NIviuk Artik 6 23

NIVIUK Artik 6 23

I was lucky to get that Artik 6 quickly that time! As it was impossible to purchase it from Niviuk. I’m surrounded by good positive people worldwide 
The Artik 6 has a nice construction. Every detail is very well finished. The risers, the sewing, the cloth…everything seems neat and well built. The Artik 6 is slightly lighter than the Delta 4. The glider’s weight sits between the Delta 4 and the Alpina 4.
Taking off at 87 all up on the size 23 (70/90) with a GIN light 3 harness is really easy. No hardpoint, no surge, just good-mannered inflation.
After some hours, it seems that the Artik 6 is as comfortable as the Delta4 MS. The pitch movements are totally absent, and the Artik 6 enters gently the rising air in moderate conditions. In stronger cores, the Artik 6 pulls you slightly toward the thermal, which is a really nice feature to my taste! The roll movements are also quite dampened and resemble the Delta 4 ones. The Artik 6 with a 6.3 aspect ratio is not busy to fly a glider. On the contrary, it is a very accessible C glider. What I really liked is the ability to cut through the airmass and move forward quite efficiently! The Artik 6 slides through the airmass with very good efficiency in gliding power.
For overall comfort, the Artik 6 is much more comfortable to fly than the Cure 2 and similar to the Delta 4.

There is a 10 cm gap before the action on the trailing edge which is quite normal, and then a refined pilot can steer it with only 5 -10 centimeters! This is quite a nice brake authority on the Artik 6. The pressure in that 10 cm is moderate. A little more brake length is needed in stronger air or sharper thermals. The Artik 6 can be turned in a very narrow core! The agility is exquisite! especially with that Genie light 3 harness. I really liked the way it turns into thermals. The second part after the 10 cm has a moderate to slightly harder brake pressure, but still very acceptable with a reassuring feel. Overall I can say that the Artik 6 handling and thermal ability are very subtle and pleasurable. As I said earlier, a sensible pilot could steer it smoothly into the air. No need to pull the brakes too long, but if done they are also forgiving.
For example, the braking length to react is much shorter than a Cure 2, or even the Delta 4. Just to give you an idea. There is a more smooth and linear feel on the Cure 2 within the brake range. The Artik 6 is slightly closer to the D4 in those terms of brake feel.
The pressure on the brakes should be measured by a scale...But I’m still trying to do it. Anyway, the pressure on the brakes of the Artik 6 is slightly higher than the Cure 2 and probably similar to the Delta 4 at the first 10 cm part.
Flying the Artik 6 23 at 87 all up, showed me that even in the weakest thermals the Artik 6 has a very good float ability. The climb in weak stuff is very efficient. The Artik 6 doesn’t dive in turns when pulling the first 10 cm part, rather than flat on the same spot! After some flying in weak stuff next to my reference C, it is clear that the Artik 6 has a very good float ability that puts it at the top of that category.
Really efficient…

Gliding through the air next to my reference C glider, showed me also impressive gliding capabilities at trim and also the full bar! At half to the full bar, a pilot will have the performance of the best C’s of today.
It seems that the Artik 6 performs better in moving air, when it can dig through the airmass move forward, and climb. A very good gliding machine for XC.
I have to mention also that pushing the first 2-3 cm on the speed bar surely increases the speed by 2 to 3 km/h, but it seems that the sink rate doesn’t decrease! So I found that gliding slightly above the trim is very beneficial for the glide.
The speed system has a C2B pulley system, that you can use while on bar. The C2B pressure is moderate, smooth to use, and efficient. The speed bar got me +16 km/h over the trim with a very good solid structure.
The Artik 6 matches the top speed of the Delta 4 with probably even a tiny edge! (Both gliders are exactly similarly loaded)
Finally inducing ears on the Artik 6 is easy and stable. I like that feature as it is also efficient to use.
What can I say…that I’m still trying to find any lesser than good points but in vain… Just because pilots would say…We only read positive comments! how boring it is !!!!
Sorry to disappoint …That Artik 6 is just ‘perfect’ !! *Try it for yourselves at the right loads!!! *

Conclusion: Test flying new machines will always result in good or lesser good comments and I really hope that one day “some” manufacturers will understand that outcome and move forward without shooting the messenger. This time I got a special and complete product, rare to find.
The Artik 6 is definitely the best Artik ever produced. Why ??? Just because it scores 9 over 10 in everything. Climb, glide, speed, stable ears, easy take-off, easy landing, high comfort, great usability, a pleasure to fly, superb agility, relatively light to carry… Against all odds, the truth has to be said clearly. The Niviuk R&D department has outdone itself.
Niviuk R&D team managed to deliver the most complete C glider in pilot demands. I test flew the size 23 and I can ‘only’ confirm that size test, flown from 85 to 89 all up. (Harness Gin Light 3 M size)
I strongly suggest test flying the Artic 6 but at a convenient load! Probably near 85% of the weight range should be in order for every pilot not to miss that beautiful and efficient machine.
Happy new year! 

