XC Tracer

XC tracer.

I flew with this small light black device a few times and the sound was very imminent in climb and very precise. Since my friend Rony is more into electronics than i am, i gave him this small device to test fly and he came back with this:


I have been flying with an XC-Tracer besides my Flymaster vario for a while now so I am getting a pretty good feel about it.

At first I thought of using the XC-Tracer for my hike and fly needs since it is small, idiot proof and logs tracks. It serves that purpose perfectly but I then started keeping it on my regular cockpit as a backup logger for real flights.

What I found out:

° XC-Tracer vario is extremely accurate and has practically no delay.

° The ability to fine tune the sound of the vario is simple enough for the great range of options available.

° Changing the volume in flight is straightforward.

° The saved tracks are easily accessible through GPSDump, and they are correct when compared to the Flymaster logged tracks.

° Linking XC-Tracker to my Samsung Note 4 and XCsoar through Bluetooth works perfectly.

° I dropped the XC-Tracer a few times and I also leave it on my cockpit when packing my harness tight but never had any issues, so it is solid enough for me to keep.
https://www.xctracer.com/en/the-xc-tracer/?oid=1854&lang=en

Gradient XC 5 26

Gradient Avax XC 5 26
The last tested Gradient glider was an Aspen 5 26 in the EN-C category.
Here’s the Avax XC 5 26 EN-D with an aspect ratio of 7.0 flown at 93 all up with an X-Rated 6 harness.
Launching the XC5 is simple and quick.The light cloth helps with a rapid inflation and the glider comes up perfectly.
My flights were made sometimes in turbulent air, with quite punchy lifts. Despite all that i felt that the XC 5 is comfortable enough for a D and could be similar to the M6, which is more comfortable than a Trango XC 3.
The brake travel is short, light and the authority on the brakes is really good! The Avax XC 5 doesn’t have the yaw movements seen on the Aspen 5.
I also felt that the overall handling on this 7 aspect ratio glider is much better than the Aspen 5 !
It can core thermals with ease and pleasure !
Entering strong lift the XC 5 pitch back a bit and brakes are needed to stop the surge afterward.
The roll movements are dampened enough on this glider.
The strongest point of the XC5 26 is the authority on the brakes and the overall turning capability inside the thermals. If i considered the Peak 4 to have a very nice brake response, i think the XC5 has a little step over, just because every centimeter results in a change of the trajectory. And there’s no yaw movements as felt on the Aspen 5.
Saying that i believe that the XC5 is also one of the best handling D gliders “in homogenous conditions”.
I flew the XC5 in some turbulent conditions with my X-rated 6 harness, and the glider was still very dampened in roll movements . However when entering strong thermals the back pitch ability of the XC5 increased and it was sometimes bumping the airmass.
The XC5 climbs quickly in well built thermals, however i found it a bit difficult to climb in very weak conditions, where the Aspen 5 could catch those tiny bits of lift…
The Avax XC5 is best flown slightly above mid weight in weak thermals.
As for the glide angle efficiency, I did lots of different glides comparisons with different gliders, and i could place the Avax XC5 26 in the first part of the D category.
The top speed at 800 ASL and 92 all up on the size 26 was around 55km/h which is quite close to the Aspen 5.
Big ears are very easy, stable and efficient.

NIviuk Ikuma 25

 Notes before the test : This test reflects ‘ONLY’ my personal opinion and feel about the glider in question.
If you are a pilot looking forward to find some frequent positive tests and the usual nice comments, please be aware that my blog or page, doesn’t have this option…
My tests reveals the real side of the gliders in my own eyes and flying background, in describing how i see and feel them without the useless chit-chat and make up…
In order to be polite, clear, fair, and true to myself and to others, i cannot smile after every test, and write you stories of joy, peace and sing songs…Wings are so different and test flying them is very difficult but also a very beautiful task !
Sometimes, things do happen, and i confront them with my original nature.



