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1. 1 d 53790 BEER YN Y002 0 T 00Z S S Wai WPA SST S 90 866 6S 9 866 PLZ XV4lHd e 59826 00 39NVHO e JAY 390143N18 005 S000 XXXX A8 SMLVLS Q3SIA3U Mun 701831 4 01 30007 00 XXX arene V VN 37 34044 SST ZS OI NEARS s EZ S0 X S l NoISIA3 ON Did IL qL 6976 3M fi quasse MaLA eptg S2 E K quasse mata dol VR k 001 0021 00821 00 te1 989 0 9 609 ER 91 9 0 Wen x uuzg ALS app 37 14044 GST ZS I 9900 ERR 00 9 G 0 uu Q x uugg ALS 14044 31 14044 GGT ZS I 2 0982 ERT 00661 91 S 0 uug Q x 4009 3901 e 1404 991 ZS 1 I MO 31 a 1HDI3M uu H19N31 UD wa UI INANOdWO9 a ON WALI 1 1 6071 53790 BEER YN Y002 0 T 00Z S S Was IWAN SST S yg0 966 68 9 966 PLZ XV4IHd e 59826 00 39NVHO e 3 4390183018 005 9000 XXXX A8 SMLVLS HERE Mun 701831 4 01 30007 00 XXX aos V VN 31 aa eet es DINERS fS BAS S0 X CS l NOISIA3 ON 1800 37111 691 01 991 4044 pe ou 0104 60405 2 80 002 zd qL 66 TM 00 S OE 0441 S2 0 se 00 1 0S ST p JINIS LOIS V TIVLAd GC me 3403 14 ul utd O3 11140 9 aen qO0N L90 0 e OL 00 91 S 0 WWE 0 x uwes ALS al 4094
2. 1 AE SEE T xm 9 Ee LV90 866 6569 866 PLZ XWsIHd e 99826 VO JINYHO e JAY 39 lu3nT8 009 SE 0 WN Assy 409 043403 48941589117 es en G JNU SS e S0 X S 1 ENOISIAJ ON 1800 37111 GIEL LXLOXEX 9700 T v22 SNv TZZ Y0 ge T 999 NVLSNOY A311Ad TOZI d0Z ce I v ISSVN I102 20 Te LAD GYHL GI X z 8 NVd M3u2S TS9T WO 0 I 791 X 02 X 099 AN HdOVdS 0IS 10 D c 0 X 820 X 092 IV WHdOVdS 0II L0 8c 098 X 820 X STIE SS HSN 0217 10 72 GI X 820 X 216 SS HSN 7117 10 92 Ove X 820 X 0216 SS HSNd IIv L10 SZ c O E E2ISV I0 v 20 ve 2 Lydd1S HL 991 GI 216 dO S SNISV38 0 21 002 c SS TIVWS 109A L1V31OWVP 2081 202 20 Y TIVWS T6v6 NV ONIX Al44VS 00II d0 Ic WV3HlSdIIS udu WOLLOS LAS 341 20 d0t 02 WV3HlSdIlS LNOYS WOLLOS 13S 331 02 d0O0t 6 Y 6000 066005 0621 90 8 cvIOZSW 91 LAN HONIT Oc I NO S S9CNV 9I S 1 0 N2901 O OT NO 9 WV3HlSdIIS 30195 WOLLOS 331 SOTE dO0v 9 01239 WWEE X v I 32901 1168 NId CETE AO Y 020 X 916 X S NOTAN 3305 S2IS fl0O T 37005 4477 YLND 133 1429V433 8191 902 A WV3HlS dOL LY 40873 83782 2141 902 I Y v cvOIcSW v T LAN HONI 129 OvZT NOT 0 I v 29SV T29 901 6 7 0911 091 20 SLANG 0 M 89 931 NV3231S311 7 71 907 8 lt GGT 29 0711 971 20 51288 O M 99 931 NV391S3111 71 907 8 51388 ON WHlSdlS WNIVY 38nl3Sv8 TST 40v 149 4912049 qnl1 seq ue 4J1Soll v81
3. 2 Improper body position pilot leaning back away from the anticipated hard landing with feet extended in front This moves the pilot s center of mass forward ahead of his shoulders effectively shortening the pilot s arms and reducing flare authority The proper position is with the pilot s body inclined forward with the shoulders out ahead of the pilot s center of mass Thinking about pushing up instead of out when flaring may help you to maintain the proper forward inclined body position 3 Slowing too much prior to flare so that your arms are too extended to allow enough flare amplitude A Using drag devices during landing It is becoming more popular on high performance gliders for pilots to utilize a small parachute or drogue chute during landing approach The proper function of such a device is to increase drag on the glider and as a result reduce the glide ratio Please note that a drogue chute because it produces only drag and not lift does not slow the glider down or allow it fly at a slower speed or reduce the landing speed What it does do is to allow the pilot to fly a steeper approach at a higher speed have much less float after round out and thus make it much easier for the pilot to plan his approach to time the flare and to accurately hit the spot and land close to the intended landing point It restores the ability which used to be present on lower performing gliders to use adjustments i
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5. and once again welcome aboard Rob Kells Mike Meier Linda Meier and Steven Pearson Wills Wing Inc Disclaimer and Warning Hang gliding is a form of aviation Like any form of aviation its safe practice demands the consistent exercise of pilot skill knowledge of airmanship and weather judgment and attention at a level that is appropriate to the demands of each individual situation Pilots who do not possess or exercise the required knowledge skills and judgment are frequently injured and killed The statistical rate at which fatalities occur in hang gliding is approximately one per thousand participants per year The Federal Aviation Administration does not require a pilot s license to operate a hang glider Hang gliders and hang gliding equipment are not designed manufactured tested or certified to any state or federal govern ment airworthiness standards or requirements Federal Aviation Regulation Part 103 states in part ultralight vehicles are not required meet the airworthiness certification standards specified for aircraft or to have certifi cates of airworthiness and operators of ultralight vehicles are not required to meet any aeronautical knowl edge age or experience requirements to operate those vehicles or to have airman or medical certificates Wills Wing hang gliding products are not covered by product liability insurance As a hang glider pilot you are entirely responsible for your own safety You should never at
6. w TL LS N TNS Sport 2 135 155 and 175 Owner Service Manual May 2009 Fifth Edition WILLS WING Sport 2 135 155 and 175 Owner Service Manual Copyright 1994 2009 by Sport Kites Inc dba Wills Wing Inc All rights reserved No part of this manual may be reproduced in any form without the express written permission of Sport Kites Inc dba Wills Wing Inc September 2009 Fifth Edition 500 West Blueridge Ave Orange CA 92865 e Phone 714 998 6359 e FAX 714 998 0647 Internet Web address http www willswing com e E mail comments willswing com Contents Ode TT d EE 1 Disclaimer and Warning z Q ew sia eee con ox sede te a aa EE Nel Green eee 2 Technical Information and Placarded Operating Limitations 3 Sport 2 Reassembly After Shipping and Breakdown for Shipping Procedures 7 Sport 2 Set Up Proced re fu sasa sakin u Kan aaa recu nexa o sexa naa EA Ba kd BE ag aa a ERAS AERE 10 Preflight ProGBdlre oie a co ean toa exeun erue e ata e Su S omae 18 Launching and Flying the Sport 2 21 Platform TEE ee dE 24 PACTOUO WING e 25 Trimming Your Glider in Pitch Jie ner eee tee een ee ee de ee 26 Speeds to Fly and Using Your Airspeed Indicator 27 Using the VG Systems uy ag n u Ree sas eo ice asnu 28 Landing the Sport ee ea ee ec ee eid ec 29 Sp
7. GGT 05 I c cee 1 8 YLST 00 29 91 S 0 WWE x 4009 94031 9 4094 GGT ZS I I A10 31 qL 1H9I3M wu HIEN UL HLONAT 701831 4 LNANOdWOO d oe ON 04311 I 1 ocr 53790 eer eg YN Y002 0 T 00Z S S Hodie 9UE44J SST OS yg0 966 1 669 866 PLZ XvdlHd e 59826 VI 39NVHO e JAY 390183018 005 9000 XXXX A8 SMLVLS HERE Mun 701831 4 01 30007 00 F XXX aos V VN Jeqx 991 es G JN A S BAS S0 X S l NOISIA3M ON 1800 IL qL 90218 3M ii 0079 00 9 K uo 4033108 Lie nau 92 o se 610 GC GL 9 601 00 VII YST 0 y SI 00 9 91 S 0 Vue D x uuo ALS Jeqx GST ZS I A 1908 9 3692 00 PIT 91 9 0 WWG ON uuz9 eqni Jeqx 991 ZS I I dL 1H9I3M WW HI9N31 UL HI9N31 WIN31VN 1N3NOdNO9 ALO ON WALI 1 I VN g0 ueC 9g G A DE I LW GET 05 0058030 i i 008 0808 LV90 866 6869 866 PLZ VM e 59826 VI 39NVHO e JAY 3901u3018 005 Ad SALWLS HERE NMVSG 01 1N3AQ200 01 4Mag 1S J r V een set 2s SINAR 65 I UB A NOISIA3U 31111 g00z 92 T g 0 pJeMioj 99 v 3100 NOIldIMOS3Q Na ent utuoeu Buiusnq epis do ac 0441 et doi soz set 40 doy aga sg 0443 sz Qec Qe usn 4 epis d
8. In an aggravated spin be prepared for the nose to pitch down significantly and for the glider to accelerate to a high speed during the resulting dive Ease the control bar out gently to recover to level flight Recognize that such recovery will consume significant altitude and will result in the glider assuming an unpredictable heading and attitude Recovery from a spin at low altitude or in the vicinity of terrain or other aircraft may involve a flight trajectory which intersects the terrain or another aircraft at a high rate of speed In view of the unpredictable nature of spins and spin recovery Wills Wing recommends that no attempt should ever be made to deliberately spin the glider The Sport 2 provides the pilot with a high degree of pitch authority in combination with a very low twist sail As a result it is possible to produce a very aggravated and severe stall the recovery from which may involve very severe pitch down rotation the pilot going weightless and the glider recovering via an unpredictable trajectory with a significant altitude loss Therefore aggravated stalls should not be induced except on landing flare The maximum steady state speed for a prone pilot in the recommended weight range full forward on the control bar with the VG set full tight will range from approximately 47 m p h to as high as 53 mph or more for the Sport 2 depending on wing loading harness design and adjustment and glider tuning The placarded speed neve
9. X 028 X 1 140 7 0T 5132 BUSH FGLASS 414 X 337 X 1 0 8 0C 520 AS623 4 20 9 ON 1740 CLINCH NUT 1 4 MS21042 4 2 0 OR 0342 RIVET AL 1 8 X 25 2 1 45J 1411 A HANG LOOP INTGRL ASSY KP STOCK 2 40P 2301 IRE TOP FRONT BALL SWG 3 32 3 40P 2401 IRE TOP REAR BALL SWG 3 32 4 40P 2202 IRE TOP SIDE BALL SWG 3 32 2 5 0A 2210 AN4 21 6 20G 2823 A Spreader Bar 1 pc Kingpost Hang 7 45G 3056 SOCK ELASTIC KP BASE WHITE 8 20P 1311 RAPIDLINK OVAL 5MM 40MM SS TITLE PART NO uAZHLILG SARNIA Kinapost Assembly NA SLDDWF ID DRAWN REVISED STATUS BY REVISION 500 BLUERIDGE AVE e ORANGE CA 92865 e PHIFAX 714 998 6359 998 0647 U2 Kingpost Assy 3 5 2003 19 9 2003 PEARSON B I 1 1 NOSUW4d VN Sniv1s 002 T S qasA3u VN Wen VN 01 1N3W0900 002 Asse 60405 01 MONIS q NOISINJH 290 866 66 9 866 vLZ XVAIHd e 59826 VI 3DNVHO e JAY 3901833018 00S 6002 Assy Bouds Lo VERA SS BA 3UIL V6I voNV 1612 801 I 0c 8VO ALANZS 080 MOT 10N2901 OvOO NOT c 61 y 90dVVH2 GLE X 9T E 1Y l3A19 99 0 401 I 8I e cvl0cSW 91 LAN HONI T2 Oc I NOL I LI 8 29SVN T80v 90T I VI S 90V OLVOCSW 090 401 c el Ove X 800 X 016 SS HSNd IIv 101 I l 9ev LIGSYN I19 2 901 I II Jeli td abulH 3404
10. and ease the bar out for lift off 3 The flying characteristics of the Sport 2 are typical of a high performance flex wing Make your first flights from a familiar site in mellow conditions to give you time to become accustomed to the glider Minimum controllable airspeed and minimum sink airspeed There are two important airspeeds with which all hang glider pilots should be intimately familiar minimum sink airspeed hereinafter referred to as MSA and minimum controllable airspeed MCA Minimum sink airspeed is that speed at which your descent rate is the slowest possible It is the speed to fly when you want to maximize your climb rate in lift or slow your rate of descent to a minimum in non lifting air You would normally not fly at MSA in sinking air the strategy there is normally to speed up and fly quickly out of the sink By minimizing your time spent in the sinking air you minimize altitude lost even though you have momentarily increased your sink rate by speeding up Minimum controllable airspeed is that speed below which you begin to rapidly lose effective lateral control of the glider Recognition of this speed and its implications is a more subtle problem than many pilots realize We have seen several instances of pilots who were having a lot of trouble flying their gliders simply because they were unknowingly trying to fly them too slowly below the speed at which the glider responded effectively to lateral control inputs It is
11. are a substitute for the continual and consistent practice of proper preflight inspections and immediate maintenance of any items on the glider which require it Safety requires that your glider be fully airworthy for every flight Nuts and bolts must always be secure safeties must always be in place and damage to any part which could compromise the airworthiness of the glider cannot be tolerated If you have a question about the need to repair or replace some part of your glider feel free to contact your dealer or Wills Wing directly It is not always obvious which items require attention and which may not Minor dents or dings in a non critical location on an airframe tube may not require any repair or maintenance On the other hand a wire that has been kinked one time can fail very quickly after that and should be replaced immediately A control bar corner fitting that has had a significant landing impact may have a crack that is almost undetectable but which could cause the part to fail catastrophically at a later time We recommend that you have all maintenance work done by your Wills Wing dealer 40 Parts Ordering and Parts Replacement Wills Wing policy requires for safety reasons that replacement parts be ordered through an authorized Wills Wing dealer The purpose of this policy is to insure that the parts will be delivered to someone who has the required expertise to install the parts properly We have seen multiple exampl
12. before you install it in the sail 4 Inspect all cables and suspension system components and replace any suspension system component that shows any wear and any cable that shows any kinks wear damage corrosion etc 5 Inspect all bolts and nuts for tightness all safeties for proper installation and possible damage Inspect plates and fittings for damage holes in tubes for elongation Inspect the ball lock pins for any sign of damage or wear and replace the pins if damage or wear is found Inspect the keyhole tang button locking mechanisms at the nose and rear keel for proper operation adjust or replace as necessary if the button locks do not operate smoothly and engage fully 6 Inspect the sail for wear tears UV damage loose stitching etc 7 Check for free operation of all pulleys Disassemble clean and or lubricate or replace as necessary Inspect all VG ropes for wear or damage and replace if necessary 8 Lightly spray any zippers on the glider that show indication of excess friction with silicone spray lubricant Do not use any other type of lubricant Wipe off any excess silicone so that it does not attract dirt 9 Inspect the sprogs sprog hardware and sprog cables If the sprogs have been loaded heavily it is possible that the sprog tubes may have been bent and the cables may have been stretched Note the Sport 2 sprog tubes are preformed with a bend to accommodate the change in section of the sail at the aft edge
