EN-C
Intermediate to advanced
Reviews of EN-C class gliders.
Ozone Alpina 5 (MS·S) — An Easy First C-Class Two-Liner
When pilots first step onto a two-liner, many worry about how much the wing will move in rough air. The Alpina 5 asks little of them here. Its glide falls slightly short of the Photon's, but while you are still getting used to two-liners, being able to thermal with an easy mind matters more than that gap.
Supair Savage 2 — A Light 2.5-Liner With Delightful Handling
The Savage 2 suits C pilots who don't want to move to a two-liner, and even more so those who care about brake response and enjoy turning. Its demands on the pilot are close to the Artik 7 P's, though, so it isn't the wing for anyone hoping for a tame, quiet C. At 3.5kg with a compact pack volume, it is also easy to take on expeditions and hike-and-fly trips.
BGD Cure 3 M — An EN-C Two-Liner to Fly at the Right Weight
The Cure 3 suits XC and competition pilots looking for a high-aspect-ratio C two-liner that is comfortable to fly. Miss the top of the range, though, and you lose much of its efficiency, so if your all-up sits mid-range, consider the smaller size.
Niviuk Artik R 2 (Size 23) — An EN-C Two-Liner That Climbs Well
The Artik R 2 suits XC pilots who want high-end C glide and speed without taking on more workload. If lively turning matters more to you, Niviuk's own Artik 7 P may fit better; the R 2 gives up a little of that playfulness for a performance-minded turn and more top-end speed.
Ozone Alpina GT S (65-85) — A Three-Line C for Pilots Who'd Rather Skip Two-Liners
This is a wing for pilots who want to move up to a C but worry about a two-liner collapsing close to the ground. They give up the Delta 5's glide and in return fly rough days with less tension.
GIN GTO 3 — Class-Leading EN-C Glide, With a Little More Workload
This is a wing for pilots who already handle a high C in strong air and want more glide for comps or long XCs. The price is a little more workload than the Photon. If that gives you pause, Gin's own Camino 2 is the alternative.
Ozone Delta 5 (MS·ML) — A C-Class Two-Liner with a Very Solid Structure
A sensible first C two-liner for a pilot with about two seasons on a high B. It is solid and easy to handle, but as Bassil says, it is still a C-class wing and should be flown as one.
Nova Vortex XS — A Light C-Class Two-Liner You Can Step Up To from B
It suits a pilot moving from B to a first two-liner who also wants to cut the weight of their kit. In moving air it falls slightly behind the AR 6.5 two-liners, but if you don't race, a light pack and an easy ride are worth more than that gap.
Skywalk Sage 85 & 95 — A Light Mint With Better Handling
It suits pilots already at home on two-liners who would rather fly the wing directly through the brakes than have it filtered for them. In rough conditions it demands as much from the pilot as the Photon and Lyght do, so it isn't the wing for someone looking for an easy two-liner.
Niviuk Artik 7 P (Size 23) — A 2/3 Hybrid C to Keep Instead of Moving to a Two-Liner
Flying with friends on two-liners, you can stay close on the climbs and keep up on transitions with a little speed bar. If you can accept falling behind on glides into a headwind, it is a C worth choosing to stay on for a long time rather than moving up to a two-liner.
DAVINCI Mambo (S) — A C-Class Two-Liner Best Flown Heavy
The Mambo suits pilots who already handle C-class two-liners well and can load the wing to the top of its range. Flown that heavy, it has plenty of potential for XC and competitions. The cost is the yaw that comes through the harness in strong air, which you won't feel under other C two-liners; a narrower chest strap and active use of the brakes help while you get used to it.
Advance Sigma 12 DLS — A 3-Liner C That's Easy to Step Into From High B
If you fly XC with friends on C-class two-liners like the Photon, expect to fall slightly behind in climbs and to need much more speed bar to stay with them on glide. In return, the wing stays comfortable in strong, turbulent air. For a pilot whose first priority on stepping up to C is settling in comfortably, that gap is worth accepting.
Axis Vega 6 M — An Agile All-Round C-Class Two-Liner
Among C-class two-liners, the Photon is the better pick if glide comes first. The Vega 6 glides less well, but it is fun to work in a thermal, and its ease of flying is close to the Codex and Bonanza 3, so it doesn't ask much of the pilot. It suits pilots who enjoy turning, and anyone looking at the M should first check that they can load it above 100kg.
