UP Meru 2 SM

UP Meru 2. SM

I already flew the first 2 liner Meru 1. In summary, a gentle and accessible glider for the D category, with nice handling.
Here comes the new Meru 2 EN-D 2 liner, for 2023/24.
The glider is built with long rods on the upper and lower surfaces. The finish details are nice. You can see all the details and materials over here: https://www.up-paragliders.com/en/products/paragliders/meru-2
The Meru 2 can be launched easily without any wind, as it inflates easily and rises smoothly without any hard points. On stronger windy days, I found it easy to inflate and it shows a homogenous compact behavior even on the ground.

Flying the Meru 2 :
At 97...98 all up, for the SM size from 88-101, the Meru 2 has a short brake travel for moderate air and thermals. I could easily and with only 5 cm guide the Meru 2 in moderate thermals. The pressure in those first 10 cm is on the moderate side. In stronger air a little more brake is needed to keep the Meru 2 overhead, probably 20..25…is sufficient in most conditions. After the 10 cm gap, the first contact with the trailing edge +10 cm to steer the glider has a moderate pressure as I wrote. The next 10…15 cm are quite firm in pressure and possibly a bit hard only in turbulent and choppy air, like between inversions or sharp thermal edges that you will lower your brakes to keep it inflated.

In moderate air, at 98 I found that the Meru 2 is a comfortable glider to fly for the 2-liner D category. The overall movements reminded me of the 2 liner C category. The Tango-X moves in itself much more, the Meru 2 is a stiff glider in construction.
In strong air and edgy thermals, the Meru 2 with a 7 aspect ratio needs good pilot control as this EN-D class requires. But the overall movements are still quite slower than on the Zeno 2 for example.
I felt that in strong air, the best is to fly the Meru 2 at max weight. 100/101, as the pilot would have more response of turn inside a small core from the glider.

The Meru 2 can be considered a fairly agile glider. Not as agile as the Trango-X! Or an XC Racer 2. Different concepts of agility.
At 98, when applying brakes, the turn inside a thermal is smoothly initiated, and probably slightly slower to close a 360 inside a thermal than a Zeno 2 or Trango-X for example. The Zeno 2 is more nervous and can be steered more aggressively inside a thermal. The Meru 2 felt more calm in turns. In good generous, XC conditions flying it at 100/101, is ideal.

I didn’t feel or see any yaw movements under the Meru 2. The structure is like a monobloc with calmer movements than Zeno 2. Saying that in strong air, it requires around 35 % more active piloting than a 2 liner C-class glider like Artik/R or Trango-X for example.

I flew in the company of a Zeno 2 MS at 96 as I was on the Meru 2 at 96.5 all up. In very weak thermals less than 0.5 m/s, both seem close inside that weak climb. In stronger cores above 2 m/s also seems very efficient with a good climb.
I will hopefully update my 2 liner Comparison for details.

Gliding next to the Zeno 2 at trim speed and 55 km/h was also equal for both! The Meru 2 showed me a very nice glide and didn’t lose height compared to the Zeno 2.
Stepping on the second bar has a moderate foot pressure and I could reach a top speed of 21 km/h over trim on the Meru 2 at 98 all up taken at 1000 ASL.
Even when pulleys are overlapping, the Meru 2 structure felt solid, and there weren’t any roll movements.
Ears with outer B’s are easy to induce. Wingovers build nicely with high energy!

Conclusion:
The Meru 2 has a different feel from the Meru 1 while having the same comfort underneath. I felt it is better to load it when conditions are strong probably to get that snappy turn and feel. In moderate conditions, flying it at 98 is ok.
The glide at the speed bar seems very good with a stiff solid feel from the glider. I could prefer softer brakes and a quicker turn radius, but as I mentioned on good days, a loaded Meru 2 is an efficient gliding machine to go far or to win comps.


Cheers,
Ziad

Niviuk Drifter 2 size M

And finally, it was released, and I received the latest full-on competition harness from Niviuk. The Drifter 2.

