• Česky
  • English
  • German
  • French
  • Spanish
  • Italy
header3.jpg
Parapentes
Parapentes motorisés
Parachutes de secours
Harnais
Accessoires
Marquage des voiles
Occasions
Antérieure modèles
Distributors
     

Eden 6

Eden map

Paraglider Eden 6

description

 Eden 6 - 3D Design

 

La tradition continue, nous avons seulement tout changé...   

Avec son nouveau bord d’attaque révolutionnaire, l’Eden 6 offre un splendide potentiel de performance. Tout le savoir faire et les dévelopements de l’Elan ont été intégrés à la nouvelle Eden 6, avec pour résultat une voile légère, au plané impressionnant, et qui surpasse ses concurrents en vol accéléré. Et tout ça avec une solide sécurité passive!

 

Un nouveau bestseller   

La série Eden a toujours rendu le vol plus facile, et cela continue: la voile est bien équilibrée avec un comportement sportif dans les thermiques. On lui reconnaît l’habituel décollage Macpara si facile depuis des années. Dans son cahier des charges figurent un handling progressif et une sécurité qui séduira les pilotes à la recherche du compromis idéal pour la distance.

 

Design léger   

Le design a été optimisé à tout point de vue.  De nouveaux profils combinés à des renforcements plus légers du bord d’attaque, ainsi que des foils préformés rendent la calotte propre et poptimisent la performance. Les suspentes hautes non-gaînées et les  fines lignes principales génèrent moins de traînée. La conception triple 3D offre, en plus des nouveaux designs, un fini très doux et précis dans tous les axes. De minis intercaissons en bord de fuite s’ajoutent à un voute plus prononcée et aux oreilles redessinées: la trainée induite est contenue et augmente le lift de l’Eden 6. Un gros travail de rigidification a été entrepris afin d’obtenir une aile stable et propre pour votre confort.

 

Dessinée pour durer   

L’Eden 6 est faite de tissus renommés Skytex38 classic de Porcher sports, à la durabilité éprouvées.Le bord d’attaque, plus sollicité, est fait de Skytex 40, coating E32A. Le reste de la voile, moins stressé, est fait de Skytex 40 E38A. Les diagonales sont de SkytexHardfinish40.  Les lignes hautes sont faites de Edelrid Aramid/kevlar   non-gaînés, et les principales sont faites de  Liros PPSL Dyneema. Les élévateurs sont construits avec des sangles Kevlar/polyester et montées avec des poulies HARKEN.

 

A qui s’adresse l’Eden 6?   

L’Eden 6 une voile EN-B haute performance, conçue pour les vols de distance. Elle demande un certain entraînement et, malgré sa classification B très sûre et comportement en vol extrêmement doux et sécurisant, elle ne convient pas aux débutants ou aux pilotes occasionnels.

 

Faites-la vôtre!   

Le plus difficile va être le choix de la taille et des couleurs. N’hésitez pas à contacter votre revendeur Macpara qui saura vous q^guider dans le choix de la taille la mieux adaptée à votre style de vol.  

Tailles: l’eden 6 est disponible en taille  22, 24, 26, 28, 30, 33.     
Couleurs de série: les couleurs de base sont LIME, ORANGE, BLUE. 
Special Design: sur commande avec notre logiciel et moyennant un surcoût et un délai supplémentaire.

 

 

MAC PARA EDEN 6 - Sportivité accessible
Parapente+

Pilot: Erwan Didriche

Premier essai d'une Mac Para depuis la nouvelle distribution par Kortel Design. Concernant l'Eden 6, son créateur Peter Recek lui-même la classe en « high B » mais notre testeur, pas tant que ça... En tout cas, du caractère et de la performance, elle en donne beaucoup!

La marque

Née en 1991 en République Tchèque, Mac Para Technology est une des plus anciennes marques qui soit et même si elle avait mis un peu de temps à arriver chez nous, j’avais volé mes 3 premières années de compétition avec les toutes premières Magus. Cela ne rajeunit pas mais j’en avais de super souvenirs et Peter Recek, le concepteur, était très à l’écoute de nos retours.

Chez lui, l'envie d'avancer, le souci de bien faire, la détermination étaient déjà là, ça ne l'a pas quitté. Très perfectionniste ! Et cela lui avait plutôt réussi en compétitions puisqu'il avait fait briller des pilotes comme Petra Sli- vova, les frères Valic ou Greg Blondeau, qui était devenu champion d'Europe sous une Magus 6 en 2008.

Ces dernières années, l'importation manquait de conviction et la marque a subi ce défaut de représentation mais maintenant que Kortel Design a repris le flambeau de la distribution, il est fort à parier qu'elle retrouvera sa notoriété d’antan.

Présentation

Revenons à notre Eden 6 et pour l’anecdote, j'étais arrivé au déco de Mieussy en pensant avoir une B access entre les mains car mes précédentes Eden essayées étaient plutôt. dans ce créneau et j'ai été assez surpris, d'abord en la déroulant, puis quand un ami qui avait mieux lu la fiche technique que moi m'a demandé ce que je pensais de cette aile à 5.9 d’allongement! J’ai décollé un peu méfiant sur le moment car on se dit que c’est quand même beaucoup pour une B, d'autant quand on voit l’allongement chez la concurrence qui est moindre. Certes, il y a aussi plus allongé et j'ai essayé mais pour moi, on n'était plus dans la catégorie donc clairement, hors-cadre du B... Mais pour l’Eden 6, en vol, comme vous pourrez le lire plus loin, cet allongement ne m’a pas donné plus d'inquiétudes, à suivre donc.

