Gin Condor2 User manual
v1.0 March 2022
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
!"
#$$$%#&
Gin Gliders reserves the right to alter or add to the contents of this manual at any time. You
should therefore regularly visit our website:
where you will find additional information relating to your powered paraglider and any
changes to the manual. The date and version number of this manual are given on the front
page.
© Gin Gliders Inc
The reproduction of this manual, including the partial reprint (with the exception of short quotations in technical articles), regardless of how or by
what means, electronic or mechanical, this is done, is only permitted with the express written permission of Gin Gliders Inc.
The data and information contained in these documents are subject to non-binding changes and may be changed without prior notice. The
provision of this manual does not claim to be the descriptions of the goods, names of use and trade, and other intellectual property.
Page 2
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Thank you ...
… for choosing Gin Gliders. This user manual contains important information for the use and
maintenance of your paraglider. Detailed knowledge of your glider and equipment will help you to fly
safely and make the most of your flights.
The manual complies with the DGAC airworthiness and forms part of the certification. There are no
special flying procedures and / or configurations apart from those detailed in this manual.
Your GIN paraglider has been designed to meet all safety and regulatory requirements. These
requirements also include the need to familiarise yourself with this user manual and the information
and instructions regarding safety, equipment and service prior to the initial commissioning. These
operating instructions must be fully read and understood before the first flight.
If you have any further questions about these operating instructions, please contact your GIN dealer
in the first instance, or Gin Gliders directly.
We wish you exciting flights and always a safe landing.
Your GIN team
Page 3
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Contents
Gin Gliders website 7
Gin Gliders and the environment 7
Respect for nature and the environment 7
Environmentally-friendly recycling 8
Safety advice 9
Safety notices 9
Liability, warranty exclusion and operating limitations 9
Liability and warranty exclusion 9
Operating limitations 10
Before the first flight 10
Trike 10
Harnesses 10
Reserve 11
Weight range 11
First flight 11
Preparation for launch 13
General warnings and advice 13
Material check 13
Pre-flight check 13
Start check 14
Launching 14
Trike start 14
Launching with back engine 15
Reverse launch 15
Additional tips for take-off 16
Knots or loops in the lines 16
The initial climb-out 16
Engine-induced oscillations 16
In-flight characteristics 17
Cruising flight 17
Normal flight 17
Accelerated flight 17
Turning 18
Active flying 18
Rapid descent techniques 19
Spiral dives 19
B-Stall 20
Big ears 20
Page 4
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Landing 21
Landing with standing propeller 22
Landing with trailing throttle 22
Additional information for motorized flying 22
Dangerous situations 23
SIV / Safety training 23
Material stress 23
Canopy Collapses 24
Asymmetric collapses 24
Cravat / glider wrapped around lines 24
Symmetric collapses (Front stall) 25
Types of stall 25
Deep stall (parachuting, stable stall) 26
Full stall (dynamic stall) 26
Spin 27
Other tips for dangerous situations 27
Cascade 27
Emergency steering (rear riser steering) 27
Flying in the rain 27
Advertising and adhesives 27
Overloading 28
Sand and salt air 28
Storing the paraglider 29
Packing the paraglider 29
Rucksack 30
Storing and transporting the glider 30
Care 31
Ground handling 31
Fabric 31
Lines 32
Rigid construction 32
Cleaning 32
Maintenance 32
Type designation 32
Regular inspections 33
Lines 33
Inspection periods 33
Validity of inspection 34
Repairs 34
Gin Gliders workshops 34
Small repairs to the glider 34
GIN quality and service 35
Page 5
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Glider categories and guidelines 36
Glider category 36
DGAC certification 36
Description of flight characteristics 36
Suitability for training 36
Free Flying 36
Towing 36
Tandem powered paragliding 36
Aerobatics 36
Description of pilot skills required 37
Target group and recommended flying experience 37
Normal flight requirements 37
Requirements for incidents and quick descents 37
Manufacturing and delivery 37
Overall illustration 38
Technical data 38
Riser and speed system 39
Riser 39
Riser diagram 39
Riser lengths 40
Trimmer 40
Line system and brakes 40
Line system 40
Brake line adjustment 40
Factory setting 40
Incorrect adjustment 41
Line layout 43
Materials 44
Glider details 45
Pilot details / Proof of ownership 45
Inspections and repairs overview 46
Notes 46
Addresses 47
Page 6
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Gin Gliders
In forming Gin Gliders, designer and competition pilot Gin Seok Song had one simple dream: to make
the best possible paragliding equipment that pilots all over the world would love to fly - whatever their
ambitions.
