Airdesign X ped XS 65-88 2 hours, new. 2950 EU UP KIBO-X size S 70-90 4 hours still as new. 2100 EU
OZONE Photon MS - 25 hours /Still as new/ 2950 EU BGD Cure 3 size S 75-95 / 4 hours/ As new! / 3100 EU
I received two gliders from PHI: the Maestro 3 21 and the Maestro 3 light 19. Those gliders are aimed at intermediate pilots for the high B category.
Let's begin with the Maestro 3 21.
After a few flights, I realized that it's better to fly the glider a bit loaded, more than the Maestro 2, which could be flown in overall conditions at 70 % of the normal weight range. Maestro 2 size 21 75-95/ extended to 100, could be flown at 93.
But on the Maestro 3 size 21, I felt that this size is better flown at 97…98. As well as the Maestro 3 light size 19, which goes from 70-85 / extended to 90. I also felt that at 86..87 could be a good choice in overall conditions.
Why?
My personal feeling is that when hitting turbulent, strong thermals, the Maestro 3, with its perfect homogeneity, also has good energy, giving you the feel that you need to load it to keep it—overhead swifter.
Climb:
Loading the M3-21 at 98 gives a more connected feel and still allows a queen in climb. That glider will surely get you on top of any gaggle. But to climb, you first need to enter the rising airmass… Therefore, loading the glider is a better way to get quickly into the thermal, knowing that the load won’t affect the climb at all.
So, in climb mode, whether thermals are weak or strong, the Maestro 3 climbs flawlessly and really efficiently. Again, when I flew the M3-21 at 90 all up, I couldn’t be efficient on some challenging climbs because it was slow to enter that airmass, when other well-loaded reference gliders are higher. Saying that, loading it at 98, I felt I had the edge over many high B's.
Handling:
At 98 all up, on the Maestro 3 21, the brake pressure is on the moderate side, and the authority on the brakes is very present, giving the pilot high pleasure when turning it into cores. I enjoyed coring the tiniest of thermals in very narrow cores.
Gliding:
As always, some glides were made in headwind, difficult air, moving air, etc. Afterward, we all concluded that the Maestro 3 has what it takes to be near the best ones in that category.
Ears are efficient. They do not open on their own and require pilot intervention.
Overall, easier to fly than Maestro 2, nice handling, excellent climb, and glide. It must be loaded to give you the results you expect.
Maestro 3 Light size 19.
The Light version of the Maestro 3 has impeccable launching characteristics. Super easy, smooth, very fast to take off.
The Maestro 3 light size 19 is more alive than the Maestro 3 normal 21. But both are easier to fly than the earlier Maestro 2 regular and light versions.
The Light version, being also a size smaller, felt more alive than the standard version. Even the handling and turning abilities were ‘amazing’! If you only turn your eyes, the M3 Light would turn! What a pleasure to fly high, B!
Again, when I loaded it up to 86-87, everything was more perfect. Even the climb! This small glider has the edge in climb over some good C class 2 liners! We were all amazed by that climb. Weak, strong…turbulent, the M3 light will get you to the top of the gaggle flawlessly.
Gliding with a Delta 5 showed us that the glide is very close, to say the least. The D5, being a 2 liner, is trimmed a bit faster, and could be more efficient in XC, but the M3 light is super close. I am not comparing it to a C class 2 line concept, but it's just an idea to tell you that the overall performance is close enough, with an edge for the 2 liner, of course.
Conclusion M3/ M3 light:
I personally enjoyed both Maestro 3s, with a preference for the Light version, as it is more alive and even more pleasurable to fly. Usually, the smaller versions feel like sparrows compared to the larger sizes. The overall performance of both gliders is perfect in climb and glide, and for the high category, it's more than enough. To extract those performances, try loading the gliders to the max in order to get the edge in cutting through the airmass and climbing away.
Supair released its new EN-C class glider, replacing the first version of the Savage. The Savage 2 is a light and hybrid (2.5) line configuration glider that should play at the same level as the NK Artik 7 P.
At the same time, I was delighted to test flying the Skywalk Poison 4 and the X-Alps 6 in the EN-D class, due to the excellent handling they deliver. Now flying the Supair Savage 2 as an EN-C, I think I was blessed to have even a higher step with the ability to dance with the Savage 2, thanks to its impressive, pleasurable handling. How lucky :-)!
Launching the very light Savage 2 at 91 all up is super easy, as those light gliders deliver an effortless rise. In the case of the Savage 2, I didn’t feel any dynamic surges, but a docile and easy-to-launch glider. In 30 km/h windy take-offs, it has the dynamics of a C class, but is still very well balanced and easy to control.
