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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Tripple 7 Rook M & NOVA Mentor 2 S

EN-B and EN-C UPDATE

Dear all ,
I just updated the EN-C comparison inserting the VOLT (see further posts below) 


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Air Design VOLT SM

AD VOLT SM

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Air Design  VOLT

After flying the PURE and the RISE ,I was waiting for AD new C glider. And here it is The SM size 80-95 .

I flew the glider at 94 all up, as the VOLT has to be flown at top weight to be able to control it in all conditions. At 90 all up in strong conditions it kept telling me that she likes to be heavily loaded. I understood.

I flew the glider in different conditions from turbulent to weak. I can say that the VOLT is fairly comfortable for a regular ‘C’ glider. It is more comfortable than the C 4, and a bit less comfortable than the Delta.

When entering a thermal it slows a bit, doesn’t pitch back much. Sometimes when loosing the thermal it pitches a bit forward.

The VOLT has an overall average to good climb rate in the C category, much like the C 4 and the Delta.

I could describe the overall handling as average. The SM size flown at 94 showed a calm turn, and I could not say it is an agile glider .It needs a bit more time to be placed easily and quickly inside those small cores. Once it is inside it can core easily .It is definitely more agile than the PURE and easier to handle.

The trim speed at 94 all up is a bit less than 40 km/h. Accelerated at max,it is around 55 km/h.

Gliding next to a Passion SM loaded at 102 ‘in calm air’, showed similar glide ratio at trim.

At first bar the VOLT may have a slight advantage. At second bar the speed and glide are very close!

As everyone knows many manufacturers are putting some high aspect gliders in the ‘C’ category High aspect ratio gliders will eventually climb better and has a better floatability into wind transitions.

Gliding in moving head wind conditions I prefer to compare the VOLT to similar aspect ratio ‘C’ gliders like the Artik 3 25 and the Cayenne 4 S. The VOLT showed exactly similar glide as the Artik 3 at trim and a bit better than the C4 at second bar .

Big ears could be made with the outer ‘A’s or the outer ‘B’s. Descent rates are around -2.5 m/s with the speed bar.

Wing over’s could be largely built as the energy of the glider is clearly present.

Conclusion:

I wished it had a more aggressive bite and thermal entry rather than being slowed a bit. And also a more direct handling as I am a handling freak ;-)  .

But with its superb glide angle and overall behavior if loaded at top, the VOLT will lead many happy pilots to long XC flights as it sits well in the ‘C’ category.

Pilots coming to the ‘C’ category will need a very small time to adapt.

In that time of ‘C’s being targeted as ‘D’s and ‘D’s being certified as ‘C’s….The VOLT is a classic ‘C’ glider with the performance of today’s pilots requirements.

NIVIUK IP 6 23

NIVIUK IP 6

The very long waited IP6 23 came finally and I was able to fly it in variable conditions from weak to turbulent at 98 all up recommended by NIVIUK.

Launching:

If I want to compare it with the old ‘D’s, the IP6 is a bit difficult to launch it overall.

In flight:

Comparing this glider also to the old ‘D’s, Peak 2,M4, O8… ,the IP6 feels more dynamic and alive.

It feels like the glider has lots of energy.

The handling and ability to steer the glider in “moderate conditions” is outstanding. Very responsive, soft and linear brake travel enables its pilot to experience not less than perfection.

Flying all the new ‘C’s and old generation ‘D’s I could immediately feel that I am under something very different and special. A glider from outer space .The climb is twice better. I could float endlessly and the flying feels ‘light’, as it opens new doors to very long xc flights.

Gliding with the IP 6 is a memorable experience. It will illuminate the pilot to the fact that numbers on paper are pure illusion.

Encountering a light lift on long glides, the IP6 will inhale that lift and float endlessly to the horizon ;-)

In small turbulent cores and moving conditions, the IP 6 will remind its pilot that it’s a pure breaded horse very different from the old ‘D’ category. It has lots of energy that it will need some time to settle and controlled for the pilot to steer it into the core. The brakes became less powerful to adjust to the energy of the glider.

