Condor D62C

[ENG]

Does anyone have any information on this aircraft. I'm interested in performance,AD vices etc.. Your help would be a help.

[FNG]

You can order a print-out of a review from a back issue from either Pilot or Flyer. You might also try posting an info request on the Charlie Alpha forum for the attention of Michael Peare, who is Mr Condor.
http://vweb1.hiway.co.uk/aviation/forum/forum.html

[Mark 1]

One point worth noting, is that factory built examples have to be run under a CofA, only home-builts allowed on permit.('Not sure whether both Rollason and Druine are in the same boat).

For some reason this rule doesn't seem to apply to Jodels and Emeraudes, which also give a bit more performance for the power.

Donaldson at the PFA is probably the best to advise on the permit situation.

[Stampe]

Some duff info posted already I,ve owned a Condor outright for 16 years and hold all the remaining type specific spares which I purchased in a van load from Rollasons.About half the factory built Condors remaining are on Permits but the CAA stopped any further transfers from C. of A. many years ago in a change of policy.Mines on a C of A and if you have a friendly and trusting licenced engineer its no more expensive to be on C of A and most probably less hassle.Certainly the paperwork is cheaper from the CAA over 3 years!!.The aeroplane is very robust and doesn,t seem to suffer the woodwork/glue problems Jodels do.Handling is delightful but the type has a propensity to drop a wing at the stall and spins quite aggresively if allowed to (3 turn limit).Stall is 38 knots with full flaps but not all were built with flaps they do help on short fields.The big problem with the D62c as opposed to the D62b is that it is fitted with a 130 hp 0-240 engine as opposed to the 0-200 in the b.This results in very little extra performance except for improved climb/field perfomance if you need it.However the aircraft has only a 15 I .gal./69 ltr. tank which at 23 lts.an hour on a b only gives 2 hours 30 mins safe and is further reduced on the c for no gain. If there was one thing I would change aaabout my aircraft it would be to increase its tankage.Cockpit is exceptionally wide for its class. If you want more info .leave a post and I,ll happily chat on the phone.For info I,ve flown 11 individual Condors over a 26 year period and at least 1200 of my 12400 hours have been on thr type.

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[Mark 1]

Sorry for the duff info, I must have mis-understood what a Condor owning colleague told me about his situation. Does the transfer to permit situation apply to all factory built aircraft? I fly on private cat. but know that the permit option is a life saver for a lot of people without easy access to a good approved engineer.

I've personally not had problems with glue and woodwork with Jodels, but undoubtedly with 20-40 year old aeroplanes built in many different factories and with variable hangarage and maintainence over the years, the potential is all too real.

My 1050 though gives me 95 knots, three up using 20 litres/hour and with 110 litre tanks, I find the combination hard to beat. It's also a delight to fly, if not quite as robust as your lovely Condor.

Thanks for putting me right, its good to have such a pool of knowledge on hand in the Forum.

[Stampe]

Ah a 1050 jodel quite a magnificent aeroplane I learnt on Condors and 1050,s at Rochester 27 years ago.I,m pretty sure the CAA will not allow 1050 model Jodels to go on a permit they really have tightened up on production aircraft eligible for a C of A going on the PFA scheme.Aircraft which slipped through the net can stay on permit but their bretheren not so transferred cannot join them.Hence the Condor situation which also applies to new import Luscombes, Cubs etc.I forgot to say in my original post the D62C variant of the Condor was produced purely as a glider tug a role in which it can in its time be described as having been moderately successfull.Hence its extra power does not really help in other areas and results in poor range.however if you want field performance it could be agood aeroplane.Very few ADs recently if any and the CAA have taken over the types design authority since the demise of Rollasons.Hope this helps feel free to get my fone no for achat if u want.!!!!

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[ENG]

Stampe
Thanks for the reply. I own a very nice D62C currently hangered at Waddington. It's on a private C of A and I agree works out pound for pound as cheap to operate as a Jodel. Although the aircraft is tidy I have found that a few areas which would improve the beast. First, that small fuel tank... Secondly, the clockwork instrumentation; not a huge problem but they are all getting rather tired, I suppose I'll have to invest in either a refurbishment or replacement soon.
The AD's you mention are also a bit of a throw back, it seems, to the days when condors were the PPL workhorses of the 70's. Cushions and heavy landing checks?
I'll be interested in your coments.

[Stampe]

Glad U like it and the ADs are very light compared to most.Larger tankage and asloding canopy would have made the aircraft almost perfect.The panel layout is superb very good and vey period but mine like yours is getting tired.My panel has been modified to have an electric T+S of the same appearance but the MK1B WW2 vintage horizon and rhe magnificent Smiths S2 buggable DI. are hard to get overhauled.I have several spares of both but can,t find anyone offering a sensible overhaul cost.I am very reluctant to alter the practical and period feel of the panel with modern instruments.As a point of interest Rollasons built about 49 of which a surprisigly large number survive given the types early hard usage.Comparitively few were homebuilt and some of those that appeared as homebuilts were in fact using components purchased from Rollasons of airframes that were never completed.Most of my spares are metalwork from a batch of 10 that were laid down and never completed.Most of my stuff is useful for airframes in heavy rebuild especially the embedded metalwork which can be a problem in aircraft not kept in dry conditions.The PFA hold the drawings for the type Rollasons having donated them but don,t seem very interested in the type !!.I think it very sad the the way the PFA have gone into the instant gratification of kitplanes and composite aircraft for the monied "Essex man" to the detriment of real low cost flying.After 32 years of membership I often wonder if its worth continuing with my membership!!.My aircraft has been re-upholstered with specific seats which makes it a whole lot more comfortable than the original cushions.Other worthwhile thoughts are Maule taiwheels much cheaper and better than the original Scotts and a Hawker Siddely marine battery (basically a Harrier battery but not vibration tested)these are approved on Chipmunks and Condors and mine is still holding capacity after an unbelievable 10 years.Hope this helps which one is yours I believe only about 5 were built or converted to the C. variant.

[old-timer]

CONDORS ARE FUN :-)

only around 25 hrs on them myself,
but what fun,
flap lever is a little tricky, but ok when you get used to it,
laos, stickforward to lift the tail for T/O
vice versa to land, easy really, very, very
light on the controls, a joy to fly,
can I have a go please !!!!

ENJOY...



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So much sky,
so little time :-(
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[old-timer]

P.S....

there is an A.D. to ensure that the
elevator surface gap is taped over,
this VERY important, I saw a near
incident due to non-taping of the joints, which was scary (& I was on the ground)
basically, it seals the upper & lower
surface 'bleed thorugh area, which can
upset the control effectiveness if
left open, not a big problem, all that is
needed is a little tape.


have fun,