Niveau packaging, on est dans le standard du marché avec un beau et grand sac, une chaussette de pliage zippée, un kit de réparation, un T-shirt Mac Para. Question présentation générale, l’Eden 6 se dévoile sous un design visuel assez agressif et j’aime bien. Extrados avec une belle déco, intrados blanc, suspentes gainées en bas (et ça pour moi, un vrai bon point positif), élévateurs fins de 15 mm évasés à la base pour une bonne tenue sur les mousquetons et équipés de belles poulies Harken. Avec un détail intelligent, un liseré rouge sur l’arrière pour le repérer rapidement lors de la prise en mains au gonflage, et éviter ainsi les risques de twist de commande.

Construction toute en tissus Porcher Skytex, 38 g/m2 pour l’intrados et extrados, du 40 en bord d’attaque ainsi qu'en interne, un montage donc plutôt costaud. Le poids reste pourtant contenu avec 5,5 kg pour la taille 28 testée.

L'Eden 6 présente un petit shark-nose et un bord d'attaque dont la bonne tenue en forme est renforcée par des joncs plastique recourbés suivant le profil et intégrés en extrados au milieu de chaque cellule : cela s'appelle les Rigifoils, et c'était déjà présent sur les Magus de compétition. Pour finir, l’Eden 6 possède des joncs de renfort en demi-lunes sur les points d’ancrages de la ligne des A, sources de petits plis à cet endroit, ce qui est un peu dommage car le reste de la voile est vraiment très bien tendu et propre à l’œil.

Contact et c’est parti

Tout est maintenant pris en main et c’est parti pour un premier vol en thermique sur Sa- moëns. Le gonflage est typique Mac Para de ce que je me rappelais, c’est-à-dire dynamique et sans point dur, demandant une tempo appuyée en vent soutenu. La prise en charge est rapide avec une voile qui tire bien vers l’avant, donc rapide et efficace.

Installation dans la sellette et première sensation, c’est une commande ferme, mais réactive et précise. Là encore, efficace.

Rien devant le déco donc transition direct vers le versant d'en face, sur le Criou (pour ceux qui ne connaissent pas, c’est le point de départ des cross sur Samoëns et surtout une bien belle montagne). Les conditions pour ce premier contact sont un peu anémiques, avec des thermiques pêchus mais difficile à tenir dans la rotation. Mes élèves en stage cross galèrent un peu à monter, ce qui me permet à plusieurs reprises de faire le yoyo avec l’Eden 6, à descendre les chercher pour les remonter ensuite. Je vois qu'à ce jeu, l’Eden 6 est efficace en thermiques et que son rendement en ascendances est, de ce que j’ai pu essayer des B sport, carrément dans le haut du panier.

Ce que j'ai ressenti comme de la fermeté au début n'est que le fait d'être en « prise directe » avec l'aile, c'est tellement précis qu'elle fait exactement ce que je veux.

La présence aux commandes se fait toutefois sentir au bout de 30 minutes, je travaille donc d'avantage à la sellette pour soulager et en coordination commandes-sellette, l’Eden 6 se révèle encore plus efficace sur tous les points. C'est d'ailleurs un élément que je relèverai plus tard auprès de ceux qui l'auront essayée : un pilote trop statique dans ses attitudes ou volant dans une sellette trop stable, trop bridée, ne saura pas utiliser tout le potentiel de son Eden 6.

En tout cas, cette après-midi de vol à tourner en thermique et travailler des cheminements et raccrochages dans le bocal de Samoëns me dorme au final une grande satisfaction quant aux performances et comportements de l’Eden 6.
En testant un peu ses limites avant l'atterrissage, je note même un très bon point sur le débattement des commandes aux basses vitesses, où la voile ne montre aucun signe de mise en parachutai inopinée.

Efficacité

D’autres vols ont suivi sur la semaine avec surtout une belle après-midi à faire des comparatifs avec d'autres ailes, dont une Ikuma (autre aile B sport à succès et réputée efficace parmi les ailes présentes). Bilan sur 3 vols de comparatif avec échanges entre pilotes, l’Eden 6 est plus rapide face au vent, l’Iku- ma plane un peu mieux, les montées en thermique sont identiques. Bref, l’Eden 6 est plus que largement dans le coup, je la classe facilement dans le top 5, voire le top 3 des ailes à essayer sur ce créneau B sport.

Un point clair, parmi toutes celles que j'ai essayées, l'Eden 6 est pour moi la B sport la plus efficace en glisse et pénétration face au vent.

Un élément qui intéressera de nombreux pilotes, l'aile reste très stable au moins sur la première partie de la course de l'accélérateur, se rigidifie, prévient. Jusqu'à 30 à 40 % d'accélérateur, la vitesse augmente régulièrement mais en dégradant vraiment très peu le taux de chute, on ne fait donc que gagner en finesse. Logiquement, les rendements se dégradent ensuite au-delà de la mi-course, mais pas tant que ça, le plané reste dans des niveaux excellents.

Ambiance « envoyades »

L’Eden 6 est joueuse sur tous les angles... En wing, ça monte bien. En 360, c’est du rapide et ça se gère très facilement, la sortie se fait aisément, rien de très spécial à signaler, l'énergie prise sera bien sûr à dissiper, comme cela est de rigueur.