But in those nasty conditions the IP 6 never felt soft and I didn’t have any collapses or even felt that it will collapse. The structure felt very strong.

The accelerator is smooth and at first bar the wing speed increases significantly with practically no loss of gliding power! At second bar a speed over 63 could be reached easily.

Big ears are possible with the B3, but after applying half bar and reaching the lines at the highest possible. The pressure is high, and I wasn’t able to get less than -2m/s at ¾ of the bar. They reopen very quickly on release.

360’s are a delight, as the handling will enable the pilot to let the IP6 dive. Lots of power !

Conclusion:

Competition pilots will never mind all what’s written here. Their goal is to win and the IP 6 is already here to confirm that.

My conclusion is for C or D pilots who are thinking about getting themselves an upgrade.

I will be clear and fair. IMHO The IP 6 is the competition glider of the moment that will clearly win PWC events in the hands of those professional pilots who are searching for winning. That’s the main purpose behind its creation ….

Old ‘D’s are a big step behind in performance and overall ease of use.

I have sent the glider now and I am still thinking of that unimaginable piece of art! Those memorable moments under it…I felt that I was really “flying”

But since I am not into competitions with lots of responsibilities towards myself and others, and rather prefer a more relaxing and common wing for everyday use, I will wait to test fly that new NIVIUK peak 2 (replacement) and I am sure that the designer will have some more tricks under his sleeves ;-) .

 https://picasaweb.google.com/110040226962521480605/NIVIUKIP623

 

 

ESCAPE Smax SR 25

“ESCAPE” a new brand, motivated people, new ideas, and new possibilities.

Laying the glider on the floor showed impeccable details and construction. Plastic inserts on the leading edge, no Mylar reinforcements on the cells like all the new generation designs. All the lines are unsheathed, a true 3 liner, looks very slick and sporty.

A new innovation for that class is the WTS (Wing Torsion System) Two lines each side connected to the stabilo edge of the wing that let the pilot steer the wing in accelerated mode or at trim if they wish without touching the brakes, when they pull the small handles located each side.

In the air:

The weight range for the 25 is quite large (85-110)  But the designer Pierre-Yves Allois ,recommends to fly the 25 at 97 all up practically in all conditions. Above that weight you will gain in speed and penetration but will loose in weak thermals.

Launching the glider is a non-event for the category. It even launches with 1 km/h wind easily as the glider feels very light and steady above your head.

First thermal and the turning abilities are average to good, similar to an M4.The brakes have medium pressure .A bit more than the M4.

I flew the glider in few occasions, first time the conditions were turbulent below an inversion. Strangely the glider seems stable and comfortable for the ‘D’ category.

I steady moderate thermals the glider climbs very well and you can steer it precisely inside the core. In disorder weak thermals it needs a bit more skill to re-adjust the turn radius and place the wing wherever you want.

In very weak thermals below 0.2 m/s I found the Smax to be less efficient .It feels that the nose is entering but the vario doesn’t beep.

Now the strong point of the Smax SR is its glide at trim. My own feeling tells me that this glider has better glide than the old ‘D’s !

Its performance is a step below the IP6 that I have also to test fly in parallel.

ESCAPE stated that this glider is for the regular ‘D’ pilot. Indeed, the Smax SR is easier to handle in turbulent conditions. It will give its pilot more time to react under it. I think it is similar to the M4 in comfortable behavior.

Applying the bar is easy and the pressure is a bit more than the M4 but still light enough. Big ears have medium stability, and with the speed bar the sink rate is around 2.5 m/s .

The (WTS)

I have tried the WTS at trim and accelerated. Inducing the small red handle at trim I could easily turn the wing 360 degrees on a large radius. Nice…

In accelerated mode it is better to let the brakes on your wrists and try to pull the red handles with no brake pressure. (Elbows must be a bit higher)

In that configuration the WTS woks more efficiently but needs some time to adapt…and have the feeling to trust the wing …

Playing with the wing speed limits, the Smax SR showed an incredible distance between low and high trim speed ,that enabled me to play around in high wind top landing.