UPDATE> Just noticed on windy days (+20km/h) when gliding upwind even loaded at the top, the A6 23 has a slight tendency to pitch back a bit when encountering a thermal and slowing down. A feeling of getting pinned a bit...

UPDATE 2 > The small dyneema lines on the whole upper galleries of the Artik 6 tends to shrink after some hours. It is best to get it for a trim after 30 hours.

My friends brakes also shrunk and the factory black dot on the brakes is now 6 cm above the pulley! after adjusting it.

Best to trim.

FLOW Fusion Light S

FLOW Fusion Light S 

I already test flew the normal version of the Fusion in S and M size. Here’s the Fusion light version ion S size flown at 92 all up. There are loops on the C’s for that serial version, like the normal Fusion. 

Pulling on the A’s the Fusion light S comes up nicely above the pilot's head, with no effort at all. No hardpoint. In a strong breeze, a dab on the brakes to control it overhead. A really easy to inflate C glider. 

There’s a very neutral pitch feel under the Fusion light S in thermals. It enters the rising air very smoothly. The roll movements are very balanced. Quite comfortable without being too dampened. A slightly more feel than the Delta 4, but surely very comfortable to fly. I can say it felt smoother also. In the same air, where the Delta 4 could be sharper, the Fusion Light is slightly smoother with a good informative feel. 

The brake pressure is on the medium side(I’m trying to get a small scale to see how much tension (kg) on the brakes after a certain 360 turn, and it will be a new column included in the comparison tables hopefully soon).  

The Fusion Light S at 92 seems to have a relatively short, precise, and very good agility in the C category. It is a bit different than the normal version, with shorter brake inputs and more agility.  Coring thermals with the Fusion Light gave me some really nice moments, as it seems fluid inside thermals, with very good authority on the brakes to place the Fusion Light exactly where I wanted inside the core. The climb rate seems on top of that category, in weak thermals or in strong ones. The Fusion Light float ability is present and delivers smoothly its free performance for the C category pilot.

The overall movements in the air are very balanced and smooth enough to enjoy any thermal anywhere…In strong air, the Fusion Light needs control, but nothing more than a regular C pilot is required to have.  For example sometimes in moderate air, it feels as comfortable as the Delta 4 and probably smoother! The 6.3 AR Fusion Light is much easier to handle than the 6.4 AR Cure 2 for example and even easier to fly than the comfortable Artik 5. 

The glide at trim and accelerated seems also like the normal version which is also very good for the C category. The speed system has a relatively light pressure, and the new B pulley system is more manageable to control on the C’s with lighter pressure.  

 At bar, applying pressure on the wooden C risers bar will control most of the turbulence encountered, while having a cup of tea! …It is an easy, smooth, and enjoyable glider to fly for the C category. 

The top speed with pulleys overlapping is around +13 km/h over trim, with a very usable bar in turbulence. Ears are efficient and stable!  They reopened with a little pilot input. 360s are well balanced. Landing on tight spots is easy as the Fusion Light can be slowed quite well before the stall. Of course, the stall point is to be discovered in a safe environment. 

Induced asymmetric behaves like a school glider! 

I think after some 50 hours on the Fusion and releasing the C loops will have a big impact on the total efficiency of that glider. Just because the enhancement comes into wind transitions, as the Fusion with C released will surf much better the air and skip better the sinking air. Not because of the very little increased trim speed, but probably because of the ability to surf through better. The climb rate in the weak will still be very good and on top of that category. 

Conclusion: 

Flying the Fusion Light is a really cool,  rewarding experience. The handling is superb, the climb rate is among the best gliders in the C category. The glide capability is among the top 3 contenders. especially when the C loops are released.  Test flying it could lead to a long term relationship…  :-)

OZONE Alpina 4 ML

Hi,

The Alpina 4 ML at 103 all up.
The difference between the Delta 4 ML already tested is:
-A smoother feel under the Alpina 4 ML.
-The turning behavior seems more subtle with very good agility. The brake has moderate pressure with a linear feel.
-The speed system seems to get harder to push at the second bar.
-The take-off is much...much better! Now there's no hard point on the ML.
-Ears are the same.
-Performance is the same.
-Speed is the same.
-A little better comfort in turbulence as the Alpina 4 feels more coherent and homogenous, or it is the light fabric that delivers that smooth feel.
The light fabric resembles the LM6 ones and feels lighter than the one used on the A3.
Overall...I'm impressed by that 6 aspect ratio top-end performance C glider!