I flew the Savage 2 with the regular Arrow harness. First turn is ( simply...outstanding)
The brake pressure is on the light side. You need approximately 15 cm to steer the glider, which reacts promptly and swiftly to the pilot's inputs. I liked the Artik 7 P turn, and the Savage 2's turning is just as good, with that butterfly feel under the brakes! So light and responsive! Getting thermals under the Savage 2 is a total delight! What a beautiful glider to fly in thermals! It's like you don’t want to glide away! You want to squeeze that extra turn, and the Savage 2 does corkscrew, any thermal core, relatively narrow if the pilot wishes. Even in turbulent air, the authority on the brakes is excellent, enabling the pilot to place the Savage 2 wherever he wants inside the air mass.
One day, after some mind-numbing workdays, I was flying a two-liner, known for its average handling. Still feeling tired, landed, and took the Savage 2 for a spin. After a few minutes in thermals, the Savage 2 feels and handles so beautifully that my mood shifted, and I enjoyed some good XC! That Savage 2 gave me the pleasure of flying like nothing else.
The overall movements in pitch and roll are moderately present but still on the dampened side; it doesn’t feel like it bumps into thermals. Instead, it's definitely in the 2.5 line category. I could feel what the air is doing as the Savage 2 moves on a low movement axis—just the necessary feedback for a sensible pilot to enjoy and feel what’s going on around you.
Flying for hours won’t make your hands feel tired at all. As I mentioned earlier, the roll movement is there to give you the exact feel in thermals. It's not dampened, nor alive.
On another day, I was test-flying the new Skywalk X-Alps 6 95+ size, which has good handling, and afterward, I gave it to my friend Milo, who flew it next to me on the Savage 2. Of course, I am not comparing those two gliders, which are intended for different pilot profiles, but it's a good way for me to assess the performance and efficiency of the Savage2. I don't have an Artik 7P available at the moment.
Gliding in calm air at trim and also at full bar impressed us both! The Savage 2 demonstrated excellent gliding performance for its class. Even at full bar, the glide is phenomenal! We liked it a lot! The full speed is around 16 km/h over trim! With an excellent glide angle! Hat’s off to Supair for that!
I also did some glides with other two-liners of higher aspect ratio, and I think the Savage 2, with its hybrid configuration and 6.2 aspect ratio, is not easily left behind.
What also surprised us was the climb rate. Flying later with different gliders and some of my references for climb, the Savage 2 proved to be a climbing beast! If there’s no heavy air or headwind, it was climbing better than most two liners! Yes…it climbs superbly well… It seems that every weak lift is grabbed by the Savage 2 and converted to climb. It's efficient in weak lift.
But for sure, when the air is heavy, and in front of a valley breeze, the two liners have the upper hand to surf forward that airmass and climb faster. As for the 2.5 line Savage2, it actually does more than we asked of it!
Gliding also, through a headwind, gave the Savage a perfect rating and could easily glide, or possibly outglide, some entry-level two-liners with an aspect ratio of around 6.
The overall feedback is close to the Artik 7P in pilot demand. Don’t expect it to be dull and tame. The Savage 2 will provide educational communication within the airmass.
There are no excess but fair movements in all axes for a good C pilot.
Ears can be done with outer A’s. They are stable and reopen without pilot intervention. They could also be done with outer C’s; they are very easy to maintain and reopen quickly once released. Both are efficient to get down.
Conclusion:
Supair didn’t introduce a 2liner yet—instead, a delightful to fly 2.5 line hybrid construction glider. The climb, glide, and speed are excellent. The fun factor it delivers is the optimum gift.
He who designed and fine-tuned the handling on that Savage two must be a sensible and skilled pilot to deliver that beautiful glider responsiveness!
If you are the pilot who doesn’t want to get into those two-liners, the Savage 2, with a 3.5 kg payload and a compact packing volume, is a friendly user machine for any expedition, hike, or flight adventure with loads of performance.
If you are sensitive to handling and brake responsiveness, which makes you feel the glider is an extension of your arms, the Savage 2 is the strongest key. And be sure that whatever flight you take, a big smile is surely guaranteed.
Yep….This is an exception—and probably my first EN-A review—but things are getting interesting, it seems.
Gin has introduced a light construction on the Elise and programmed it for a larger group of pilots. From talented beginners to low B glider pilots.
So, let's take a look at the outcome…
Launching the new Elise with hands in your pockets is doable. Just run, and the Elise follows calmly and evenly. But of course not recommended :-).
It launches flawlessly, and I don’t think any beginner will have a problem handling it.
In the air, I flew the Elise from 85 to 92 all up. It handles weight very well. At 85, 88, or 90, it stays homogeneous and well-balanced in most conditions. I also flew it on the east side of our Cedars range, at midday, known for its harsh and dry conditions, and I was having one of the most relaxing times. Perhaps psychologically, as considering flying and an A class, but also the overall movements and especially handling that we will talk about later was superb.
The overall comfort in roll and pitch in strong air is at a very low angle of movement. The glider is always above the pilot's head with minimal brake inputs.
The feel under it is not dull, but rather very calmly sensitive. I could sense the roll with softness. I was afraid of not feeling the movements and getting bored, but on the contrary, it delivers smooth and passive feedback. Jus the necessary to continue the test and enjoy the view.