Niviuk IKUMA 25

History: I have flown nearly all Niviuk gliders in the past and ‘in my personal opinion’ there were some that marked the paragliding world at the time like the impressive climb of the Peak 1, and the overall efficiency of the Artik 2.
Some gliders were a bit disappointing, like the Peak 3.
Then came along many other gliders, and some which were also successful, like the Hook 2 and 3, and Artik 3 and 4.
The Peak 4 was the latest one tested last week from my part, and i was really impressed by the amount of performance and comfort ratio. The climb in the very weak was a bit less than expected, but overall, the Peak 4 is a very nice and beautiful glider to fly for my personal taste.

In late 2015, the Ikuma from Niviuk was created in this new B plus category to compete with the current B plus gliders like the Iota from Advance ,the Mentor 4 from Nova and the Rook 2 from 777 etc…
So it’s only fair to compare the Ikuma to those gliders in the high B category.
The Ikuma has a slightly moderate aspect ratio of 5.7 flat.
I received this brand new Ikuma 25 from a special friend who sent it over, only for my tests and which i’m very grateful ! It was still new and factory packed. I unboxed it. It doesn’t have any flaws with very nice construction details, and flies perfectly straight and balanced.



TEST:
The IKUMA has unsheathed lines from top to bottom, with only 2 lines on the A’s, 2 on the B’s and 3 on the C’s …

Launching the IKUMA 25 at 94.7 kg on my scale is straight forward and easy.
Once in the air, the brake pressure is moderate with some 15 cm to 35 cm of travel to get the glider into a nice turning radius. The first centimetres are also precise, linear and the IKUMA could be described as fairly agile.

Flying it in turbulent thermals felt very easy. The pitch is very dampened and upon entering thermals, the IKUMA doesn’t pitch forward at all, neither stays neutral, but slightly stop with a slight pitch back upon entering.
In strong thermals it needs time to enter at that load and the climb is a bit delayed.
Thermals biting is more efficient on the M4 S, Rook 2, or even the Iota 26 side at the same load where the Ikuma bounce a bit before entering.

This slightly pitch back behaviour of the Ikuma 25 at my load feels insensible in very weak conditions, without biting through, whether i let the brakes or with little brake or even with the rear risers, i was finding a bit difficult to have a competitive climb with the B wings around. The Rush 4, Iota, Mentor 4, were floating slightly better.
The airmass information didn’t also pass clearly from the risers either, but i had a nice turning ability inside a homogeneous core with the Ikuma confirming that it’s a fairly agile glider!

In turbulence the Ikuma ,Iota, Mentor 4, Rook 2 needs the same level of control to keep them overhead with a touch of comfort toward the Iota and Ikuma.

Doing some long glides wing tip to wing tip with a Mentor 4 S with similar load of 94.7 kg showed a slightly faster trim speed for the Mentor 4 S and slightly better glide angle and float-ability for the Mentor 4 S.
At full bar the Mentor 4 S has + 2km/h more speed and showed after consecutive times a more competitive glide angle also for the M4. Of course this couldn’t be the most important feature for a glider, but good to know.

The speed bar has relatively a moderate pressure and at full bar the leading edge is still solid and the top speed of 53 km/h at 800 ASL is usable. (load 94.7 on the 25 )

Big ears are stable, usable, with fairly good descent rate, and they reopen smoothly without a fuss.

Conclusion:
The B plus segment holds some very impressive wings as seen on my previous tests and videos.
The Ikuma will take many of you into far places no doubt, but i need to place it for you accurately inside this category.
 After exchanging gliders with my friends with same results, and sharing their thoughts, I concluded that the Ikuma is a relatively comfortable B glider, with moderate performance in this segment and a nice authority on the brakes.

For me the overall efficiency in climb and glide, of the Ikuma 25 with 5.7 aspect ratio glider, that was intended to compete in this segment, didn’t impress me or fulfilled my needs into this fierce battle for the 2015, B category, performance toys.

Please consider that the amount of criticism for a certain product is balanced by the same amount of respect, admiration and expectations especially for a brand among the leaders in gliders industry.

