ADVANCE Impress 4 M

ADVANCE Impress 4

As usual, I’m always impatient to test fly an ADVANCE harness. Simply because of that extraordinary quality of construction and exquisite finish that was made in their latest designs, and the Impress 4 is the ‘Chef-d'oeuvre’ example of what ADVANCE is offering.

For my 1.81 and 73 kg, the Impress 4 M suits perfectly my body shape, and felt well surrounded, and I can comment that I found it slightly bigger than the Genie light M, which I found myself at its max size potential. The Impress4 size M is similar to the Genie race4 M size, the Forza M, The Exoceat M, the Supair Delight 3 M.  

It seems that the Impress 4 was fabricated on a very detailed and precise worksheet.  I can speak for every detail as it seemed to be released upon a very serious study for its use. For example, the dashboard is large, very well in place, and could contain at least 3 instruments, with neat and proper holes for the wires that come from the power banks underneath which could be inserted in their respective pockets. Those details could be available in the new harnesses, but it seems that ADVANCE made them more efficient. The water release system (a large pocket at the left) is perfect as it is wide enough for inserting the urinating tube while flying if it got loose after running on take off.  Lots and lots of small but efficient features. Two rescue containers, one anti G etc…you can find all those in the manual. 

Now I like to talk about the back comfort. Sitting in the Impress 4 M with the seat-board feels around 90 % as sitting in the Impress 3 in terms of back comfort ! which is very high for a seat board harness, and probably the only most comfortable seat harness for the back and hip till date. The legs are naturally supported, and the feel is like sitting in your favorite couch in front of the TV! So relaxing to sit in. Getting in and out is as easy as it gets. 

All the adjustments are very easy to access in the air, as I could easily adjust them to my liking. 

Now about the roll movement on the Impress 4. Having flown the Impress 2 and impress 2 plus and also the Impress 3, I could describe what you will feel inside the Impress4. 

In roll feel and weight shift control, with the ability of counter-steering rough corners, the Impress 4 sits between the Impress 2 plus and the impress 3, with a slight move toward the Impress 2+ on the seat feel, having also some slight spongy feel of the Impress3. That’s the best way I could describe it to you. 

So, it’s easy, and I could feel the seat board, but not as ‘edgy’ or ‘ authority to (lock your thigh on a seat board) as the Impress 2+, Genie light 3, X-rated6, Genie race 4, for example, but good enough! 

I have to add that even if you pull the front strap adjustment that lifts your knees, the feel remains slightly less. And also your legs would not be naturally supported anymore. So it's best to sit comfortably, with legs supported, and acclimatize yourself with the Impress 4 feel. 

    

Saying that the Impress 4 could be the best harness to date to offer that extra mix of feelings. Lots of pilots would love to get a harness with less edge or ‘direct, straight’ lift from the seat board edge, and some would prefer that edge. It is always a matter of personal taste. Many pilots on the Impress3 would be very happy on the Impress4 as it seems to offer ‘best of both worlds’ seat and seatless harness feel even with at the seat board in! 

Having flown the harness without a seaboard, I personally would stick to the seat board as it's my personal preference. 

One thing I have to say is that when I fly my X rated 6 after some hours, and after landing, my body parts (feet, hips, etc) feel and stress a bit the movements that were present in that flight. On the Impress 4 with some rough air, my body was still comfortable enough after landing.

Conclusion: The Impress4 looks like an improved, very well made harness, and a much more detailed and neat version of my X-rated 6 with much better comfort for the back. The feedback that comes from the glider has slightly less authority to counter-steer than the X rated6, but probably well enough to be satisfied.  I only wished that the magnet that prevents the pod from opening while weight-shifting, would be slightly bigger. The ballast under the seat is small. That’s it.   

ADVANCE produced a very comfortable, very well made, impressive-looking harness with the smallest thinkable details.

Supair SAVAGE EN-C

 

SUPAIR Savage EN-C

The Savage is Supair EN-C light glider, with an aspect ratio of 6.5. Thin risers, and very well reduced and unsheathed lines all over. It's a beautiful looking glider with that mix of white with red and blue stripes! 