Actually, what kept me satisfied is the handling and the brake authority! I never thought that one day an A-class glider could give me the satisfaction of steering abilities! Elise did it! The brake travel when turning is around 25 cm in all conditions, but you can lower your brakes a bit more without any issues. It's forgiving, yet playful. The brakes have moderate pressure and are pretty responsive, enabling quick and tight turns.
The climb rate felt excellent under it as well. I could feel the weak lift, enter, and core the thermals in efficiency. Overall, it was pretty satisfying and could easily compete with the low- to mid-B class in terms of climb rate.
Gliding for the A class category is good, and the Elise could easily fly alongside the good low B gliders and make the same XCs. In my tests, I questioned myself about the A certification regarding its performance.
Ears are easy and stable. They reopen with no intervention. The Elise is straightforward to hit a small spot on landing due to the late stall point.
Conclusion:
The Elise, as a light EN-A, fills a wide gap. From the school to the edge of an intermediate level. But all that with a pleasurable flying glider. Small to pack, easy to launch, pleasurable to handle, and fly. A glider for your cool adventure flying. Easy life, nice vibes, that’s the Elise :-).
Skywalk X-Alps 6 / 95 +
The Cure 3 is the new 2025 release for BGD in the EN-C category, featuring a complete two-line design structure and a flat aspect ratio of 6.7.
I flew the Cure 3 with three harnesses: Impress 4/ Arrow/ and the Flow Vissta XC.
After many flights, at a lower load 90…91, in good conditions, I wasn’t blending on that glider…
As I had already flown most two-liners, I thought there was definitely something wrong! So I gave that glider to my friend, and he happened to fly it at 94 all up. I took the Photon MS at 94 as well. We flew for some time, and were highly surprised by the efficiency of that Cure 3.
We landed, switched gliders, and I retook the CURE 3, but now I flew it at 94 all up. Now I understand that this glider must definitely fly at that exact weight. 93-94 even 95 is great under that glider! I was able to follow my friend, who had difficulty coring narrow thermals. On the Cure 3, it was easier and better! Climb like a feather, and be efficient like the top EN-C two liners!
Every day since that day, I flew that glider no less than 93.5/94 all up, and it was (Sublime)
Of course, you can fly that glider at mid-weight if you want, but the difference in performance efficiency is huge at its optimum weight.
Launching the Cure 3 is easy for that aspect ratio. In fact, it's very easy to launch, without a forward shot or a slow rise. It just rises smoothly from zero to a 20 km/h breeze.
Handling:
In the air, there’s no gap for the brakes after the pulley lines are horizontal. The moment you pull, the trailing edge reacts. Also, at full bar, there’s no pressure on the trailing edge from the released brakes. So that’s the settings!
Pulling just 5-10 cm can make a nice turn inside a smooth thermal. In a more active, turbulent air, only 15-20cm is needed to keep the glider overhead. After 20 cm, the brakes become hard. At 10 cm, they have moderate pressure.
The Cure 3 is a politely agile EN-C. It can turn on a dime with good precision, describing it as having a more efficient rather than a dynamic turn!
Overall, the turning abilities for a two liner, 6.7 AR, EN-C are immensely satisfying.
Climbing:
Climbing in weak air under the Cure 3 will not hold you back versus any other EN-C glider. It floats nicely and digs through smoothly when properly loaded! If you fly it at mid-weight, in weak conditions, you will need more time to get through and inside that weak thermal. Even loaded, it flies well!
What I loved about that glider is that in stronger cores, I could squeeze the brakes to get a tight radius and climb beautifully! Next to me, my friend had some troubles sometimes, especially when the thermals were turbulent, steering the Photon, even though his hands were relatively low and he shifted his weight to make it respond. On the other hand, under the Cure 3, that was never the case. A bit hard on the brakes, but you get a swift, direct turn into any thermal! (Again, at optimal weight)
Gliding:
Even at half and at full bar, the glide is very competitive. (EN-C comparison will be updated)
Comfort:
The feel under the Cure 3 is very smooth, yet also quite solid. The roll movement is moderately low, and there’s no yaw movement at all. So in turbulent air, you can feel what’s going on, but in a very smooth way. The Cure 3 feels very comfortable to fly, not only because of its overall movements, but also due to the whole homogeneity of its structure.
B steering has a moderate pressure and is easy to control while at the bar.
Ears can be made with outer A’s, which is fantastic and efficient.
Conclusion:
I am impressed with the overall package the Cure 3 has to offer. Apart from a stunning shape above your head, with the swept wings!
Agile, Direct, with a high brake authority for the pilot. The brakes were a bit hard after 20 cm. Glide and climb in the top 3 of the EN-C category. It can reach the first rank for overall comfort and accessibility for aspect ratios equal to or higher than 6.5. But to experience that…You must fly it at its optimum weight :-)
Pilots flying the Cure 3 will surely have a high chance of stepping onto podiums this year.