13. device such as a drogue chute At the end of this section we will discuss the use of drag inducing devices We recommend using an aircraft landing approach 45 entry leg downwind leg base leg and final leg whenever possible and we suggest that you practice making your approaches with as much precision as possible Under ideal conditions landing approaches are best done so as to include a long straight final into the wind at a speed above best L D speed In a very limited field or a field which slopes slightly downhill when landing in light wind you may need to make your final approach at a slower speed perhaps as slow as minimum sink in order to be able to land within the field In winds of less than 5 mph if the landing area slopes down hill at more than 12 1 you should seriously consider landing downwind and uphill or crosswind across the slope Landing attempts which require slow speed approaches maneuvering around obstacles or into a restricted area or downwind or crosswind landings are not recommended for pilots below an advanced skill level Standard Aircraft Approach Pattern Entry Leg Downwind Leg We recommend that you make your approach with the VG set between full loose and 1 3 on A full loose VG setting will reduce glide performance making it easier to land on a target or within a small field It will also ensure maximum control authority during the approach and especially when flying very slowly on f
14. efficient aerodynamically As a result it is possible to fly the glider too slowly for optimum sink rate performance because control is retained well into a partial stall or mush As a result you may find that you climb more effectively if you speed up a little from your slowest controllable airspeed Using wing tufts to find the minimum sink speed of your glider Your Wills Wing glider has been equipped from the factory with short yarn tufts on the top surface of each wing The shadow of these tufts will be visible through the sail The tufts are useful for indicating the local reversal of the airflow which is associated with the onset of the stall in that portion of the wing You can use these tufts as described below to help determine when you are flying at minimum sink airspeed On a flex wing hang glider with moderate twist the wing experiences a progressive stall and different spanwise stations of the wing stall at different angles of attack The tufts have been placed on your wing at the approximate location of the first onset of stall As the angle of attack is raised further the stall propagates both outward towards the tips and inward towards the root If you wish to observe the stall propagation across the whole wing on your glider you can cut some more tufts from knitting yarn about 3 4 long and tape these to the top surface of your sail across the rest of the span Note On a Sport 2 with the VG set full tight the twist is r
15. landing approach This will allow you to take the time to learn how the glider flies with the drogue A properly designed and mounted drogue chute should not have any major effect on the glider s flight characteristics other than to reduce the glide ratio but you should get a feel for these effects at altitude Sport 2 Breakdown Breakdown of the glider is essentially the reverse of assembly 1 Unzip the sprog access zippers all the way to the leading edge end of the zippers This should be your first step when you break down If the sprog zippers are not unzipped fully when you remove the battens the sail may catch on the end of the sprog and damage the sail or the zipper After unzipping the zipper detach the bungee loop from around the rear tip of the sprog Set the VG to the full loose position and pull the rope entirely through the cleat to the outside of the cleat This will facilitate the later removal of the basetube and help prevent inadvertent damage to the VG rope as you fold the wings in Remove the nosecone and put aside Remove any instruments Detach the bottom front wires at the noseplate You will need to push up on the button lock to allow the tang to disengage from the collar Remove all but the three longest cambered battens from each wing On the lever tip battens remember to apply slight downward pressure on the top of the lever while squeezing the bottom portion so as to release the locking catch before
16. manifestation of this is that a glider s trim speed often tends to slow down as the glider ages At some point it may no longer be possible to trim the glider at a speed above stall Because the changes that cause this are changes to the shape of the sail there may not be any tuning adjustments that can return the glider to its original flight characteristics A glider which because of the natural effects of aging cannot be tuned so as to exhibit acceptable flight characteristics performance and stability should be retired We also know that there are forces in nature that can be so violent that they can result in fatal accidents regardless of the airworthiness of your aircraft Weather can change rapidly and even on a day on which the weather seems fairly constant manifestations of micro meteorology like turbulence have a statistical nature On a day where the average peak lift in thermals is five hundred feet per minute there is a nonzero probability of encountering air that is much stronger than that and may be strong enough to overwhelm your control of the glider Ultimately your safety is your responsibility Know the limitations of your knowledge skill and experience and know the limitations of your aircraft Fly within those limitations Analysis of accidents across the whole spectrum of aviation shows that most accidents are caused by avoid able errors in pilot decision making The quality of your decisions as a pilot is the single mo
17. mounted to the sprog bracket Note The procedure described herein is most easily done with the battens removed and the wings folded 2 Remove the horizontal bolt and nut that secures the sprog clevis fork to the pillar block taking care to maintain the rotational alignment of the clevis fork in the sprog at its original setting 3 To raise the sprog turn the clevis fork so as to loosen or unscrew the fork in the end of the sprog thereby lengthening the sprog To lower the sprog turn the clevis fork in the opposite direction One full turn raises or lowers the sprog about one half inch The adjuster may be locked in place with a thin jam nut in which case you will need to loosen this jam nut before you can turn the clevis fork You can usually loosen the jam nut by rotating the sprog counter clockwise before dismounting it and then spin the nut out of the way until you have readjusted the clevis fork as desired When you have achieved the desired adjustment run the nut against the end of the sprog loosen the clevis fork a quarter turn and snug the nut finger tight against the sprog After you reattach the clevis fork to the pillar block while holding the nut rotate the sprog 1 4 turn in the correct direction so as to tighten the nut Note that the jam nut is primarily to preserve the sprog adjustment if the sprog or sprog cable is detached With the sprog and cable fully installed and attached the adjustment cannot change 4 Reat
18. nal cription 150 2134 BALL XBAR CNTR BALL JNT 628 VG HOLE Note orientation of brackets right over left 59 2117 SOCKET XBAR CNTR BALL JNT 62B 40P 4209 IRE XBAR SWEEP U2 S2 SET SPREADER 20P 1333 SHACKLE SM RONSTAN MOFIFIED 730 CH NUT 3 16 MS20142 3 740 CH NUT 174 MS21042 4 1220 PRO 0832 SS 0040 PRO 52NKTE 048 U 1130 EL AN960 10 U 1140 EL AN960 416 1 4 THICK U 5125 ON 75 X 316 X 020 100 4100 ER BRASS 625X 281X 04 300 3301 UPER PRE STRETCH 309 3301 UPER PRE STRETCH 20p 1252 LEY RONSTAN TRIPLE W BECKT 20 20P 1250 LEY RONSTAN TRIPLE NO BECKT Note Pulley configuration shown below is incorrect Pulley w becket is attached to spreader Pulley w o becket is attached with double loop of cord to crossbar REVISION SN E U2 S2 Xbar Center and VG SLDDWF ID DOCUMENT ID DRAWN REVISED STATUS BY 500 BLUERIDGE AVE ORANGE CA 92865 PHIFAX 714 998 6359 998 0647 U2 Ball Center 3 6 2003 7 30 2005 PEARSON NOSuV3d 7000 80 9 31 9 S 00066 6569 866 PLL XVJlHd e 99926 VI 3DNVHO e JAY 390143018 009 Ad GIUNIS daS TAY NMYUO 01 LNAWND0d 01 4Maqd1S Y uolqoune 31 4eqx as ONES UWANG NOISIA3S 37111 91y 096NV 13315 YSHSV 0711 00 c L V c9SV 1408 20 Ic 9v VcNV 09vc 80 0c Cc
19. of the bottom surface this is normal The normal sprog cable length is shown below Any cable which exceeds this measurement by more than 3 32 should be replaced 4 Sport 2 155 Sprog Wire 25 1 Rear tang rivet center to center of LE mounting bolt There are three hinge mechanisms in each sprog assembly that must be free to swivel One is the cable attachment to the leading edge Make sure the cable can swivel in the horizontal plane at this attachment Also make sure that the locknut is fully engaged and secure on the bolt Second is the junction of the sprog fork and sprog pillar This junction should be disassembled cleaned and lightly lubricated with white grease When reassembling take care not to overtighten the nut as there should be no clamping effect of the sprog fork on the pillar Third is the junction of the pillar and the sprog bracket attached to the leading edge Service this junction in the same manner and again do not overtighten the nut Ever Year In addition to the normal six month service items also perform the following 1 4 5 Remove the sail completely from the frame and disassemble all frame components Inspect every part of the glider for any damage or wear Inspect the tubes for straightness dents cracks and for signs of corrosion Inspect each hole or slot in each tube for elongation cracks wear loose bushings or other signs of damage Anytime you have the sail off the frame turn
20. plug to the basetube bracket c Repeat for the other side Thread the VG rope through the VG cleat Make sure that the small bushing that secures the side wire tang in the downtube end fitting is in place and that the side wire tang is properly secured Also make sure that the ball lock pin is fully and securely engaged in the basetube end bracket Note that the ball lock pins are critical structural components and must be replaced if they show any sign of wear or damage 4 Flip the glider upright on the control bar Try to set the basetube on level ground and try to avoid rocks Remove the glider bag and all the Velcro sail ties Do not remove the leading edge tip protector bags at this time Before spreading the wings pull upwards on the wire attached to the front of the nose batten and lift the batten up over and onto the stud on top of the keel This is easiest to do at this point in the set up 5 Spread the wings almost all the way and erect the kingpost Attach the reflex bridle ring to the bridle pigtail clip 10 6 Remove the battens from the batten bag and check each batten for symmetry against the corresponding batten from the other wing Align the battens at the nose and at about the 60 chord point as shown There should not be any deviation of more than 1 8 from one to the other along the full length of the battens Note If you fly in a dusty or sandy environment it will help to prolong the life of your
21. receptacle in the end of the leading edge tube At the narrow end of the tip wand is a label that reads Back This indicates the side of the tip wand that should be positioned towards the rear after the wand is inserted in the leading edge and before the cam lever and cup are installed Rotate the tip wand cam lever outside the sail Holding the larger diameter end of the tip wand in your hand reach into the opening in the tip of the sail and work your way up to the end of the leading edge Install the tip wand into the receptacle and push it all the way in until it bottoms out Rotate the wand to align the back label to the rear away from the front of the leading edge Note The purpose of aligning the wand in this way is to extend the service life of the wand see Wills Wing Technical Bulletin TB20040424 available at www willswing com for more information Working from the front side of the leading edge facing the glider hold the end of the leading edge tube from underneath in one hand and grasp the wand lever and cup in the other hand Place the open end of the wand cup against the front side of the tip wand While supporting the leading edge tube by pulling it towards you push back against the wand with the wand cup allowing the cup to slide outwards along the wand as the wand bows back Keep in mind here that you are not trying to stretch the sail lengthwise along the wand that won t work You are bowing the wand back by pres
22. strings should be adjusted quite tight for maximum sail cleanliness On the battens fitted with lever tips it is important to adjust the lever tips to set the right batten tension The lever action makes it easy to have the battens set too tight Batten tension is best judged by noting at what point the batten begins to tension the sail as you pivot the lever tip down into its locked position This is the point at which chordwise slackness begins to be pulled out of the sail the high point of the batten begins to make a prominent ridge in the top surface and a noticeable increase in resistance is felt in pivoting the tip downwards On any battens inboard of the crossbar junction this point should not come until the lever tip is within no more than the last 20 to 30 degrees of travel before becoming straight On battens outboard of the crossbar junction this point should come when the lever is between 30 and 40 degrees of straight To lengthen the batten simply unscrew the batten tip shank from the batten to shorten the batten screw the tip further in Each three turns changes the length of the batten by 1 8 of an inch 47 Car Top Mounting and Transport Improper or careless transport of your glider can cause significant damage You should transport your glider on a rack which has at least three support points which span at least 13 of the length of the glider These should be well padded and at least four inches wide to distribute the lo
23. the sail inside out through the bottom surface center zipper and inspect all of the batten pockets and batten pocket terminations Replace bottom side wires and hang loops Note The bottom side wires are retained by a lightly press fit bushing This bushing is best removed with a special stepped drift by pushing it out of the fitting from the rear Take care not to damage the fitting Replace the VG ropes Remove the transverse battens and inspect for damage Special circumstances 1 Any time you suffer a crash or extremely hard landing you should have an annual inspection done on your glider to insure that you find all damaged parts Following any hard landing be sure to inspect the apex hardware the control bar legs and basetube and all control bar fittings and fasteners for damage including the ball lock pins Any time you replace a control bar leg or basetube you must carefully inspect all related fittings and replace any that are bent or damaged Hard landings may also impose very high loads on the sprog assemblies and transverse battens Inspect accordingly If your glider is ever exposed to salt water you will need to have the glider completely disassembled in accordance with the recommended annual inspection procedure All frame parts will need to be disassembled including the removal of all sleeves and bushings flushed liberally with fresh water dried completely and treated for corrosion inhibition with LPS 3 or othe
