The new glider was designed by a group - János Balogh, Jenő Kapuvári, Béla Pusztay, Gusztáv Sónyi, dr. Károly Szomolányi - headed by Árpád Lampich. They were supported by the factory, which provided draughtsman work. The organizer of the whole project was dr. Károly Szomolányi.
Preference was given to a metal structure because of the lack of quality timber in Hungary. Another factor was the consideration that a metal structure is more suitable for serial production. Moreover the factory had gained certain experience with metal aircraft structures during the war, as well as there was a residuary stock of light metal sheets and bars from the wartime aircraft production. As at those times there was no way to get of the small quantity of the required special quality steel tubes for the fuselage main frame which the wings connected to, a discarded Air-Cobra fighter's landing gear strut was used to build the main frame.
The construction of the glider, supported by the factory, commenced at the spring of 1950. The project was supported financially by the Hungarian Aeronautical Association (MRSz) as well. The Győr-2 was the first all-metal glider built in Hungary.
The glider first flew in June 18, 1951. The handling characteristics were good at all speed ranges, however when rolling on the ground the ailerons' effectiveness was not satisfactory. The wheel, located well forward of the c.g., contributed to this ineffectiveness. With 28 kg/m2 wing loading the gliding ratios measured were between 37 and 40,6 at gliding speeds of 76-83 km/h. After the initial test flights the glider was moved from Győr to other airfields, however further tests progressed very slowly. By 1952 the glider had become worn and finally was moved back to Győr. The group started a general overhaul as well as modifications on the glider. The flaps and the control mechanisms were modified. The span of the ailerons was increased and the position of the wheel was changed to a location behind the c.g.
After the modifications the glider's performance was checked by comparison flights with the R-22S Június-18. These tests had shown that the gliding ratio of the Győr-2 surpassed that of the R-22S by 32 % at 80 km/h gliding speed and by 63 % at 110 km/h gliding speed. At that time the Június-18 was the best Hungarian performance glider.
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The Győr-2 was not certified at this time as the opinion of the aviation authorities was that the materials used might be corroded and the glider is not suitable to safe flying. Finally, after the Aircraft Department of the Technical University of Budapest had approved the glider's documentation, and the structure of the glider had been examined by a committee, an airworthiness certificate was issued.The glider was modified again in 1954, when a new, more streamlined canopy was fitted.
In 1956 performance measurements were carried out on the glider by the Aircraft Department of the Technical University of Budapest. The in-flight measurements were done by Dezső Györgyfalvy (who later became known because of the performance measurements of the Horten-IV glider). Unfortunately this program was not fully concluded. However the results collected during test flights with flap settings of -3, 0, 10, 20 and 30 degrees, had shown a best gliding ratio of 36,8 at 92,5 km/h gliding speed, a gliding ratio of 26,7 at 120 km/h gliding speed, and of 17,7 at 150 km/h gliding speed. Unfortunately the glider was seldom flown and no outstanding flights were recorded. The glider was not fitting into the future development plan of the MRSz, and did not get keen support. In 1957 Nándor Opitz had flown a national speed record of 69,44 km/h with the glider over a 100 km triangle course.
In 1957 the glider was overhauled and in 1958 it had been moved to the Central Workshop of the MRSz, where it was stored and finally discarded. The tools for serial production of the glider, which had been completed at Győr, was delivered to the MRSz as well, however no any other glider was ever built.
The glider was certified for cloud flying and spinning, but not for aerobatics.
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