The take-off at 94 is super smooth. Very easy to inflate, and the glider does not overshoot. 

The brake has a moderate to short travel and also with moderate agility. The brake pressure is on the moderate side. 

The Savage seems more agile than the Cayenne 6similarly loaded and less agile than the Taska, or Cure 2 M for example for the same load.  But I felt that I could carve easily every small thermal with some application.  

In rough air with 94 all up, I felt that the Savage is comfortable to fly glider regarding the Aspect ratio! It filters unnecessary movements, and the internal structure seems coherent at least in the moderate mid-day conditions that I flew in. 

It seems to give the same comfortable feel as the Cayenne 6. 

I did some extensive gliding and climbing on the Savage. 

Flying next to my friend on his Cure 2 M at 93 all up, I could say that the Cure 2 has a slightly faster trim speeded, but matching that trim speed on the Savage impressed me with top-end gliding performance!  For several kilometers, I saw that the Savage is indeed a superb gliding machine and that perhaps…it could have a slight edge in gliding power…The surprise came later when we both applied bar. The top speed of the Savage is only 11 km over trim at my load.  With the Cure 2 M matching that speed for a few km, the Savage showed me an even better glide, that could easily match the M7 glide at that speed. 

Re-starting, again and again, those full bar glides on the Savage, made me super sure about its efficiency. Bravo ’SUPAIR’ !!   :-)

I did also fly the Savage at 90 all up, and it seems slower to enter the thermals and in gliding headwind, it seems a bit delayed to surf through. So reloading it again at 94-95, it regains that forward digging. 

We also did lots of climbing or float ability tests next to a Cure 2 M loaded at 93 and Savage at 94 all up. Another good surprise here is that I was able to feel that float ability next to my friend Cure 2, to confirm later that the Savage is super efficient in weak thermals. 

One point is that coring very narrow cores take a bit of practice as the maneuverability is not as the most agile C’s, but good enough to stay up in the air.

Big ears are stable and easy to get in. They reopened with a slight brake input. 

Conclusion: 

In creating the Savage, Supair has entered the golden circle of the best C’s of the moment. 

Supair has created a high performance, comfortable enough to fly, light EN-C machine. The glide and climb couldn’t be placed but on top of that category!  

Please load that marvel at top and test fly it, if your search is toward the light EN-C. 

DaVinci Tango EN-C

 

DaVinci Tango

 let’s dance…

DaVinci is a South Korean manufacturer with a complete set of gliders from the A to CCC category.

The Tango is their new EN-C glider and my first DaVinci glider!

After receiving emails from pilots worldwide, I contacted DaVinci and I was able to purchase the Tango in S size (70-95). 

https://flydavinci.com/products/paragliders/tango/ 

To tell you the truth, I was a bit concerned at first about the new company, and I had silly thoughts in my rusty mind about what to expect…

Now the glider is in front of me and it is time to fly.  The construction looks really good. The Tango has 3 lines A, B, C, and a little fork on the C’s. It is not a hybrid like the Fusion for example. I thought also that it could be similar to the Flow Fusion. But it isn’t in any way. It is a 3 liner. Let’s proceed…

The glider is a mixture of Dominico on the upper surface leading edge,  which holds a shark nose, and Porcher 32 g behind, with also Porcher on the bottom surface. The lines are from Edelrid. Aramid lines are used all over the glider.  All the lines are unsheathed, but also they seem carefully chosen as they are not as thin as the competition, nor they are thick.  They seem to have a good balance for durability, and performance.

And I don’t think they will move quickly in time.

I flew the Tango at different loads, 89, 92, and later at 94 all up. The inflation of the Tango is as easy as a B glider. It rises quickly without any surge and the take-off is immediate even in nil wind.  Looking up I saw a super clean leading edge and construction! I was really amazed by the details and the sewing process. They were no crisp seen on this super finish leading edge. 