Finally, and most importantly, it’s you, the pilot who will decide what’s best for your needs !
I’m just here typing my own letters…

NIviuk Peak 4 23

Niviuk Peak 4 23

The replacement of the less fortunate peak 3 for the easy D segment is finally available.
My friend got himself a peak 4 23 and we flew together on good days and i have flown this wing at 98 all up for the 85-105 Peak 4 23.
Here’s my impressions versus the Mantra MS, The Avax XC 5 26, the Icepeak 6 23, the Peak 3, The Triton 2 S, UP tango XC3…Etc…

I’ll try to be as clear as possible concerning this wing in describing what a pilot will expect flying it among regular D gliders or high aspect ratio C’s.

Launching the P4 23 is easier than the IP6, a little more difficult than the M6, XC5, Trango XC3. But all in all its easy for the regular D pilots. It doesn’t have the pitch forward behavior of the IP 6 , but surely a D pilot would find it quite manageable, even in light or in strong breeze.

Turning ability:
I guess that’s one the most important glider character for my personal taste.
Immediately after take off, first turn and first smile…The P4 has light to moderate brake pressure, and reacts after the first 15cm of slack with a super wonderful agility ! This high aspect ratio glider can be turned very tight at a very small radius without the dive !! Only 15 cm after the slack are needed to steer the glider gracefully !The feeling and authority on the brakes ,even in turbulent cores are impressive! I never flew a glider with 7 aspect ratio that can be turned like a 5.5 aspect ratio one !
The P4 is more agile in turns than the M6, Triton 2, Trango XC3, and relatively similar to the XC5.

Climb rate:
We flew this glider in some very weak to strong windy conditions and sometimes we flew in moderate to slightly turbulent lee side conditions enabling us to get a more global idea about the P4.
In very weak conditions (less than 0.5 m/s) where lots of pilots would not give a chance to stay in the air, the IP 6 23 at 98 all up would float nicely and communicates those tiny lifts to the pilot showing him the way to turn. In those weak conditions the P4 23 at 98 all up doesn’t give those informations to the pilot and after many attempts where the IP 6 could exploit those light lifts and gain some altitude, the P4 hovers at the same altitude.
Once the lift gets above 0.7 m/s the P4 will gracefully climb and could easily match the IP 6 23 climb rate. In strong thermals i think the P4 will have a slight advantage over the IP 6, due to it’s superb brake authority to place it precisely into the core !

This is surely very picky from my part, I cannot say that the P4 is a floater, but in order to be precise I’ll give you an idea, of similar wings like the P4 with same efficiency in those conditions .Ex: The Gin Gto 2 S at 93 or the Avax XC 5 26 at 92 .
The M6 MS at 95 all up is slightly more efficient in the very weak, as the Artik 4 25 at 90 al up.
The P4 23 at 98 will out climb the M6 MS and the surely A4, in windier and more difficult conditions showing the P4 ability to surf the air efficiently without back pitching, and climbing away.

Glide and speed.
After several glides at trim ,half bar, and full speed, the P4 23 at 98 all up, showed me exactly a similar glide ratio as a freshly line checked IP6 23 at 98 all up. It is slightly possible that the IP 6 23 has some insignificant points in full speed glide…But this is may be that in turbulent air the IP6 23 felt more stiff and solid on bar .On the P4 23 at full bar the leading edge is solid , but not as the iP 6 one. The B risers are slightly harder and more pressure are needed to feel the glider in the air. But i really liked those black rubber grips !

Comparing the P4 23 at 98 all up and the M6 MS at 95 all up, the trim speed is the same but the full speed is slightly on the P4 side, and the overall gliding performance is also slightly on the P4 side.

I have tried to induce big ears by the split risers, however i pulled my arms very far to pull in the lines .At first it looks like i’m pulling the stabs…Because the ears has lots of pressure.They fold in finally after pulling approx ±1m of lines, and pushing on the bar, but i don’t think they are very effective. I’ll try later the B’s…and report back..Releasing the ears opens very fast and quick and no line was stuck in the tips like the M6 use to do.

