into a mirror as all will surprisingly look ‘enchanted’ as if they were submerged by the ‘Magic ‘of flying.
Did I say I liked it? ;-) 

   

BDG Tala M

Construction: The Tala has lots of new innovations from the construction on the leading edge to the line layout with attachment on 4 cells, to that neat attachment point on the glider, the choice of cloth..… Lots of innovation.

But what matters are the flying characteristics of the glider in real air.

 And here it is the Tala M size 80-100 flown at 97 all up.

Take off: In light wind the Tala rises smoothly and stays above the pilots.

In stronger wind I didn’t find any particular behavior.

In the air: I flew the Tala M in smooth with plenty of lift everywhere to windy soaring and in strong turbulent thermals.

Flying the Tala ,I noticed constant small feedbacks from the risers .

In strong turbulent conditions the Tala was still very coherent. Pitch movement were present but not aggressive. It moves on a small axis above the pilot. The inside construction seems successful.

It has more feedback than a Sigma 8 and less than an Omega 8.

Handling: I found that flying the Tala M above 97 all up is a good option for handling and it doesn’t seem to affect its climb rate.

I can describe the handling as: Long, Linear, Progressive and fairly agile especially in shaky conditions. When the thermals are homogenous the glider will turn on a dime.

Flying next to recent top C gliders, I felt that the Tala has an incredible climb rate inside one thermal.

The ability to enter the turbulent thermals is slightly delayed, but I am comparing it to a top end C glider. Confirming that most 2012 ‘C’ gliders will struggle against the Tala in climb and glide!

Going on a glide with a top end C glider won’t let the Tala blush at all…On a 7 km glide the difference is barely noticeable!!

The trim speed is at 40 km/h with an excellent glide.

The accelerator has a medium pressure but can be used in most conditions.

I felt that there a small hint to let the Tala unleash its potential and to get the most of its performances.

The pilot must trust the feedback on the Tala and let her fly without too much braking with just a slight amount if necessary.

Conclusion:

I described the Tala as a butterfly, because that’s what I felt. Everything on the Tala will give you a sensation of lightness.

And this will win some pilots hearts…

The Tala is right on the middle of the C category if we consider that the Sigma 8 was intended for easy entry into the C .

Climb and performance are on the higher shelves.

Pictures: https://plus.google.com/photos/110040226962521480605/albums/5861146405525218273?banner=pwa

Ozone Buzz Z4 SM

OZONE Buzz Z4 SM

I usually enjoy testing higher performance paragliders ,but I was intrigued by the Buzz Z 4 as the Ozone team ,back in Saint Hilaire were impressed by the performance gain of the Buzz Z4 over its predecessor.

So here it is the SM (75-95) size flown at 90 all up.

Launching is only for beginners. Please watch your steps !!  ;-)

Doesn’t get easier.

In the air the roll response of the Buzz Z4 is exactly what a low-end pilot needs. It does give just the necessary amount, without too much feedback, and move on a very narrow angle above your head. Some low B gliders are dull but that’s not the case with the Buzz Z4, which is a delight to fly for pilots coming up to this category, letting them evolve in a very comprehensive manner.

The handling also is very well balanced for a low B.

High-end B pilots would be happy flying the Buzz Z4, for its nice reactions on the brakes and the perfect authority of control for that Category.

Performance at trim is very well improved, like OZONE stated. I will not talk about numbers, but the Buzz Z4 took me where I wanted to go, as if I was on a 2011 higher rated B.

The speed system is soft and very usable. It has a light pressure and applying pulley-to-pulley the comfort is if you were at trim!

Big ears are stable and open nicely.

Conclusion: With the demands of new gliders that will get our sport going further, OZONE has delivered the Buzz Z4, a glider that gives immense amount of pleasure, letting its passengers, loving the sport of paragliding and appreciate every moment in the air. After all your smiles after landing is what matters the most.

https://plus.google.com/photos/110040226962521480605/albums/5857079685644960017?banner=pwa

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NIVIUK HOOK 3 25

NIVIUK HOOK 3 25

Hook 3  ( The Wise Buddha)

Flew the HOOK 3 25 today at 97 all up. Conditions were windy and a bit turbulent.