The first contact with the harness showed me ‘impeccable’ construction details! I have flown and seen many harnesses in the past, and I can firmly confirm that the finishing details on Drifter 2 are excellent! matching the top-end brands out there. You know me very well from my writing when I'm excited about a product! The feeling is similar to discovering the latest 2024 F1 cars…RB20…SF-24...W15… etc…

I’m a fan of good quality products! And this Drifter 2 built quality is the top you can find. (Pls see attached a few ‘close-up pictures’) 

This era of paragliding performance has slightly shifted momentarily more toward aerodynamic harnesses. The appearance of the Ozone Submarine, and later the Gin Race 5 paved the path for that direction.

I already test-flew the Submarine, which has an inflatable outside shell and is considered to provide less drag resulting in more gliding performance.

Niviuk has adopted a different approach but in the same direction. Like the excellent Genie Race 4, which offered a sleek performance pod, but an open harness on the chest area, the Niviuk Drifter 2 is a conventional but ‘hybrid’ harness that has the best of both worlds. 

Hybrid harness explanation:

A zipper that runs from your feet directly to the cockpit, and another with the same and continuous direction toward your neck providing a straight streamlined shape like the one on the Submarine. The difference is that the pod remains a conventional neoprene pod ( not inflatable)

This released video by Niviuk shows exactly the details: https://www.youtube.com/watch?v=pTZzAyCxd8E

The DRIFTER 2 is equipped with two cockpits. A small one that lets your instruments/power bank appear through the plastic window. Another lower bigger compartment ( see pic)  for your ballast, instruments..etc…

This cockpit is big enough for a + 10 L of water ballast.

Installing a regular vario with an E-Ink Screen without a backlight is difficult to see. Anything with a light background like phone apps, or Oudie N, etc…is very clear, just because under the sunlight the shade produced by the outer shell, over the cockpit prevents any light in, you only see very clearly in plain sunlight, the lighted instruments inside. 

Inserting my hands makes it very easy to adjust the instruments. The neck collar of the neoprene is quite large with no pressure on the neck. 

Taking off while ready is easy in the upright position without any neck pressure point. Getting inside the pod is a non-event, and of course, pulling the zipper closes and opens the pod rapidly. 

I never encountered a problem with the zipper so far. When landing your foot can alone open the zipper with probably a slight pull of 10 cm on the zipper rope.  

Kiting while standing up with the DRIFTER 2 is surprisingly very straightforward without any pressure on your back neck. It feels like a normal harness! Taking off is smooth, and getting into the pod is very quick. 

When you are ready, pulling a bit on the right zipper line closes the pod. 

There are no outside pockets left and right, probably for lesser drag. But it would be nice to have one at least, just because everything is sealed and you have to open the pod to access the lower compartment. Probably installing a smaller outside pocket would be nice. 

In the air, inserting your hands to adjust the Vario, or phone easily. 

Now for the seating position/comfort/weightshifting.

Before adjusting your harness, please install the two rescues, drinking water, and the stuff you put in the moderate-width rear compartment when you are flying just because you need to reset your center of gravity while adjusting it to achieve a flawless and efficient line when gliding.  

The foot pad holds an extension to be removed on taste and body size, of 5 cm thickness with 4 pcs ( see pic). For my height of 1.81 cm, I removed all the foot pads and reached a perfect sitting position without any pressure from the neoprene that covered my shoulders.  

When pulling the left and right upper side straps which are easy to use even in flying, for adjusting your back inclination, and to stay streamlined with the air without



positioning the rear fairing higher to reach that ultimate position, your sitting will be slightly reclined.  On the Arrow L, the max layback position is still 3-4 cm forward than on the Drifter 2 perfectly streamlined position. 

It is very logical for a high-end competition harness to give you that reclined position if the pilot is aiming for less drag. Of course, a ‘slighter' upright position would be most welcomed. 