First turn and first satisfaction, at least from my part concerning handling. The brake could be described as short, linear, precise, delivering very good agility. The Tango can be steered very flat, and also could squeeze every lift very tight! That’s my cherry on the cake! The leading edge felt smooth in turbulence and I didn’t feel any pitch movements. The Tango enters smoothly even in rough air, with a slight pitch in turbulent air, but climbs really well upwind, and it seems that the internal structure is very homogenous. 

It felt easy to fly for a 6.3 AR, C glider. A bit like the Delta 4 for accessibility!  To make it more accurate, it seems very close to the Artik 5 I had, in terms of overall feel and handling.   

Doing some glides next to the Cure 2 M loaded at 93 showed me very close gliding properties! I can also confirm that the Tango trim speed is high matching the Cure 2 M.  At full bar, the Tango is really fast! Matching the loaded Cure 2 M.  What impressed me the most, is that at high speed the leading edge remained clean and untouched without any weakness or crisp on the materials. It seems that their new SN+ (Smart nose plus technology) is working well!  The SN+, is some kind of valve or tape on the leading edge, preventing the air from going out quickly while retaining the pressure in the nose. 

Honestly, I was really surprised about those performances!  To place the Tango in gliding efficiency, it would be inserted on the top 5 of the C category! 

The best is yet to come…The climbing properties of the Tango next to the C’s that were present seem really rewarding especially in weak lift. The Tango is indeed a floater. I could feel a very high efficiency at 92 all up in very weak thermals.  I can confirm that it climbs as good as the Cure 2 for example. 

I like to point out more accurately, that surfing into the wind had better results when I loaded the Tango at 95 all up. I felt that when loaded it could move a bit better through the airmass in the presence of a headwind. If flown at 90 all up it felt very slow in entering that airmass. So it likes to be loaded when you need to go through. At max load, the climbing efficiency was still excellent.

Ears are stable, efficient, and reopens without pilot input. 

Conclusion: My first encounter with DaVinci gliders seems well rewarded! The Tango is fast at trim and accelerated and likes to be loaded, with a very good package of climb and glide.

It is well comfortable for a 6.3 AR EN-C glider. Induced asymmetric with one A riser pulled, are soft, and super easy to stay on track with a fast reopening. The speed bar has moderate pressure and usable all the way.  

 My C comparison will be updated for little details.  

One thing is sure!  If you are looking for an EN-C, don’t miss to test fly the Tango!  

Beirut explosion

Beirut explosion…
Thank you from the heart for all your lovely emails, beautiful message, and warm support!
My family and I are doing well. We are staying in the north part of Lebanon, 35 km from the explosion and even, the buildings trembled feeling like an earthquake. Unfortunately, many Lebanese citizens and some close friends that were 15 km away, suffered deeply that atrocity.
Living in Lebanon has never been that easy. After 50 years of wars and corruption, the people are suffering today more than ever! The Lebanese people are well known for their strength in rebuilding again and again. And we will never surrender!
We always wanted to have a state without corruption, with fair Justice, and a peaceful normal life for once! …At least for our children.
Thank you very much for all your kind messages.  Stay safe and may happiness surround your families.

Skywalk Cayenne 6 XS

SKYWALK Cayenne 6 XS 

One of my favorite gliders was the Cayenne 5 XS! It was an awesome glider! A spicy but balanced feel for a C, precise handling, and very efficient in weak conditions! Simply a delight! I kept that glider for a long time enjoying it. It had a special feel and I’m sure the Cayenne 5 pilots know well what I’m talking about.

Now Skywalk introduced for 2020 another newer version. The Cayenne6. 

I have one in XS size ready for take-off.

The risers are very well made.  A system for steering with the C risers. A new cloth material (TX light ) Skywalk says that it is a unique combination of polyurethane and silicone coating that makes the fabric extremely resistant to the aging process.

In this test, I will compare the C6 mainly to the C5 and will state the differences. I did fly it against the latest C’s and my C comparison is already updated. 

Take off at 95 all up on the XS is really easy, even in no wind. It inflates rapidly. 