NIVIUK has only one category EN-B.And i was curious to see where could they insert the HOOK 3 ?

Launching in light wind requires a steady pull until it settles above your head.

Immediately after launch,i noticed the following .

If i found the Eden 5 to be comfortable then i have to say that the HOOK 3 is even 'more' comfortable. Amazing what can they do with those new gliders.

The handling is similar to the Eden 5 .Linear but little more precise .This interesting leading edge is quite amazing ! I couldn't feel the active air and the movements of the glider above my head were very limited,as if i was on a low EN-B wing !

Among all the latest B's the HOOK 3 is now the most comfortable ! ...What can i say ??  Each glider seems to have more positive character and i must write it as it is !

The climbing in weak conditions is average,the glider needs a bit of time to climb at my loading, but in tricky and shaky conditions it is good .

The HOOK 3 can be turned into a dime in the most trickiest conditions and it will obey your every input.

The accelerator is fairly light and it can be pushed easily through the rough stuff  ! No worries ...I mean it is very usable !

Now the best part is 'its performance' .

It seems that every glider i test fly delivers some surprise...

After 5 long glides with a Mentor 3,(Video coming soon) ,in calm air,and in head wind glides ,i was always very,very near as if they have the same glide angle !

The M3 could have the edge in 'efficiency' in head wind of difficult conditions,to cut and climb dynamically better, but the easiness of this beautiful machine is outstanding !

Twice easier than the most performant B glider !

Further test will be carried for sure,in order to update my 'B' comparison.  but i was surprised by the amount of comfort coupled with a glide of excellence !

Low EN-B pilots will surely have no problem upgrading into this 'zen' glider !

Many high end-B's will deliver nice amount of performances but with the Hook 3 those performances are reached with a Zen attitude :-)

Cheers,

Ziad.

NOVA Mentor 3 S

NOVA Mentor 3 S 

NOVA Mentor 3
In my flying career there were some special gliders, and I always think about those flying moments under them. In 94 the Airwave Xmx 28,The Airwave Magic 1, Axis Venus 2 S, and the Nova Mentor 2.
I was impatiently waiting for the new model and was curious if any improvement could be made.
Having flown the Mentor 2 S for the last 2 years and keeping it as a reference for new tested gliders, and as many pilots noticed that it is still very competitive… the different feelings when flying the Mentor 3 S were immediately noticed.

I was very curious with that question to Hannes Papesh the designer in Saint Hilaire about the possibility of a Mentor 2 improvement.

Then The Mentor 3 came. Construction of the leading edge is different, with probably a lighter cloth and special 3D construction with some thin vertical Mylar reinforcement.

Launching the Mentor 3 S is very easy but have to be stopped in strong wind to keep it from surging.
Easy for a B.

Trim speed is the same as the M2,if the loadings are the same ! At max weight an M3 is faster by one 1 km/h than another M3 at 94 all up. The same goes for the M2.

In the air:
The Mentor 3 felt more stable above my head and little smoother in movements. The pitch control is more pronounced on the Mentor 3 keeping the pilot less busy than the Mentor 2,but still it’s a busy glider in the high end B category, requiring good skills, like all the new ones Blacklight SM ,Nevada 26 .

The handling got milder with a little longer brake travel and still precise. For my tasting the M2 S was superb, but for long flights the M3 S has now less steering power.

The climb rate of the M3 resembles the M2 one , very efficient, and I have to say that the M3 needs less control input to climb efficiently as the M2 needs more pilot control.

Gliding next to the M2 in calm conditions could have a very slight advantage to the M3 S.

Gliding in head wind and rougher conditions favor just a little more the M3, because of its calm pitch behavior.

Conclusion: In this very competitive category, the Mentor 3 S is a little friendlier Mentor 2 S, with some little improvements in rough air.

The key for efficient glide into wind is to load the M3 S at max. It will be faster by 1 km/h than the current B’s also loaded at max and with the ability to cut through in head wind glides and stays leveled above the pilot’s head without pitch movements for efficient glides.
The climb rate at that loading is still very good! And Still very competitive climb rate with the new B’s and a bit more efficient in climb in headwind conditions as it has the tendency to go forward and up in thermals.