In nil wind landings, it is better to keep the Smax SR with a bit of speed before braking it to land.

Conclusion:

Excellent glide and a comfortable ride. That’s the Smax SR.If you are an experienced pilot whose aim is the ‘D’ category, and don’t want to go for extreme machines, a test fly of the Smax SR is a must.

 Pictures:https://picasaweb.google.com/110040226962521480605/EscapeSmaxSR25

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U-Turn Blacklight SM

U-Turn Blacklight

In 2010 a successful manufacturer made an impressive EN-B wing that can out glide some higher rated gliders.

Since then, many manufacturers worked hardly on something to beat it…

Last month, I had a U-Turn Passion EN-C to test fly it. I was very impressed by the total package this glider offers, especially its capacity to absorb turbulence for its 6.85 ar to keep its passenger quite comfortable. I was eager to find out what U-Turn will bring to the market in the B segment especially that they claim for the new Blacklight a glide of 10 !

The test:

Like the Passion the Blacklight SM is quite light with its ± 4.5 kg! Plastic inserts at the leading edge and inside the glider are (a la mode) these days ;-) as with all the gliders. Each thin riser hold 7 lines + the brake line.

Launching is easy for the category wherever in light or in strong breeze.

In the air:

The first impression after the first turn is that the Blacklight has one of the best handling a B glider could have!

Describing the handling of the Blacklight is like eating my favorite ice cream with caramel, vanilla and chunks of delicious brownies. The excellent taste will let you sometimes tighten your eyebrows ;-) and that’s exactly how you will feel inside a thermal with the Blacklight .

Flying against the best B’s of the moment, the Blacklight showed an excellent climb especially in weak thermals even loaded at max!

Being targeted for the high end B pilot, the Blacklight is fairly comfortable in the air. It surely moves in turbulence but it is easily manageable inside the hot B category.

On long glides (more than 10 km) in relatively smooth conditions against a Mentor 2 S, the Blacklight showed similar glide may be 0.1 L/D better than M2 and same at full speed with may be less than 1 km top end speed for the BL .

The advantage of the Blacklight is when racing in lift lines by its ability to float better and climb easier as some higher rated gliders do.

The accelerator is smooth and light. Big ears are stable and reopen with a touch on the brakes.

Conclusion:

With the Blacklight U-Turn has made a new serious challenger in the B category. It has marvelous handling, brilliant climb rate that will manage low saves easily, very good performances coupled with a fairly comfortable glider in the ‘hot B’ segment making the Blacklight a sure success.

https://picasaweb.google.com/110040226962521480605/UTurnBlacklight

Blacklight S size on video !  Even more beautiful ....!

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UP Trango XC 2 S/M

 

_{UP Trango XC 2 S/M 80-95}

_{Swept wings,6.8 A/R glider, thin risers, unsheathed lines everywhere, aggressive look, nylon rods on the edge and more in the back, beautiful design .That’s the Trango XC 2 S/M EN-C ,lying on the take off and ready to be airborne.}

_{I flew the glider with the Genie Lite harness size M, with a total weight of 90 kg all up.}

_Launching:

_{Pulling the inside A’s ,and the glider rises quickly without any delay. In strong breeze, it is better to stop it a bit at 75 % of the rise.}

_{The conditions of the day were first turbulent and punchy with very small cores with an easterly wind above take off. All you need to get an uncomfortable flight, and to understand better the glider I am testing.}

_{In the air:}

_{I cannot say that the XC 2 is a dampened glider like the ‘C’s I was testing before. Immediately after take off the XC 2 showed a more “performance” behavior in the air, as I may say that reminded me of the old ‘D’s.}