Là où elle m’a vraiment impressionné, c’est dans son refus de mise en décrochage... Malgré son allongement important, je n’ai pas reussi à la « percer » avec une méthode traditionnelle en décrochage statique et même en dynamique, elle ne veut pas broncher. C’est donc un vrai bon gros point pour celui qui ferait du vol bivouac et qui aurait besoin de poser aux basses vitesses, tout ceci confirmant ce que j'avais déjà constaté plus tôt.

Dans l'aérologie, l’aile est tendue avec une sensation de poutre bien solide. Bien entendu, quand ça va fermer, elle sera sûrement franche et directe mais je n’ai pas ressenti de besoin de pilotage si intense que son allongement le ferait penser. N'ayant pas réussi à obtenir des fermetures « naturelles », j'y suis donc allé de bonnes moitiés de voile pour analyser: ça engage assez tranquillement, laissant au pilote le temps de réagir.

Conclusions

L'Eden 6 est une « vraie » B sport... Entendez par là que question accessibilité, c'est une « vraie B ». Et qu'elle est aussi une « vraie aile de sport » ! Le mélange des deux n'est pas si évident à trouver... Je vous invite clairement à l'essayer, elle saura satisfaire bon nombre de pilotes qui veulent de la performance « accessible ».

Quant à la diffusion et à la représentation dans le pays, j’espère sincèrement mais je n'en doute pas, que Kortel Design saura redonner à cette marque une aura et une place plus solide en France, elle le mérite.

 

Pour qui?

Sur le site de Mac Para, l’Eden 6 est annoncée « pour pilotes volant régulièrement ». La formule est assez vague mais je rejoins cet avis, qui ne déroge pas à ce que je dis par ailleurs: un pilote qui ne vole que les week-ends - et même pas tous les week-ends probablement -, ne vole donc pas régulièrement et devrait rester sur des ailes dites « 8 access »... Et il n'y a pas à en être malheureux, je vois que les ailes école d’aujourd’hui ont les performances de la voile de compétition que j’avais en 2000!

Par contre, un pilote déjà expérimenté et volant activement, très régulièrement, pourra venir se frotter à cette Eden 6 sans la craindre. Son allongement est certes important mais j'ai revu mes a priori du début et mon avis est que cet allongement ne devrait pas arrêter pour un essai. En tout cas, il ne m'a pas posé de contraintes particulières de pilotage.

Quant aux pilotes déjà suffisamment expérimentés qui ressayeront, ils n'auront peut-être pas envie de monter plus haut en catégorie tellement elle en donne en efficacité et sensations! Pour moi, les ailes de ce créneau apportent plus qu'assez de performance, même pour des pilotes ambitieux, avec du plaisir de vol, et à ce jeu l'Eden 6 vous ravira, c’est sûr.

Les plus ?

•    Glisse face au vent, étonnante
•    Rendements en thermique
•    Tenue aux basses vitesses importante
•    Caractère sport et racé
•    Solidité en l'air
•    Sécurité passive très bonne malgré un fort allongement

Les bémols?

•    Commandes que certains - pas tous trouveront fermes (mais réactives)... Question de goût!

 

La Paradis, version alléqée

C'est la sœur allégée de l’Eden 6. Les différences portent sur le tissu en arrière extrados, intrados et en interne, avec des petits détails de construction et des suspentes hautes dégainées (le bas reste bien gainé). On gagne 1 kg entre les deux et du coup, un comportement plus amorti de mouvements dans la masse d’air turbulente. Plus exactement, la Paradis amène un peu plus de petits « ressentis » de l'aérologie mais sur moins d'amplitudes, ce qui est classique pour les ailes allégées. Elle a aussi gagné en douceur et légèreté à la commande, ce qui plaira à certains pilotes. Au déco, la Paradis demandera une belle tempo, plus marquée qu'avec l'Eden 6, dans du vent soutenu.

Pour le reste, Eden 6 et Paradis, c’est plus que des frangines, presque des jumelles. Le fait que la Paradis ne soit pas extrême dans le choix d’allégement des matériaux et qu'elle offre des sensations différentes à la commande, cela vaut le coup d’être essayé pour voir laquelle des deux vous va le mieux.

RECAPITULATIF DES MESURES ET COMPORTEMENT
Marque et taille testée   
Mac Para Eden 6 taille 28 (PTV 90-112 kg)
PTV pilote 108 kg
Charge alaire
3,85 kg/m2 (forte)
Altitude décollage 1600 m (Samoëns)
Vitesse moyenne stabilisée bras hauts
39 km/h
Vitesse moyenne stabilisée accéléré 52 km/h à 100 % d'accélérateur
Décrochage
22 km/h pour la phase parachutale, puis décrochage à 19 km/h dans le débattement au réglage d’origine. Effort énorme et bonne sensibilité au départ
Comportement spirale stable, effort à la commande peu important, sort seule après un tour sans abattée significative
Lacet et/ou roulis inverse
insensible
Oreilles Vz négative - 2,3 m/s, réouverture autonome 
Inversions de virage
< 2,5 s, très manœuvrante
Vz moyennes stabilisées 1.05 à 39 km/h, 1.3 à 45 km/h, 2.1 à 52 km/h
Finesses moyennes stabilisées
entre 9,5 et 10 à 39 km/h, 10+ à 45 km/h et 9- à 52 km/h
Sellettes utilisées Kortel Kuik 2 avec cocon (semi-couchée) et Supair Pixair (position assise)
Instruments
Flytec 6030 avec sonde de vitesse dédiée