The reclined seating position is quite comfortable for the body. There are no pressure points whatsoever! Comfortable to sit in. It is exactly like laying down on your favorite sofa in winter time, watching ‘dustoftheuniverse channel’ ;-) but the tea holder is missing!  

The legs are surely naturally supported. The seat plate of the DRIFTER 2 M however is a bit large for my size of 75 kg.

A gap of 3 cm on each side.  

The seat plate of the Arrow Large is one centimeter less from each side than the seat plate of the Drifter 2 M size.  

I tried to install a smaller plate, or even without a seat board which Niviuk doesn’t recommend, but as the DRIFTER 2 is constructed like an F1 car, I couldn’t sink in, because there’s also the ballast pocket underneath the seat which is also reinforced to be stiff when holding the water ballast. Everything is surgically designed!  :-) 

There are two positions left and right for the anti-G which are easily reachable in the air.  

The DRIFTER 2 has little adjustment straps and it is really easy to adjust. The roll movements under the DRIFTER 2 with the main strap at 50 cm are quite comfortable. It is very close to the Arrow L roll movements. The weight shift is well coordinated and after flying the Arrow L, I didn’t quite find any big differences in roll and weight shift besides my reclined position. Overall it is quite a balanced harness to fly with high-end gliders. Stable enough to be comfortable on long flying hours. 

Pushing on the speed bar is another nice experience. The big aluminum pulleys hold a stop system, and help you maintain the pressure while holding the speed bar for a time. On the Arrow, for example, my feet always have more pressure during long glides. The pulleys on the DRIFTER 2 have a stop-back spinning system that allows less foot pressure while stepping on the speed bar. 

Asymmetric speed bar steps are installed for a smoother and more balanced pull between the left and right risers. Like I said, I felt like driving an F1 car. :-) 

Even in a reclined position, the pressure when pulling on the speed bar doesn’t put pressure on your shoulders. The pressure is homogeneously distributed on your back. It was smooth to keep the speed bar. 

The back fairing doesn't flutter at all and stays in pressure with a very narrow shape. 

The DRIFTER 2 has a new 5.5 cm origami back protection https://niviuk.com/en/orikami. It is the first small protection after the Koroid that acts differently as Niviuk stated. 

It is indeed a small protection, and I would personally prefer having a larger one…But maybe I’m still old-fashioned and not used to this new technology… I just really hope that its efficiency surpasses the claims.  

Conclusion: 

The DRIFTER 2 is for sure a very beautiful-looking competition harness equipped to the last detail. Pilots' eyes on take-off and landing were wide open and commented frequently about that beautiful shape. Comfortable for the back and also in roll movements. The construction is excellent! felt very robust and with those materials it could last very long! 

When flying it, a ‘psychological’ feeling of performance will be on the menu.

The air over my face was less perceived than usual as my head was near the outer shell.  

Landing and getting outside the pod is quite easy and feels exactly like a normal pod.  

For XC and competition pilots, the race is on… :-) 

Zoom X2C size 95

Zoom paragliders is a new brand, https://www.zoom-paragliders.com/en/ created in the Papesh GMBH group and designed by Alex Hollwarth, who began his journey at Skywalk and delivered in that time fine creations among the Cayenne 5 which was a really fine glider to fly. The first released glider from the manufacturer is the Zoom X2C which is a 2-liner C class glider. 

https://www.zoom-paragliders.com/en/products/x2c
I have flown the Zoom XC2 95, from 92 to 95 all up,
At first, the launching is straightforward, as the Zoom inflates easily even without any wind and no hard point. In stronger wind, it is fast in the second half of the rise, but also very responsive to your brake input to keep it swiftly overhead.