24. 3 Working on one wing at a time and working with the appropriate rear leading edge fold the sprog which is attached to the rear leading edge forward against the rear leading edge Turn the rear leading edge upside down because the glider is lying on its back upside down and slide the front end of the rear leading edge tube into the sail through the opening at the wingtip As the tip of the sprog reaches the sprog access zipper opening route the sprog outside of the sail through this opening 4 Continue to slide the rear leading edge forward with the sprog outside the sail and slide the rear leading edge into the front leading edge Align the rear leading edge properly so that the sprog bracket is on the inside of the leading edge and slide the rear leading edge forward rotating as necessary until the slot in the rear leading edge engages securely on the pin in the front leading edge When the rear leading edge is fully engaged you will not be able to rotate it 5 Find the sail mount strap and stretch it towards the rear of the leading edge Position the sail mount strap on the bottom of the leading edge tube which will be on top with the glider upside down and make sure the strap is not wrapped around the tube or twisted Remove the safety ring from the clevis pin located five inches from end of the leading edge remove the clevis pin and pass it through the tang in the sail mount webbing Reinstall the clevis pin in the leading edge a
25. 39IHI v T 91v 096NV 1331S W3HSV 0711 00 6 c 3 10005 T00 0S 8 8l YIVWVY 31710 Wvax 07 1 202 9 99060 0680059 0992 90 9 TIWWS 1676 NV ONIS Al44VS 0011 d0 Y GI 89 00 uuz9 qvoON3 6129 28 v cvOTCSW v l LAN HONI ID OvZT NO c I vNV OTE VO T V 0IENV v T LANFILSVD OVET NO 6 2878 OMS 1108 3015 001 381 20000 007 8 c VNV 0c c v0 L Wv34lISdI 15 3015 01108 3811 9018 007 9 OWEN 3400 ON aed dl 1 ocr 53790 eer eg YN EA f Wod S93 IWAN SST S 90 866 1 6569 866 PLZ XvdlHd e 59826 VI 39NVHO e 3 4390183018 005 S000 XXXX A8 SMLVLS HERE Mun 701831 4 01 30007 00 XXX ww LM aay eet oe N BAS fS b S0 X S l NOISIA3 ON 1800 WIL qL ZE0 3M 09 99 01 9G 0 29 O1 8 29 d 4044 POSlAdY v002 0 I 4501 epis dol pauLyoeu se Buiusnq xe 61 nuu ge xe pnis uej3eq esoN I 9r utd si e 2 6T EEN 8 66 mm 91 S 0 me x WIZY 4864115 oe SST ZS I 9 6910 oc 00 6 91 S 0 WWG Q x pp ALS Jeau 894 991 ZS I y 166 0 2 Sy 00 81 91 9 0 WG OK mm ZALS LPPL 1004 991 ZS I e ao 1 091 00 9 91 9 0 men x Uupp ALS 3004 1993 991 ZS I z 9 1 v 2602 L 86 91 9 0 men mr eqni 14044 1884 991 ZS I I 91 19134 um oam 00 man WIM 1N3NOdHOO AEE SSSR I
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27. 9876 VI 3DNVHO e JAY 3950133018 009 NOS3V3d VN GO AeW 0 WOg s Ag SNLWLS HERE NMVUG 01 1N340200 01 300075 V 31 34043 GET cS NOISIA3U ul EIN Bs ETE 0 0441 92100 gc 00 S 00 T 09 01 vy I 31005 1019 V 11130 9 09 Sunset uL ULd 02 1140 9 850 930N I L90 0 91 S 0 WG 0 x 04429 uu c e 00 ALS 3 4093 GET cS A I Scc I 91 S 0 WG OK 04009 Wu g 06tI 00 8 9qni 3 4083 SET cS I MO0 31 yeay GET ZS 146 Lam Le Lua zeW uu 436487 u36u OWEN 3400 wali 1 NOS3IV 3d I I I I VN Go uer 92 go Aew o WOg aes 9UE4441V SET 05 yg0 966 1 6G 9 866 LZ YAIHU e 39826 VI 39NVHO e JAY 39GINaNTa 009 SALVLS HERE NMVUG QI LNAWND0d G1 4M00IS V NOISIA3U Jeqx set ZS EN EAS s UB THI 40 epis euo z 40 epis euo er g l IF 00 90T T YST 0 91 S 0 uuo Q x 04429 uu 7 ODT 00 9 ALS JeQX GET ZS A T 9688 91 S 0 WG OK 04009 uu 79896 00 901 eqni Jeqx GET ZS I AID 446 Lom Le Lua Tey uu 436487 u36u OWEN 3400 wali I se L ST BN NOS vdd PHI 7100700 0 S002 8 408 omedsatW SLT OS 490 866 6GE9 866 PL 0400 e 59806 00 394040 e JAY 3901H3018 009 XXXX hg DIE Q3S1A38 eng 701831 01 ue L
28. B Ku 1901 G T es EIN EA s bz NOISIA3N ON 1800 31111 aT 892 M 45014 epis dol peuiuoeul 00 er o Buiusng xe Sv 6t nun ee xz utd SLA L EI d pnis u 442q SON 1 001 00 2 910 ER 00 Mama 9 T0 i DIN uu ui5ue UL u36u d NJNOdWO ON WALT XA X ii ii ii ii II Ssp 5 16444 L LI Set 0090 7100 00 0 9000 91 0 hog HV S T S y90 966 69 9 866 PLL NOAM e 69876 Y3 I9NYYO e JAY I9014IN14 009 R Ag SNLWLS WI NMVUC UINTHISIVN 7 10004 GIT 26 INDO c X ed ON 1800 ulb aT 899 M K quasse MLA apls Ai quasse m ra dol 91 1909 41670 0 99031 e 30044 G T S 91 1909 41670 X 978 1 ALS 34044 3 34043 G T S M0 11 14044 S T ZS qL 1H9I3M wu HI5N31 UL HI9N31 e LJ9010U JN3NOdWO2 ON WALI ooo pasea ay SMLVLS 7100 00 0 NEE VN ON 1800 S00c ST c Weu NOSUV4d NOISIA3N S319NV XXXX KAN XX X SVL qI vZ0 v M 606 0441 90100 owe WOd 99S 101831 4 v 8911 9800 wu 19437 31 4 gt UL HI9N31 sues LW G T ZS 01 300076 edy G T cS 31111 91 1909 41670 X S 8 I 91 1909 utev0 X 0c AVIS31VA LV90 866 6669 866 vLZ XVdlHd e 59826 VI 3DNVHO e JAY 390143N14 009 INEA S ub ALS 9 ppt u 3 34043 G T ZS eqni 9 40684 G T ZS A1D 31 4084 S T ZS ON WALT A
29. I NOI r TIVWS I6r6 NV ONTY AL33VS OOII dOI e r 62292 66 0cSW 0621 901 I Cc Ludd1S HL 9ST 01 cr 00 S ONTYV4d 0 01 000 0 098 X 820 X GITE SS 15118 OcIv LOl 6 Cc WV3HlSdIIlS 3015 WOLLOd Jul SOTE d0v 8 Bnd Bai Wonnen UL 59404 NAU 401 ple K quesse 414 di s WENI 2 0 1 X 820 X 0S2 1v 839005 OIT 10I L Suaoeds pue sJauseM BulJe q 9A eJLMepLs I WNV3HlSdIIS 39383 WOLLOS 135 321 2066 007 9 us se Suse c p Cc EA DN ET I Wv3u1SdI1S 1NONJ WOLLOG 13S 331 SEI E SjexoeJg eqnieseg UL LJ 55840 3ueueuued 9192 uei Te v e9Sv IIe8 2301 v S930N Lqw ssy c 00 I0 S 340 oueN 1400 ON 34ed ar I 6071 STINY NDUT Y002 3 0T 6000 9 6 L394 JH ZNI 490 866 6G 9 966 PLZ vuM e 59906 VI 3NVHO e JAY 39Q1H3018 005 9000 XXXX Ag SMLVLS CSSIASY HIEN WUER 01 200 00 F XXX II II ou XX 9 VN Loo 4093 Giel S0 X CS 0 norstagy ON 1800 IL NOTHL v T 9Tv O96NV 73318 N3HSV 0711 00 II 9NI883M 8 8 LOTS Z 310H I 9NYL 1282 302 01 YLSIT YLSd7S YVIY 419 LIS 291 20 dOr 6 v 90dVVHD 9761 X 9I TW LIAIY 99 0 30 8 3201 2vg1nvH 9NINdS 01108 IISI VOZ GeO x DIE EL TIO HSN 1911 10 9 VG2 vNV 1922 70 9 Ze e OMS 7768 034 001 JYI 1072 007 Y 33a0v3udS 13S ZN d33MS Out 341 6027 007 23033 ASSY LAN NV1109 310HA3 9062 502 Z 9 99 S
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31. The wing tips should be just slightly off the floor If they are not place something under the rear keel so that the wing tips are not contacting the floor 3 Tie a lightweight thread tightly across wing from the left 4 batten to the right 4 batten and from the left 5 batten 135 and 155 or 6 batten 175 to the corresponding right 5 or 6 batten These are the third and fourth or third and fifth cambered battens counting in from the tip counting the shortest cambered tip batten as the 2 batten 4 Press firmly on the top of the sail at the center of the transverse batten at the end of the sprog and then release Measure the height of each thread relative to the top of the keel tube The results should be as follows Outer Sprog Thread Inner Bridle Thread Sport 2 155 at least 6 1 4 158 mm above keel at least 6 1 4 158 mm above keel Sport 2 135 at least 5 5 8 143 mm above keel at least 4 0 102 mm above keel Sport 2 175 at least 4 1 2 114 mm above keel at least 4 5 8 117mm above keel 5 Note that this method will not disclose sprogs that are asymmetric If after achieving the proper measurement you have a turn in the glider which is only present at tighter VG settings lower the sprog on the side the glider is turning towards and raise the other sprog by the same amount Method of adjustment 1 To adjust the sprog height fully unzip the access zipper to gain access to the front of the sprog where it is
32. a fatal accident any decision that can be wrong is a bad decision The logical conclusion of this analysis of safety is that most pilots are making far too many bad decisions If they weren t we wouldn t see nearly as many accidents in the sport The logical conclusion from that is that not only can you not use a good result as evidence you made a good decision you also cannot use other people s decision making as an example for your own If you want to beat the odds and have better personal safety than the statistical average you have to make better decisions than the average pilot That will sometimes mean choosing not to fly at all and it will sometimes mean passing up that turbu lent thermal that is too close to the hill and as a result going down to the LZ instead of staying up It will sometimes mean cutting an XC flight short to take advantage of a more suitable landing area In each of these cases your friends may well not take the conservative route and in most cases they will be rewarded with successful flights In the end however making the more conservative decision will mean you ll still be around to fly another day Have fun Fly safely See you in the sky Wills Wing Inc www willswing com 49 HGMA COMPLIANCE VERIFICATION SPECIFICATION SHEET Sport 2 155 GLIDER MODEL Sport 2 155 MANUFACTURED BY Wills Wing Inc ANH sl dimensions in inches weights in pounds NOTE These specifications are intended only
33. ad Your glider should be securely tied down with webbing straps which are at least 1 2 wide but not tied so tightly or with such a small diameter rope that the Mylar insert is permanently deformed If you drive on rough roads where the glider receives impact loads you should take extra care to pad your glider internally when you pack it up Note that we specifically recommend against transporting your glider inside of a tube or box unless the glider rests on a padded surface and is secured against movement We have seen many examples of gliders inside of tubes that underwent highly accelerated wear due to the continuous movement of the glider in the tube when driving over normal bumps in the road surface ENT CS In Closing A Few Final Words on Your Safety With proper care and maintenance your glider will retain a high level of airworthiness for some years Be cause of the relatively short history of hang gliding and the rapid advances in new designs we do not have a lot of information about the ultimate service life of a hang glider We do know that ultraviolet UV damage to the sail from sunlight is one limiting factor in the life of your sail Try to avoid exposing your sail to sunlight any time you are not actually flying it We also know that sails will both stretch and shrink over the life of the glider and that because of these dimensional changes in the sail the glider s flight characteristics can change with time The most common
34. an t make the transition in the position of each hand quickly and reliably you should transition both hands while at altitude before you start your approach Otherwise if you fail to make a quick transition you could be out of control close to the ground and suffer a turbulence induced change in heading or attitude without sufficient time to recover Many pilots make the mistake of trying to change position while flying fast and close to the ground and experience a dangerous loss of control as a result A third principle to observe is that if you are using a pod type harness you should unzip and confirm that your legs are free to exit the harness at least 500 feet above the ground and before you start your approach If there is any problem finding the zipper pull or dealing with a stuck zipper you don t want to have to try to fix that problem while also flying the approach Once established on a wings level short final into the wind body semi upright and with both hands on the downtubes your final concern is the timing and execution of the landing flare The goal is to arrive on the ground on your feet under control with the glider settling on your shoulders If the wind is 15 mph or more you will not really execute a flare at all you will simply slow to minimum flying speed put a foot down and step onto the ground In lighter winds you will want to use some combination of a final nose up flare and running out your landing in order to
35. aneuvering speed and the speed never to exceed You should fly in this range only in smooth air as described above Red Line This is your never to exceed speed At no time should you fly faster than this speed The design of the Hall type airspeed indicator involves using a ram air versus static pressure differential to raise a disc in a tapered tube against the force of the weight of the disc Because of this the ASI has certain operating limitations a Itis only accurate in one G flight If you are turning at a bank angle of more than 30 degrees the ASI will read artificially low as a result of the G loading of the turn Reliance on the ASI for limiting airspeeds in high banked sustained spiral maneuvers will likely cause you to exceed the placarded speed limitations of the glider and will compromise your safety b Itis only accurate when within 15 20 degrees of the vertical orientation 10 70 Color Coding 60 60 samen nea 28 SS mph Yolow 50 50 18728 meh we Ok Gi 30 30 20 20 elu 27 Using the VG System The Sport 2 VG system uses a reduction system of pulleys both inside the sail behind the crossbar center and also inside the right downtube Tightening the VG increases the spanwise tension which the airframe places on the sail reducing the spanwise twist and the sail elasticity The result is an increase in L D performance and a reduction in roll control authority and roll control resp
36. ank effectively increases your wing loading which increases your flying speed for any angle of attack But note this The tufts indicate angle of attack without regard to airspeed Therefore if you practice flying various bank angles in smooth air while well away from any terrain or other gliders and watch your tufts on the inside wing which will be at the highest angle of attack you will get a feel for the way your minimum sink speed varies at varying bank angles Also be aware that in some thermalling situations such as when trying to maximize climb rate in a thermal with a very strong and very small core there may be an advantage in overall effective climb performance to flying so slowly that some portion of the inside wing is partially stalled most of the time This is however an advanced and potentially dangerous technique it is the beginning of a spin entry and if pushed just a little too far can result in a sudden loss of control and or altitude In general if the tufts are indicating flow reversal associated with the stall you will improve both performance and controllability by pulling in and speeding up a little One final caution from time to time a tuft may tend to stick completely to the sail and fail to properly indicate the direction of local flow This may result from static buildup or from the fine threads of the yarn becoming caught on a seam or some dirt or imperfection in the sail The tuft may stick while indicatin