Hi,
Flew it today at 98 all up on the ML (85-105) in good conditions on a +100 k run on little endless triangles ...(restricted airspace).
Surprisingly, the A4 ML at that load was entering effortlessly the airmass and moving forward. The structure was really homogenous at that load. Effortless flying and very precise handling! Still fast at trim. In headwind glides or climbing in a headwind, it was doing very nicely. But for sure, when loading it at 103 the efficiency of entering the airmass would be faster and even more efficient with even more shooting upward!
But at 98 it was really good! which is surprising for that size. And....it is very...very....comfortable !!!

Awaiting the MS and S size!
More to come soon...
Cheers,
Ziad

MACPARA Magus (2020)

MACPARA Magus  (2020)

And here it is…A beautiful looking 7.05 aspect ratio, glider with 2 liner technology and an EN-D certification.

I flew the size 22 (88-99) at  97 all up with my Xrated 6 harness. 

The Magus construction seems super neat. A mix of Skytex light and heavier materials were used. 

A mix of Edelrid Aramid/Kevlar lines was used on this construction.

Launching the Magus in nil wind is a bit difficult to get it overhead. The glider must be laid down in a proper way and better to be centered when pulling the lines. Even in 20 km/h, the raise is slow but manageable for the intended pilots in that category. The Magus doesn’t snake around at all. It comes at a whole, but a little practice and patience are needed to launch it in narrow areas as we have here. 

At my takeoff weight, the Magus seems to have a fast trim speed that matches the Peak5 one with the same size and load. My first contact with the brakes gave me an early smile for that nice given authority.  I can describe the brakes to have a short, precise, and linear feel through the range for the 2 liner category. It resembles the Zeolite brake authority which puts the Magus among the best ones in the 2 liner brake authority.

I could get a short turn radius on the Magus in small bubbles, and still, be very efficient.  The pressure on the brakes are on the moderate side and won’t be tiring after some hours.  The feel of a firm precise pull is present. In very weak thermals, I sensed that I must concentrate to be efficient, but the overall efficiency of that glider enabled me to stay afloat. 

In a more homogenous thermal, the Magus climbs like a rocket. It matches the Peak 5 climb.  

I flew the Magus in different conditions. In turbulent air, It is more comfortable than the Peak 5 and slightly less than the Zeno. It is somehow similar to the Leopard in dampening behavior. 

I could confirm that I was really more than satisfied with the incredible performance the Magus had to offer!  In one particular flight, I was gliding in a very well known place for my routine flying, and gliding through difficult air, the Magus ability to float and move forward is superb…It glides really well upwind, and I experienced a very efficient upward sliding through the air! 

My god, how I miss the 2 liner efficiency! And that Magus revived my senses even more!  Flying the Zeno, OXA3, Leopard, Peak 5, is also rewarding for performance, but I must add that flying the Magus is like having your best meal with the exact spices you wished for!  At least that’s my personal feel…

Gliding next to the top 2 liner D’s at trim speed, showed me that the Magus is definitely among the best ones at the very top. 

At full bar, the gliding performance place it among the top 3 

The B handles have moderate and precise pressure. I like that! Finally, I can feel and control that Magus at bar. 

In some turbulent air, I felt that the Magus have a strong and homogenous structure, but only the tips were slightly collapsing without any consequences. I think more hours on it could clear those small cell deflations. 

Landing in tight spots can be achieved with that Magus, just because I could slow it quite well, before stalling. It is for sure a delicate matter. 

Ears with A’s are small. I need to pull them long enough to be stable. And while pushing the bar, they have around 2.0 m/s descent rate.  

The top speed is around 19  km/h over trim.  

Conclusion:  Just a small piece of information, that you probably know between 3 liners and 2 liners… Flying one of the best 3 liners of today example (M7) …etc…and flying the 2 liners Magus, is like driving your regular car then switching to your every day MAC Ferrari!  

The difference between ‘efficient feel and performance’ is breathtaking!  When test flying other categories in nice days….Imagine how I’ll miss that Ferrari feel!  :-) 

The new Magus has everything a 2 liner pilot could dream of. Nice handling, a very efficient gliding machine, that shows you proudly how well it glides through the airmass. A relatively comfortable and solid companion for XC. 

Saying all that, it is still a 2 liner that needs all the respect and the pilot knowhow to fly it with peace.