_{I remembered reading at the UP website that the glider is intended for D pilots not wanting to go to that class at the moment but with a ‘C’ rating for safety.}

_{That’s exactly what the XC2 feel like in the air.}

_{Flying the Trango XC 2,feels like a samurai solders slicing and fighting with his Katana!}

_{Going forward “very efficiently” in an XC flight, the Trango XC 2 is the key to success. No thermal will make the XC 2 reluctant to enter it.}

_{Going forward is the name and XC is the game  J !!}

_{The Trango XC 2 feels very pressurized, and it feels like a solid, complete wing above your head .Its coherent and moves as a whole .It needs precise input to dissipate its energy and put it on track.}

_{In the thermals:}

_{The strongest point and very noticeable of the Trango XC 2 is its brilliant climb rate!  And that is a direct statement after flying nearly all the new ‘C’s even with some high aspect ratio ones…}

_{Encountering a sudden lift or a small bubble, punchy thermals, the Trango XC 2 is the queen!  it will climb like a spring!}

_{Immediately visible to the eye, and there’s a difference.}

_{In very weak “smooth” stuff <0.3 m/s the glider must be lightly loaded at mid or a bit less to be as efficient.}

_Handling:

_{Surprisingly, the Trango XC 2 with its 6.8 AR is very agile. In “homogenous” thermals it’s a delight to turn! Very narrow and efficient. Just a dab on the inside break releasing completely the outside, the wing feels like a speed glider going up !!   ;-)}

_{In a more turbulent “non-homogenous” core, it needs a more precise input to control the energy of the glider and re-put it on its path. But it is much easier that some ‘D’s.}

_{I can describe the brake travel as short, precise with average pressure.}

_Performance:

_{Gliding with the best ‘C’s of the moment, the Trango XC 2 is well placed on the top. Gliding in calm air the difference is negligible, but when gliding on a ridge with lifts and going into wind, the Trango XC2 may have the upper hand.}

_{The speed bar is relatively light and pulling it at the max, the glider remains very stable with speed near 56 km/h at 2500 ASL and loaded at max but with an impressive glide angle!}

_{(Video soon)}

_{Big ears are stable and easily doable. Coupled with the accelerator the descent rates are around 4 m/s.}

_Conclusion:

_{A new generation of UP gliders is born!}

_{Frantisek Pavlousek designs and glider behavior is strongly implemented in the Trango XC 2! Like the Venus 2 was, efficient and dynamic.}

_{The Trango XC 2, with its superb climb and fast reactions will be a performant tool in the competitions.}

_{It has indeed a ‘C’ rating but it’s not for everyone!}

_{It needs a good pilot to fly it, but I can assure you that the feeling under it is a pure joy to the educated pilot wishing to fly a high end ‘C’.}

_{You can drive your Ferrari or your Bmw ! Everyone has a choice.}

_{The Trango XC 2 is now the glider to beat in the ‘C’ category in terms of “climb and efficiency”.}

UPDATE:The XC2 SM size with a total weight of 90 all up has a low full speed of 53 km/h at sea level .If you are loaded at max and you fly at + 2000 m altitude then it is a bit better....

https://picasaweb.google.com/110040226962521480605/UPTrangoXC2SM


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U-Turn PASSION SM

U-Turn Passion

After receiving so many e-mails about the 6.85 AR Passion, and especially that some were praising its calm reaction in turbulence, I was very curious to get one.

Did contact U-turn and purchased the SM size.

And here it is after a long wait…

I have flown in the earlier days many designs made by the U-turn designer Ernst Strobl, when he was designing for UP and later with Airea.

They were indeed very special !

Construction:

The Passion has a very clean, neat and sophisticated construction to the smallest detail. The SM size is very light even having rods on the leading edge.

All the lines are unsheathed.

Launching:

In nil wind, the wing comes up smoothly all the way. In strong wind it needs to let go a bit at 75 % of the rise and control it with the brakes as the take off is immediate at 100 on the SM  ;-)

In the air:

We had some funny turbulent and windy days with some being a bit annoying!