37. aracteristics The best place to carry your glider bag or other cargo is in your harness Another factor that can affect pitch trim is the adjustment of the keel pocket rear support strap If this strap is too tight it can slow the trim speed With the glider fully set up on the ground and the VG set full loose there should be 0 5 of slack in this strap Finally the adjustment of the sprogs will affect pitch trim at tighter VG settings although not at VG settings looser than about 2 3 If there is excessive transient trim increase in trim speed at tighter VG settings it is an indication that the sprogs are set too low If there is a marked reduction in trim speed between VG 2 3 and VG tight it indicates that the sprogs may be set too high When the sprogs are set properly the trim speed will normally remain the same or increase slightly up to VG 3 4 and will not be significantly higher or lower at VGT than at VG 3 4 In the absence of the use of tufts it has become common for pilots to talk about bar position or about indicated airspeed when trying to communicate how to trim a glider properly or how to fly a glider at the proper speed for a given situation The problem is that these methods are unreliable and inconsistent from one pilot to another even on the same glider The angle at which your harness suspends your body in your glider has a great deal to do with your perception of the bar position relative to your body Airspeed indi
38. ark on the cap relative to the label on the rear leading edge If the plugs are not each set at the neutral position in the center of the label take note of where they are so you will know what your starting point is Sail tension Check for symmetrical sail tension on the leading edges In order to check this sight the hem of the sail at the bottom of the leading edge tube relative to the noseplate on each side Leading edge sail tension is adjusted by changing the mounting hole where the tip wand cam lever mounts to the sail 1 4 adjustments are available or by shortening the tip wands A one eighth of an inch difference 3mm in the length of the tip wand can make a noticeable difference in how a glider handles If you have a glider that is a little too stiff you might try shortening the wands by an eighth inch 46 You should also check the relationship between the tension is the sail mount strap at the aft end of the leading edge and the tension as taken by the tip wand With the glider fully assembled and the VG set to full loose the sail mount webbing strap at the rear end of the leading edge should be snug but not overly tight and it should be symmetrical from side to side It should then become progressively tighter as the VG is engaged Twisting a tip After you have made everything symmetrical if you still have a turn you can correct it by rotating one or both tip wand receptacle end caps A left turn is corrected b
39. as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration Be aware however that no set of specifications however detailed can guarantee the ability to determine whether a glider is the same model or is in the same configuration as was certified or has those performance stability and structural characteristics required by the certification standards An owner s manual is required to be delivered with each HGMA certified glider and it is required that it contain additional airworthiness information L Weight of glider with all essential parts and without coverbags and non essential parts 60 Leading Edge Dimensions a Nose plate anchor hole to 1 Crossbar attachment hole 128 0 2 Rear sail attachment point 189 5 from end of LE tube b Outside diameter at 1 Nose 2 05 2 Crossbar 2 05 3 Rear sail attachment point 1 97 Crossbar Dimensions a Overall pin to pin length from hole at leading edge bracket attachment to center of load bearing ball at glider centerline 115 75 b Largest outside diameter 2 44 Keel dimensions least and greatest allowable distances whether variable through tuning or through in flight variable geometry from the line joining the leading edge nose bolts to a The center of the xbar center load bearing ball 40 5 45 5 b The pilot hang loop 55 5 57 0 Sail Dimensions a Chord lengths at 1 3 ft outboard of c
40. batten pockets in your sail if you wipe each batten with a rag before you insert it in the batten pocket 7 Wills Wing convention is that black tipped battens go in the right wing and white tipped battens in the left Top surface cambered battens are numbered from the tip inwards and the shortest cambered batten in a Sport 2 is designated as the 2 batten there is no 1 batten Working from the root out install the three longest cambered top surface battens in each wing of the sail Do not engage the rear tips in the trailing edge at this time Insert the battens carefully so as to minimize stress and wear on the sail Do not hold the battens by the rear tips and do not apply significant force to the rear tips during insertion or removal the lever type tips can be broken if the force required for insertion of removal is applied to the tip Do not insert or remove the longest top surface battens with the crossbar tensioned and never insert or remove battens with heavy wind pressure on the top of the sail or in any condition which causes the battens to slide with great resistance in the pockets Take care when inserting the longer cambered battens that the front batten tip does not catch the aft edge of the Mylar insert through the sail and fold it under This is best avoided by keeping the trailing edge of the sail as low as possible and lifting on the batten in the area behind the Mylar pocket if necessary as you push the batten in If th
41. bouds 3 8vrvc 902 I 01 ssa uleys 14034 Boads 9 Ivtv2 90c I 6 LHOTY S 39NIH 90805 31 1323200688 9 Sv 90 I 8 jldV9 90805 IN38 310H ONVL V 0 2 30c I 9 86 YdLSACGVY d30V3quHli 909dS 4 9vyvc 902 I D quauysnfpy 00405 3nN v OTOE NOT I 86 3100060 013 80638 904dS 0 IO0tz PSl I 918 07 NV vch x O T 3801 IIS2 9S I I 9UeN ued Ady ON Jed 340 lwa I I I I NONG Y002 3 0T 002 92 7 ayerd sou 90 866 69 9 866 bL SAM e 59876 YI 39440 e 3 1390183078 009 AQ SALVLS O 3srA38 NMVG QI IN3W0200 01 4M00IS g Kiquessy e3eidesoy esi OVER SS BAS NOISIA3U 37111 8 09SVN 0802 00 vI IND QYHL GLE X 8 NYd Mis IS91 WO I SS 2 80 OYdMOT LIN 20 02010 I 29019234H9 232207881 WWOT NAYVH A3110d 601 000 11 V9z VNV I922 VO 01 VYOE PNY I0tc VO 6 3 V cVOlZSW v T LAN HONITO OvZT NO 8 r 81 X 026 X 099 AN Hds 0TS LO r NIHL 7 1 91F 096NV 73315 33HSV 1711 00 9 ce 903MS 7168 LNOY4S dOl 331 108620 007 9 WV3g1SdI S LNOSJ WOLLOG LAS 331 0ce d0v Y ASSY LAN YV1109 310HA3 S06 90 002 IWSYSAINN 31V1d3S0 8 91 20c 2 201 NLAG 37 374 ASSY 002 31710 6 91 20c I 10 40 301 42580 Jequny 3400 wad Part No Des
42. cators vary in their indicated airspeed depending on the make of the instrument its calibration any installation error etc The use of tufts gives you an absolute first hand indication of the actual aerodynamic event associated with two critically important airspeeds on your glider It is a potentially useful tool that may improve your flying 26 Speeds to Fly and Using Your Airspeed Indicator The Wills Wing Hall Airspeed Indicator has been specially designed to help you fly your Sport 2 at the proper speeds for optimum safety and performance and is a recommended option for your glider There are four color coded bands on the ASI White This is the range from 18 m p h to 28 m p h This is the normal thermalling speed range for light to moderate thermalling conditions Try to keep your speed within this range when thermalling in light to moderate conditions Very strong or turbulent conditions will warrant a faster flying speed Green The top of the green region represents the placarded maximum rough air and maximum maneuvering speeds This speed of 46 m p h should not be exceeded except in smooth air and no abrupt large control deflections should be used above this speed In significant turbulence it is recommended that you keep the airspeed in the green for best control and stability and best structural margin at all times Yellow This region represents the upper speed range between maximum rough air maximum m
43. ch will still click when you rotate the lever downwards into position but depending on the degree of failure of the catch it may not support an upward load on the trailing edge sufficient to keep the tip locked in position The next step is to deploy the sprogs and secure them in position Before doing so working through the sprog access zippers preflight the following items a The remaining internal ribs to confirm that they are fully zipped up The sprog hardware including the leading edge sprog brackets the attachment of the sprogs to these brackets and the sprog cable attachments at both ends of each sprog cable c The leading edge crossbar junction hardware including the nut bolt and safety ring at this junction and at the bottom side wire attachment to the crossbar 15 4 To deploy and secure each sprog swing the sprog away from the leading edge and align it in the center of the rear end of the sprog access zipper such that the rear end sprog paddle lies below both the transverse batten and the short piece of bungee attached to the sail Rotate the sprog as necessary to align it such that the cable pulls directly from the top of the sprog Note The sprog should align easily and remain in this position with the tang on top If it will not remain aligned properly there is probably a twist in the sprog cable To fix this dismount the sprog from the leading edge and rotate the sprog around the cable until
44. e outer sprog attachment point The front end of the rear leading edge is slotted and engages in a clevis pin installed in the front leading edge The rear end of the rear leading edge contains a receptacle for the tip wand secured in place by a bushing and clevis pin five inches from the rear end of the tube and a small screw 1 2 from the end of the tube The clevis pin also passes through a tang on the rear sail mount webbing strap and secures this strap to the rear leading edge Special Instructions For Sport 2 175 On the Sport 2 175 the leading edge breaks down forward of the leading edge crossbar junction In addition the clevis pin which secures the rear leading edge to the front passes through a hole in both the rear leading edge and front leading edge instead of engaging in a slot in the rear leading edge as it does on the 135 and 155 and thus this clevis pin must be removed and re installed both when breaking down the leading edges and when re assembling them Also because the joint is forward of the leading edge crossbar junction it is necessary when breaking down the leading edge for shipping to first disassemble the leading edge crossbar junction Therefore after re installing the rear leading edges it will be necessary to re assemble the leading edge crossbar junction On earlier models where the leading edge crossbar junction bolt uses a castle nut and safety ring the safety ring will usually be deformed in the proces
45. e Mylar insert does become folded under when inserting a batten remove the batten smooth the Mylar down and reinstall the batten Also take care not to force the rear batten tips into the ground when installing or removing the battens When working with the longest inboard batten it is helpful to lift the rear end of the keel slightly and also to 11 insert the batten initially upside down flipping it over after it is inserted about a quarter of the way If you choose not to check your battens for symmetry before each flight you should at a minimum check them once every five flights or at any time that you experience a hard landing or ground handling mishap 8 Spread the wings all the way and check all cables for any twisted thimbles or tangled cables At the rear of the keel pull on the line that is attached to both the top rear wire and the sweep wire in order to retrieve the sweep wire from inside the keel pocket Note Sometimes the sweep wire tang will catch on the front of the keel pocket at this point in the set up If this happens reach through the opening in the sail at the base of the kingpost grasp the sweep wire and work it forward and aft while pulling gently on the line at the rear until you clear the interference Pull the sweep wire out the rear end of the keel pocket For maximum leverage insert the set up tool in the loop of leech line attached to the sweep wire keyhole tang Tension the sail by continuing to p
46. e tip wand cam lever tensioning the sail at the tip Grasp the pull string attached to the cam lever in one hand and with the other hand firmly grasp the bottom surface of the sail at the tip at the velcro opening Pull your hands towards each other to rotate the cam lever first towards the keel and then against the tip wand 11 After you cam the lever over check to see that the back label is properly aligned it should now lie directly under that cam lever Look into the sail from the tip and verify that the most outboard internal rib is fully zipped up 12 Install the remaining outboard top surface battens Secure the shortest cambered battens with a double purchase loop of the 205 leech line After installing the tip battens open the Velcro closure between the top and bottom surface at the tip and while supporting the tip batten with light upward pressure re close the opening and secure the Velcro attachment This is to ensure that both surfaces of the sail mate cleanly in this area 13 At this time you can install the batten tips for the cambered battens into the hem of the trailing edge The lever tip incorporates a hinge and a snap locking mechanism as well as a threaded shank that allows for adjustment of the overall batten length and hence the chordwise tension that the batten puts on the sail The locking mechanism can be broken if it is not released properly before the lever portion of the tip is rotated upwards If it does b
