Niviuk Artik R 2 size 23

NIviuk Artik R 2 size 23

I have already flown all Artik series, from the first one to this year's 2025 model, and now I have the Artik R 2, the new release two liner EN-C glider from Niviuk.

In this review, I will describe the glider and highlight the differences between the Artik R1 and R2, as well as the Artik 7 P, a hybrid released in 2025.

The Artik R2 construction and details are flawless, just like Niviuk's latest models. With a very nice manufacturing process, it looks clean, like a Swiss watch. Or should I say like a Spanish Andalusian Flamenco :-) To stay close to the origin ;-)

The glider invites you to fly it, just by looking at it. The outer bag and the small details are elegant. 

The A-R2 has an aspect ratio of 6.5, and even in no wind, it requires a steady but smooth pull if you lay it properly. In a 15 km/h wind, the launch is also smooth, but you feel that the Artik R2 doesn’t rise as a block; it needs a controllable but easy and smooth touch to get that structure above your head, especially if the breeze at the take isn’t steady. It stays within the C class in launch control. 

The structure is different from the first Artik R version. There has been a high amount of work inside that glider, and it feels that way. It feels more compact, but in like three pieces. Let me explain: It doesn’t feel like one whole block, like some stiff, high-end C gliders. It feels more like three stiff parts working together.

The take off is immediate at 92 all up on the size 23, which has a range of 75-95 all up.

First, the brake travel is short and a bit firm. The A-R1 had longer brakes. The A-R 2 has shorter ones, which are direct but have a performance radius. I think it is pretty logical to make such a turn if you are going to use that glider in XC. Otherwise, you can get the A-7 P, which has slightly more dynamic and joyful characteristics, as well as quicker turns.  Saying that the A-R 2 has a precise brake and good authority for the pilot, a bit better than the Artik R-1, especially in strong air. You can turn it with 10-15 cm in all conditions. However, lowering a bit to 20-25 is doable, but a bit harder under pressure. 

Climb rate:  I think the best feature of the Artik R-2 is its climb rate. I think it's brilliant. In weak, and in strong, the A-R2 shoots quickly upward! In my C comparison, I think the rate of the climb would be at the top Cs of

Today's Gliders. 

Stability: In strong air, the old AR-1 structure moves within itself. The new A-R 2 shows a significant improvement over the first version. While it still has some minor movements, it is more taut than the previous version.

In turbulent and intense conditions, the A-R 2 is a different beast from the first version. It is a step up in feeling like positively flying in a higher class without the workload.  

Glide: We did some long glides with a Photon of the same size and load. Perhaps the A-R2 has a 0.25 km/h lower trim speed, but at full bar, it is as fast as, or possibly 0.5 km/h faster than, the Photon. The glide at trim and top speed is within the top 5 of the C category. 

While pushing the speed bar, which has moderate pressure, the B handles are efficient, not hard to control, have good pressure, and are easy to use overall. 

IMHO, the A-R 2 in size 23 is best flown near 92-93. I think after a few more hours, that glider will settle, and you can load it to 94 and stay connected with all its features.

My C comparison will be shortly updated for small details.

Conclusion: More compact than the A-R1, better coordinated handling for performance gain in a turn. Relatively easy/moderate for a 6.5 AR glider. Has much top-end speed. Easier to fly than a few high-end Cs.

OZONE Alpina GT S (65-85)

Ozone Alpina GT ( The Yogi) 

Ozone introduced the Alpina GT, a three-line concept with a six-to-one aspect ratio for 2025. Many pilots ask why.  There’s the new two-liner Delta 5, and also later, the light Alpina 5 will emerge. 

So, why go to a three-line concept? Not even a hybrid! Perhaps a little at the last 2 meters. Who is this glider for? 

Let me explain the Alpina GT in full detail. 

The glider has a lightweight construction, weighing around 4.25 kg. The risers are traditional, rigid webbing risers and a bit heavy. Perhaps, Ozone may offer a lighter riser option.

Launching the Alpina GT S size 65-85 at 83 is super easy. Straightforward and calm.

In the air, with the F-Race2, the brake travel is moderate in length and reacts promptly to steer the glider. I can describe the turn as flat, super smooth, agile, while being tamed at the same time. The Alpina GT doesn't dive in turns. The Alpina GT S size requires a slight, steady pull on the brakes when turning because it will flatten even more. Overall, I can describe the turning abilities as having high smoothness and being easy to steer.  It is very forgiving if you pull the brake line a bit lower when needed, sometimes. 