Ozone LYGHT (MS·S) — An Easy-to-Fly High-End C-Class Two-Liner
For a C-class two-liner pilot choosing between the PHOTON and the LYGHT, glide is not the deciding factor. In exchange for slightly higher brake and B-steering pressure, you get shorter brakes and a wing that is easier to keep on bar in turbulence. Bear in mind that the reference PHOTON MS in this review is a long-brake one, and recent PHOTONs reportedly handle a little differently, so check when the PHOTON you're comparing against was made.
FLOW Mystic S — A C-Class Two-Liner That Handles Better Than the Fusion
A Fusion pilot has good reason to move to the Mystic. The turn and the glide through rough air are better; in exchange, there is more roll to manage and soft tips that fold in turbulence. The tip issue may fade after 20 hours or so, so it makes sense to put 20–40 hours on a new wing before judging it.
Gin Camino 2 (S) — A Calm, Strong-Climbing Light C Two-Liner
For a pilot stepping up from high B to a C two-liner, the Camino 2's calm in rough air takes some of the strain off. In return, the brakes need an extra pull in turbulence, and the reactions are not as dynamic as a Photon's or an Artik-R's. If sharp handling matters to you, test fly it before you decide.
Zoom X2C 95 — A C-Class Two-Liner That's Fun to Fly
If you want a two-liner as easy as a Volt 4 or Bonanza 3 but don't want to give up glide to a Photon, the X2C belongs on your test list. With plenty of energy in the wingover and brakes you can play with even in strong air, it suits pilots who like to throw their wing around.
Mac Para Verve 23 — A C-Class Two-Liner That Glides Well
For a pilot moving from a three-liner C to a two-liner, what the Verve asks you to accept is weak, disorganized thermals. On those days it takes a little longer to hook into the lift and needs more concentration. In even thermals and calm air it gives nothing away to other C-class two-liners. If you like sharp brake reactions, fly the Elan 3 too before you choose.
Nova Codex — A Two-Liner C That Flies Like the Mentor 7
With the Codex you get comfort in rough air, and in exchange you accept moving a little slower than high-aspect two-liners into heavy, headwind air. For a pilot just up from high B and still getting used to two-liners, that difference is easy to live with. If you plan to use the full bar, check on your own wing that the last part of the stroke doesn't pull the B riser along with it.
PHI Scala 2 19 — A Comfortable High-Aspect C-Class Two-Liner
The Scala 2 suits pilots who mostly fly XC on days when thermals give 1m/s or more. On those days it climbs with the best C's, and you get a high-aspect wing's glide with less work in turbulence. If you fly a lot of weak days or care most about light handling, weigh its slower climb in weak lift and slightly heavy steering before choosing it.
Ozone Zeolite 2 GT — A Light Two-Liner That Balances Handling and Performance
This wing suits a pilot who has flown a C two-liner for two seasons and is ready to move to D. Coming from a Photon, the comfort feels much the same, but the brakes get much shorter. Accept that on windy, rough days the heavier Zeno 2 and XC Racer 2 will climb and glide better, and it is a good light wing for hike-and-fly and local comps. It also suits competition pilots who want to step back.
BGD Lynx 2 M — A Light, Agile 2.5-Liner EN-C
It suits a pilot who wants to do both hike-and-fly and XC on one C-class wing but finds a pure two-liner's pack volume a burden. The materials are only moderately light, favoring durability over weight, and as a 2.5-liner it gives up almost nothing in glide. In turbulence you feel every thermal while the wing stays overhead, so it is also worth a look for C-class pilots who care about passive safety.
Skywalk Mint (75-95) — A C-Class Two-Liner for XC in Strong Conditions
With its tight turn radius and direct brakes, the Mint suits C pilots who already know how to keep a wing from diving in a turn. The brake pressure runs a little firm too, which fits pilots who want a solid feel on the brakes. Load it at the top of the range. On the 75-95 at 95kg all-up, it slips through a valley breeze well when you are low; at 90kg it won't do that as efficiently. Even loaded that heavily, it still climbs well in weak thermals.