TECHNIQUE DE CONSTRUCTION
Marque et modèle
Mac Para Technology Eden 6
Designer Peter Recek, conception et développement mise au point 
Fabrication
Ateliers Mac Para, République Tchèque
Construction détaillée et matériaux
Type de cellules
56 cellules par groupes de 3, dont 6 fermées en bout d'aile
´Renforts aux nez de cloisons Joncs croisés dans un fourreau, finition soignée. Joncs type Rigifoils en extrados, sur les milieux de cellules
Structure interne
Bande de renfort transversale sur la ligne des D. Mini bandes de renforts au centre sur A, B, C
Bord de fuite Mini-ribs, freinage très propre
Tissu Eden 6
Porcher Skytex E 32 A 40 g/m2 en BA et Skytex E 25 A 38 g/m2 en extrados et intrados. Skytex 40 Hard et 38 en interne
Tissu Paradis Porcher Skytex E 25 A 38 g/m2 en BA et Skytex E 71 A 27 g/m2 en arrière extrados et intrados. Skytex 32 Hard et 27 Hard en interne
Suspentage, matériaux et observations
Essentiellement gainé, bas en Liras Dyneema PPSL 200-191 -160 et haut en Edelrid Aramid e/ Kevlar 130-90-70
Principe et ramifications Type « 3 lignes et demi », en 3 étages
Répartition des suspentes basses
2 A + A', 3 B + stabilo, 3 C
Ouverture de nettoyage aux stabilos Oui
État de surface
Excellent, sauf sur les points d'ancrages des A à cause de la demi-lune de renfort
Elévateurs
Branches
3 branches en Kevlar Cousin, sangle étroite de 15 mm, embases élargies
Repères colorés Oui, partout (rouge pour les A). Liseré rouge sur les arrières pour repérer les twists de commandes
Dispositif oreilles
Élévateur A' dédié oreilles, couleur orange
Blocage des suspentes sur maillons Joints toriques
Accélérateur
Oui, avec poulies à billes
Poignées de commande
Fixation, tenue, appui
Boutons-pression, tenue suffisante. Barre d'appui semi-souple
Émerillon Oui
Ancrage des freins, type et position
Tenseurs à anneaux sur l’ensemble du bord de fuite avec pastilles de renforts (pas sur la Paradis)
Remarques particulières Travail de voilerie vraiment important à certains endroits, très sophistiqué
Appréciation de la construction
* * * *
Sac et accessoires
Forme et volume
Grand sac de portage, solide et agréable à porter malgré son volume important (mais parfaitement réglable)
Portage Confortable, nombreux réglages, ceinture ventrale
Sac interne
Chaussette de rangement, sac à élévateurs intégrés
Particularités Chaussette de pliage très bien finie
Appréciation du sac
* * * * 
* * * * le top, * * * très bon, * *peut mieux faire
Erwan Didriche (Parapente+)

 

MAC PARA EDEN 6
Cross Country 175

Pilot: Marcus King

Is it a walk in the park for Mac Para’s updated high-end EN B? Marcus King takes a bite

I reviewed the Eden’s EN-C big brother, the Elan, in issue 159 and then flew it for a year in the British comps. The glider gave a comfortable ride but with plenty of performance, allowing me to enjoy the ride home on the goal bus on several occasions.

This year saw the introduction of the latest incarnation of the long-running Eden series. The similarity in looks between this and the Elan are obvious, so would it have performance to match? And would this come at the cost of EN-B ease of use?
 

First outings

I first got my sweaty hands on the Eden 6 during the Kössen testival in early summer. Glider in hand I headed up the cablecar to launch. There I found the wind rather fickle, and as I set up I watched a few rather interesting take-off performances (search 'Kössen Takeoffs' on YouTube and you will find a compilation).

I managed to keep myself out of the video thanks to the easy launching characteristics of the Eden. Doing a forward launch it rose easily overhead with very little control needed to stop it overshooting. A few steps and I was off, heading towards the masses thermalling in front. This easy launch behaviour was repeated every time I flew with the Eden 6.

Taking off from Kössen often involves making a quick decision on which side to find your first thermal; the wind is often on the northerly slope but the sun is on the southerly. Do you go for easy- but-gentle or strong-but-leeside? Spotting a glider climbing quickly in the sun, I threw myself into the lee side.

As I hit the sharp edge of the leeside thermal the wing bit in nicely rather than being kicked back as some older wings do - a sign of the modern nose design Mac Para have used. Once inside, a good dose of weightshift and brakes and I had the wing cranked up. This was not time to explore the handling - what was important was turning tightly to stay in the core till I had ridden out of the lee.

Being on the wing was like coming back home and the family likeness was immediately noticeable. In the rough climb the precise handling of the wing made it easy to keep in the best parts of the lift.

As the summit of the mountain fell away and the thermal widened and smoothed out I could let the turns widen. The brakes have an instant effect and are nicely progressive. The first part of the travel will give a good flat and efficient turn that has obviously been carefully trimmed. It has a similar feel to the Rook 2 in this respect, but I found it a little easier to crank over when the need arose. Like the Rook 2 it has less roll than a Mentor 4 or a Base.

Heading off on glide and feeling right at home on the wing straight away I was able to push into the bigger mountains to the southwest, a range I had always wanted to get up close to in previous years. The wing’s immediate feel of security is a boon as you head into big country. It doesn’t stress you out, instead leaving you relaxed and able to get on with the job in hand.