It was good opportunities to test fly the gliders, in order to understand their potential. The SKW C4, the GRT A 4, the NK A3 normal lines and the Passion were on the menu. I think I have been lucky by those gliders, which were tamed a bit beside the race version of the A3.

But I never thought that the Passion would be that comfortable in those conditions. For that I flew in the same air, the Cayenne 4 and then landed and took the Passion. To my surprise, the Passion showed a very comfortable glider with an aspect ratio of 6.85!

I think this achievement is incredible!

The Passion moves in a polite manner, without strange movements or surges.

It is definitely not a detuned ‘D’ glider. It sits well in the ‘C’ category.

In the thermals:

Encountering homogenous thermals I found the glider to be agile, especially if you assist the turn with weight shift. The pressures on the brakes were medium to light.

In disorganized thermals the Passion still turn smoothly without strange movements .In those particular conditions it needs a refine piloting to place it without delay wherever you want. Have to respect its high aspect ratio a bit  ;-)  

Now the strongest point of the Passion is its climb rate ! It is a ‘spring’ ;-) You will find yourself quickly on top of the gaggle in a relaxed manner.

Big ears are easy to induce. They are stable and reopen by a dab on the brakes.

Performance:

After many glides with similar gliders in the ‘C’ category, the Passion sits with the top contenders, with the ability to float slightly in head wind glides. The pressure on the bar is light and at first bar I couldn’t notice any change of the sink rate ! It is definitely a very good racing contender in the sport segment.

Conclusion:

In the last three months I had to test fly four very nice ‘C’ gliders.

I never believed that the 6.85 AR Passion would be as comfortable to fly as the others. But it does…

U-Turn has made a glider accessible for the pilot competing in the sport class, or the keen pilot flying it XC.

The package glide, climb, handling, accessibility is superb !

Now the future is clearer for me, and challenging for the contenders of the same category as the race for the ‘C’ category replacing the old ‘D’ has began.

But to make a smooth glider with a high aspect ratio that behave like the Passion is an achievement by itself !

Congratulation U-turn !

 https://picasaweb.google.com/110040226962521480605/UTurnPassionSM

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SKYWALK Cayenne 4 S

SKYWALK Cayenne 4 S

Introduction:
Last year I flew the Poison 3 from SKYWALK. It was a serene, solid and easy “D” glider.
Months had passed and I noticed that a young guy who worked at NOVA for the development of the Mentor 2 (which I liked the flying qualities), moved to SKYWALK.
I was intrigued to find out what Alex Höllwarth would develop at SKYWALK !
When the first rumors about the Cayenne 4 appeared I immediately ordered one. Paid for it a bit more than I expected, waited 45 days for it to arrive. It took 17 days of custom clearance, and to collect it, we waited from 7 Am ! Until 1 PM !
Does it worth that entire wait?

The glider is very light .Red plastic rod on the leading edge, like the ones on the M2.The construction is nothing less than ideal ! Top notch equipment.
Every riser has only 7 lines! with only 2 A’’s

Launching the glider is a non-event and easy for that class of gliders.

The brakes were a bit long, and were adjusted by -4 cm. First thermal, first turn………
Light and progressive brake travel, very nice coordinated handling…A jewel !
I could circle for hours without getting my hands tired. A bliss .

The conditions of the day were pretty nasty and turbulent as described by my flying friends later on.
Strangely, in this air, the glider was very comfortable to fly.
The glider in those nasty conditions surely moves, but its movements do not disturb the pilot. It is not twitchy in the air. I can describe the feeling under it as “very comfortable” for a “C” glider.
The turns are a pure joy if accompanied with weight shift.
The trim speed is high near 40 km/h.
The glide performance showed that the Cayenne 4 is among the “top” leaders of the “C” category.

The accelerator is smooth and the glide at that angle is still amazing!
Big ears are easy to induce and are an efficient way to descend. They need just a dab to open them.