Little Cloud Urubu King M — An Agile, Uncertified C-Class Three-Liner
With no certification, you can't read this wing's behaviour from a test grade the way you can with other C's, so flying it yourself before buying matters more than usual. It suits pilots who already handle a C-class wing comfortably and want to feel the air rather than have it filtered out. In return, strong thermals ask for good pilot control even by C-class standards.
Ozone Photon MS — A C-Class Two-Liner That's Strong into Wind but Short on Brake Feel
The Photon suits C-class pilots who often have to hang on low in wind while hunting for thermals, and who care more about climb and forward drive than sharp turns. If you're used to direct, sharp brakes like the Zeno 2's, the feel may seem vague, so fly one before you buy. If you already own one and the brake connection feels unusually dull, it's worth having the lines measured, as Bassil did.
Ozone Photon ML — A Calm Two-Liner C That Needs to Be Flown Heavy
To get what the Photon ML offers, you need to reach 104–105kg all-up, with ballast if necessary. Even loaded that heavily, the agility is only moderate and the brake travel a bit long, but in return it stays calm in turbulence and is strong on long transitions on bar. For a C pilot who would rather cover distance comfortably on rough days than enjoy carving turns, that is a fair trade.
UP Trango-X — A 2.5-Liner EN-C That Keeps Up With the Two-Liners
If you're shortlisting two-liner EN-Cs, don't drop the Trango-X just because it's a 2.5-liner. What you take on is workload: it asks for a bit more active piloting than the Artik-R, and the C-risers and speed bar are on the heavy side, so it suits experienced C pilots who enjoy flying the wing on the brakes.
Gin Bonanza 3 S — A Comfortable C-Class Two-Liner That Floats in Weak Thermals
It is an easy C, but it is not a high B. A low-B pilot is better off spending a season or two on a high B before moving to it, while a Bonanza 2 pilot will find it easier than the old wing. It trades a slightly slower entry into strong cores for weak-air climb and comfort, so it suits pilots who often need to stay up on weak days.
SOL LT 2 — A C-Class Two-Liner That Floats in Weak Lift and Glides Well
For a pilot on a three-liner C who wants more climb in light lift and a better glide, the LT 2 is worth a look. In strong air it takes more work than a three-liner C like the Alpina 4, so it suits pilots ready to keep flying the wing actively on rough days. Pilots have different tastes and needs, so demo one before you choose.
Triple Seven Queen 3 (SM) — A Mid-C Three-Liner With Higher Passive Safety
The Queen 3 suits a pilot moving up to a first C from a B such as the Rook 3. It is not as agile as the Q-Light 2 and pushes slowly through rough headwinds, but its pitch stays neutral and induced asymmetric collapses are as gentle as a B's. If you often launch in light wind, go in knowing you will take a few extra steps.
Air Design VOLT 4 — A C-Class Two-Liner That Wants Top Weight
For a pilot stepping from a three-liner C to a two-liner, this is a good wing to try first. Sizing works differently from three-liners, though. Pick the size that puts your all-up weight at the top of the range, and if you plan to switch to a lighter harness later, count the weight you'll lose.
MacPara Elan 3 — An EN-C That's Efficient in Moving Air
If you have flown a C like the Delta 4 or Elan 2 and felt the wing filtered out too much of the air, the Elan 3 is worth trying first. It asks for a bit more piloting, and the C steering is not light, but in return you feel more of what the air is doing and can turn that movement into climb. If you want a C that filters out as much as possible, a more dampened wing will suit you better.
Little Cloud Puffin 16 — A Playful Little Wing for High-Wind Soaring
The Puffin 16 is a wing that a pilot who flies conventional gliders adds to keep flying a low coastal site on days that are too windy for a normal wing. In exchange, your hands are busier than on a normal glider and an abrupt brake input sends it into a quick dive, so it suits pilots who are confident ground handling in strong wind. Even Bassil, used to switching wings all the time, spent two hours kiting before his first launch. If you are new to it, learning it on the ground on a slightly lighter day is the safer start.