But the gap, which existed in the Mentor 2 era, is now very small between all new generations B’s in terms of pure glide. The differences are about 0.2/0.3 L/D if numbers are still required…
It is now up to the pilot to get the best of each day.

Conclusion:

Please leave the glide numbers at home on a piece of paper as they don’t mean anything in moving air !
When flying, you will leave behind all your magazines, pc, and those precious glide numbers….
In the air there’s a single word, which rules. ‘Efficiency’= Cut ,climb ,dig in and move forward !
That’s why comp gliders fly better. In the current B category the character of the gliders are now toward that philosophy of efficiency, and that what makes them very interesting.

As the Mentor 2 was a very efficient glider in the B category, here is the mentor 3, another efficient glider with just a bit easier to handle.
If flown at max weight the Mentor 3 will surely mark some interesting “numbers” on the OLC competition board.

Cheers,
Ziad 

More pictures on dustoftheuniverse group on facebook: http://www.facebook.com/groups/209637459105263/

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Tests at Dustoftheuniverse.com

 

How the tests are made at dustoftheuniverse.com

Many pilots, and professionals have over the time asked me about the testing I make in my blog and how it is possible to get an assessment on gliders.

In this special area I am flying there is really some special conditions that allowed me to understand better the gliders I am testing.

Surely I will ‘not’ write a complete report in a normal and easy XC flight.

For me a glider is tested in: ‘Strong conditions’ and ‘Difficult conditions’, and that’s exactly what my flying spots frequently offer.

‘Strong conditions’ will enable me to understand better the cohesion of a glider in strong, punchy lifts and the ability of the glider to be controlled in these situations. After one flight in strong conditions will give a quick idea of the glider. But that’s not even 5 % of the tests! In strong conditions all gliders including speed gliders will climb to base eventually.

But the most important to me for evaluating a glider is the ‘Difficult conditions’ tests…

I mean in difficult conditions to test fly a glider:

1-Against a sea breeze on low altitude with very weak thermals .The better glider will always move forward and dig in that weak thermal rather than bumping into it and staying in a stationary flight.

 Sometimes when I say that a glider is reluctant to enter some thermals, I don’t mean in strong thermals…I mean when encountering a weak thermal and having that head wind or sea breeze, the glider in question doesn’t really dig forward enough to climb. Some will need more time to creep forward and climb, others will enter better that air mass if this sea breeze doesn’t exist. And to get a conclusion for that, my friend with whom I fly for 20 years and know well his skills, will be next to me with a glider known for its qualities, and I will be with the new testing glider.

For many flights side by side, we both could see clearly the differences in gliders who can be more fluid and efficient in those conditions.

2- In the lee side, with broken thermals and sudden lifts, especially slightly at ridge level, where the breeze from the other side is mixed with the lee thermals, here the ability to maneuver the glider is critical, as the lee side produces some turbulence and the thermals will be disoriented, and that will surely make the handling of a glider highly affected. In those conditions flying also side-by-side and exchanging some comments  “If possible sometimes” ;-)  about the feeling of the glider and its ability to turn inside that turbulent core.

3- The glide comparison:

In calm air many pilots are still looking for that glide number on paper.

That’s completely wrong. We all are flying the gliders in moving air, and that number is meaningless.

That’s why I do those glides in real flights next to my friend on another reference glider side by side with the videos that you are viewing.

But the conclusion for the B ,C.or D comparisons are the one to look at ,because those are made after many flights in

-Head wind glides

-Long turbulent glides

-With or without accelerator

The results are seen more clearly, and sometimes it could change a bit if I sensed some flaws…

Manufacturers need to produce gliders that sells…They seek and hope to get always positive feedback from mags or individuals which is normal! But sometimes it won’t be the case.

Not all the gliders in one cat could have the best performances or the best handling!!

A few can cope with the negative. It is a big business after all, but in order to be totally free I am buying the gliders for testing, and also writing whatever I feel under a glider.

On the other side, Manufacturers have their reputation to look at. I don’t think anyone will release a single piece of equipment with their brand name unless they are 100 % sure of its quality.

A small word for lesser lines:

The recently tested gliders having lesser main lines or attachment points lacks of cohesion in ‘very strong and turbulent air’. Some B gliders are still manageable but the pilot under them won’t have the complete authority of control in those conditions. Still better cohesion for the ones having 3A’s 3B’s ……

A small word for tested gliders in the B,C,D category.