47. ed nose down your sink rate has increased significantly In this mode the glider is mushing The VG rope is marked in 25 increments one mark indicates VG 1 4 two marks VG 1 2 or VGM three marks VG 3 4 and one long mark at the full pull of the rope indicates VG tight VGT The stall and spin characteristics of the Sport 2 are relatively benign at VG settings of VGM 50 or two marks and looser At tighter VG settings the stall becomes more abrupt and the glider becomes easier to spin We recommend that flight at speeds less than three mph above minimum sink airspeed be avoided at VG settings of tighter than 75 except in relatively smooth air We recommend against deliberate spins or aggressive full breaking stalls with the exception of the landing flare Once you have familiarized yourself with the glider s characteristics in the range of speeds near minimum sink you will not need to look at the tufts very often You will know from bar position and bar pressure and from the sound and feel of the relative wind when you are at your minimum sink minimum controllable airspeed In general you should not fly your glider below this speed Be aware however that when you are flying at minimum sink in thermal gusts and turbulence you will experience gust induced separation of the airflow which will periodically cause the tufts on your sail to reverse Of course in a turn your minimum sink speed goes up because you are banked and the b
48. educed markedly and the wing stalls more abruptly with the stall progressing across the entire span more quickly During normal flight the flow will be chordwise along the wing and the tufts will point towards the trailing edge When the wing stalls the tufts will reverse direction indicating the local flow towards the leading edge At the first onset of stall the tufts will indicate the impending separation by first wiggling and then deflecting spanwise before they fully reverse and point forward The first onset of stall occurs well before the familiar stall break in which the glider pitches uncontrollably nose down to recover from the stall By the time the stall break occurs all tufts but those farthest outboard will have indicated reversed flow On the Sport 2 minimum sink rate is achieved with the tufts deflected spanwise between 30 and 45 degrees Significant control authority is normally retained even with the tufts indicating 60 to 90 degree spanwise flow however you will usually achieve better performance at a slightly higher speed To find the glider s minimum sink speed fly the glider in smooth air early in the morning or late in the afternoon When you are well away from the terrain and well clear of other aircraft look up at the wing tufts while you very gradually reduce the speed of the glider Note the speed at which the tufts indicate a partial spanwise flow between 30 and 45 degrees of deflection This is you
49. enterline 77 2 3 ft inboard of tip 43 75 b Span extreme tip to tip 380 VGT Location of Information Placard Keel Location of Test Fly Sticker Keel Recommended Pilot Weight Range 150 250 Recommended Pilot Proficiency USHGA Intermediate HGMA COMPLIANCE VERIFICATION SPECIFICATION SHEET Sport 2 135 GLIDER MODEL Sport 2 135 MANUFACTURED BY Wills Wing Inc All dimensions in inches weights in pounds NOTE These specifications are intended only as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration Be aware however that no set of specifications however detailed can guarantee the ability to determine whether a glider is the same model or is in the same configuration as was certified or has those performance stability and structural characteristics required by the certification standards An owner s manual is required to be delivered with each HGMA certified glider and it is required that it contain additional airworthiness information l Weight of glider with all essential parts and without coverbags and non essential parts 54 Leading Edge Dimensions a Nose plate anchor hole to 1 Crossbar attachment hole 119 0 2 Rear sail attachment point 173 5 from end of LE tube b Outside diameter at 1 Nose 2 05 2 Crossbar 2 05 3 Rear sail attachment point 1 97 Crossbar Dimensions a Overall pin to pin length from hole at leadi
50. equate stability is only contingent on positive pitch pressure during flight testing However in the case of the Sport 2 insufficient pitch pressure in steady state flight with pilot full forward is a significant indicator that the sprogs are set too low If while maintaining steady state flight in smooth air at VG full tight with the bar pulled all the way in you experience less than eight lbs 4 kg per hand of positive pitch pressure you should check and readjust your sprogs as necessary The bridles will normally be quite slack in flight at loose VG settings becoming progressively less slack at tighter VG settings Even at VG full tight they will normally have some degree of slack The primary means for checking the bridles should be the measurement as listed above If the bridles are set too low it will not usually create a noticeable difference in flight characteristics If they are set too high they will at the point where they become tight interfere with the control of the glider both in pitch and roll In the performance of the above test it may be that the you will exceed the maximum placarded VNE of the aircraft especially if the sprogs are adjusted lower than the normal setting This test is best performed by a qualified test pilot and in any case should be performed only in smooth air and with caution Maintenance This section contains a recommended schedule of periodic maintenance None of the items in this section
51. ers are fully open The sprogs remain outside the sail when the glider is packed up 10 Pull the sail out away from the keel until it is even on top and bottom Place the bottom surface battens and tip wands on the sail and roll the sail gently and carefully parallel to the trailing edge of the outboard portion of the sail Install a velcro sail tie on each wing just behind the trailing edge at the root Try to roll the sail in such a way that the leading edge portion remains as smooth as possible Do not attempt to stuff the sail between the Mylar pocket and the leading edge tube at any point where you feel resistance and do not attach the Velcro ties so tight so as to induce creases in the Mylar or leading edge sail material 35 11 At the wingtips lay the sail at the tip out flat and fold the tip of the sail forward over onto the bottom portion of the sail Working from the trailing edge roll the sail tightly to the leading edge and install the tip cover bag Note If you re breaking down in a dirty rocky and or abrasive area you can combine this step with step 7 above by pivoting the wing inwards enough to allow you to flip the sail at the tip over the top of the leading edge fold forward and roll up the wing tip and put it in the tip cover bag 12 Finish rolling the sail in the area of the sprogs and install the other sail velcro ties at this point 13 Install the long wide sail Velcro around the sail forward of t
52. es of incidents in which a pilot s life was endangered as a result of the incorrect installation of replacement parts or incorrect assembly of a glider The serial number of the glider is required when ordering any fabricated replacement part The serial number is a five digit number which can be found in several places on the glider on an embossed label on the bottom of the front of the keel tube on the operating limitations placard on the bottom of the rear of the keel and written inside the nose area of the sail In addition to the serial number you should provide any relevant information regarding configuration options for the glider in question When replacing a part on the glider always compare the old part with the new part to make sure that the new part appears to be the correct item If you have any question contact Wills Wing Also be sure to do a thorough inspection of the glider after the installation of the part to insure that the part has been installed correctly and appears to be functioning correctly and that the rest of the glider is properly assembled Every Six Months 1 Check the adjustment of your sprogs as described in the last section 2 Check your battens on a flat level floor against the batten diagram provided and correct any that deviate from the pattern by more than 1 4 3 If you fly in a dusty or sandy environment it will help to prolong the life of your batten pockets if you wipe each batten with a rag
53. es of the approach In other words you will be higher and on a steeper angle of descent at every point during the approach You should also err on the high side when in doubt because with the drogue chute you have limited ability to extend flatten your glide but very good ability to reduce steepen it For example in the normal glider configuration if you were approaching at best L D speed into a head wind and were coming up short you would speed up With the drogue speeding up will primarily degrade your glide and will not get you significantly more distance When using the drogue set up higher and approach with more speed Then if you are too high you can still speed up more and cut your glide while if you are too low you can slow down and extend your glide When you round out on short final and begin slowing down the drogue will shorten the time period between round out and flare This reduces the opportunity that turbulence would otherwise have to lift a wing or yaw the nose away from your flight direction As a result timing the flare becomes easier and the chances of making a wings level flare with the glider pointed in the direction of flight are increased Overall the effect is very much that of making the glider take on the landing characteristics of a lower performance easier to fly glider y The first time you use a drogue chute you should fly over the LZ at more than 1000 AGL and deploy it long before you start the
54. finish the flight on your feet with the glider settling on your shoulders The lighter the wind the stronger should be both your flare and your run The traditional method of landing in light or no wind calls for a sharp aggressive flare at precisely the correct moment This technique works fine when done correctly but it s not easy to get the timing just right Flare too early and you will climb and then fall with the nose pitching down Flare too late and you won t get the nose up enough to stop your forward motion and the glider may nose into the ground as you run into it from behind The flare timing process is made much easier by using a combination of a crescendo flare and a run out of the landing As you bleed off speed on final flying just above the ground you are at first letting the control bar out towards its trim position As the glider reaches trim speed which will normally be one to three mph above stall speed you begin to gently push the bar out to keep the glider from settling At this point it is almost time to flare As the glider enters the mushing range of angles of attack it will begin to settle in spite of your continuing to ease the bar out This should be happening well before your arms are significantly extended At this point begin your flare by smoothly accelerating the rate at which you push out on the bar At the same time draw one leg forward put a foot down and start to run as hard as you can This run sho
55. g normal flow but most often it will stick after having reversed such that the tuft will indicate a stalled condition that does not exist One clue in this situation is to note whether or not the tuft is wiggling Since flow reversal occurs during a turbulent separated flow a reversed tuft should be wiggling rapidly If it is not it is probably stuck A tuft indicating normal flow will not usually wiggle An occasional application of silicone spray to the tufts and making sure that they are positioned so that they cannot catch on any seam will minimize the problem of sticking B Platform Towing Special care must be taken in any form of towing In particular in platform towing it is critically important that the nose line be attached so that there is no possibility of inducing a spontaneous disengagement of the bottom front wires In particular there must be no way that the nose line can pull forward on the nose wires the nose tang or anything attached to either See the photos below for the correct and incorrect methods of nose line attachment The photo above shows a CORRECT method for attaching a nose line for platform towing Note that the line is cinched over the top of the tang in front of the tang handle and in front of the wires The two photos above both show INCORRECT methods for attaching a nose line In the photo on the left the nose line is routed between the wires making it likely that the nose line could pu
56. ge to the clinch nut and nylon nut cap is intended to address a number of problems with each of these configurations When installing the clinch nut on the bolt it should be tightened down until all slack is taken up and then backed off just enough to all the secured parts to swivel under light to moderate pressure The nylon nut cap is then installed onto the bolt as far as it will go do not over tighten or you will strip the nylon threads The following bolt changes are required to provide sufficient threads to engage the nut cap Falcon 3 145 170 195 No changes required may change to A type no hole Falcon 3 Tandem AN4 32 changed to AN4 33 or 33A Sport 2 62mm Xbar side wire AN4 32 changed to AN4 33 or 33A Sport 2 175 66mm xbar Xbar side wire AN4 33 changed to AN4 34 or 34A U2 Xbar side wire AN4 30 changed to AN4 31 or 31A Sport 2 Xbar Leading Edge AN24 46 changed to AN4 27 or 27A U2 Xbar Leading Edge No changes required may change to A type no hole 6 Sport 2 Reassembly After Shipping and Breakdown for Shipping Procedures The Sport 2 can often be shipped full length without having the rear leading edges removed If your glider has been broken down for shipping follow these procedures to reinstall the rear leading edges The front leading edge is 50mm 1 97 oversleeved with 52mm 2 05 at the nose and crossbar junction The rear leading edge is 50mm 1 97 oversleeved with 52mm 2 05 at th