At Gin Gliders, we bring together consultant aerodynamicists, world cup pilots, engineers and
paragliding school instructors, all with one goal: creating better paragliders.
We’re a “hands-on” company that puts continuous innovation and development at the centre of
everything we do.
At our purpose-built R&D workshop at the head office in Korea, we are able to design, manufacture,
test-fly and modify prototypes all in a matter of hours. Our international R&D team is on hand both in
Korea and at locations worldwide. This guarantees that your equipment has been thoroughly tested to
cope with the toughest flying conditions.
Our own production facilities in East Asia ensure the quality of the finished product and also the
well-being of our production staff. Our facilities are independently certified to AS9100C (Aerospace
standard) and also to ISO 9001:2008.
We believe that the product should speak for itself. Only by flying can the pilot understand the wing
and develop trust and confidence in it. From this feeling comes safety, comfort, performance and fun.
The grin when you land should say it all!
Gin Gliders website
Gin Gliders has a comprehensive website, which provides additional information about the Condor 2,
any updates to the manual and many other issues related to powered paragliding.
On the Gin Gliders website, you will find an extensive range of accessories for your powered
paraglider and other useful products.
You will also find links there to other services and websites:
●Gin Gliders Shops
●Facebook, Twitter & youtube
These websites and their content are provided for your use. The content of Gin Gliders websites has
been made available for your use on an “as is” and “as available” basis. Gin Gliders reserves the right
to alter the websites at any time or to block access to them.
Gin Gliders and the environment
Protection of the environment, safety and quality are the three basic values of Gin Gliders and these
have implications on everything we do. We also believe that our customers share our environmental
awareness.
You can easily play a part in protection of the environment by practising our sport in such a way that
there is no damage to nature and the areas in which we fly. Keep to marked trails, take your rubbish
Page 7
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
away with you, refrain from making unnecessary noise and respect the sensitive biological equilibrium
of nature. Consideration for nature is required even at the launch site!
Paragliding is, of course, an outdoor sport – protect and preserve our planet’s resources.
Gin Gliders gives consideration to the entire lifecycle of its paragliders, the last stage of which is
recycling in an environmentally-friendly manner. The synthetic materials used in a paraglider must be
disposed of properly. If you are not able to arrange appropriate disposal, Gin Gliders will be happy to
recycle the paraglider for you. Send the glider with a short note to this effect to the address given in
the appendix.
Page 8
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Safety
Safety advice
Paragliding demands a high level of individual responsibility. Prudence and risk-awareness are basic
requirements for the safe practice of the sport, for the very reason that it is so easy to learn and
practically anyone can do so. Carelessness and overestimating one’s own abilities can quickly lead to
critical situations. A reliable assessment of conditions for flying is particularly important. Paragliders
are not designed to be flown in turbulent weather. Most serious accidents with paragliders are caused
by pilots misjudging the weather for flying.
Paragliders are subject to specific guidelines for air sports equipment in each country. They must
not under any circumstances be flown without a valid certification. It’s your responsibility to know and
observe the regulations of the region where you fly. Independent experimentation is strictly
prohibited. This manual does not replace the need to attend training at a paragliding school.
The manual must be passed on to any new owner if the paraglider is sold. It is part of the
certification and belongs with the paraglider.