Comfort and usability:
I’ll be more specific in comparing gliders with similar aspect ratio..It’s better than talking only about the certification label.
I found that the Peak 4 23 is relatively a comfortable glider for an aspect ratio of 7, and it’s similar to the M6 comfortable behavior.
I felt a neutral pitch behavior in the same conditions where the M6 would pitch back in entering thermals. It has also the same comfort found on the Avax XC 5 and may be less work under it than the Trango XC 3 SM where the Peak 4 felt more block solid and coherent in it’s structure.

360’s and wing overs are a delight. It’s really an agile glider !
I will try also the Peak 21 in a week and will post my comments. And of course any updates about both will also be written.

Conclusion:
Beautiful handling, and brake authority, Top gliding performance in the D category, with comfort and accessibility.
Missed that IP6 weak thermal ability, but i’m sure that the Peak 4 will surely win many hearts as it’s impossible to be indifferent having this agility ;-) 

OZONE Forza

OZONE Forza
The Forza is OZONE new XC harness.
Some of this harness features is an anti-G front pocket, one pocket for talkie walkie, a nice double and large cockpit, one place for a rescue, openings in the pod for urinating tubes, a certified 17 cm back protection, an adjustable speed bar, a small red ball to tie on the shoe laces for a pod recovery after take off, no seat board, etc…
There are lots of adjustments for a comfortable sitting position.Flying the the Forza showed me a very comfortable sitting position that is similar or quite close to the Impress 3.
The legs rests naturally like sitting on a sofa and there’s no need to put any effort to keep them straight inside the pod.
However the strong point of the Forza is the precise transmission that is received from the glider above.
The Forza doesn’t have the unnecessary roll movements found earlier on the Impress 3 but does inform the pilot in a soft and precise manner.
After some hours flying under C and D gliders, i can confirm the overall comfort, stability and usability to be really interesting !
The M size with the M pod suits my height of 1.81 and 74 kg very well. In fact i think that even 1.83 pilots would fit nicely.

Despite not having a seat board, the weight shift is still fine with this harness. Of course seat board harnesses will always have this lock feel in a turn, but with the Forza it’s getting a bit closer.

The construction on the Forza looks very good ! It’s a step forward from the light Ozium, and resembles the Exoceat harness in it’s robust construction weighting around 5 kg for the M !

Conclusion: The Forza is a complete harness with great comfort, accessibility, and a certified protection with lots of features.
If the price suits you, then it’s a must to try that one !

NOVA Mentor 4 XS light

NOVA Mentor 4 LIGHT XS

The light version of the Mentor 4 was released in September 2015 and the XS size going up to 90 kg was my choice for this test.

I could never imagine that by a simple though, this M4 light could launch ! It is so easy to inflate in no wind and the glider could hover above my head waiting patiently for me to fly.

The light cloth of the M4 light gave the glider an immense easiness to launch in marginal conditions. Launching the M4 light in 20 km/h wind is very quick but very well stabilized over my head with an efficient brake control.

Having flown the original M4 normal version in size S, i thought i have to let the glider climb at trim speed as the original M4 was efficient in that mode. Surprisingly and after some time on it, it doesn’t have a similar approach, and the M4 light has the best climb like any other glider i already tested, with a little pull on the brakes ! Don’t ask me why….I really don’t have the answers…But the M4 light XS has a more pronounced neutral pitch than the Mentor 4 S, which normally the smaller sizes should normally be more aggressive in pitch.

The climb rate of this Mentor 4 XS light in my humble opinion and after some comparisons with other gliders , has a ‘much’ better climb rate than the M4 ! I think this is an impressive glider that will surely put it’s pilot effortlessly on top of gaggles !

Talking only about the very good climb rate without a good maneuverability will let any glider out of interest. The Mentor 4 XS light has a ‘short, precise, linear, moderate feel through the brakes, and good agility ! My kind of gliders !  I could put the Mentor 4 XS immediately wherever i wanted despite rough conditions inside any thermal ! Pretty good handling indeed !