57. he control bar apex passing if first over the top of the keel tube just ahead of the front keel pocket unzip the center zipper slightly if necessary and stow the nosecone under this velcro 14 Install the glider bag Flip the glider over onto the ground Remove both control bar corner ball lock pins and stow them in the downtube end plugs Pull the VG rope through to the outside of the cleat if you have not already done so and remove the basetube and set it aside 15 Fold the control bar downtubes together lay them down against the keel and install the control bar bag Place the basetube in the rear end of the glider bag with one end of the basetube lying between the tip bags at the end of the glider bag 16 Put the battens in the batten bag and stow the bag just forward of the basetube with the open end of the batten bag adjacent to the end of the basetube Slide the end of the batten bag over the end of the basetube to protect the sail from the basetube end hardware Each end of the basetube should now be isolated from the sail Zip up the glider bag Sport 2 Stability Systems Several design features of the Sport 2 determine the glider s degree of stability in pitch a The combination of wing sweep and spanwise twist b The alignment of the sprogs and the height at which they and the transverse battens support the trailing edge c The length of the bridle cables and the height at which they support the trailing edge of the
58. he pigtail at the top rear of the kingpost and that the bridle cables are not twisted Along the trailing edge right wing Same as for left wing At the right tip Same as for left tip Along the right leading edge Same as for left leading edge Under the glider at the control bar Sight down the downtubes making sure that they are straight Check that the ball lock pins are fully inserted and secure Check the cables at the control bar corners making sure there are no kinks or twisted thimbles Check for proper installation of all nuts and ball lock pins at the control bar corners Check the clevis pins and safety rings at the bottom of each downtube Check the VG operation the pull should be light initially becoming harder as the VG tight limit is reached The return on release should be smooth Pull back the neoprene protectors and check the control bar apex bracket hardware including the clevis pins and safeties the control bar top plug bolts and the elbow to apex bracket bolt and nut 19 Inside the sail at the crossbar center and VG system Unzip the center zipper Check that the Rapidlink which secures the backup hang loop around the keel is secure The threads on the link can normally be completely engaged with fingertip pressure Be careful not to overtighten the link if you use an open end wrench Check the sweep wire for wear and damage between the crossbar hinge brackets and where it passes by the kingp
59. he pocket A small diameter pin on the end of the lofting batten placed through a small hole in the end of the Mylar insert allows you to push the Mylar into the sail and remove the batten while leaving the Mylar in place You will have to stop from time to time to make sure the Mylar is properly lying flat in the pocket Do not push the Mylar too far into the pocket Make sure there are no folds in the Mylar especially at the tips Make sure the Mylar wraps in the proper direction to follow the sail around the leading edge as it enters the pocket Install the transverse battens in the sail Position the sail on the floor with the keel pocket up and the wings folded over so that the leading edges lie along the length of the root line with the Mylar pockets lying on top The frame is most easily inserted without the rear leading edges installed and without the inboard sprogs attached Position the frame with the bottom of the noseplate facing up and with the rear end of the leading edges at the nose of the sail Slide the frame into the sail through the open bottom surface zipper making sure that the leading edges of the frame pass properly into the leading edge pockets of the sail and don t get caught at the rear of the bottom surface near the root As you feed the frame slowly into the sail check periodically to see that none of the hardware is snagging on the sail or internal sail ribs After the frame is fully installed mount the webbing a
60. he sail at the tip pull the rear leading edge straight aft to disengage it from the front and then continue to slide it carefully out of the sail through the sail opening at the tip Tape or pad the edges of the front end of the rear leading edge tubes and the rear of the front leading edge tubes to prevent sail damage during transit Roll up the sail and the tips of the sail and reinstall the tip cover bags Carefully fold the rear of the sail over against the front and replace the bag on the glider Sport 2 Set Up Procedure A number of set up operations are made easier by the use of the Set Up Tool a six inch length of 3 4 tubing included with your glider 1 Lay the glider on the ground with the bag zipper up with the bag at right angles to the wind 2 Undo the zipper remove the battens and remove the control bar bag 3 Lift and deploy the control bar legs a Remove the ball lock pins from downtube bottom plug and inspect the pin at this time for any signs of wear or damage Note Be sure to depress the button when removing or inserting the ball lock pins Otherwise you may dislodge the sleeve in the downtube end fitting which retains the sidewire tang This sleeve has to have only a light press fit to hold it in place as it must be removable in order to change the bottom side wires b Align the downtube bottom plug on one side properly in the appropriate basetube corner fitting and install the ball lock pin securing the
61. hen loaded to the equivalent of a normal flight load 100 times corresponding to 100 or fewer flights failed at only 56 of its original strength Some degree of fatigue due to repeated bending of cables is almost unavoidable in an aircraft that is assembled and disassembled with every flight Bottom side wires are subject to the highest loads in flight and are therefore the most critical This is why we recommend that these wires be replaced annually even if there is no known damage The requirement for immediate replacement of a cable known to have been bent or otherwise damaged supersedes this annual replacement requirement Replacement cables should always be obtained from the factory or if not from the factory from a reliable source known to use proper fabrication procedures An improperly made cable may appear perfectly OK on visual inspection but could fail in flight at a load much below the intended design strength of the cable Removing the Sail from the Airframe and Re Installing Many maintenance and repair procedures will require the removal of the sail from the frame Please follow these instructions when removing and reinstalling the sail Please read all the instructions for each operation before beginning Sail removal You will need an unobstructed area six feet by thirty feet Make sure the surface is clean If it is abrasive like rough concrete you should either put down a protective tarp or be extremely ca
62. inal At VG full loose however there is some loss of aerodynamic efficiency and flare authority For this reason in very light winds at higher wing loadings or at higher density altitudes it is recommended that a setting of VG 1 4 be used A full loose VG setting will also increase the glider s roll sensitivity and some pilots have had difficulty with roll yaw oscillations on final The best way to avoid this is to fly your entire approach at a constant airspeed and to control your touchdown point by making adjustments to the shape of your pattern You should choose your approach speed based on the amount of wind and turbulence present in stronger wind and more turbulent air fly faster In strong wind when the air is stable and you expect a strong gradient or if obstacles indicate the likelihood of a wind shadow near the ground fly faster In any case however try to fly a constant airspeed throughout the approach In particular we recommend against the technique of make a diving turn onto final This maneuver sometimes called a slipping turn is often taught to student hang glider pilots as a way to lose altitude during the approach While it will work reasonably well with low or medium performance low aspect ratio gliders which have high levels of yaw stability and damping and which are able to lose energy by diving because of the large increase in drag at higher speeds on a high performance glider this technique serves only to convert
63. ing hook in to the glider and do a careful hang check We recommend that you hang as close to the basetube as possible this will give you lighter control pressures and better control in both roll and pitch 1 We recommend that you launch with the VG set between full loose and 1 2 on Because the Sport 2 uses a conventional VG there is significant slack in the side wire loop at VG full loose This may interfere with your ability to position the glider properly in roll prior to launch Setting the VG partly on will reduce this slack but will also reduce your roll control authority immediately after launch Setting the VG somewhere between 1 4 and 1 2 provides a reasonable compromise If you launch with the VG set partly on you must make sure that there is no way that you can step on the excess VG rope and that it cannot catch on anything on the ground One way to do this is to fold the rope into a flat loop about eight inches long and tuck it around the outside of the right downtube above the bottom front rear and side wires If the wind is more than 10 m p h or gusty you should have an assistant on your nose wires on launch and if necessary an assistant on one or both side wires Make sure all signals are clearly understood The angle at which you hold the glider should depend on the wind speed and slope of the terrain at launch you want to achieve a slight positive angle of attack at the start of your run 2 Run aggressively on launch
64. it s entire length The top to bottom surface sail velcro attachments and internal ribs e The main backup hang loops Verify that the main hang loop spreader bar is positioned just below the bottom surface 17 Check the operation of the VG throughout the range and leave the VG set full tight Zip up the center sail zipper and the lateral zippers at the rear end of the bottom surface in the root 18 Install the nosecone as follows fit the nose cone to the nose of the sail and stretch the top rear end of the nose cone back along the center line of the glider Press down to attach the velcro Then pull the bottom front end of the nose cone tight around the bottom of the nose and attach the velcro Finally readjust the top rear attachment as necessary to remove any It is important to fit the nosecone carefully so that there are minimal discontinuities in the sail in the nose area Any discontinuity in the sail in the nose area or along the leading edge will tend to promote premature separation of the airflow leading to an increased stall speed and reduced performance It is important to fit the nosecone carefully so that there are minimal discontinuities in the sail in the nose area Any discontinuity in the sail in the nose area or along the leading edge will tend to promote premature separation of the airflow leading to an increased stall speed and reduced performance 19 Return the VG to the full loose position 20 Install the bot
65. know the full range of maneuvers or conditions which may cause the pilot s safety to be compromised nor can we test the glider in all possible circumstances Glider Owner s Manual Addendum Falcon 3 Sport 2 U2 We have introduced a new bolt nut and nut cap assembly configuration for the crossbar leading edge junction on Falcon 3 s Sport 2 s and U2 s and for the separate crossbar side wire junction on Sport 2 s and U2 s The photos below show an example of the new assembly as installed on the Falcon 3 Tandem In each assembly a 1 4 inch clinch nut 10N 1740 is used in combination with a long enough bolt to provide several threads exposed beyond the nut and then the nylon nut cap is threaded onto the end of the bolt Installation of clinch nut Nylon nut cap installed above clinch nut The nylon nut cap pictured is item 15A 2010 NYLON THREADED NUT CAP 1 4 28 The nylon nut cap serves as a wear protector and also in effect provides a visual check that the nut is adequately engaged on the bolt because the nut cap can only engage if there are threads on the bolt extending beyond the nut Note Although the nylon nut cap has the appearance of an acorn nut it is nota structural part and must not be used as a fastener in any application The original assembly configuration for all of these assemblies included a bolt castle nut and small safety ring A later interim configuration used a clinch nut and safety ring The chan
66. l and detach the top front wire from the kingpost Undo the Velcro which holds the front part of the keel pocket together Slide the frame out through the open center zipper If you encounter resistance stop and find out what is hanging up If you need to send the sail in to the factory for repair remove the Mylar and the transverse battens The Mylar is removed from the front end of the Mylar pocket It helps to secure the opposite end of the sail to something solid so that you can lay the leading edge out straight and pull the Mylar straight out of the pocket If you have trouble getting it to slide out freely it is probably because the edge of the Mylar has worked its way into the seam and gotten stuck on the adhesive seamstick tape Work your way up and down the leading edge pocket rolling the Mylar away from the seam until it is free along its entire length Fold and package the sail carefully if you plan to ship it in for repair Be sure to include written instructions of what you want done your name and a phone number where you can be reached during the day 44 Reinstalling the Sail on the Frame 1 10 11 12 13 14 15 16 Install the Mylar in the sail Make sure you install it right side up the slit edge is at the front and on the bottom The easiest way to install the Mylar is to push it into the pocket using a long lofting batten attached to the end of the Mylar insert which is first inserted in t
67. lbs of force This is a rough field test of the structural security of the side wire loop the control bar and the crossbar and may reveal a major structural defect that could cause an in flight failure in normal operation At the left wingtip Check that the tip wand lever access velcro closure is cleanly mated and closed Along the trailing edge left wing Check that there are no tears in the sail material along the trailing edge 18 Check that all battens are properly secured Check that the sprogs are properly secured in position supporting the transverse battens that the transverse battens are properly located and secured in the sail and that the sprog access zippers are properly closed Check that the bridles are properly engaged with the plastic retainer balls fully seated against the grommets and that no bridle cable is hooked underneath a more inboard batten Check the condition of the bridle cables and verify that they are not damaged From the rear keel Check again that the keyhole tangs are fully engaged to the keyhole collar and that the button lock is up and engaged Check that the keyhole collar is fully secured to the keel and that the mounting bolt protrudes at least slightly above the surface of the clinch nut pressed into the collar Check the attachment of the hang loop to the kingpost This will require that you peel back the protective sock over this junction Check the attachment of the bridle ring to t