Observe the other specific safety advice in the various sections of this manual.
Safety notices
Safety notices are issued when defects arise during use of a paraglider which could possibly also
affect other gliders of the same model. The notices contain instructions on how the affected gliders
can be inspected for possible faults and the steps required to rectify them.
Gin Gliders publishes on its website any technical safety notices which are issued in respect of GIN
products. The paraglider owner is responsible for carrying out the action required by the safety notice.
Liability, warranty exclusion and operating limitations
Use of the paraglider is at the pilot’s own risk!
The manufacturer cannot be held liable for any personal injury or material damage which arises in
connection with Gin Gliders paragliders.
Pilots are responsible for their own safety and must ensure that the airworthiness of the glider is
checked prior to every flight. The pilot should launch only if the paraglider is airworthy and must
observe the relevant regulations in each country.
In terms of the warranty and guarantee conditions, the paraglider may not be flown if any of the
following situations exists:
●changes of any kind (incl. paraglider design or changes to the brake lines beyond the
permissible tolerance levels)
●incorrect repairs to the glider
●the inspection period has expired, or the inspection has been carried out by the pilot
him/herself or by an unauthorised inspector
●the pilot has incorrect or inadequate equipment (reserve, protection, helmet etc)
●the pilot has insufficient experience or training
Page 9
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
The paraglider must be operated only within the operating limits. These are exceeded, if one or more
of the following points are complied:
●the take-off weight is not within the permissible weight range
●the glider is flown in rain or drizzle, cloud, fog and / or snow
●the canopy is wet
●there are turbulent weather conditions or wind speeds on launch higher than 2/3 ot the
maximum flyable airspeed of the glider (varies according to the total take-off weight)
●air temperature above 50°C and extremely low temperatures, which can lead, in combination
with moisture, to icing
●aerobatics
●modifications to the canopy, lines or risers which have not been approved
Before the first flight
For motorized flight, the engine, harness, rescue equipment and supporting structure have to be
checked individually for their compatibility. The compatibility of the engine with the other components
must be checked and confirmed if necessary. If you have any further questions, please contact the
supplier of your engine.
Check that all connecting components used (maillons, carabiners, quick-outs,
etc.) are suitable, and certified to carry the maximum load. Continue to follow the instructions of the
trike manufacturer regarding the connection of trike and glider.
The Condor 2 is delivered as standard without accessories for foot-launch tandem flights. These
accessories (roll bar, spreading bar, extension rods, etc.) are different for each motor unit.
It is the pilot's responsibility to ensure that the required accessories are approved by the manufacturer
and that they have the necessary strength for the maximum takeoff weight. We recommend to test the
complete system in a simulator before your first flight.
If you fly the Condor 2 with a back motor and harness(es), pay attention to the following:
It’s important for your comfort and safety to fly with a suitable harness that is properly adjusted.
When choosing a harness, remember that the height of the attachment points (i.e. distance from the
carabiners to the seat plate) affects the sensitivity of the glider and the relative brake travel. The lower
(shorter) the attachment points, the more sensitive the glider is to weight-shift.
The adjustment of the harness chest strap controls the distance between carabiners and affects the
handling and stability of the glider. Excessive tightening of the chest strap increases stability but also
the risk of riser twists following glider collapses. It also increases the likelihood of getting collapses
due to poor feedback from the glider. The risk of twisting is also strongly influenced by the seating
position of the pilot. Flying in a laid back (reclined) position makes it much more difficult to react in
time to prevent riser twisting. With the chest strap in a more closed position the glider also has more
tendency to maintain a stable spiral. With the chest strap in a more open position, feedback from the
glider is increased but stability is decreased.