Heading back I made full use of the bar, which has light enough pressure to use all day. The wing seems secure on the bar, cutting through any turbulence rather than being blocked by it and floating in the lift. There is an absence of any C-handles on the Eden; there is little need for them but you can control the wing by direct pulls on the risers.

The design

Although the Eden and Elan look similar in the air, up close you can see obvious differences in the technology used. The flat aspect ratio has seen an increase over the Eden 5 from 5.6 to 5.91, sitting below that of the Elan that sits above the 6.0 mark. This puts it higher than the Ozone Rush 4 and Nova Mentor 4 but less than the UP Summit XC3 and GIN Carrera Plus. The Carrera Plus and Summit XC3 both have an A/R of more than 6.0 and are arguably aimed at higher-level pilots.

A lot of attention has clearly been lavished on the leading edge, and the construction is a lot more complicated than the previous Eden or the Elan. As you would expect these days there is a sharknose.

On the top surface you will find three seams that are used to create the 3D shaping, an increase from the previous model. This is done to avoid creases in this vital part of the aerofoil. The Eden 6 also borrows technology from the old Magus comp wings and the new EN-D Icon in the shape of the GIN-patented Rigifoils in the centre of the top surface of each cell.

Explaining this, designer Petr Recek said:
“Clean leading and trailing edges are always the key for aerodynamic performance. The Rigifoil gives the Eden 6 a solid leading edge and although it is costly it offers a better glide in accelerated flight. As soon as you go on bar you can feel the difference.” At the back the wing has mini-ribs.

All this technology hasn’t meant a heavier wing. In fact it’s a few grams lighter than its predecessor. The weight ranges have also seen an increase in the top weights.

The line-set has been further optimised and the Eden 6 is a true three-liner, unlike the Eden 5 that had D attachment points coming off the C-risers. This reduction of line and corresponding drag hasn’t come at the cost of wrinkles in the area of the Cs, which Mac Para have managed to keep very clean.

The upper cascade on the new Eden is unsheathed, but as these lines normally lie on the wing on take- off this shouldn’t cause any problems. Paraglider design is all about compromises Petr said: “Even with a lower aspect ratio and safer aerofoils the use of the rigifoils and thinner main lines gives us a better glide when accelerated, over the Elan.”

The risers are thin race-style and use good quality components including Harken pulleys on the speed system. The different risers and sheathed lower lines are coloured, making it easy to see what is what. Some might like the brake handles to be a bit bigger and better padded but I found they fit well in my hands.

Flying Circuits

Back home in the southern Alps I was able to take the Eden out for some circuits. Flying the size 26 right at the top of its weight range (78kg- 100kg) meant I had more authority in the strong climbs. When climbing out from launch though I found myself at no disadvantage in the climbs, emphasising the great climb ability of the wing.

In thermals the Eden 6 gives a good level of information about the position of the core, through the risers, without it being a jittery ride. In fact, everything feels very smooth and calm and you are ushered towards the best lift by a push at your hips. That combined with the precise handling meant I very quickly was able to thermal without particularly concentrating on it, freeing my mind to look at the route possibilities ahead and assessing the general conditions.

The wing is trimmed towards cross country, but that’s not to say you can’t have fun on it. Adding more brake and weightshift brings out its sporty and dynamic side. While the Eden 5 had a good climb, especially in the weaker stuff, it feels like this wing bites into the stronger stuff better and rides the bubbles rather than being knocked back by them.

That feeling is echoed when you go on bar. All that leading-edge technology particularly shines when pushing along lifty lines on halfbar or more. Heading up past St Andre I used areas of convergence to cross from one valley system to another. The Eden felt secure on the bar and floated through the lift rather than being pushed about. Pitching is also well managed and very rarely did I feel the need to use the Cs to control it, despite choppy conditions on some of the transitions. It all adds up to very useable performance.

Facts and figures

Taking the wing out for an early morning speed test in still air gave a trim speed of 36km/h on the Flymaster TAS with a top speed of 50km/h. An increase in speed that is consistent with other wings in the same category.

The Eden 6 seems to have a good degree of resistance to collapses. Flying a 100km circuit on my second flight on the wing on a day when most of the other pilots complained about choppy conditions I didn’t get any collapses. I was flying heavily loaded but still, I was impressed with the secure feeling the wing gave in the rough stuff and even more so that it doesn’t come at the expense of feel.

When approaching clouds big ears were effective, especially with bar applied, at escaping the suck. I found they had to be held in but then they opened again in a fairly leisurely fashion; a quick pump will have them out more quickly. The wing stays stable and calm with them on, with no adverse roll.

Spirals build up rotation quite quickly but are easy to control with the progressive brakes. I found I had to keep pressure on to keep it spiralling, as it wants to flatten out on its own. Exiting is best done by bleeding the energy off over a complete 360 or more as the wing converts energy into lift well, so you could find yourself climbing back into your own wake if you come out too quickly.

With its progressive handling I enjoyed playing with the wing in asymmetric spirals as an alternative descent method with reduced consistent Gs.

Conclusion

The Eden 6 continues the tradition of the series with great performance combined with a secure feeling and refined handling. Petr and the design team at Mac Para have used the latest technology to get the best performance out of the wing without compromising ease of use. Its climbing ability is top level but it is the glide that has seen the biggest improvement, especially in real-life scenarios such as pushing into wind where it seems to float through any turbulence like a high- class wing rather than getting knocked back. This performance puts it up there firmly with the best gliders in the category.

It could be argued that it is a little more demanding of the pilot than its predecessor, but it is still a true EN-B wing that fits alongside its counterparts in terms of skills required as well as performance, without stepping into C territory. Interestingly, Mac Para have now released the Illusion, a lower-end B that further cements the Eden in the higher end of the B class.