Conclusion:
I don’t know how they did it…..
If your aim is the “C’ category .A Cayenne 4 test flight is a must …More than a thousand words.
I LOVE it ☺

Flew the S size 80-100 at 94 all up. 

https://picasaweb.google.com/110040226962521480605/SKYWALKCayenne4

 

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NIVIUK Artic 3 (RACE version)

Some feedback.

The Artik 3 Race has some more raw feeling under it than the normal Artik 3.But that's fairly fine.
The Race lines also added some strong character to the Artik 3 especially in those small disorganized thermals ,it became a bit energetic on its own by imposing its path and won't let the pilot quickly put it where he wants, like the normal version. It is still very agile in "homogenous" weak or strong thermal.

This week was very windy and rainy weather .We couldn't fly . Today I just came from a soaring site near my house that i know very much.
The wind "down" at the beach was around + 30 km/h !! In this site i have flown over the years many gliders in bad or windy weather and i know it by heart .

I can confirm that the Race version loaded at top is the fastest at trim i flew here ...I had the feeling i could soar with "nearly" a speed wing .
This glider cuts and goes forward even in gusts !!!
I am pretty interested by the future comments of pilots flying the 25 Race version at + 94 all up.

https://picasaweb.google.com/110040226962521480605/NIVIUKArtic3RACE

 

GRADIENT Aspen 4

GRADIENT Aspen 4

When GRADIENT first released the Aspen 4 ,with minimum line configuration ,my eyes opened wide, and I was concerned about the stability and how they could manage that. The first Aspen 1 was fast, quite alive but it had a very nice crispy handling.

Now I have in my hands the Aspen 4 to fly. Here’s what I found:

Launching this glider in nil wind require a gentle but steady pull for the first 80 % .The Launching is a non-event.

Immediately after take off the feeling of security and comfort is present .It is like you are riding exactly in a big smooth American car.

The Aspen 4 flown at 100 all up in turbulent conditions showed a very homogenous character. Strangely, I could see the risers moving, but I was not feeling strongly the roll movements without being dull at all.

It is indeed a new sensation for me!

It is like the carabineers are working like shock absorbents, but actually it is the internal structure of the wind that does all the hard work.

What streaked me also is that when conditions were shaky and turbulent inside an inversion and when I was finding it a bit hard to turn some agile gliders inside spaghetti thermals J, the Aspen 4 was still very maneuverable and could be placed whenever I wanted regardless of the conditions.

It is one of the strongest points of the Aspen 4!

After some glides with some new “C’s”, I can confirm that the Aspen 4 is among the top performers.

To talk about pure performance is always hard, but the Aspen 4 has a very usable one.

The accelerator is soft and very easy to pull. Second bar has an impressive glide among the best, with a high stability and friendly user.

I flew the glider in some weak and strong thermals, next to some “C’s” to conclude that the glider is not reluctant to any thermal. In fact it slide comfortably in, and climb without delay.

Big ears are “BIG” because of only two lines on the “A’s” Using the second bar with big ears is very efficient with decent rates over -5m/s, depending on how much lines you pull.

Conclusion:

GRADIENT have now a new hidden weapon inside those Aspens, with this efficient internal structure.

Pilots moving from high-end “B’s” to the “C” category will immediately feel at home under the Aspen 4.

My opinion about that glider is very positive because it has everything without the lacks of anything. As I stated before, performance alone cannot make a good glider.

On board of the Aspen 4 a pilot can have a very good glide, a very competitive climb, a superb handling, a comfortable ride, with big ears as a very efficient descent method.

It has everything to make a pilot smile after a long XC flight.

https://picasaweb.google.com/110040226962521480605/GRADIENTAspen4


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UPDATE EN-D comparisons.