SKYMAN CrossAlps 2 — A Light EN-C, Much Calmer Than the First Version
This suits pilots who want a 6.5-aspect C but worry about wearing themselves out managing the wing on long flights. Pilots coming from the first version keep the climb and gain trim glide and comfort, but the big ears become harder to manage. If you rely on ears to come down, check them first on a test flight.
Advance Sigma 11 — A High-Performance C, Calmer Than the S10
The S11 24 suits a pilot who wants to fly a C without being kept busy in the air. Because the wing moves so little, weak lift takes concentration to feel and the feedback is slightly lower than on the S10, so an S10 pilot used to reading the air through the wing may feel a little cut off at first. A lighter pilot choosing the size 22 is in a different position. In strong cores the brakes go light and the wing needs more flying, so it is better suited to pilots who can actively manage a wing in rough conditions.
Ozone Alpina 4 (S·MS) — A Light EN-C That Launches More Easily Than the Delta 4
Choosing between the Delta 4 and the Alpina 4 comes down to launch and handling feel alone. For a C-class pilot who struggles to get the wing overhead on launch, the Alpina 4 is the better fit. A pilot already comfortable on a Delta 4, though, won't find enough of a difference to justify switching.
Niviuk Artik 6 — An Accessible EN-C for XC
The Artik 6 is worth a test flight for any pilot who wants a comfortable C for XC. Line maintenance needs attention, though. The thin Dyneema lines across the upper galleries tend to shrink after a few hours, so Bassil recommends a trim after 30 hours; on a friend's wing the brake lines had shrunk too, and after adjustment the factory black mark sat 6cm above the pulley. Even on a new wing, plan a trim check around the 30-hour mark, and fly it near 85% of the weight range before settling on a size.
FLOW Fusion Light S — A Light EN-C With Superb Handling
This wing suits pilots already flying a C who care most about climb and handling. Strong air still asks for C-level control, but it is easier to handle than the Cure 2 or Artik 5, so it is also worth a look for pilots who want a less demanding C. A new wing comes with the C loops in place, so judge its glide in wind after about 50 hours, once the loops are released.
Ozone Alpina 4 ML — A Top-End C with Delta 4 ML Performance and an Easier Launch
If you are considering the Delta 4 ML, the Alpina 4 ML is worth a test flight too. The performance is the same, the launch is easier, and it is a little more comfortable in turbulence. If you spend a lot of time deep on the bar, though, factor in that it gets harder to push on the second bar. It flew well at 98kg, but if you want more push through the air, load it closer to 103kg.
Supair Savage — A Light EN-C with a Strong Glide and Weak-Thermal Climb
The Savage suits pilots who can put their all-up weight near the top of a size range; if you're between two sizes, the smaller one is the better pick. Its top speed isn't high and narrow cores take practice, but for a pilot who values staying up in weak thermals and going far on full bar, that is a fair price.
DaVinci Tango — An EN-C Three-Liner That's Easy for a 6.3 Aspect Ratio
Pick a Tango size that puts your all-up weight near the top of the range. The climb was still excellent at max load and extra weight helped it push into a headwind, so if you fall between two sizes, test fly the smaller one first.
Skywalk Cayenne 6 XS — Glides Better, Turns Less Sharply Than the Cayenne 5
For a pilot coming off the Cayenne 5, the C6 is a clear trade. Glide at trim and full bar has improved, but the information the wing gives in weak thermals and its turn in tight cores have both dropped. If most of your flying is XC with long glides, the C6 comes out ahead; if you enjoyed climbing in small bubbles with tight turns, test fly it before you buy.
PHI Allegro M — An Easy EN-C Step Up From the Maestro
If you are moving from the Maestro to your first C, a full season on the Maestro first is a sensible lead-in. The Allegro passes on a lot of small movement in the air, so it suits pilots who like reading that information and flying the wing on the brakes. If you would rather have a quieter wing, the more comfortable Delta 4 may suit you better.
Ozone Delta 4 (MS·ML) — A Comfortable EN-C With a Strong Full-Bar Glide
The two sizes feel quite different. The ML at 101kg stayed calm on a rough day, while the MS at 93kg let through much more roll in exchange for better handling and brake response. A pilot whose weight sits between the two sizes can choose by what matters more: calm in turbulence or a sharper turn. For sports-class competition pilots, holding full bar through rough air while steering on the C risers is a real advantage.