The climb rate in weak air is perfect and similar to that of the Alpina 4, which was excellent.  One day, we experienced strong conditions at our lower site, with some north-east wind blowing in. That made for a tough day flying. While high B gliders experienced some collapses, it was a good workout for us to maintain our gliders overhead. Under the Alpina GT, I managed to keep that glider open and never experienced a collapse in those not-so-friendly environments. I got 7.2 m/s thermals on the lee side! You can imagine what strength this one has! While keeping that glider well inflated, I was super relaxed under the Alpina GT! 

And somehow…I was psychologically happy, because under these rough conditions, you think:

’If it collapses while I’m low, I think it will be easier to manage it.”  Or, on a two-liner, from higher classes, you think, “ If it collapses, while I’m low, I think it will be hot to manage it.”   

That is a logical behavior of pilot instincts. That’s why OZONE chose to keep the Alpina GT on the menu. It's for those critical moments when you need to fly a C-class glider, but without the stress. 

The internal structure is stuck together firmly and gives an impression of high passive safety, much like any(tamed) High B glider! 

That’s how I felt underneath that glider.

There’s an important matter that I'd like to discuss with you.

Suppose any manufacturer wants to push the limits of any type or class of gliders, whether it's a two liner or a three liner….Wouldn’t they strive to take the concept to its extreme, staying within certification while also being competitive and delivering a flyable glider that aligns with their image and understanding?

This is too much to acheive for any manufacturer, and yet they are pushing. 

What if it were to deliver one glider without that stress? A refined concept. Wouldn’t they provide a smooth, “balanced" glider? That’s the Alpina GT.

A C-class glider for everyday use, for Alpine conditions, with some 80 hours of experience for pilots.  Grass for the needy ;-) 

Now, some pilots would ask: So why should I buy that kind of C if I can get a high B? 

Answer: Because of the difference when gliding in a difficult airmass facing a valley breeze, that C will push you slightly further than some high B’s and will react as a higher class should   (even slightly) 

I will surely also get that question: What are the differences between the Artik 7 P S and the Alpina GT S ?  (Both 65-85 weight range)

Answer: The handling and braking authority on the A7 is short, linear, firm, and super direct. The Alpina GT handles very well, with slightly longer brake inputs and softer reactions. But still very agile.

The inside structure feels tougher on the Alpina GT and more compact. In moving air, the A7 P communicates by rolling 30 % more than the Alpina GT. I like the A7 P for its intuitive, direct handling and dance feel, but I also had a lot of fun flying effortlessly in the Alpina GT in those rough conditions. It's like driving a BMW Z4 (A7-P) versus a Mercedes E-Class (Alpina GT).   

Gliding: Don’t expect to match the glide of the 2-line concept Delta 5.  But I understand that a pilot buying an Alpina GT is not aiming to compete in the serial class, for example.  He will choose, for that matter, the Delta 5 or the Photon. 

The top speed is around 15 km/h over trim…Ears are stable. They do not open automatically and require pilot intervention. 

 The B/C system works perfectly to stabilize the glider overhead when the speed bar is pushed. Not as 2 liners, but close enough. 

Induced collapses are easy to reopen and have a soft feel. 

Conclusion: 

The Alpina GT targets pilots who don’t want to venture on a two-liner, and believe that this three-line concept has already been tested and validated for over 10 years. I can assure you that those pilots will get what they hoped for in terms of passive safety, good performance, nice handling, and overall a smiley face at the landing zone.  Happy flights, 

GIN GTO 3 (ttwienada) (go-seongneung) in Korean ;-)

GIN GTO 3  (ttwienada) (go-seongneung)  in Korean ;-)   

When I was in France at the Coupe Icare, I met Mr. Gin for a meeting to discuss future GIN products. Gin was very excited about the GTO 3, as his goal was to achieve the best performance from an EN-C glider, particularly at high speeds. 

And after seven months, I was able to purchase the GTO 3. 

Wave leading edge on that design with quite a few thin lines. Lying it on the ground showed me an elegant construction. The leading edge is made from Dominico 30DMF 41g², and the rest of the upper surface is made with Myungjin, MJ29MF 29g², as well as the lower surface. Lines are a mix of Edelrid lines. 

Launching the GTO 3 requires a steady pull in nil wind. It comes up slowly, but evenly. In stronger air above 20 km/h, it rises quickly and needs a good dab on the brakes to keep it above your head, as all high-performance gliders do. 

I have flown the GTO 3 size S (80-95) from 91 to 97, to understand that my best feel was near the top at 94,95. 