The secure ride this wing gives will ease the stress when you find yourself flying through big terrain, making it a great ride for adventurous expeditions. A new lighter version, the Passion, was announced at St Hilaire, and with the characteristics of the Eden 6 I expect this will be a great wing for vol-biv adventures.

In summary, this is a carefully-crafted wing that sits with the best of the class in terms of performance and feeling. The handling is a delight and trimmed to get the best out of lift easily, but retaining a dynamic side when needed. It’s a wing that will happily devour the kilometres without demanding too much of the pilot, yet is engaging enough to put a smile on your face. A firm contender if you are looking for this class of wing.

Marcus King flew the 26 and 28 sizes over 15 hours in thermic conditions at an all-up weight of 100kg- 103kg using an Impress 3 harness and Sup’Air Strike.

Marcus King (Cross Country 175)

 

Report by Ziad Bassil
Mac Para Eden 6-26
(The magical flying carpet)

Pilot: Ziad Bassil

There are many gliders popping out each week/month in every category. It’s very rare to find a flaw in today’s gliders. As a reviewer I always search for those tiny flaws if occurred… But it’s becoming more and more difficult!

Companies are doing their best to give us the best possible and magical flying carpets.

Here’s one…

After test flying Mac Para EN-D, The Icon, here is the Eden 6 in size 26 for a test flight.
I flew the Eden 26 from 93 to 98 all up.
Take off is quite straightforward for a B, despite the high aspect ratio of 5.9, the Eden 6 inflates as a block and very easy without any delays or even shooting forward.
I had some nice flying conditions for three days and I was lucky to fly next to High end B’s all that time in order to feel and see the differences.

What does it feel in the air?

The Eden 6 is a very different glider from the 5th version.
The Eden 6 is tuned for performance flying with an efficient flat turning radius and a nose that searches for thermals rather than bumping into them.

The brake pressure is moderate with a linear response and the Eden 6 could be steered around 35 cm of travel.
The Eden 6 is a fairly agile wing trimmed toward an efficient turn rather than a diving turn.
To be more precise, I think the Eden 6 agility is well balanced between a gentle fun side, and an efficient XC use.
The Eden 6 26 could be flown easily at 90 but I found out that flying it at +75 % of its weight range is optimal (95-96)

Eden6 - Ziad

Climbing ability:

The Eden 6 has similar climbing capability in weak lifts as the Eden 5, which was very good. In stronger lifts the Eden 6 dig through those thermals more efficiently for a better climb.

Gliding power:

Flying the Eden 6 26 in the company of the Swing Nyos M, the Mentor 4 S and the Rook 2 M showed me after many attempts a superb glide angle for the Eden 6 putting it right on top next to the best one in this category!
The gliding at top speed is fully usable and also very competitive like you would expect from the best B’s out there!
The Eden 6 26 at 96 all up has a fast trim speed.
The speed bar pressure is moderate and the gain in speed is ±15 km/h.

Eden6 - Ziad

What are the benefits and differences (Eden 6 over the Eden 5?)?

-Eden 6 needs slightly more active piloting -Glide at trim and at top speed is well improved!
-Efficiency in head wind glides
-Speed

The Eden 6 is as comfortable to fly as the Rush 4.
Big ears are stable and easy. They reopen smoothly by themselves.
Spiraling down is efficient but the pilot must get out hyper smoothly…to prevent a tuck on surges.

Eden6 - Ziad

Conclusion:

The Eden 6 is a new breed of Mac Para gliders. There’s something different in the making.
The glide angle is the best you can get .The climb rate is very good! The handling is pleasurable. The Eden 6 is fast!
For sure, it’s a small step over the Eden 5 in piloting
but ok for an experienced B pilot looking inside the high B category!
There’s indeed something new over here…

Tested and author of the article is Ziad Bassil (www.DustoftheUniverse.com)

 

Report by Jürgen Karthe

Pilots: Jürgen Karthe / Ludwig Krey
Retranslated and slightly shortened by Thomas Baumann

Foreword:

At first it seemed impossible to get a the very first Eden 6 of Mac Para in my hands, but the manufacturer and importer in Germany finally made it possible. Here are our first impressions.

Test Site:

Tenerife - to 9 days in crisp January thermals

Processing and design:

The new leading edge of Eden 6 discloses good performance and the line concept is modern and manageable.
The previous Eden 5 was constructed without 3D Shaping. The new Eden 6 has now an optimized profile with this technique. Compared to its predecessor the projected AR has increased a few decimal values (from 5.6 to 5.91). The line concept too has has been completely revised. The Eden 6 now is now a pure three liner.

Risers / Lines

The Risers are narrow belts and tend, because of the used material stiffness, not to twist. On the belts, the different parts are set off by colored markings. Since the red A-lines are contrasting, you have a perfect overview, lying out the glider and in the preflight check. This is exemplary for the safety. The other few main lines are yellow.

Up to and including the middle gallery the lines are sheathed. The upper gallery lines are made of unsheathed Liros. The line concept is exemplary and we have nothing to criticize.

The handles are made of colored material and do not have a grip strip, a feature that is handy for me. They are not adjustable in width, but fit good over the gloves. Between strap and brake-line there is a vortex, which works fine against twisting.

Eden6 - Tenerife

On the risers there are no C-handles whats how ewer, but pulling on the C works just as good. The accelerator has high quality ball-bearing pulleys, so that the whole construction gives an impression being elaborated and of perfect quality.