The certification is just an idea. It won’t tell anything about the safety of the glider. Looking at the certification videos will give a 50 % idea of the situation. But remember, you are flying the glider in a moving environment that will put the glider in different angles to the horizon. The collapses encountered at that angle will be a bit different than on the certification videos.

The best is to read and listen to the manufactures recommendations and of course your trusty instructor.

Flying the gliders in normal conditions won’t get any results as all of us will eventually get low, or stuck in a valley breeze in the lee side…and in those tricky conditions the glider we fly matters a lot, because it will help us continue our flight or ended sooner.

My tests will be more precise to describe the difference between gliders because I believe that the best glider is the one that delivers each pilot the fun he requires.

 

WoodyValley X-Rated 6 L

WoodyValley X-Rated 6 L

More pics: http://www.facebook.com/groups/209637459105263/

Video soon....

Mac Para EDEN 5 26

Mac Para EDEN 5 ! (The hidden Treasure ! )

The last gliders I flew from Mac Para were the Magus XC2 and the Marvel. Both were on the edge of performance in their category especially the climb rate!
Now Santa Claus brought to my hands this December new Eden 5 size 26(80-95), which I will fly at 91 all up weight and I am just taking some photos preparing myself for a long and amazing flight….

Launching this glider is as simple as it gets. The light materials in the leading edge do contribute to that easy forgiving launching.

In the air I felt immediately at ease and comfortable. The EDEN 5 inspires complete confidence in the air telling you to relax and enjoy your XC flight.

First turn into a thermal showed a light to medium brake travel with a very nice agility for the B category!
The Mac Para team has tuned the brake response and the agility of the glider in a high tech way! Meaning that ‘even’ a low end B pilot will get a forgiving brake travel, and the more experienced B pilot will sing and smile while turning with an efficient, agile, and beautiful turn radius. To combine those qualities in a single glider is something ‘very rare’ until now.

Turning in the air with another new B glider that has already a reputation for excellent climb rate, I found the EDEN 5 to be very close or even better sometimes! The leading edge doesn’t move much …It just enter the thermals and climb, and I could sense that by the beeping of the vario ! Just to tell you how the pitch movement is neutral. NO hanging back or pitching forward. And it is not a dull glider also. Just the necessary information’s.

I can confirm that the climb rate is on the ‘top’ of the category for the moment!

Trim speed at ‘91 all up’ on the 26 showed a 38.5 km/h. The accelerator at full bar will get you at 48.5 km/h at 1000 ASL. Next time I’ll fly it at 95…

This day was exceptional, with nice cloud base and long glides that enabled me to do some wing tip comparison with the best ‘B’ of the moment! That was tested recently on my blog.
Despite being just a bit slow on trim on the EDEN 5, I used the bar, which is light and easy to use, but short, to compensate the fully loaded other ‘B’ glider I am following, and to my surprise and after some several 8 km glides, I can see that the EDEN 5 was always very competitive! The glides were the same!

Pulling the accelerator at full bar in some turbulence showed a tough leading edge, without any nasty surprises.

The day has ended, and I was still flying that amazing and relaxing piece of art!

Big ears are stable and easy to use. A descent rate of -3m/s is showed with the accelerator. They open by themselves.

Conclusion:
With the EDEN 5, Mac Para has created their masterpiece in the B category.
Some B gliders that have a superb climb rate, and the EDEN 5 has the same .
Other B gliders that have excellent glide, and the EDEN 5 also has the same .
But to combine all those features in an easy, agile, and relaxing wing that could be also an entry to the B category is the real hidden force behind the EDEN 5.
The Mac logo ‘fly in peace’ should be printed on the EDEN 5 . Pilots who want to get an upgrade for their low end B’s will be nicely welcomed on board the high end EDEN 5!
Yes I talked too much …That’s because I found a hidden treasure!

Cheers,
Ziad.

NOVA Ion 2 XS LIGHT 70-90

NOVA Ion 2 XS  LIGHT  70-90

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NOVA Ion 2 Light XS 70-90

Two years ago, I test flew the Ion 1, a low end B glider which was in fact a very tamed glider intended for talented beginner pilots.