I took my time with the GTO 3, as I was intrigued by its performance and usability. So, after some time flying it in different areas at 95 all up, here’s my personal opinion about it.

Let's first talk about the handling. The GTO 3 gave me a different feel in various conditions, and that's what I'm sharing.

In the air:

When conditions are moderate, with acceptable or mild turbulence, and no wind, even with 3 m/s thermals, the agility and brake authority are excellent under the GTO 3. The pressure on the brakes is slightly on the moderate side in those conditions, and the reactivity of the brakes allows the pilot to control, feel the pressure, and guide the glider through the air.  

In those specific conditions, the GTO 3 has the upper hand over the Photon and Lyght in terms of handling, thanks to its precise and direct control. 

Now flying it in rough air, in windy days, even at 95 all up, the feel is a bit different. My first feedback changed slightly after some strong days flying it...Sometimes, it was a bit reluctant to turn immediately as it did in mild air. However, the feel of the brakes is still present, and they control the glider flawlessly above the pilot's head, keeping it in line. It just needs a bit more time to settle (in turbulent thermals), and then you can push the brakes to turn it. While doing that self-settlement, the GTO 3 keeps pushing forward and up! I will comment on that behavior later on performance. However, in turbulent and strong air, it needs a skilled, high-C pilot to keep it at bay. Of course, it is not a Bonanza 3. 

Climb rate:

During my time test flying it, I have read comments from fellow pilots and listened to my friends' opinions. My feeling about the GTO 3 is that it has the edge in climb in the C class. But I will surely explain what I mean.

On a day with light 1m/s to 2m/s thermals, when flying the GTO 3 next to my friends on their same-size Photon/Lyght and with an exact load of 94 over 95, I sensed that the GTO 3 gave me the magical power to achieve a floating edge through a difficult airmass. It was always easy to surf upward!. While the actual two-liner C will take some time to dig through in those light conditions, the GTO 3 is a half step up. But that also has its price…later… ( I’m trying to make some suspense :-) 

On stronger air and windy days, the climb rate appears similar to that of the Photon. 

Gliding:

The GTO 3 has the best glide of any EN-C glider to date. Period. I have tried and tried and tried. There’s a slight edge in glide at trim and at half bar. Perhaps at full bar I can say it's very close to the Photon. But at trim, half bar, I had a slight edge. All my friends confirmed my thoughts upon those glides.

For me, gliding under the GTO 3 felt like another step up in moving air. It always goes in (dolphin-mode). It is more like throwing a flat, rounded stone horizontally into a lake. The feel is like that. It jumps upward and forward. At least it's how I felt…

Usability:

Everything in this life has its price. While having the best glide and climb, after flying it in all conditions, the GTO 3 is also a slight step up from the Photon. Not much, but still needs some + 10 % pilot load, especially in strong air. Because the leading edge keeps searching up and forward, and the pilot needs more time to understand the balance between letting it fly and holding it a bit. A matter of trust, I think that comes with time... The homogeneity and solid structure (feel) are similar to an EN-C class. Still, the pilot demand in strong air feels somewhat closer to its older sister, the GTO2, rather than the Camino 2, if I remember correctly. However, the GTO 3 is certified EN-C and will logically behave accordingly within that box. 

The top speed is around 17 km/h on that model I have here. Ears are best done with outer B’s, with acceptable sink for that class. 

While on the bar, the pressure on the B handles is on the firm side. They can control the glider well, and with time, after understanding the glider's behavior, this feature will be highly more efficient. 

Conclusion:

An exceptional glider. I never had any collapse so far, perhaps because I was always controlling it, and waiting for it to settle before making my moves.

 The eye-opening glides, the low saves, and the handling are from a class above. You will ask me if it has the glide of a Zeno 2…I know..you will…So I don’t think that when pushing the speed bar headwind, it will. But somewhere between the Photon and the Zeno 2. Perhaps you will also ask if it needs pilot control like the Zeno 2?  No, less. Again, between the Zeno 2 and the Photon.

So?  How are You? Are you looking for an A-class glider with Boom performance? C’mon…Let's face it. 

The GTO 3 has everything a good C pilot needs to win comps and fly the longest XC without complaint. A flawless dream glider that requires a good pilot to extract those performances. 

It doesn't need too much for a high-C-class glider, but it still demands respect.

If you’re in doubt, there’s the excellent Camino 2, which doesn’t lack anything! 

Otherwise, the GTO 3 awaits you passionately.