GIN gliders are developed with GIN harnesses, which have an attachment point of approximately
40-48 cm (depending on size and model). EN/LTF certification test flights are carried out with the
Page 10
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
horizontal distance between the harness attachment points (measured between connector
centrelines) set depending on the total weight in flight as follows:
Width 40 ± 2 cm 44 ± 2 cm 48 ± 2 cm
We recommend initially adjusting the distance of the chest strap according to the table. Then if
necessary, make slight adjustments. In general, the carabiner distance should not be set too narrow!
For flight comfort and safety it is very important that you fly with a suitable, properly adjusted
harness.
It is a mandatory requirement to carry an approved reserve for use in emergency situations where the
paraglider fails and recovery is not possible, for example after colliding with another aerial sports craft.
In choosing a reserve, you should be careful that you remain within the specified take-off weight.
The reserve is fitted according to the manufacturer’s instructions.
The DGAC also requires that before the reserve installation, the pilot or person installing the rescue
system is obliged to ensure that the conditions in this document are met: "Additional technical
conditions for ULM with rescue device." This document is available on the following website:
www.ecologique-solidaire.gouv.fr/sites/default/files/Conditions_techniques_parachute_secours.pdf
Be sure to fly your glider within the certified weight range given in the Technical Specification section.
The DGAC certification is valid with a maximum takeoff weight of 472.5 kg, including pilot and
passenger weight, equipment, the trike with engine and fuel, paragliding and rescue system.
The DGAC reduces the permissible takeoff weight when operating without a rescue system to 450
kg.
If you fly at a high wing- loading be aware that the glider shows dynamic flight behaviour with fast
reactions. Considerable pilot skill is required. The dynamics are reduced somewhat in the middle and
lower part of the weight range.
Your instructor, dealer or a specialist must test-fly and inspect the paraglider before your first flight.
The test-flight must be recorded on the paraglider information label. Any changes or improper repairs
to this paraglider shall render invalid the certification and warranty.
Page 11
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Carry out your first flights only during stable weather, and in a familiar area or on a training slope.
You should steer gently and carefully to begin with so that you can become accustomed to the
reactions of the glider without stress.
Page 12
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Flying the Condor 2
Gin Gliders cannot ensure that the flight behavior described in this chapter is accurate to all engines
used with the Condor 2. The compatibility of a new combination must therefore be confirmed by a
test flight by an accredited K-pilot. Compatibility flights can be requested by the manufacturer of the
engine or in the form of a single sample test by the pilot himself at a testing house.
Preparation for launch
Follow a consistent routine every time you fly. This is very important for safety. We recommend the
following procedure:
Before flying, check the following:
●Are you in good physical and mental condition?
●Are you familiar and compliant with all applicable laws and regulations in your area?
●Are you within the certified weight range?
●Do you have the necessary insurance cover?
●Are you briefed thoroughly about the site, airspace and expected weather conditions of the
day?
●Is your equipment and choice of site suitable for your level of experience?
●Do you have a suitable helmet, gloves, boots, eyewear and adequate clothing?
●Are you carrying some form of identification, in case of an accident? Take along a radio and
mobile phone if possible.
●Do you fully understand how to safely fly your new wing? If not, have your instructor or dealer
explain anything you are not sure about.
Check the following condition of your paraglider and other flying equipment before every flight:
●Is the glider fabric free from tears or other damage?
●Are the lines free from knots, tangles or other damage?
●Are the brake lines freely and firmly connected to the handle?
●Is the brake line length correctly adjusted?
●Are the maillons connecting the lines and risers closed and secured?
●Is the glider dry?
●Are the risers and carabiners in good condition?
●
Is your harness in good condition?
●Is your rescue handle secure and rescue pin in?
A careful pre-flight check is required for any type of aircraft. Make sure that you exercise the same
level of care each time carry out the check.
●Once you have arrived at the take-off, you should first take a look at the conditions: observe
wind speed and wind direction, airspace, turbulence and thermal cycles.
Page 13
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
●Check your engine, paraglider, harness, rescue handle and pin, helmet and other equipment.