First thermal, and first turn….The cayenne 6 turning abilities are very far from the excellent Cayenne 5.  The Cayenne 6 has a slightly longer brake travel, but without a prompt answer for the glider to core rapidly. So I opened my X rated 6 chest strap to +50.  Inside a turn, I had to lean well and brake in order to get that tighter radius! especially in small bubbles. 

 It was difficult to turn it sometimes really narrow, even with a wide chest strap.

After several turbulent and non-turbulent cores, I can affirm that the C6 is not as agile as the C5 was. In fact, it is not as agile as many C’s I have tested, especially in turbulent thermals. When conditions are homogenous, the turn is ok.

 That’s surely a Skywalk decision to deliver the glider with exactly that kind of agility.  Perhaps many pilots would favor it. It is a matter of personal preference. 

The climb rate in weak is good but I didn’t feel it as good as the C5. However, the climb in strong air seems slightly better.  

 The difference between the C5 XS and the C6 XS in weak thermals is that those excellent spicy movements that were on the C5 are completely erased on the C6.  Onboard the old C5, I was able to feel every bit of lift and the leading edge would bite them efficiently, and that was coupled with superb handling. On the C6 the pitch movements are nearly absent, and the information about the air is highly diminished.  

In strong air the C6 could be considered as moderately comfortable for a C, with some sideways movements sometimes, but not really annoying. 

Please note that it is important to know that comfort for a good pilot is always related to a good handling glider. I mean if there’s a dynamic glider but highly controllable on the brakes and with very good brake authority! Then this glider would be considered as comfortable enough for any stated category considering the level of the pilot, as it can be placed exactly where the pilot wishes. 

But if that glider won’t deliver a swift brake authority, then it is up to the conditions to place that glider in turbulent air and the pilot must work harder on his weight shift and insist on the brake controls to place and kept it above his head, or to put it in tight cores… Unfortunately,  the C6 lacks that direct handling that was available in the old C5.

Saying that the C6 remains more comfortable to fly in strong air than many “high” C’s. 

The gliding facing the valley breeze is very good for the category. The glide angle is much better than the Cayenne 5. It seems to surf the air more efficiently. In that matter, I felt that the Cayenne 6 could be inserted in the top 5, gliding C machines. It seems that the C6 has a nice ability to surf the airmass efficiently and move forward while gaining height in lifts. 

The C6 is slightly faster than the already fast Cure 2 at trim speed, but the Cure 2 has 1-2 km/h plus top speed.  The top speed on the Cayenne 6 is easy to reach with a moderate to light pressure.  

The C steering on the C6 is probably one of the best that I found on the C’s that resembles the Delta 4 one. The controls are smooth and the pitch control is highly efficient for a 3 liner! Good point here.

The ears are stable and efficient. They reopen slowly without pilot intervention. 

Conclusion: 

After the Tequila 5, here is another glider that follows the same pattern. The Cayenne 6 feels mellower in the way it informs the pilot, have less sharp handling and agility than the Cayenne 5, but with an overall increase in gliding performance over the C5 at trim and at full bar. The latest Skywalk gliders seem to share different concepts.  My personal wish is hoping that Skywalk won’t lose the excellent feel and feedback of the Chili 4 when they need to replace it. 

Everyone has his own preference.  That is why, test flying the Cayenne 6 is the best way a future buyer could do, in order to get a more personal idea. 

This is only my opinion. Make your own !

PHI Allegro M (75-95)

 


























The Allegro is the new 2020 
EN-C glider from PHI.


















The Allegro is a semi-light glider, and launching even in nil wind is very easy. In stronger breeze Its as easy for a C glider.

I flew the Allegro in two sites, one at 800 ASL in moderate conditions, and on another site at 2600 m in strong conditions. I flew the WV, X-rated 6 at 92 all up.
I also flew it at 87 and found also that it flies quite nice at that weight! while keeping the homogenous structure.