The only slight criticism is the push-button to lock the handles to the risers. With sand and dust, it could get quite difficult to close because they are very hard locking. But this also has its advantage: the handles are not inadvertently loosening by themselves.
The maillons of the Eden 6 are made of the known triangle carabineers. The lines are held in place by a rubber.
All in all, the risers are perfect and lead into a truly modern line concept.

The cap:

As mentioned before, the Eden 6 comes now with a leading edge with 3D shaping. The leading edge has been completely redesigned: moderate shark nose and profile reinforcing chopsticks reflect a modern, performance optimizing design. Of course, the Minirips of its predecessor at the trailing edge are there too.
The quality of the production is, typically Macpara, very high. All the sutures are very clean and inside the profile. The trailing edge is stitched with a mylar tape.

The wing can easily be packed.

Another new feature is a supplied wing bag, made of durable materials.

Start:

As mentioned before, the layout of the glider is very clear, so the start pulling the red A-lines - and the filling performance is as easy as can be.
The Eden 6 starts very easily thanks to the shaping rods. He fills evenly over the whole wing and shows no trend to form a rosette. The inflation is pleasantly smooth. The ascent is moderately fast and evenly until the top.
Here the wing shows no tendency to pitch, no matter how strong or how lateral the wind is coming from. A light brake input holds the wing over the pilot.
The start behavior is exemplary and easy. The Eden was started at week and strong winds, as well as in slight crosswind. Even with a slight crosswind the wing can be started straight and then easily turned into the wind. The lift-off speed was rated by us as average to low.

Eden6 - Tenerife

Flight:

First: the feeling in flight gives a the great sense of security, an impression which is known from the Eden 5. Starting with the first "airkiss"
we felt relaxed and well under the wing.
The flights showed a very reliable and subdued track behavior in all axes.
The brake pressures is low and the first impression is "not having any pressure at all" on the brakes, since the brakes have almost 30 percent no resistance. But then the pressure is significantly and progressively increasing. Although it gave the impression - the wing does not have much idle breaks, it brakes up progressively. Here, the entire trailing edge of the corresponding side is hinged. The concept is already known from the previous model. The brakes have no differentiated attachment on the trailing edge.

Because of this progressiveness of the brake, the whole wing appears calm and initially somewhat "sedate". The pilot, however, gets used fast to this behavior and quickly appreciates this positively. As a whole, it produces a wonderfully pleasant flight feeling. The pilot can thereby control the wing in a way as he likes, a quality that is very handy and accommodating for the leisure pilot. Are vehement maneuvers needed, you have to briefly pull the brake up to 50 percent in order to produce crisp and athletic moves. In principle, the wing should, however, be flown without brake input, because in trim speed, the Eden 6 has his best glide - a glide that is very good and and easily as good as the top wings in his class.

It's incredibly fun to fly away with the Eden 6. On glides I arrived mostly higher than I had expected before. The Eden 6 "makes meters". The trim speed I averaged is 38 km/h which is not particularly fast, but the distinctively good glide compensates easily the missing 2 km/h compared to the competition.

The Eden 6 takes thermals very well, does not tend to yaw or pitch back. It is easy even in stronger thermals. The Eden 6 shows the core of the thermal moderately but significantly through the risers. During the subsequent roll in, the wing shifts slightly and you have to support him into it. This by proper input through brake and weight. Also in re-centering the thermals, adjustments with input is necessary, because else the wing tries to straiten out. Also, the thermal flight is very relaxed. Entering the thermal the wing nods only moderately and tends not to undercut. Very fast we got "the feeling for the wing" and could top anytime. After a short time the wing then almost was no longer perceived, as it can maneuver very quiet and precise.
The so-called "diging" showed by the predecessor was no longer detectable in the Eden 6.

Collapse:

The profile of Eden 6 is very resistant to collapse. Still, in the partly rough conditions in Tenerife, it happened. Lateral collapses happen without giving big punches to the pilot. They vanish as fast as they arrive.
Sometimes a collapse was merely heard by rustling. Thanks of the big pressure in the central parts of the wing, it is truly very resistant to collapses. No mentionable tucking after collapses could be perceived, nor was there any significant change of course or a big intervention needed to keep the cap on direction. The opening process was quick and cell by cell, usually without affecting the smooth running of the sail.
The Frontstall across the entire front was unremarkable. The wing reopened quickly and without deformations. There were no complications.

Accelerated flight:

The accelerator of Eden 6 can be operated smoothly and the needed pressure is small. From 40 km/h ground speed we managed a speed increase by 11 - 12 km/h roll to roll. This corresponds roughly to the manufacturer's specification with max. 52 km/h. The wing accelerated flies stable and shows not flapping.
The flat polar of the wing fully accelerated, is very enjoyable. So the sinking speed fully accelerated was only 1.3 meters (average).

Eden6 - Tenerife

Ears:

Big ears are pulled without much resistance from the wing. They are easy to hold and do not "hit". The opening is delayed and uniformly soft - cell by cell.
By pulling the brake, the opening can be accelerated. The decrease of the glide though, is only small - average value was between 0.5 and 0.6 ms. With full acceleration the sink rate came to 2.5 - 2.7 meters.