●Carry out the preflight control check of the engine.
●Choose a wide starting place, as uniform as possible and free from obstacles.
●Put on your harness and be sure to close the leg straps! Then put on your helmet.
●Place the paraglider in a curved shape and sort the lines.
●Connect the riser to the trike carabiners. Make sure that the carabiners are closed and that
nothing is twisted.
●Check one last time that there are no knots in the lines, nothing is twisted and that the lines
are not caught in vegetation or rocks. You must be particularly attentive in lighter winds.
The start check is carried out immediately before launch to check the most important safety points
once again. It should always be carried out in the same sequence so that nothing is overlooked. The
points are:
1. Is your personal equipment in order (engine, harness, carabiners, reserve, helmet) and are all
straps done up?
2. Is the canopy arranged in a half-moon shape and are all the air intakes open?
3. Are all the lines untangled and are any lines under the canopy?
4. Are the trimmer positions correct and symmerical?
5. Does the weather, in particular wind direction and strength, allow a safe flight?
6. Is the propeller free?
7. Does the engine deliver full power?
8. Are the airspace and launch area clear?
Launching
The Condor 2 has smooth and progressive inflation characteristics with no tendency to hang back or
shoot forwards.
The Condor 2 offers two possibilities for the Trike start: the 'classic' start with the A-risers (see
'Launching with back engine') or by the use of the 'A-assist system'. This system offers the possibility
to connect the A-riser with the trike via a D-ring and thereby initiate and facilitate the starting process
(see also chapter 'Risers and speed system'). The 'A-assist system' must be installed individually for
the trike by the pilot (no additional components such as carabiner, connecting line, etc. are included in
the scope of delivery of the Condor). When assembling the 'A-assist system', be aware that the
connecting line should have no load during flight and must be always loose in every flying position.
Under no circumstances should the line be able to pull down the riser in the flight. We recommend
that the entire installation process is carried out by a qualified flight instructor or official dealer to
make sure that the 'A-assist system' is set up correctly.
Page 14
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
If possible, start facing into the wind. The maximum lateral wind component at the start is 8 km/h.
Place the glider behind the trike into the wind. Most trikes have a holder on the propeller cage, in
which the lines are inserted. Check all the lines (parallel and without knots) and then get in the trike,
buckle in and tighten the straps.
Check the wind direction and the glider position before starting. Then take both brake lines in your
hands and start the engine. For the start, release the brakes as the engine speed is brought to the
pulling performance. Carry out any directional corrections with your feet.
As soon as the glider is lifted, control it via the brake lines so that it rises as cleanly as possible and
stays centered above the trike. Any overshoot may be prevented by slight braking. After stabilizing,
the canopy position must be checked again. If necessary, steer under the glider to keep the canopy
centred.
If the glider is stable above the trike, increase the motor thrust. This will quickly lift the trike.
Avoid lateral rotations with the upper body during the inflation, as otherwise the lines may fall into the
propeller. If the glider does not rise in the middle, you should use the risers instead of the brakes to
compensate. This prevents the wing falling down on one side. During the take-off run, it is important
to stay under the glider and follow the take-off direction. If both risers have a steady tension and the
glider is above the pilot, the control view is carried out. Check that the canopy is completely inflated
and that no lines are twisted or tangled. Do not stop and do not turn the upper body. If the wing
breaks out sideways or falls back to the rear, stop the engine and abort the take-off.
After the control view, the full motor thrust is used. A slight back position supports the take-off as
the full engine power is used. Release the risers and accelerate until the Condor is lifted.
When you launch forwards, keep the following points in mind:
●If the cage of the engine is not stable enough, the risers can deform the cage and push the
propeller while it is being pulled. Pay attention to it before you fly with maximum power
●Apply the brake evenly and moderately during the take-off
●Do not start before the wing is over your head. Opening the throttle too soon can cause
dangerous pendulum movements
●Just sit in your harness when you are a few meters in the air
●Low suspension for back motors usually allows easier start-up
The Condor is suitable for reverse launching from light to strong wind speeds. You can hook in the
glider as for a forward launch, and then turn around when the motor is switched off. Run the lines over
the cage and then make sure that all the lines are free.