68. ll Because there is no regulation which requires the registration of hang gliders Wills Wing has no way to maintain an accurate contact list of the owners of the hang gliders we manufacture As a result Wills Wing has no reliable way to contact owners directly about service and safety issues It is therefore of necessity your responsibility as an owner to check periodically for service advisories and technical updates that relate to your glider You can do so most effectively by going to our web site at www willswing com The site features extensive information about Wills Wing gliders and products a Wills Wing Dealer directory a comprehensive list of service and technical bulletins the latest editions of owners manuals our complete retail price list a search engine email and more The most important contents of our internet site are the service and technical bulletins technical articles and the latest editions of owners manuals These are your best sources for safety and airworthiness advisories and information on Wills Wing products Many of the documents are published in Adobe Acrobat format A free viewer for Acrobat files is available at http www adobe com Note that the current release is 6 0 and docu ments may not open or display properly in earlier versions If you are unable to obtain service information from the web site you can contact us by email by U S mail or by telephone We wish you a safe and enjoyable flying career
69. n speed to control the steepness of the descent Drogue chutes have been used which attach to the glider and others have been used which attach directly to the pilot s harness There are several significant dangers in using a drogue chute One pilot died when he deployed a drogue chute over the bottom side wire and the glider was pulled into a fatal spiral dive A drogue chute attached to the pilot s harness can if it becomes caught on the keel or on a batten at the trailing edge interfere in a dangerous way with the pilot s control of the glider A drogue chute which is unstable or does not remain inflated can create distractions for the pilot which interfere with his safe operation of the glider Wills Wing manufactures a drogue chute that attaches to the pilot s harness on one side and deploys and flies off to one side behind the pilot attached to a very short bridle that keeps it inside the keel and the trailing edge of the sail This configuration minimizes the prospect of entanglement of the chute with the glider When using a drogue chute we recommend that you deploy it early before you begin your approach Deploying the drogue will effectively change the performance polar of your glider the glide ratio will be reduced at all speeds and it will be reduced more and more as you fly faster and faster As a result proper approach technique will include setting up a normal approach but at a significantly steeper approach angle in all phas
70. nchor strap to the rear leading edge with the clevis pin located 5 from the end of the leading edge Make sure the strap is properly oriented on the bottom of the leading edge tube which is on top with the glider upside down and that the strap is not wrapped around the tube See the section at the beginning of the manual about reassembly after shipping Reconnect the bottom surface center zipper at the nose zip part way up and install a new securing zip tie at the nose Install the rear leading edges see the section on reinstalling the rear leading edges after shipping at the beginning of this manual Install the screws to mount the sail to the front of the leading edges Insert the top and bottom side wires into the sail and attach to the crossbar making sure that no cable is wrapped around a leading edge or crossbar and that no thimbles are cocked or twisted Pull the top front wire out through the hole in the sail Bolt the bottom rear wires and sail retainer webbing strap to the rear of the keel Feed the sweep wire through the keel pocket Flip the glider up onto the control bar Mount the kingpost to the keel and attach the top front wire to the kingpost Spread the wings slowly and carefully making sure that the sail rides forward as necessary at the nose without catching Be careful you can easily tear the sail open at the nose at this point Attach the bridles to the trailing edge Finish the assembly of the glider com
71. nd reinstall the safety ring on the clevis pin Check again to make sure that the sail mount strap is mounted to the bottom of the leading edge tube and not twisted or wrapped around the tube Note The exact length of the adjusted sail mount webbing strap is an important tuning adjustment do not loosen this strap in order to install it on the rear leading edge See the section on Sail Tension in the Glider Tuning section of this manual for more information on the adjustment of this strap If you are having trouble installing the strap first check to make sure that the rear leading edge is fully engaged in the front leading edge If the slot in the rear leading edge is not engaged on the clevis pin in the front leading edge the overall leading edge length will be one half inch too long After confirming that the rear leading edge is fully engaged if you are unable to stretch the sail mount strap far enough to install the securing pin dismount the sail at the nose of the glider mount the rear and then remount the sail at the nose If necessary you can mount the nose of the sail after the glider is set up but if you wait until then to mount it make sure to spread the wings carefully and ensure that the sail is riding forward on the leading edges as you do so Otherwise you could tear the sail 6 Fold the sprog to the rear and against the leading edge Place a velcro around the sail at this point Fold the tip of the sail over roll it
72. ng edge bracket attachment to center of load bearing ball at glider centerline 107 75 b Largest outside diameter 2 36 Keel dimensions least and greatest allowable distances whether variable through tuning or through in flight variable geometry from the line joining the leading edge nose bolts to a The center of the xbar center load bearing ball 37 75 42 5 b The pilot hang loop 52 625 54 Sail Dimensions a Chord lengths at 1 3 ft outboard of centerline 73 5 2 3 ft inboard of tip 41 5 b Span extreme tip to tip 349 5 VGT Location of Information Placard Keel Location of Test Fly Sticker Keel Recommended Pilot Weight Range 135 200 Recommended Pilot Proficiency USHGA Intermediate 51 HGMA COMPLIANCE VERIFICATION SPECIFICATION SHEET GLIDER MODEL Sport 2 175 MANUFACTURED BY Wills Wing Inc All dimensions in inches weights in pounds NOTE These specifications are intended only as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration Be aware however that no set of specifications however de tailed can guarantee the ability to determine whether a glider is the same model or is in the same configuration as was certified or has those performance stability and structural characteristics required by the certification standards An owner s manual is required to be delivered wi is required that it contain additional air
73. o peuruoeu oC o buiusnq xg 98 c 91 8 0 6 0 X Uupy 2 961 00 8 AIS 4694 993 GET ZS 9 veeo 91 920 6 0 X Witk e 6 v 0081 ZALS 9 Dppiu 993 GET ZS Y 859 0 91 920 6 0 X wy 8 06 00 ZE 4904135 993 SET ZS ZIL 0 91 920 6 0 X wupy 79171 00 9 ALS 34044 999 GET S Cc 9 l 91 9 0 6 0 X wzy CIE v6ec T 86 eqni 34044 993 SET ZS T od 446 L M eluate w u1b5ue 430487 WEN 3400 4831 I VN g0 ueC 9g G A DE I 9Uue4j4LV GET cS NOS3IV 3d Wog 995 AG ER EES EEN 01 1N34n200 01 300075 V 31 40434 GET 05 NOISIARY E LV90 866 66569866 vLZ XV3lHd e 99876 v9 39NVHO e JAY 3950133018 009 EN Bs ETERS EM e os peusng ge K quasse MALA PLS Ai quasse Mala dol r 00 I D O 00 01 00 611 00 DEI T VV O 91 S 0 4460 x UG uu 887 00 02 ALS 9 pptu 3 44044 SET ZS 1 990 0 91 S 0 ue 0 x 4029 uu c 00 ALS 34044 1 1U044 GET ZS A I ANA 91 S 0 WG OK 4009 uu g 9 62 DU lt l eqni 37 1u044 GET ZS T A10 31 14044 SET ZS 146 Lom Le Lua zeW uu 436487 u36u OWEN 34800 u 1I I I g0 ueC 9g I 9Uue4j4LV GET cS LV90 866 66569866 PLZ XV3lHd e 9
74. onse The VG is activated by pulling laterally on the VG rope and then moving the rope to set the rope in the V cut knife cleat The recommended procedure for increasing VG tension is to grasp the rope firmly at the cleat and pull straight across the basetube VG full loose is for maximizing roll control authority and roll rate Due to the slightly slower trim and increased pitch pressures at VG full loose you may find that total effective control is actually improved in some conditions at slightly tighter settings up to VG 1 4 VG settings between VG loose and VG 1 3 are recommended for working lift when any significant degree of turbulence is present or when you are in proximity to terrain or other gliders Between VG full loose and VG one half the glider retains good lateral control authority and response Tighter than VG one half the glider s roll pressures increase significantly and the roll rate becomes significantly slower Tighter VG settings are recommended for straight line gliding or for flying in smoother conditions when well clear of both the terrain and of other gliders The stall characteristics of the Sport 2 at tighter VG settings are more abrupt and less forgiving and the glider is more susceptible to spinning Full breaking stalls and accelerated stalls at tighter VG settings are not recommended 28 Landing the Sport 2 The following discussion assumes that you are executing the landing without the aid of a drag
75. ort 2 Breakdown eoo EE er ee ts tos ee 34 Sport 2 Stability Systems ENEE Ee d BEER EELER 37 Sport 2 Sprog and Bridle Adjustment and Flight Testing 38 Maintenance MEI 40 Parts Ordering and Parts Replacement sssssssennnunnnnnnnnnnnnnnnrrnnnnnrnnnnnnnnreeennnnn 41 Removing the Sail from the Airframe and Re Installing 44 Reinstalling the Sail on the Frame s aanannnnnnnnnnnnnnsnnnnnnnnnnnnnnerrrnnrrnnnnnnnneerennnnn 45 Glider TUN NG meet 46 Car Top Mounting and Transport 48 In Closing A Few Final Words on Your Safety 49 HGMA Compliance Verification Sheet 50 Assemby RE EC 52 Introduction Thank you for purchasing a Wills Wing glider and welcome to the world wide family of Wills Wing pilots We are a company of pilots and aviation enthusiasts and our goal is to serve your flying needs now and in the future as we have done for pilots throughout the world since 1973 We encourage you to read this manual thoroughly for information on the proper use and maintenance of your Wills Wing glider If at any time you have questions about your glider or about any aspect of hang gliding that your Wills Wing dealer cannot answer please feel free to give us a ca
76. ost Check the kingpost base bracket attachment to the keel Verify that the locknut and screw that secure the rear pulleyblock shackle to the sweepwire spreader bar are secure Check the condition and the knot on the 4mm cord that secures the front pulleyblock to the crossbar ball center Check the condition and knots on the 4mm cord that restrains the crossbar center around the keel Check the clevis pin hinge assembly and safety between the crossbar hinge brackets Also check the 4 locknuts that secure the hinge brackets to the crossbar tube Check that the routing of all VG ropes and pulleys is clear and straight Check that the front keel pocket is secured to itself with the mating Velcro surfaces and that all VG cables and ropes are inside the keel pocket Zip up the bottom surface At the nose Check that the keyhole tang on the bottom front wires is fully engaged on the collar and that the button lock is properly engaged Check that the keyhole collar is fully secured to the keel and that the mounting bolt protrudes at least slightly above the surface of the clinch nut pressed into the collar If you are platform towing and have a nose line attached in this area check to see that the nose line is not routed in a manner in which it can apply any forward load against the bottom front wires or the keyhole tang See the information on Towing elsewhere in this manual 20 Launching and Flying the Sport 2 Before launch
77. our opinion that a great percentage of hang gliding accidents are caused by inadvertent flight below MCA and subsequent loss of control of the glider with impact preceding recovery Such incidents are usually attributed to stalls but it is not the stall per se that causes the problem indeed the glider need not even be stalled in the traditional sense On most hang gliders MCA and MSA have evolved towards a common value during the design and development of the glider This is so because if the wing is tuned so tight that minimum controllable airspeed is at a higher speed than minimum sink speed then effective sink rate performance can be improved by loosening the wing so as to lower the minimum controllable airspeed Conversely if minimum controllable airspeed is reached at a speed below that of minimum sink the wing can usually be tightened so as to improve glide performance without significant sacrifice in other areas One important thing to note is that as the VG is tightened minimum sink airspeed normally goes down while minimum controllable airspeed goes up Therefore as you tighten the VG you will find that at some point you can no longer adequately control the glider at minimum sink airspeed The exact VG setting at which this happens depends on how active the air is and how advanced your skills are On the Sport 2 at the looser VG settings the opposite occurs the glider remains controllable at a speed below that at which it is most