Launching:
1- Omega 8 25@94 = Magus XC2 = Poison 3 S @ 94 =Mantra 4 ML /MS (Very easy even in no wind)
2- GTO M & GTO Small
3- AD-Pure -Venus 2 M& S
4- Peak 2

A- Climb with a head wind (>15 km/h)
1- Mantra 4 ML @ 103 – AD-PURE M/S @ 93
2- Mantra M/S @ 93 - GTO M @ 103, Magus XC 2  25  @ 96
3- PEAK 2 24 @ 60 % of the load range
4- Omega 8 25 =POISON 3 S @ 95 = VENUS 3 M @ 104
5-. Venus 2 M @ 103

B- Climb > 2m/s without head wind
1-Mantra 4 ML @ 100= Magus XC 2  25  @ 96
2- AD-PURE M/S @ 93 = Mantra 4 M/S @ 93
3- GTO M @103
4- PEAK 2 24 & POISON 3 S
5-Venus 2 M =Omega 8 25
6- Venus 3 M

C- Climb in weak thermals (< 0.3m/s)
1-Mantra 4 ML @ 98 (lightly loaded)= Magus XC 2  25  @  96 ( very efficient)
2- GTO M @ 103 = Peak 2 24 @ 90 lightly loaded = Venus 2 M @104 (loaded) =
3- POISON 3 S (close difference)
4- Mantra 4 ML @ 103 (loaded) ! = Mantra 4 M/S @ 93 (loaded) AD-Pure M/S @ 93
5- Venus 3 M @ 103
6- Omega 8 25 @ 94

Glide at trim:
1- Mantra 4 ML @ 100
2- AD-Pure M/S @ 93= Magus XC 2  25  @  96
3- Mantra 4 M/S @ 93
4- GTO M
5- Peak 2 (very close to GTO M)
6- Poison 3 S @ 94 =Omega 8 25 @ 94
7- Venus 3 M @ 103

Glide at first bar:
1-Mantra 4 ML @100 = AD-Pure M/S @ 93
2-Mantra 4 M/S @ 93 = Magus XC 2  25  @ 96
3- GTO M @103
4-Peak 2 24 @102
5-Poison 3 S @ 94=Omega 8 25 @ 94 (very close)
6-Venus 3 M @ 103

Handling in still air:
1-Omega 8 25 (A delight!)
2-Poison 3 S = Magus XC 2 25 @ 96
3-Peak 2 24 (crispy and linear)=Venus 3 M
4-Mantra 4 MS @ 93
5-Mantra 4 ML @ 100 (Turns with a little delay)
6-AD-Pure M/S @ 93 (precise)
7- GTO M @ 103 (Turns with a little more delay)
They could be very close with a big difference between the O8 and the GTO M.

Handling and maneuverability in average conditions "with thermals":
1- Omega 8 25 @ 94 =Mantra 4 ML@ 100=Mantra 4 M/S @ 93= Magus XC 2  25  @ 96
2-AD-Pure M/S @ 93
3-Mantra R-10.3 S @ 98
4-EVO-X 24/ Peak 2 24/Poison 3/ Venus 3 M
5-GTO M

Now the most important is the “handling in rough air”, and I mean is that some gliders when encountering multiple cores and punchy turbulent thermals, will react to their own, because their inside pressure is more stronger than the controls and the brake inputs the pilot are inducing. The pilot below will be a passenger for a while till the glider settles in. The more time it will take, the worse sensations you will passively feel. And that’s not good.
Some in those same conditions will be more reactive to the brake inputs, the pilot underneath is inducing and could place them wherever he wants despite the rough conditions. And that’s good efficient handling.
It is always much better being the pilot underneath a wing rather being a passenger even though for a short period.