As with the forward start, the correct combination of braking and engine power is important to
achieve the best speed and the best climb. The right technique of hooking the riser in, pulling up the
glider and turning is very important for reverse launching. This must be controlled by the pilot before
executing it with the engine running.
Page 15
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
●In stronger winds, be prepared to take a couple of steps towards the canopy as it inflates and
rises.
●Launch the wing by pulling upwards in an arc, not towards you.
●Practice ground-handling regularly to improve your take-off skills!
●The pilot must work actively to keep the glider on the ground in higher winds (wind speeds
from approximately 6 m/s), otherwise the glider may rise above the pilot unintentionally.
If you have taken off with a knot in the lines, you should wait until you have enough height and
distance from other pilots before you attempt to loosen the knot. Control with weight-shift and gently
brake the opposite side before attempting to open the knotted side by pulling on the brake line. Make
sure you don’t fly too slowly and stall or spin the paraglider. If the knot does not open, land safely as
soon as possible.
The initial climb-out
After a successful launch, continue into wind using the brakes to regulate the rate of climb. Do not try
to climb too steeply. A powered paraglider behaves more like an airplane than a paraglider. If there
are no obstacles, it is much safer (and more impressive for the spectators as well) to fly level for a
while after take-off and pick up speed before converting speed to height with a brief application of the
brakes.
An additional reason not to climb too fast is related to the risk of low-level engine failure. Although
the Condor 2 does not hang back during a steep climb as much as some other wings, a stall is still
more likely at low speed and high pitch angles. In addition, you should always be in a good position to
land in case of engine trouble. Don’t take unnecessary risks and fly with a wide margin of error.
Depending on the characteristics of your engine, once in the air you may be faced with a torque
effect. This may cause the wing to turn, so be prepared to counteract this effect with suitable braking,
put a harness support on the opposite of the turn, it will help you counter the torque effect without
having too much drag. If such a situation occurs during the climb-out with "slow" trims and maximum
power, be pay attention to the risk of stalling. Safe operations and management of your engine
depend on your knowledge and equipment.
Engine-induced oscillations
Certain configurations of weight, propeller diameter, engine power and hang point positions on your
engine frame may cause serious oscillations. The pilot is lifted to one side by the torque effect, swings
down due to his weight and is then lifted again and so on. To counter this effect:
●change the throttle setting
●counteract the pendulum movement with a slight brake input
●weight shift to the side opposite the engine torque
●adjust the trimmers to dampen the oscillation
Page 16
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
These oscillations typically occur at full power. The greater the engine power and propeller
diameter, the greater will be the oscillations. In addition, late or inappropriate pilot reactions may
worsen the problem instead of solving it. Most inexperienced pilots tend to overreact, leading to
“pilot-induced” oscillations. In the majority of cases the best way to handle this is to release the
throttle and release the brakes.
In-flight characteristics
Once you have reached a satisfactory altitude after take-off, you can turn in your chosen direction,
open the trimmers if they were previously in the "slow" configuration and go “hands-up” on the
brakes. If conditions are strong, you will need to fly actively.
For each paramotor, you must make an adjustment of the length of your brakes to prevent them
interfering with the propellers when you do release in flight.
If you have a vario or altimeter, keep an eye on it. In level flight, it is very easy to climb
unintentionally. The instruments exist to help you maximize your speed and fuel economy. Naturally,
the safety and success of each flight will depend on your piloting set-up, and thanks to its ability to fly
safely without constant piloting adjustments, the Condor 2 will leave you all the comfort to adjust
everything properly.
“Trim speed” (brakes fully released) is the best glide speed in still air. The brake lines are used to
adjust the speed according to the flight situation in order to ensure optimum performance and safety.