Lets glide…
Doing some glides on this Mentor 4 XS light with one of the ‘best” C’s of the moment, yes C’s…showed that the M4 light is an annoying little glider for any high aspect ratio glider thinking he could easily slip far away. The Mentor 4 XS light will be there saying a little ‘coucou’ every now and then  ;-)
I can confirm a very competitive glide ratio at trim and especially at full bar, like it’s bigger sister the Mentor 4 S i still have over here. To say the least…


The Mentor 4 XS light, i will surely say that in active windy and bumpy glides, a slight edge is shown only for the higher aspect ratio gliders in the category above !
The Mentor 4 XS light needs a good B pilot under it in turbulent conditions, and it’s slightly more alive than the M4 S and could resembles the Ozone Swift 4 for the same level of pilot control.

Ears are stable and efficient with bar.They reopen smoothly on pilot action. The speed bar has a moderate to light pressure with 14 km/h gain over trim speed at 1000 ASL.

Ok, ok …You should be bored now…Good launch, very good climb and handling , very good glide … and you want to ask me if it’s also ‘one’ of the best ‘B’ gliders of the moment ?
Simply: yes.

Explanation: Test flying until now, 190 different glider, didn’t teach me only about their behavior, but something much more important IMHO.
To get the lightest, simplest, smallest, ‘relatively’ easiest, and with a moderate aspect ratio, cross country machine with enormous potential plus a ‘smiley’ stamp on the pilots face is indeed a blessing !

For me paragliding is a wonderful and magical sport and each glider regardless of it’s category that delivers the biggest amount of comfort/efficiency/safety is the future everyone will eventually grow old looking for.
Conclusion: The Mentor 4 XS reminded of my beloved, Mentor 2 S with it’s shorter brake response and it’s agility. The M4 XS light has more feel into it than the normal M4 S.
This glider likes to be flown at top weight to give you it’s best.
And for the majority of pilots looking into this segment of gliders, The M4 Light flown at it’s best is a very interesting XC companion, with top overall performance a ‘B’ pilot will ever need.

SKYMAN Cross Country S (70-90)

SKYMAN Cross Country S (70-90)

The new light B glider from Skywalk has arrived. The S size 70-90 flown at 85 all up .

The Cross Country is made from the same material used on the Cross Alps and show on this glider a very nice and neat construction! The Cross Country has unsheathed lines on the upper cascades and sheathed lines on the lower ones. There are only 2 A’s, 3 B’s and 2 C’s ! that’s it !

Launching this very light glider is super easy and even with 3 km wind, the glider could hover above the pilots head waiting to get airborne !

First turn and the feeling of the brakes are toward the light side and getting slightly firm on the lower part. The travel is short to medium and the agility is very good !

The Cross Country has the tendency to turn flat and small weak thermals are caught efficiently with little amount on the brakes.

It seems that the Cross country is a well dampened glider and the gap in liveliness is big behind it’s bigger sister the cross Alps. So the Cross Country is a very comfortable B glider with very simple requirements to have a smile while flying.

I have made some transitions with other gliders and noticed that the Cross Country is fairly competitive and could be placed in the mid of the high B category. It reminded me well of the UP Kantega XC2, which is a very efficient and cool glider.
The speed travel is long and could get the Cross Country at +13 km/h over trim.

Ears are super efficient  and -5 m/s are easily achievable.

Conclusion: The Cross Country is a light B glider with a very neat construction.The overall comfortable performance will indeed put a large smile on the week end pilot. Test flying this glider is an interesting option for the pilots who privilege comfort, ease of use and super light equipment with a very satisfying overall performance.

SKYWALK Cayenne 5 XS

SKYWALK Cayenne 5 XS (80-95)

The Cayenne 5 with an aspect ratio of 6.4 is the new replacement of the Cayenne 4 that SKYWALK decided to inserted into the C category.

Having flown the past SKYWALK range of gliders including the Cayenne 4, i will describe in the following their differences.

Launching the Cayenne 5 XS at 91 all up is straightforward and a control on the brakes is needed in strong winds to keep the glider overhead.

