in this test, and all deformation was elastic). Applying a standard aviation safety factor of 1.5, the
Condor should never be flown so as to allow for the possibility of more than 590 lbs (268 kgs) total
load. This represents a limit load factor of 2.3 G’s at the maximum recommended pilot weight, and
requires that maneuvering speed be limited at 24 mph.
Notes on Condor Set-Up and Tuning
The Condor comes configured with a two-position xbar sweep wire. (Two tangs are attached at the
end of the sweep wire.) This allows for a looser and a tighter billow setting. The looser setting
provides a slight increase in roll response, but reduces the glider’s inherent tendency to track in a
straight line, lowers the glide ratio and raises the stall speed by as much as 1 mph. The tighter setting
makes the glider more likely to track straight, improves the stall speed and glide ratio performance,
but reduces control authority somewhat.
We recommend the tighter setting for straight flight in true calm air conditions or light winds which
are extremely smooth. (These are the optimum conditions for the use of this glider). The looser
setting may be more appropriate in conditions where thermal activity of wind gusts may require the
student to make corrections to maintain directional control.
When setting up and breaking down the Condor, be aware of the fact that it utilizes a very light
structure, with very long frame members. Take care not to exert bending loads on the keel, and to
keep the keel as much as possible in plane with the leading edges. We have found it helpful to erect
the kingpost and attach the top rear wire before spreading the wings during set up as this adds stabil-
ity and support to the keel. (The wire must then be detached and re-attached after the xbar sweep wire
is attached.
Please note that there is a webbing loop on top of the sail at the trailing edge. It is
intended that the top rear wire be passed through this loop, in order to support the reflex in the rear
of the keel pocket
.) This will also prevent the kingpost top from being wedged behind the crossbar as
the wings are spread, which otherwise has a tendency to happen.
Inserting the battens is best done with the xbar not tensioned. The longest battens will tend to catch
behind the leading edge. Sometimes you can pull the batten out slightly, fluff the sail upwards and re-
insert the batten, and it will clear the leading edge. Sometimes you will need to go to the front of the
batten and lift it over the leading edge tube.
The plug-on number one battens are bent in order to better match the curve of the sail. The shorter
segment is the front, and when installed properly, the batten should curve downwards towards the tail
like a normal cambered batten would.
During breakdown, take care when folding the wings in that the crossbar center does not drop down
between the keel and leading edges, and become wedged there as the wings are folded in.
If you are short-packing the glider (removing the rear leading edges) for transport, take care
w
hen re-
installing them for set-up that they are installed in the correct side, with the proper orientation, and
that the slots in the rear leading edges are fully seated and locked against rotation.