Minimum sink speed on the Condor 2 is achieved by light braking. In a normal flying position (knees
parallel to the ground and your body slightly reclined), your hands should be holding the brakes at a
level between your eyes and your shoulders. Use this speed for thermalling and ridge soaring.
Stall speed is approached by bringing your hands towards your hips. Notice the decreased wind
noise and a significant increase in brake pressure.
Once you have become accustomed to flying the Condor 2, you can practice using the speed system
(trimmer), which allows improved glide in headwinds and greater penetration in strong winds. During
your first few flights, familiarize yourself with your glider’s speed range and corresponding brake
positions and pressures.
It is important to remember to release any wraps on the brakes when using the speed system. The
brake length on the Condor 2 has been finely tuned to avoid any deflection on the trailing edge
through the brake during accelerated flight. Applying brake while using the speed system degrades
performance and increases the chance of collapse.
When flying accelerated the glider reacts much faster to a collapse. Also the glider reacts more
radically when a collapse happens during accelerated flight compared to flying at trim speed.
Page 17
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Apply the speed system by opening the trimmer buckles simultaneously and symmetrical. Avoid
flying accelerated near the ground, and be careful using the accelerator in turbulence. If you do
encounter a collapse while using the accelerator, immediately close the trimmer completely before
taking any other corrective actions.
The Condor 2 performs best in turns when it is flown with sufficient speed and weight-shifting. Enter a
turn with good airspeed, weight-shift and then apply the brake. Once established in the turn, regulate
your speed and turn radius with weight-shift and the outer brake. Too much braking increases the
sink rate.
Make your first turns gradual and progressive. Also remember that your harness and its set-up has
an influence on the turning behaviour of the wing. The Condor 2 has extremely low negative
tendency, so it can also be turned in a tight area by carefully pulling the inside brake line.
If the brakes are applied more, the bank attitude increases and the glider will fly a fast turn
increasing in steepness, which will eventually become a spiral dive (further information on this is in the
section “Spiral Dive”).
Practice active flying to eliminate collapses in all but the most turbulent conditions.
Keep tension on the brakes approximately equal to the weight of your arms. This allows you to stay
relaxed and sensitively feel the internal pressure in the wing through the brakes. If you feel a loss of
pressure in one or both sides of the wing, quickly apply the appropriate brake(s) to regain pressure.
Release the brake promptly as soon as normal pressure is resumed.
If you miss the above timing and get a collapse, be sure to first raise your hands and release the
brakes before considering any other corrective actions.
The Condor 2 has excellent pitch stability. Nonetheless, in turbulence or during manoeuvres, the
glider may pitch. If the glider pitches in front of you, apply brake to slow it down. If the glider drops
behind you, ease off the brakes to allow it to speed up. The objective is to reduce the pendulum
effect by adjusting the speed of your glider so that glider and pilot are travelling at the same speed.
The same general principles also apply when gliding on bar.
Summary: "Active flying"
●The pilot sits upright in his harness, his view goes in the direction of the flight.
●He constantly responds to increasing and decreasing brake pressures with the aim of
maintaining a constant pressure on the brake lines.
●The further in front of you the glider pitches, the larger the brake input required, but for a
shorter duration.
●When brake pressures decrease, brake firmly; when brake pressures increase, ease off the
brakes.
Page 18
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
Rapid descent techniques
Many flying situations call for a very rapid descent to avoid a dangerous situation, e.g. the up current
from a cumulus cloud, an approaching cold front or a storm front.
Rapid descent methods should all be practised in calm conditions and at sufficient altitude so that a
pilot is then able to employ them effectively if extreme conditions arise. Rapid descent techniques are
divided into three different manoeuvres which increase the sink rate in a safe and controllable
manner.
Big ears and spiral dives are generally the most common methods of descent. Big ears can achieve
a moderate rate of descent with the advantage of forward speed and manoeuvrability.