Feel and maneuverability :
In the air the Cayenne 5 feels much more coherent and solid in structure than the C4 and the pilot authority on the brakes is very well improved over the C4 giving the pilot a short ,precise steering ability to give an agile feel even in choppy conditions.
Flying the Cayenne 5 in thermals is a delight as the wing carves the air with every pulled centimeter on the brake travel giving the impression that the Cayenne 5 feels like an extension of the pilot hand movements and weight shift.

Comfort:
In strong cores and turbulence the Cayenne 5 is a step over the C4 in terms of piloting, but the brake responsiveness of the C5 will let the same good pilot control it much better.

To place exactly the Cayenne 5 for it’s future pilots in the C box which is actually stretched a bit, with high aspect ratio wings, I will consider giving the highest score to the most demanding ones i felt in this C box :
I’ll give the Trango XC 3 = 95 %, the Triton 2 S = 85 %, The Delta 2, Alpina 2 = 60%, and the Sigma 9 = 45 %. Here I’ll give the Cayenne 5 XS at 91 all up = 70 % .

The Cayenne 5 moves as a whole and feels very solid.It’s only in strong dynamic cores that the pilot underneath will have to be active and keen. But it’s slightly more tamed than a Triton 2 S or much more than a Trango XC 3 SM with same loading .

Performance:
After some long glides and especially head wind glides at trim and at full bar, i can confirm that the overall performance and efficiency of the Cayenne 5 XS i am testing is clearly close to the top contenders.

The Cayenne 5 XS shows it’s efficiency when cutting through the air-mass and moving forward, and it’s very efficient in racing, lift lines on ridges.

Small example of trim speed and glide :
Flying the cayenne 5 XS (80-95) at 91 all up next to an Alpina 2 SM (80-95) at 95 all up, showed a slightly faster trim speed (0.5 km/h) for the C5 still ! and a slightly better glide angle at trim !

Applying half bar reduces the turbulence and the C 5 cuts through without the feel of loosing height with a moderate pressure in the speed system. The top speed at full bar is 54 km/h at 91 all up and 900 ASL and the glide angle at top speed is still competitive for the C category.

The Cayenne 5 can be also described as an efficient climber, in weak and especially in difficult conditions where the pilot need to cut through those little difficult cores, the cayenne 5 will help by it’s ability to surge and search upward efficiently.

Small ears are stable even with bar. Bigger ears are slightly unstable even with bar. The tips are very well pressurized and tends to open energetically.

Conclusion:
For an experienced pilot wanting to choose a C glider, I found that the Cayenne 5 has a very interesting ratio of performance/ comfort /efficiency/ and pleasurable handling. The Cayenne 5 is a well balanced C glider with excellent performance and great usability, intended for the experienced pilot looking inside the C category. 

Cheers,
Ziad

Coupe Icare 2015

GIN Genie X-Alps

GIN Atlas X-Alps S

GIN Atlas X-Alps S

After test flying the regular Atlas S , here’s the X-Alps version is S size also.
Regular lines all over are installed on the X-Alps and the overall construction looks very solid and neat.
It seems this X-Alps version can be flown and treated like an ordinary sail . I didn’t feel that it’s a delicate glider like the extreme light ones. But 4.4 kg for the S is i think a very good compromise.

Launching the X-Alps cannot be easier…Very simple, like a school glider.

In thermals the X-Alps version even loaded at 93 all up isn’t a super agile glider. Pulling the brakes the X-Alps reacts smoothly and turns very efficiently. It has a moderate agility and long brake travel with moderate pressure.

We had here for the last 6 months one X-Alps M size ,that was flown by my friend and each time we flew together i sensed this exceptional float-ability even though he was flying the M size near the top weight (@103) .
On one good XC day, my friend Mony flew one of the longest and very difficult XC flight on his X-Alps M from Harissa site ! For sure he is a good pilot, but the X-Alps was smoothly delivering with efficiency.

Test flying the S size gave me exactly what Mony described on his M size.
An efficient climbing glider, with smooth and super comfortable ride and a very good glide angle.
Stress free flying is guaranteed !