I flew the Zoom in weak, moderately winter-strong thermals, and later in some turbulent air.
The brake travel is moderate to short and with 10-15 cm, I could place the glider accurately inside the core. The Zoom X2C is a pleasurable glider to fly. Direct feel through the brakes, and direct control. The pressure on the brakes are on the moderate side, and well balanced. I could steer the glider with just 10-15 cm of brake travel efficiently.
Climbing in very weak thermals less than 0.5 m/s felt similarly efficient to the Scala 2 with the same size in that area. In a more solid thermal, the Zoom climbs well compared to the other 2 liner C’s.

In strong air, the feel under the Zoom is really compact, easy, and quite manageable for the 2 liner C category. It felt in overall comfort like the Volt 4 and Bonanza 3 which are quite accessible 2 liners.
As I already wrote, what I appreciated even in strong air, was the brake authority given to the pilot. I could play around under that glider endlessly, with complete control. The brake pressure is on the moderate side and the travel is short to moderate with a lovely combination of agility in thermals. After two turns in a wingover, you can feel the high energy stored in that glider! Lovely handling.
I think the Zoom is among the 2 liners that you enjoy flying, because of its playful and forgiving character.

The ability to core without pitching back or forward is present under the Zoom. It just enters thermals and moves forward in balance. I was able to do two long glides next to a Photon MS same size and load, and I was impressed by that glide! IN very calm air, I wasn't losing an inch in those two glides even at half the speed bar! Pretty good balanced glide for the Zoom. When gliding in moving air and lift lines, we felt that the Zoom shares the glide similarly to an Artik R, or Mint, for example.
The B steering is quite efficient in controlling the glider movements in turbulence while staying on bar, and the B pressure is on the moderate side with good accessibility.

The speed bar has a moderate pressure throughout the whole range, and full speed reached the same as the Photon with around 18 km/h over the trim speed.
Ears are stable and usable with outer B’s or outer A’s.

Please note that different sizes with different loads ‘could' have another feel. On the Zoom X2C size 95 at 92 I was happy test flying that glider!

Conclusion:
The new Zoom X2C ticks all the boxes evenly. Nice handling, pleasurable to fly, agile to play around, excellent gliding performance, and good speed for a 2 liner.
If you want to get a high ratio of fun, comfort, and good performance, a test flight could be the right choice!


Happy testing,
Ziad

Niviuk Ikuma 3 size 24/ range 75-95

Niviuk Ikuma 3  size 24/ range 75-95

I have already flown the first and second versions of the Ikuma. Here’s the flight test of the Ikuma 3 in size 24 (75-95), flown from 88 to 94 all up.

 The Ikuma 3 is built with a mix of Dominico cloth, with Liros and Edlerid lines. 

The visual construction and little details are impeccable on that glider. There’s something apart from the building quality and small details. 

At 4.5 kg the Ikuma 3 is a semi-light glider. 

Launching the Ikuma 3 even in no wind conditions, rises smoothly and evenly. The Ikuma 3 rises effortlessly in more windy take-offs and stays above the pilot's head with a little brake.

I flew the Ikuma 3 with my Arrow L size. First rising air, I weight-shifted a little, and I pulled  10 cm of brake travel, and the Ikuma 3 quickly got me that perfect turning radius! 

I was already smiling from the first turn! Sometimes, when I test fly a new glider, I worry a bit that it may not satisfy my picky demanding, and handling criteria…But this time that beautiful feel and maneuverability under that Ikuma 3 saved the day!   

With moderate brake pressure and a nice linear feel throughout the brake range, the Ikuma 3 will surely deliver a large smile on pilots' faces. 

The Ikuma 3 even at 88 all up, can core thermals very narrow staying in the core very easily. The combination of the Arrow/Ikuma 3 while weightshifting and brake pulling is nothing but excellent!   In a more strong thermals, and flying it at 93 all up, the handling is even better! and coring is even more satisfying! A piece of pure pleasure while thermal flying. 