The Allegro doesn’t seem to dive in turns when applying brakes in thermals. The turn inside the thermals can be described as an efficient, flat turn with excellent coring ability! It can be turned really tight inside the core!
The Allegro has the ability to let you make a stationary turn! So it's an agile C glider!
The brakes are relatively light in the first usable part while being precise with a linear feel. I just shortened them by 2 cm while keeping the 11 cm gap before the trailing edge reacts.
The Allegro enters in moderate thermals smoothly, without any pitch back. In stronger cores, the Allegro surges up really quickly! There are no useless movements that come from the glider even in strong air. I felt a certain high degree of safety under the Allegro while being not too dampened as my latest tested C glider. For example, the Delta 4 delivers more comfort and sometimes too much comfort! Everyone has his own taste for feedback. I personally would choose the Allegro for that feedback and felt! Simply excellent! Many of you readers know that I did church the Q-Light S for its handling. Now I’m an Allegro addict! 


On the Allegro, I was getting the right feel of feedback for an enjoyable flight even in turbulent and strong air. The Allegro moves in the air and let you understand every little detail, but with no excessive and useless movements. All those nice movements are coupled with a very efficient brake authority.

In the Cedars spot, I pass many times on the lee side with a dominant upper wind, just because it is sometimes the only way to get through those sections. With the Allegro informing me of all that’s going on, I was accurately placing it in the airmass with the brakes. Superb authority! I will say also that at all times, the Allegro stayed well inflated, and never a single cell collapsed. Only when I really was in some spaghetti stuff, a little tip finally whispered in my ear ”you’re deeply in the wrong place!”
I have to add also that the inside structure seems flawlessly homogenous. I didn’t feel any distortion or any snake movements in strong air.
The allegro is a dynamic C glider if you throw it around on wingovers..etc…but in XC flying it stays well above the pilot's head while informing about the air.

I flew the Allegro next to the Cure 2, and the Delta 4.
The climb rate in weak conditions is good, as I was always able to float and wait to catch the next stronger thermal. That feedback I was writing about, will save many pilots in weak air. The leading edge enters any lift without a back pitch. It feels like you are being slightly pulled upward and to the front.
In stronger thermals, it climbs really well! The allegro surges upward very efficiently in rising air.

In XC flight, the Allegro seems to surf the air quite well. When facing the valley breeze, it seems to cut through with the same character as the Maestro 21, but with more gliding into the wind.

Doing some glides at trim speed, I saw that the 6.0 Aspect ratio Allegro glides as good as the Cure 2, and super close to the Delta 4. At the full bar, the Allegro, and Delta 4 seem to have the edge in a similar glide angle!
The allegro M has a 15 km/h speed over trim, and at top speed the glide is amazing! The structure of the Allegro at full bar doesn’t seem to be affected. It just stays as solid with no visual fluttering of the cells.

My C comparison is updated for the little details if needed,

https://public.tableau.com/profile/ziad.bassil#!/vizhome/C(shrinked URL)rComparison/CGliderComparison

but I have to say that any pilot on the Allegro, and all the above-mentioned gliders, will surely make some nice and serious XC flights.
A pilot upgrading from the Maestro will find the Allegro a super easy C.

Ears are stable, efficient, and reopen quickly. They do not stick.

Conclusion: The Allegro with only 6 aspect ratio, delivers nice agility, a very good authority on the brakes, excellent gliding performance, especially at bar! Good in climbing, while having a large passive safety for a C.
I think a good pilot upgrading from a full season on the Maestro will experience a good evolution on the Allegro if he needs to upgrade.
I needed to find some minuses as many pilots commented that lately I only write good reviews…!
I searched to find any minuses…but I didn’t…sorry  Please do find something on the M size and pointed out!
Now Hannes must change his famous sentence (my specialty is the B category)! With the Allegro EN-C coming out, I think many of you will back me up after test flying that beautiful machine! 

Two videos soon 

Cheers,
Ziad

GIN Genie 3 Light M

The new Genie 3 light harness has arrived finally. I ordered the M and the L size. I’m 1.81 cm, and 75 kg.  I tried the M size at first. 

The construction and details on this harness are amazing. I like the nice whole grey color! It changes a bit from the common black. The cloth used seems sturdy, and very well made. It does share the same construction finish with the latest Race 4! 