Swing Helios — A Light C That's Easy to Handle in Rough Air
A high-B pilot choosing a first C should try the Helios early on. It doesn't wear you out on long flights in rough air, so stepping up a class adds little extra workload. If climbing on weak days matters most to you, though, compare it with other Cs before deciding.
FLOW Fusion M — A Comfortable EN-C with a Strong Glide
This is a wing a good high-B pilot can pick for a first step up to C. In strong air, though, the brakes alone won't always put the wing where you want it, so it's better taken on once active piloting comes naturally. If your weight falls where the two sizes overlap, the S flown near its top weight is worth a look: at 90–92kg it had better brake authority than the M at 100kg and was slightly more agile, it has the same trim as the M, and it still floats well when loaded.
Axis Venus SC (S) — Among the Best C-Class Wings for Glide and Climb
For a pilot just stepping up to the C class, the way this wing moves a little in turbulence may be a burden. A pilot already at home flying C wings in active air takes on slightly more workload and gets strong glide and climb in return, enough for long, efficient XC flights.
Swing Agera RS (SM) — A RAST C-Class Wing With an Outstanding Glide
The Agera RS suits days with wide thermals and strong wind, when the goal is distance. Bassil added that European conditions, with their larger-radius thermals, are far different from where he flies; where narrow cores are the norm, every turn means working the brake again. It makes more sense for a pilot already at home with a C wing's brakes and C risers than for one stepping up to C for the glide alone. If you often land in small fields, find out how it behaves when slowed before you commit.
Triple Seven Queen 2 Light S — A Light C That Cuts Cleanly Through the Air
If you are choosing a light C, this wing belongs on the shortlist next to the Alpina 3 S. It moves a little more in turbulence than the Alpina 3 S and sometimes dives quickly into a turn, so it suits a C pilot already comfortable using the brakes with restraint. In return you get a faster trim speed and a strong glide from a wing of around 4kg; for a pilot who wants one wing for hike-and-fly, XC, and sports-class competition, it is worth flying first.
Gin Bonanza 2 S — An Easy-Flying EN-C with Smooth Handling
When moving up to a higher-aspect-ratio C, the biggest worry is keeping the wing overhead on a rough day. The Bonanza 2 S asks little of you there despite its 6.44 aspect ratio, while its climb and glide keep pace with good C's. It suits pilots who don't want to give up performance for comfort. Its strengths come at the top of the weight range, though, so if your all-up sits mid-range on the S, check your weight before settling on a size.
Niviuk Artik 5 (24) — A Comfortable EN-C That Climbs Well in Weak Thermals
The Artik 5 is comfortable in turbulence and asks little of the pilot, but that comfort alone doesn't make it a good first C. A high-end C pilot who can deal with tip collapses that arrive without warning on strong days, and with a turn that flattens in rough cores, gets the low workload and top-of-class climb in return. Pick the size so you fly near the top of the range. It flies fine at mid weight, but loaded high it pushes through strong-day air better and gives nothing away in weak conditions.
Ozone Alpina 3 MS — Delta 3 Glide With Lighter Brakes
The MS suits a C-class pilot looking for a wing that is easy on the hands over long XC flights. The trade-off is that it tells you less, so a pilot used to something like the Cayenne 5 will have to work harder to read very weak lift. If your all-up weight sits near 85kg, at the top of the S range, the S is worth considering. It gives up little in trim speed and glide, and its handling is sharp and agile.
Triple Seven Queen 2 SM — A C-Class Wing That Turns Tight and Climbs Fast
Size the Queen 2 so your all-up weight sits at the top of the range. It gives away a very slight edge on bar to the Sigma 10 and Delta 3, but for an XC pilot who cares more about turning tight in small thermals and climbing fast in strong cores, that is a gap worth accepting.
BGD Lynx M — A Light Mid-C with Smooth Handling
The Lynx suits C pilots who would rather fly long and comfortably than squeeze out the last bit of performance. It gives up a little to the Delta 3 and Sigma 10 on accelerated headwind glides, and in return takes less effort than the Cayenne 5 XS in rough air. Bassil found its best weight near the top of the M's range, so pick the size that puts your all-up weight in the upper part of the range.