I heard that the light version of the new Ion 2 has something special, and I was keen to test fly it to discover that special glider…

The Ion 2 XS light has arrived, and after some long rainy days, I finally flew it for a 3-day free flight…

With the Genie Lite equipped with a light rescue and the 4.5 kg Ion 2 Light, a light breakfast ? and 88 all up .

Launching that glider is super easy...

In the air the Ion 2 XS light has a more ‘spicy’ feeling than the old ion 1. It is not as dampened as the Ion 1 was. The first contact with a thermal is felt by a little pitch back from the glider.
The brakes have a medium pressure like the M2 Small and are also surprisingly very direct ! This glider can be turned with precision and on the spot inside the thermal ! That’s a new characteristic never seen before on a low B glider !
An educated pilot will surely appreciate that superb handling feature !

The climb rate of the Ion 2 XS loaded at top is still good ! Of course it has to be steered gently and carefully to let the glider flat. Other wise the actual wing load of 88 under the XS will let this agile glider dive….But I like that turn feeling !

The biggest surprise is yet to come with the ION 2 (Light) glide angle !
At trim speed and in ‘calm air’ I can confirm that the Ion 2 light has a very close glide angle as the Mentor 2 S ! Unbelievable. But true.

At 40 % of the travel bar which has medium to light pressure, the Ion 2 XS retain its impressive glide angle for a low EN-B . At full travel the speed increases nicely but the glide deteriorates quickly compared to a mentor 2 S. But that’s more than enough for that type of gliders!

In head wind glides the high end EN-B Mentor 2 S has of course much better racing ability upwind.

Having only 2 A lines, the ears on this glider are big, stable and have a nice descent rate.

Conclusion: A talented low EN-B pilot who searches for a light wing will fall in love with the Ion 2 light for its excellent handling, superb performance, enough speed and overall safety margin in the low end EN-B category! 

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GRADIENT NEVADA

GRADIENT NEVADA

6 months ago I have tested the Aspen 4 .I still remember its ease of use and comfortable ride for a C glider.

Now came the NEVADA EN-B glider ,size 26 (85-100)

Launching:

With 5 km wind the glider need a steady pull as it doesn’t get above your head very fast.

In the air:

At first I was on the NEVADA 26 at 95 all up and my friend Moni flew the Mentor 2 S at 96 all up.

Immediately after take off I could feel the floating ability of the NEVADA ! The climb rate in thermals is nothing but perfect! This glider doesn’t pitch forward nor back, it just climbs!

Coring thermals with the NEVADA needs a long pilot input to begin its turn. I cannot say that it has a direct and precise brake travel, like the M 2 but its fairly ok.

This glider does compensate in its floating ability and climb rate in the thermals!

Flying in different conditions and knowing that the NEVADA is aimed at high-end B pilots, I could say that it is similar to the Blacklight in comfort.

Trim speed is around 39 km/h and top speed at 98 all up could match the M2 S at 95 all up + 1 km for the M 2 , with the same glide angle or very slightly better + 0.1 for the NEVADA !

Flying the NEVADA will give more chances of low saves and better floating ability on long glides.

Big ears are stable and an efficient descent method.

The speed system is fairly light.

Flying the NEVADA with my friend on the M2 and switching gliders afterward showed that even when I am used to my M2, I was always trying hard to catch the NEVADA as it floats easily and quickly upward.

To handle the NEVADA in rough air, I think it is better to be at top weight, and it won’t loose anything in its ‘brilliant’ climb rate.

Conclusion:

From the recent high-end ‘B’ gliders I flew, I can confirm that:

The NEVADA has the ‘best’ climb rate until now.

It has also ‘one’ of the best glide angle.

It’s comfortable enough for the high end ‘B’ pilot

I would have liked a shorter and more direct handling, but the whole performance/comfort /climb package the NEVADA offers is nothing but outstanding!

If you are one of those high-end ‘B’ pilot wanting to be near the ‘troposphere’  ;-) don’t let this glider slip away without having a test flight.

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Saint Hilaire (Coupe Icare)

Some videos and pictures from Saint Hilaire Cheers,
Ziad. 

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Some pictures :

https://plus.google.com/u/0/photos/110040226962521480605/albums/5792447562543318481





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