There's a pocket lower than the seat board that I could fit a 3 L ballast. The back compartment could fit a +10 Liter stuff and has a tie on the top. I didn’t touch any adjustments! All was fitting fine. There is a left small pocket for the relief tube. Underneath the cockpit lies a sharp cutter for an emergency. The cockpit itself is well fixed and has a high edge for preventing the sun to flare on the instruments. 

I didn’t see anything unusual to mention. It seems very well done. 

In the air, I could easily fit my self in the pod. 

The chest strap is similar to the Race 4 and is very easy to adjust in the air. 

Harnesses and tests are very difficult as we all have different height even with close weight, we don’t always share the same physical geometry. Longer or shorter legs, longer upper body…etc… That’s is why trying for yourself a harness is very important. The test can give you 50% or what to expect in body comfort and around 90 % in terms of roll comfort, and weight shift. 

The Genie light 3 has a seat board.  I personally found that the factory pod adjustments fit me exactly without any change. The back comfort of this harness offers good support and my legs were ‘naturally’ supported laying in the pod without any pressure at all. 

I adjusted the chest strap to around 46, 47 cm between carabiners, as I was lately test flying the Delta 4 MS which was earlier flown all the way with my X-rated 6 harness. 

Today, I took the Genie light 3 with some ballast to achieve 92 all up, and flew the same Delta 4 MS. To my surprise, the harness geometry of the Genie 3 light offered me an incredible turn inside the lift that I didn’t experience it earlier on the X-rated 6 I’m used to flying! The Delta 4 seems to turn even better and with more flying pleasure!  In the past, I flew several models, and I was very pleased with an old flight design sitting harness for its nice authority on the weight shift! Another good sitting harness that I regularly use for fun flying and soaring in an independence freestyle harness that offers also a very good roll. 

It that matter, I found that the Genie 3 light offers in fact a stable roll, but with a good balance for weight shift. The only harness that had this feature to my experience, was the GIN race 2! That was some harness! Every glider I test flew back then, with that harness changed from moderate agility to good agility!  I think the GIN Genie light 3 shares that amazing ABS geometry. 

I spent all my flight enjoying every moment on that beautiful weight shifting harness. 

The differences that occurred between the Genie light 2 and 3 are Practically everything…But the most important for me are: Better sitting back comfort, legs are naturally supported, more aerodynamic, nicer weight shift, fewer roll movements for the Genie light 3!  

I will try the L size, just because I felt that I have probably my shoulders slightly higher than usual. So, I’m waiting for the L size. 


https://www.gingliders.com/en/harnesses/genie-lite-3/

Niviuk Peak 5 22

Niviuk Peak 5 22 




I flew all the peak range from the first edition which had an amazing climb rate, the second was fast for its time, the 3rd no comment…The 4th was easy joyful accessible and a good performance package. 

Here is the 5th version with 7 AR and D certification.

The launching of the Peak 5 at 97 all up is really easy for that aspect ratio. It has a moderate rise even in nil wind. And the pilot can easily be controlled overhead. 




With my usual X-rated 6 harness, at 97 all up, the Peak 5 has a fast trim! Faster than any D available today with around +1 to +1.5 km/h faster forward speed.  Pushing the bar will allow the Peak 5 to reach around the 60 km/h mark with ease. 

I have flown that glider in weak, moderate, and turbulent conditions. At trim speed controlling the Peak 5 with B risers in turbulence needs some time to adapt as they seem light and not ‘connective’ as the other 2 liners I have tested.

 The B’s are lighter than the Zeolite, OXA3, Zeno, Leopard, Zeolite, Meru. 







 I’m not an engineer but I can feel that there is some force or pressure moving out to the front of the Peak 5 at trim, and the more I pushed the bar, the more this pressure or force is moving forward, and the less the B lines are in tension. 

The B’s control seems to have that light but spring feels, that spread horizontally.

I took my time when I had the chance to fly it, to understand that control. I’m still in the process. 

I also felt a bit less pressure toward the tips. 