Spiral dives attain higher rates of descent, but the g-forces can be significant and the manoeuvre is
more technically demanding. ‘B-stalls’ have little or no advantages compared to the other methods of
descent and therefore are not recommended in normal situations. Always try to avoid the need to use
these descent techniques. Thoroughly check the conditions before launch, and pay close attention to
how the day develops.
All of these options will also strain your paraglider and should be avoided if you want to preserve
your paraglider. We recommend that you practice the rapid descent techniques under professional
guidance during a safety training course.
The spiral dive is the most effective, but also the most demanding, method for making a rapid
descent, and can allow sink rates of up to 20 m/s to be reached. It is suitable where there is a high
ascent rate and little wind.
The Condor 2 fulfils the EN spiral dive requirements and has no tendency to remain in a stable spiral
dive under normal conditions. The certification test flights are carried out with a defined carabiner
distance (see chapter "Harness"). Deviations from this setting, unapproved harnesses or spirals with
excessive sink can change the maneuver considerably; pilot action may be required. In such cases,
exit the spiral by weight-shifting to the outside and progressively applying the outside brake.
Before entering a spiral, make sure you have adequate height for recovery. To enter the spiral dive,
weight-shift and progressively apply the inside brake until the glider enters the spiral. As the glider
accelerates into the spiral, centre your weight and control your rate of descent with weight-shift and
outer brake.
To exit the spiral, check your weight is centred (or slightly towards the outside) and progressively
release the inside brake. As the glider starts to exit the spiral, you may also choose to reduce the
pendulum moment by briefly re-applying the inside brake.
●
●
●
Page 19
Condor 2 user manual
_____________________________________________________________________________________________________________________________________
●
●
●
In the B-stall, a stall is provoked and the paraglider sinks vertically with a sink rate of approx.
8 m/s. The B-stall is suitable when there is an average ascent rate and little wind.
To enter a B-stall, grasp both of the B-risers on the mallions at the coloured mark. Pull both B-risers
evenly down until the airflow is broken and the wing goes completely into vertical descent flight
mode. The B-risers should then be held in this position to ensure a gentle descent.
Pull down the B-risers only until there is no airflow. If they are pulled down any further, the glider
could go into a horseshoe. Check before and during the B-stall that the airspace beneath you is clear.
For recovery return the B-risers quickly and evenly into their normal position. The glider may go into
a deep stall if they are released too slowly or into a negative spin if not released symmetrically. If you
enter a deep stall, increase the speed by using the speed system or by pulling the A-risers forward.
Big ears are the simplest method for rapid descent and have a sink rate of 3-5m/s. The advantage of
big ears is that the glider continues to fly straight, meaning that a danger area can be avoided. It is
even possible to land using big ears, for example on a top-landing to compensate for the updraft.
The wing-loading increases by the reduction in the wing’s surface area, the wing becomes more
stable against collapses in turbulence. Nevertheless, the air resistance of the wing also increases, and
it flies more slowly and closer to the stall limit. To counter this and to increase the effectiveness of the
sink, the timmer are generally also used in combination with big ears.
Start the “big ears” manoeuvre by pulling both outer A-lines downwards. This should fold down a
sufficiently large part of the wing tips that the pilot does not then have to counteract the tendency to
reopen. If the surface area which tucks under is too small (“ears” flapping, high holding forces),
re-open the ears and then pull down and hold the A-lines a little more firmly.
The brake lines are held steady and the pilot uses weight-shift to steer the paraglider. You can now
descend safely on the stable middle part of the wing. The brakes must not be shortened during the
manoeuvre, e.g. by wrapping the brake line. Do not use the brakes unless you intend to exit big ears.
Once in big ears, you can increase your sink rate and forward speed by opening the trimmer.
Always open the trimmer after entering big ears, never before.
Page 20
Table of contents
Other Gin Windsurfing Equipment manuals