Spiral Dive:

The Eden & is a feel-good wing. Accordingly, it requires input, if you would like to know him from his athletic side. With weigh shifting and good brake input, the Eden 6 flies sporty and dynamic. These is nothing there to miss!
So the Eden 6 quickly builds a spiral rotation, which can be very well controlled. However, the pilot should be careful with the brakes, because the Eden has a marked tendency to roll out independently. Sink rates up to 10 meters/s were easily to get and to hold. The roll out was easy every time without complication in at least one full circle. It is better to do it in 2 circles, since the wing as described before, has the tendency to roll out independently and then transforms dynamic into high so it can ascend into his own wake turbulence.
The maneuver is although easy to handle. We pilots had a lot of fun, because of the simplicity the maneuver.
B-Stall: was not flown.

Landing:

The really good gliding of the wing requires adjustments, when switching from older wings, as you, in most cases you arrive higher than previously.
Because of its aerodynamic goodness the wing transforms glide beautifully in high, so flaring is a delight and makes a lot f fun, especially because the wing is very stable in its vertical axis. The stall point was with one wrapping at about one arm length. The stalling occurs softly.

Conclusion:

The Eden 6 is a great wing, giving enormous pleasure. Its the "Bird of Paradise" in 6th generation. A switch from Eden 5 to 6 should differ only in the higher performance of the new sail. The new Mac Para Eden 6 has an overall balanced and manageable basic characteristic and provides a great, safe feeling in the flight (fly in peace). Even in turbulent conditions, the wing retains largely stoic and does not detract from the good feeling of flight.
The glide of the Eden 6 is at the top of the current B segment. The manufacturer claims a glide ratio of 10+. This seems to be no dreamy optimism, but is according to our experience, corresponding to the reality.

The Eden 6 is a top modern wing, constructed with value and with a pleasant price/performance ratio.

We recommend the Eden 6 to pilots who fly regularly and often, and have quite a bit of flight practice. Then it does not matter whether you come from the A-Class - or B- or you are just looking for a very comfortable wing for sightseeing. The Eden 6 is designed for longer XC trips.

The Eden 6 should be flown at least in the middle or at the weight limit.

Accessories:

Packsack
1 cells Packsack
1 Multi-Function Tool
1 T-Shirt

Note of our own:

The Eden was flown by us in direct comparison with other cutting edge B-wings within identical weight class. Direct comparisons are difficult, because of the diversity of the pilot skills. But anyhow, there were no differences in performance in gliding and in thermal flights. The 6 Eden underlined his gentle basic characteristic for the target group of leisure pilots. Of course, the described flight experiences are subjective, but they are written to the best of our knowledge and belief. The review is intended solely as a guide for interested pilots. The report was written by feel-good / and cross-country pilots, independent from companies. The test pilots have a long-standing experience with various B-Class wings and are frequent flyers. If you have questions or suggestions, please let us know: "glider (at) freenet.de"

Jürgen Karthe

matériaux

 

Bord d’attaque extrados:Skytex 38 Classic - E25A, 38 g/m2
Bord de fuite extrados:Skytex 38 Classic - E25A, 38 g/m2
Intrados:Skytex 38 Classic - E25A, 38 g/m2
Panneau Inter caisson:Skytex 40 Hard     - E29A, 40 g/m2
Diagonales:Skytex 40 Hard     - E29A, 40 g/m2
Cloison: Skytex 38 Classic - E25A, 38 g/m2
Lignes hautes:Edelrid Aramid/Kevlar
8000U -70 kg; -90 kg; -130 kg
Lignes principales:PPSL 160; 191; 200

 

L’Eden 6 est faite de tissus renommés Skytex 38 Classic de Porcher sports, à la durabilité éprouvées. Les diagonales sont de Skytex Hardfinish E29A. Voilà qui donne à la voile un poids péjoré pour une durée de vie accrue.

spécification

 
Eden 6
22
Eden 6
24
Eden 6
26
Eden 6
28
Eden 6
30
Eden 6
33
Zoom a plat [%]8892.596100104109
Surface a plat [m2]21.5423.7925.6327.8130.0833.04
Surface projetee [m2]18.4520.3821.9523.8225.7628.3
Envergure a plat [m]11.2811.8612.3112.8213.3313.97
Allongement a plat5.915.915.915.915.915.91
Corde moyenne[m]2.462.582.682.792.93.04
Nb de cellules565656565656
Poids [kg]4.654.955.25.55.856.2
Fourchette de poids PTV [kg]*55-7570-9078-10090-112105-130115-145
Vitesse mini[km/h]23-2523-2523-2523-2523-2523-25
Vitesse max [km/h]37-3937-3937-3937-3937-3937-39
Vitesse max (acceleree)[km/h]50-5250-5250-5250-5250-5250-52
Finesse max+10+10+10+10+10+10
Taux de chute mini [m/s]1.051.051.051.051.051.05
HomologationLTF/EN-BLTF/EN-BLTF/EN-BLTF/EN-BLTF/EN-BLTF/EN-B


 * PTV = poids nu + environ 20 kg
(ou pilote +voile+sellette et secours+vetements et accessoires)

 


 

Homologation

Rapport d’homologation
Schock and Load Tests

Strength tests
Strength tests

design

 

 Design Eden 6

 

Custom Special Design

CLICK HERE you can printed special design on paper, or print to pdf. 

 

Skytex range
Value 8/8 is most resistant to UV

 Skytex Blue  Skytex Red  Skytex Yellow  Skytex Lime
 Skytex Orange  Skytex Violet  Skytex Gold  Skytex Bordeaux
 Skytex Black  Skytex White  Skytex Grey  Skytex Bronze

 

 

galerie

 


Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6
Eden 6