At full bar, the B controls become even more light. The B’s at full bar are a bit floating. I could catch some glider movements, but it seems that the peak 5 energy and pressure keeps the glider well tensioned, and only in big turbulence, I couldn’t manage to feel anything on the B’s. Probably it’s just me, but it does surely have a much different approach than those 2 liners I already tested.  But I think that a regularly flying pilot on the Peak 5 will eventually adapt and understand these controls. 

The Zeolite for instance moves more in turbulent air. It dances all the time. But the brake authority puts the pilot most of the time in control as if there is some connection between the pilot reactions and the glider. I still didn’t find that connection with the Peak 5 yet…




The brakes were a bit long for my taste. So I shortened them by 5 cm. At full bar, there was still around 10 cm of a free gap. So there was no tension at all on the trailing edge when speed flying. 

The turning ability of the Peak 5 in moderate air, is nice.  It resembles the Meru in that matter.  Direct, agile for a 7 aspect ratio.  

In turbulent and strong air, the Peak 5 controls and authority will be slightly diminished, due to that extra power and “dominant feel” on the leading edge.  The Peak 5 dynamics within the structure and internal movements are more pronounced than the Zeno, Leopard, Meru, or Oxa3.  The Zeno felt more mellow, The Leopard and OXA3 felt more solid and compact, the Meru felt easier to understand. The Peak 5 needs time for adaptation, and will probably be much more user friendly. The Peak 5 I tested is a brand new one that my friend flew it a couple of hours. So maybe the lines could be more in place after +30 hours…I’m trying to cover all the missing links.   




Now for the performance part, I found that the Peak 5 has one of the best glides on all available D’s. The fast trim speed and the efficient leading edge when gliding through the airmass delivers enormous gliding power. I think this is the first D glider I have flown to have that much gliding efficiency!  

The climb rate in weak thermals is good, but climbing in strong thermals is really good…The ability to shoot up is really fast!   It looks like there was a volcanic explosion underneath, and the debris is going up fast toward you!   Really good in surges. 




I asked my friend who usually flies 2 liners since they had appeared, IP6, Peak 4, Zeno, Boom 11, XcTracer his opinion, and here are his comments:




Hi Ziad,




Here are my personal feelings after flying the Peak5 22 at 96.5kgs.




I’ve been flying mostly 2 liners since the IP6 ... Peak4, Zeno, Boom11, and Xcracer.




Take off is a non-event for this type of wing, goes up in one piece, good pressure, and very smooth.




I loved the handling, very linear, light, and pure Niviuk feel.




Performance is just crazy, felt at the same level as my Boom11, with an obviously lower top speed. Needs to be tested to be believed.




Trim speed is noticeably higher than other wings, but I was surprised it still has a great feeling working disorganized and wind chopped lift down low.




This wing climbs like nothing else, it bites into thermals and literally jumps up (sometimes jumps up crazy hard   




, But it always translates in lots of altitude gain.)




I had 2 tip collapses in the first 30 minutes but they totally disappeared for the next few hours in the air, even though the air got rougher... wing is very pressurized and solid, no other events but those 2 tip collapses.




Two things I did not like but would adapt to in a few hours:




B’s tension was light at trim speed and got lighter and lighter as I pushed the speed bar... something to get used to.




Not much info through the brakes, which some people like.




Crazy good high performance 2 liner but, in my opinion, needs a seasoned 2 liner pilot. 

Cheers, 







“Thank you, dear friend, for your honest opinion”




Back in my writings,  wingovers are super high!  Ears are stable and efficient! 




Conclusion:  

I’m posting here my personal feel… I think the Peak 5 needs more pilot level than the Peak 4. When flying in turbulent air, I wished for a more connection between pilot and glider ( in terms of adjusting the feedback that comes with the glider in turbulent air). 

There’s also the light B controls that I really wished a bit more feel and connection at bar…

Beside that…Its a really super machine! Super glide! , an excellent climb! quite fast and efficient! … If anyone wishes to win races on a D, the Peak 5 is the golden key, but for the emphatic and wholehearted! 







Cheers,

Ziad