Gradient Aspen 6 (24) — An Efficient EN-C with Fair Handling
The Aspen 6 asks for more active piloting than the easy Sigma 10, or even the Delta 3. A pilot who handles a wing well in turbulence can get a slight edge in efficiency from it; a pilot looking for a relaxed C will be better off on the Sigma 10 or Delta 3. Bassil didn't fly the 26, and expects it needs to be loaded at the top, 105kg or more.
ADVANCE Sigma 10 — An Unstretched Aspect Ratio and a Reworked Structure
A good B pilot with about two seasons on their wing could make the Sigma 10 their first C. It stays comfortable in active air and the speed bar is easy to use, which suits pilots who want to go far on strong thermal days. The trade-off is weak lift below 0.5 m/s, where a wing like the Cayenne 5 floats slightly better.
Dudek Colt 2 S — A Comfortable Mid-C with Long Brakes
For a pilot after a comfortable mid-C, there is little to complain about in climb, glide, or build. The cost is the long brake travel. If much of your flying means turning tight in small, strong cores, fly one before buying and check that the brake travel suits you.
Mac Para Elan 2 (24 & 26) — A Comfortable C with a Fast Trim
A pilot coming off the Elan 1 can move to the 26 without stepping up in skill, though it will probably ask for slightly more active piloting. Load the 26 close to 102kg: it cuts the pitch back on thermal entry and will probably sharpen handling that is otherwise only average. The 24 turns better and reads weak lift better, in exchange for a more dynamic character.
Ozone Delta 3 ML — A C-Class XC Wing That Stays Comfortable in Rough Air
Pilots coming from the Delta 2 should know what they are trading. They give up some sensitivity in very weak lift and some of the Delta 2's brake feel, and gain comfort in rough air and glide on the bar. For pilots who often fly long XC days in rough conditions, the gain outweighs the loss; for those who spend a lot of time hanging on in weak air, it may leave something missing.
Supair Taska — A Comfortable C for a 6.35 Aspect Ratio
The Taska suits a pilot who wants a 6.35 aspect ratio C but doesn't want to be working the wing constantly in rough air. In strong conditions it asks slightly more than a Delta 2, and its trim speed is a little slower than a Cayenne 5's. If you like windy launches and playing around on soaring sites, the fun of the handling will probably count for more than that difference.
UP Trango X-Race SM — A High-End C That Runs With the Best 3-Liner Ds
Its performance is compared with 3-liner Ds, yet it is certified high-end C, so it is worth a look for skilled pilots who want racing performance without leaving the C class. In return you accept a slightly stiff second bar and slightly heavy C steering, and if your top-landing habit is a slow approach on deep brakes, this wing asks you to be careful. On a new wing, check the brake length before the first flight.
Skywalk Spice XS — A Light C That Stays Close to the Cayenne 5
Pick the Spice over the Cayenne 5 and you get lighter gear and easier light-wind launches, but you accept a wing that pitches back as it enters thermals. In strong conditions it needs more active piloting than the Alpina 2, so it suits pilots who already fly a C better than those looking for their first one.
Air Design Volt 2 SM — A Moderate-Aspect-Ratio EN-C That Climbs Well in Weak Air
Bassil always puts climb ahead of glide: it is better to arrive 10m lower, comfortable and still flying, than 10m higher and miss the low save. The Volt 2 SM fits that priority, so a pilot moving up to C who often has to climb out from low on weak days should put it near the top of the list.
BGD Cure — An Easy C-Class Three-Liner at Aspect Ratio 6.75
For a pilot who already handles the Base with ease in varied conditions, the Cure is a natural next step. Despite the 6.75 aspect ratio it launches easily and moves as one piece in rough air, so the jump in aspect ratio asks little extra. If the Base still isn't comfortable in varied conditions, more time on it is the better choice.
Skywalk Cayenne 5 XS — A Well-Balanced C for Experienced Pilots
For a pilot moving up from a gentler C such as the Alpina 2 or Delta 2, this is worth flying before going straight to a Triton 2 S or Trango XC 3. It glides slightly better than the Alpina 2 at trim and asks less of the pilot than the Triton 2 S. Pilots coming from the Cayenne 4 should expect to fly it a step more actively in strong cores.