Handling in rough air:
1-Omega 8 25 @ 94  =  Magus XC 2 25  @ 96
2-Poison 3 S @ 94= AD-Pure M/S @ 95
3-Peak 2 24 @ 98 =Mantra 4 ML @100 =Venus 3 M= Mantra M/S @ 95
4-GTO M @ 103
5-GTO S @ 94

Comfort: (movements under the glider in turbulent conditions)
1- Poison 3 @ 96 (Unbelievable for an EN-D !! )  = Magus XC 2  25  @ 96
2- AD-Pure M/S @ 93 (very close to Poison 3)
3-Mantra M/S @ 93= mantra 4 ML @ 103
4- Peak 2-24 9/10 (very dampened, very close)
5- GTO M & Omega 8 25 @ 94 8.8/10
6- Venus 2 M 8.5 /10
7- Venus 2 Small 8/10
8-Venus 3 M
9- GTO Small 4/10

Easiness in flight: (In average conditions, where the pilot would be able to understand better the glider movements)
1-Poison 3= Mantra 4 ML= Mantra 4 M/S @ 95  = Magus XC 2  25  @ 96
2- Peak 2 24=AD-Pure M/S @ 95
3-GTO M
4-Omega 8 25
5-EVO-X 24
6-Venus 3 M
7-Mantra R-10.3

Stable ears in turbulent conditions !
1-Omega 8 25 = Skywalk Poison 3 =Mantra 4 ML =Mantra 4 M/S @ 95 (Stable) = Magus  XC 2  25
2- EVO-X 24 (Stable)=Venus 3 M Stable
3-GTO M (a little unstable)
4-Peak 2 24 (Not stable)
5-AD-Pure @ 95 (Not stable)
6- Mantra R-10.3 (Not stable)
 
Landing and maneuver approaches to top land.
1-Poison 3=Mantra 4 ML= AD-Pure M/S @ 93 = Magus XC 2  25 @ 96
2-Omega 8 25 = Venus 2 M & S=Mantra 4 M/S 2 93
3-Peak 2= Venus 3 M
4- GTO M
5- GTO S

MAC PARA MARVEL EN-C

Mac Para Marvel

And finally it arrived.

As with all Mac Para gliders this Marvel also made by Gin factory has an excellent finish.

The Marvel has an aspect ratio of 6.5 for the EN-C certification, and laying it on the ground shows clearly its sporty look.

Launching the Marvel with 10 km/h wind require a light but steady pull on the risers to get the glider above your head. So I think it could be a plus in strong wind.

In the air:

Getting next to similar EN-C gliders gave me immediately the feeling of an excellent climb rate, especially in weak conditions. That’s the strong point of the Marvel.

The turns are flat with a nice handling .It isn’t the most agile EN-C, but I think that was pretty enough to enjoy my flight.

In turbulent and nasty conditions the Marvel require active piloting to keep it over my head. The 6.5 Aspect ratio is present. Nothing out of the ordinary for an EN-C, but I will rate it as a high end EN-C in terms of control.

Performance:

Gliding next to some recent C’s and some 2011 top D’s, I can confirm that the Marvel is up there with the leaders in the recent C category, for efficient gliding, whether it is in headwind glides or in calm air.

The designer Mr Peter Recek has a small tip to get those Marvel pilots a better squeeze for their glide. Here it is:

We have managed nice glide increase by bending the C straps of 2-3 cm (on Marvel and Magus XC2) when flying accelerated 25-50%. With this shortening the speed is a bit decreased but the glide increases significantly.

I have tried that.

In calm or moderate air the glide feels like it has improved.

In “turbulent, shaky headwind glides”, it needs more practice to keep it leveled with the C risers, and as Peter said it was a bit slower.

Big ears are small, not really too efficient, and the glider felt a bit loosing “slightly” its homogeneity with a decrease in speed. They do not open by themselves and need a gentle long pull from each side at the time.

Conclusion:

The Marvel with its 6.5 aspect ratio feels and looks sporty like you are on an EN-D glider but with a passive safety of the EN-C certification.

Climbs are superb, and could be easily the best in the C category!

Its glide and surfing character will take you whenever you want, with no excuse or any blame for the glider.

It is the high end “C” glider you can train on to hit safely the D class.

https://picasaweb.google.com/110040226962521480605/MacParaMARVEL