I flew it 92 all up in some very weak air, the Ikuma 3 has outstanding potential in weak lift! It hovers and stays in that weak lift, waiting for it to become stronger. It is very difficult to bomb out flying the Ikuma 3 unless you have been unlucky, and there’s nothing left to turn! I think after a while it could have the efficiency of the Swift 6 in that area…I will update my B comparison later after more hours of comparison. But it surely can float! 

The Ikuma 3 doesn’t dive in turns in normal braking. And unless you lower your hands the turns are flat inside the core. But once you dig that brake down properly, you will have a playful glider to fly in the air! A real high B toy! Wingovers are super high like loops if you want from the second turn!  

The main thing I personally like about a glider is when the R&D team manages to give the pilot supreme authority on the brakes if he decides to turn it flat or immediately go into play mode. That exceptional feature is easily managed under the Ikuma 3. 

Yes…It seems that I like that feel under it ;-). So no more writing about the handling… :-)

The pitch is neutral and hands up all the way the Ikuma 3 enters the airmass slowly but efficiently. It clings to the thermal and climbs effortlessly. It feels like it guides you into the thermal. It doesn’t reject the rising airmass but seems to slide and cling to it slowly. All you need to do is let it fly, keeping the minimum of brake pressure. It floats nicely into the rising air mass. 

For the past 4 months, I have been test-flying many 2-liners C’s and D’s with a couple of new high B’s. When switching from a 2 liner to any high B, the feel of less speed and dynamic movements are strikingly more obvious. The high B’s are created to give you performance but with slower speeds and reactions when going XC. 

The Ikuma 3 as a high B falls in that category. It is a soft XC glider with top-end gliding performance to match the best ones in that high B category. I will surely update my B comparison later on for the little details. But It is already confirmed to have a very nice gliding power.  

If you want to go XC efficiently on any glider, you should load that glider at the top end. Many will still ask me why…It is because the faster you enter the airmass the more efficiently you move forward. 

And going XC is to move forward ;-) 

Some manufacturers have their own political decisions to certify gliders +5 kg from the recommended flying weight. It doesn't mean that the extended weight range is optimal for XC. Sometimes when conditions are really strong, they are okay, but after a bit…they will struggle in the weak. We don’t want to land... So a balanced glider for XC is when flying it at the recommended weight range stated by the manufacturer.

The Maestro 2 could be ideal at 75 % of the flying range, and also the same goes for the Mentor 7 as recommended. They are both superb high B’s.  

If you want a fast XC mode flying the Ikuma 3 size 24 (75-95) in strong Alpine air!  Go for 94-95 all up.  

In normal flying, the Ikuma 3-24 will stay very maneuverable and dynamic in turns at mid-weight, but the same-size Swift 6 will be a bit boaty at mid-weight. 

The excellent Swift 6 MS (75-95), is better to be loaded right on top at 95 in XC mode. 

The Ikuma 3 felt slightly easier to fly than the Ikuma 2. It felt a bit softer. The speed bar pressure is moderate even at full travel. The speed gain over the trim speed is around 13 km/h taken at 800m/ ASL.   

When pushing on the speed bar, the C riser steering with moderate pressure and easy handling, is efficient in keeping the cool Ikuma 3 on track. 

Big ears with outer A’s are super efficient like a few other B’s. 

With a speed bar and big ears, -5 m/s could easily be reached! They open without any intervention, or perhaps a very slight pressure on the brakes if they are very big. 

The Ikuma 3 seems very friendly and lets you make really big ears. Of course, like any other glider don’t pull too much to let the left and right tip touch! You could induce a stall under any glider.  

Conclusion: 

Even after many testing years, some gliders even in the high B category, still give me those happy flying vibes! 

The Ikuma 3 is one of them.  A very comfortable high B with pleasurable handling and top-end performance for the category. 

It is very clear, that flying the Ikuma 3 will firstly touch the sensitive handling pilots by delivering a high amount of pleasure feel. All that with very good brake authority. 

Pilots have different feel, and different requirements, but I can assure you test flying the Ikuma 3 won’t keep you indifferent!  

Happy flights.