I flew the S size in some turbulent and strong air and i can confirm that it behaves quite gently delivering free performance with “hands in the pocket style” and after landing the pilot still have enough reserve in energy.

Big ears are really efficient in descent rate and super stable ! even with full bar. The full speed is around 50 km/h and the speed bar has a comfortable and moderate pressure.

Conclusion:
Among many low B’s, the X-Alps is a comfortable complete B glider that delivers 80 % of the pilot's requirements, with a soft and calm attitude.
Pilots who wants efficient overall performance but favors mainly the comfort, test flying an Atlas X-Alps is a must !

Skywalk Arriba 3 S

Skywalk Arriba 3 S
From my past beautiful experience flying the Tequila 4 S ,here is the light version with same specs ,the Arriba 3.
Unsheathed lines on the upper cascade that are linked directly to the glider and regular lines on the rest.
Launching is very easy with the light cloth.
The Arriba 3 has a new turning feature ! It turns even before the pilots pulls the brake ;-) !
I’m joking …of course, but it’s an agile wing and may be slightly more agile and dynamic than the Tequila 4.

In thermals the Arriba 3 is not a dampened glider. It feels like it’s always smiling and enjoying the flight !
The brake response is short ,direct, and dynamically agile for the low B category !

The climb rate in weak conditions at 90 all up on the S size is very good ! it floats nicely in the air with the feeling of a solid, compact, agile little devil :-)
For a low aspect ratio performance glider that’s unique !

With it’s high trim speed for that category, the glide is surprisingly very good in calm air ! At least at trim speed that could be similar to the Chili 3 !
If only the Chili 3 had that linear and sharp handling…. Arhhhhhh !

Testing flying the Arriba 3, gave me a great deal of pleasure !
Every centimeter of travel, resulted in a linear response as if the pilot was an extension of the glider !

Big ears are stable ,but when applying bar ,they become pretty unstable .

Conclusion: A light, super nice, pleasurable to fly glider with plenty of performance that will draw a guaranteed  smile on your face, for the slightly experienced B pilots. It’s like driving a Porsche Boxter !

Test flying gliders isn’t always a good experience. But flying the Arriba 3 is one to remember :-)

Swing Nexus S

Swing Nexus S    74-98
My last Swing tested glider was a Mistral 7 S and it was a very agile and fast wing with good performance for the B category.
The Nexus is Swing’s new C glider with a moderate aspect ratio glider of 6.1
The construction and details are excellent on this glider , and it is quite a step higher in quality manufacturing than the Mistral 7 if i remember correctly.

Unsheathed lines on the top cascades with some lower covered lines were chosen on the Nexus.

Launching is smooth and easy for the C category.

Flying the Nexus S at 94 all up , gave me an immediate feel of a solid, compact and homogenous glider. In fact in turbulent conditions there are many B ’s that require more active pilot control.
The turning ability at my load is ok. I cannot say that the Nexus is an agile glider but still fine enabling good and flat turns.

The brake pressure is average and comfortable for long flights with good steering precision and average lengths .

The Nexus pitch and roll movements are very dampened enabling a very comfortable ride for the pilot underneath.

The trim speed however at my load of 94 is high for the category and is similar to the trim speed of the new UP Trango XC 3. However the gliding performance of the 7:0 aspect ratio TXC3 is only comparable with the class above as well as its piloting level of course.
The climb rate of the Nexus in weak and strong conditions are within the normal C category as well as it’s glide angle.

The Nexus reminded me well of the Sigma 9, I have tested earlier, as the Nexus is very similar in comfort and also on its overall performance but with lesser agility in turns.

The speed bar enabled me to gain around 12 km/h at 800 ASL over trim.

Big ears are stable and reopen smoothly .

Conclusion: The Swing Nexus is a very accessible C glider and it’s a good logical evolution after after two seasons on a regular B.
Mistral 7 pilots won’t have any problem upgrading with the benefit of surprisingly a more comfortable glider ! and better gliding performance.
The comfort and confidence inspiring feel are present from the moment of take off.