78. pe This will cause the glider to raise the keel as it begins to develop enough lift to fly out of the cart At that point and not before that point you can release the rope and ease your weight aft to fly the glider off of the cart Be prepared to pull in once clear of the cart if necessary so as not to climb more quickly than the tug Once clear of the cart and in position behind the tug use firm lateral movements of short duration for roll and directional control in order to stay in position behind the tug Do not move to one side of the bar and wait for the glider to respond this will lead to over control and being out of position and may lead to roll yaw oscillations It is better to bump the glider firmly in the direction of the desired correction and then return to center If you need more correction bump again In pitch stay on top of the situation and be as aggressive as necessary to keep the tug on the horizon 25 Trimming Your Glider in Pitch You will find that the on the Sport 2 the basetube position at trim changes with VG setting At VG loose the glider will trim with the bar farther out and as VG is pulled on the basetube trim position will move back The trim speed will normally not change by more than one or two mph at different VG settings The Sport 2 will normally be trimmed at near minimum sink speed or slightly above At tighter VG settings the amount of pitch pressure felt as you move away from trim al
79. pivoting the lever tip upwards Open the tip wand cam lever velcro closure and pull on the string attached to the end of the lever to un cam the lever and straighten the tip wand Install the tip bag over the wand and tip of the sail at this time Disengage the top rear wire and de tension the crossbar sweep wire and let the wings fold in slightly To release the tangs depress the rear button on the button lock system which will also depress the front button and allow you to disengage the tangs from the keyhole collar Reinstall the neoprene protective socks over the rear wire junction bolt and the rear end of the keel Remove the remaining top surface battens and the bottom surface battens at this time Swing each wing in about 1 3 of the way At each wingtip remove the tip cover bag Holding the tip wand in one hand pull straight aft on the cam lever and disengage the cup from the end of the wand Remove the tip wand by pulling straight aft from the end of the leading edge Rotate the lever inside the sail 34 8 Fold the wings all the way in to the keel pulling the sail over the top of the leading edges At this time you should be able to dismount the front end of the nose batten from the top of the keel Lift up on the batten to disengage them from the stud and then pull the tip clear of the stud and pull the batten partly out of the pocket 9 Swing the sprogs to the rear against the leading edge Make sure the sprog zipp
80. pletely according to normal assembly procedures Do a very careful and complete preflight of the glider according to the normal preflight procedure as explained earlier in this manual 45 Glider Tuning CG adjustment This has already been covered in the section of this manual on using your wing tufts Wills Wing recommends that tuning other than CG adjustment be performed by your Wills Wing dealer Turn trim Turns are caused by an asymmetry in the glider If you have a turn first try to make the glider symmetrical in every way If a turn only appears at VG settings of 3 4 to full tight it may be an indication that the sprogs are set asymmetrically See the section below on tip wand receptacles Airframe Check the leading edges for possible bent tubes Check that the keel is not bent to one side Check for symmetrical twist in the leading edges by checking for symmetry in the alignment of tip wand receptacles Battens Check the battens for symmetrical shape Tip Wand Receptacles rotational alignment The plastic plug which fits directly into the rear leading edge determines the rotational alignment of the tip wand This plug is secured against rotation by a small screw in the end of the leading edge There are five holes in the plastic cap allowing for two notches of rotational adjustment on either side of the normal center hole Prior to removing the securing screw to rotate the plug note the position of the scribe m
81. quired speed for the Sport 2 for this test was 46 m p h 3 A negative 150 degree angle of attack load test at a speed equal to at least the greater of 30 m p h or 50 of the required positive load test speed for at least 3 seconds without failure The required speed for the Sport 2 for this test was 32 m p h 4 For the Sport 2 with a Vne of 53 m p h pitch tests at speeds of 20 m p h 37 m p h and 53 m p h which show the glider to be stable over a range of angles of attack from trim angle to 5 Flight maneuvers which show the glider to be adequately stable and controllable throughout the normal range of operation Note The Sport 2 has been designed for foot launched soaring flight It has not been designed to be motorized tethered or towed It can be towed successfully using proper procedures Pilots wishing to tow should be USHGA skill rated for towing and should avail themselves of all available information on the most current proper and safe towing procedures Suggested sources for towing information include the United States Hang Gliding Association and the manufacturer of the towing winch or equipment being used Wills Wing makes no warranty of the suitability of the glider for towing Because of the design of the nose catch for the bottom front wires on the Sport 2 it is critically important that the nose line be attached properly during platform towing operations In no case should the nose line be attached in such a way that
82. r speed for minimum sink rate Familiarize yourself with the position of the control bar relative to your body at this speed with the sound and feel of the wind with the reading on your airspeed indicator and with the feel of the glider in terms of pitch and roll pressures Most of the time when you are flying it will not be practical to look up for extended periods of time at your tufts Also in active air the tuft behavior will be affected by transient changes in angle of attack due to gusts That is why familiarization with these other more accessible indicators is important After finding your minimum sink speed experiment with roll control response at speeds just above and just below this speed to find the value of MCA and the corresponding bar position and other indicators for this speed Realize that your effective MCA is going to be higher and higher as the air becomes more and more turbulent control response that is perfectly adequate in smooth air will not be good enough in rougher air At VG 1 4 or looser you can try flying the glider with the tufts indicating spanwise flow or partially reversed You will probably find that the glider is controllable but only with more than normal physical effort Note that both MCA and MSA come well before the glider actually stalls in the traditional sense i e pitches uncontrollably nose down You may also be able to sense or your vario may tell you that although the glider has not stalled pitch
83. r suitable agent Cleaning Your Sail Keeping your sail clean will extend the life of the cloth When cleaning the entire sail you should generally use only water and a soft brush You may clean small spots or stains with any commercial spot remover that is labeled for use on polyester Such cleaning agents are available at the supermarket or drug store or you may order a cleaning solution from Wills Wing through your dealer A note about cables and cable maintenance The cables which support the glider s airframe are critical components of the glider s structure and must be maintained in an air worthy condition It is a general practice in the design of aircraft 42 structures to design to an ultimate strength of 1 5 times the highest expected load in normal service Hang glider cables like other structural components on the glider are typically designed with a structural safety factor of only about 50 above the expected maximum load No significant loss in cable strength can be tolerated A cable with even a single broken strand must be replaced before the glider is flown again A cable which has been bent sharply enough to have taken a permanent set will not lie flat in a straight line when all tension is removed must also be replaced immediately If it is not subsequent tensioning and de tensioning of the cable will induce fatigue and the cable will fail In tests we have conducted a cable bent one time to 90 degrees and t
84. r to exceed for the Sport 2 is 53 m p h The Vne speed will generally be achieved if achievable in steady state wings level flight for a prone pilot with the control bar at full arms extension The placarded maximum speed for maneuvering flight or flight in rough air is 46 mph This speed will be achieved for a prone pilot with the control bar basetube approximately four to eight inches below the waist This speed should not be exceeded in anything other than smooth air No abrupt maneuvering or control inputs should be made at anything above this speed The stall speed of the Sport 2 at maximum recommended wing loading is 25 m p h or less The top steady state speed at minimum recommended wing loading for a prone pilot with a properly designed and adjusted harness is at least 35 m p h All speeds given above are indicated airspeeds for a properly calibrated airspeed indicator mounted in the vicinity of the pilot An airspeed indicator marked with the appropriate speed ranges is available for the Sport 2 and it is recommended that the pilot fly with this or some other airspeed indicator and use it as an aid to comply with the placarded limitations Refer to the section on using the airspeed indicator for further information on speeds to fly The recommended hook in pilot weight range for the Sport 2 is Sport 2 155 150 250 Ibs Sport 2 135 135 200 168 Sport 2 175 175 320 168 Be advised that pilots with hook in weights of less than 20 Ib
85. reak it will usually break at the locking hook on the lever rear portion of the tip Also the hinge portion can pop apart relatively easily This is not a failure of the tip and you can easily pop the hinge back together again If you do have a failure of the locking hook on the lever portion simply pop the hinge apart and pop on a new lever part It is also possible though less likely to break the forward portion of the tip If that happens unthread the tip from the batten and thread in a new piece 14 14 Once the batten is installed in order to fit the batten tip into the trailing edge hem you will need to unlock the lever part of the tip and pivot it upwards To unlock the tip place a slight downward pressure on the top of the lever portion of the tip and squeeze upwards on the bottom of the lever portion just behind the locking clasp Then pivot the lever tip upwards You should not feel any resistance to the lever rotating upwards if you do you haven t properly released the locking portion If you hear a click when pivoting the lever upwards it is likely that you have broken or partly failed the locking tab on the lever After the rear of the tip has been rotated upwards fit it into the gap in the hem of the trailing edge and then rotate the tip downwards until it locks into place You should hear a click at this point and the tip should be securely held in the locked position Note A tip with a failed cat
86. reful not to scrape your sail 1 10 Lay the glider on its back unzip and remove the glider bag and put the battens aside Remove the control bar bag Remove the screws that mount the sail at the front of the leading edges Remove the webbing zipper stop at the bottom nose area Completely unzip and separate the bottom surface zipper Spread the wings slightly Unroll the sail so as to gain access to the bridle attachment points on the trailing edge Push on the bridle cable loop at the bottom of the loop to expand the loop into a circle and rotate the plastic ball out one side of the loop to remove it Disconnect the bridles from the sail Dismount the sail from the rear leading edges by removing the clevis pin located five inches forward of the rear of the leading edge tube Remove the pin from the sail anchor strap and reinstall it in the leading edge Remove the rear leading edges see the section on Breaking Down The Rear Leading Edges at the beginning of this manual Unbolt the bottom side wires and top side wires from the crossbar and feed them through the holes and out of the sail Unbolt the bottom rear flying wires from the rear keel Reassemble the hardware removed onto the bolts in the original order so that it doesn t get lost All disassembled assemblies on the glider must be reassembled in the proper order and orientation Use the exploded parts diagrams in this manual to help you Unbolt the kingpost from the kee
87. s above minimum will find the Sport 2 more demanding of pilot skill to fly and that pilots hooking in within 20 168 of the maximum will experience some relative degradation of optimum sink rate performance due to their higher wing loading as well as increased difficulty in foot landing the glider in very light winds or at high density altitudes A minimum USHGA Intermediate IID level of pilot proficiency is required to fly the Sport 2 safely Pilots are advised that the optimum proficiency level for the Sport 2 is higher than the minimum recommended In particular due to the high L D of the Sport 2 and the tendency of the glider to retain a high L D at higher speeds it is important that the pilot have well developed landing approach skills in order to insure the ability to land safely within a landing area of restricted size Operation of the glider by unqualified or under qualified pilots may be dangerous Operating the Sport 2 outside of the above limitations may result in injury and death Flying the Sport 2 in the presence of strong or gusty winds or turbulence may result in loss of control of the glider which may lead to injury and death Do not fly in such conditions unless you realize and wish to personally assume the associated risks The Sport 2 was specifically designed and developed for recreational soaring to achieve the maximum level of performance possible at the minimum practical glider weight The stability controllability and str
88. s does not allow you to hang in the proper semi upright landing position hands off without supporting your weight on the control bar you will have a lot more difficulty making good landings Talk to your harness manufacturer or your dealer about getting your harness adjusted to allow you to hang properly in the landing position There are several options for when to make the transition from prone to this semi upright position Some pilots favor going upright and moving both hands to the downtubes while still at altitude prior to the start of the approach Others transition at the start of the approach to a semi upright position with one hand on a downtube and one hand on the basetube and complete the transition by moving the other hand to the downtube just a few seconds prior to flare Still others fly with both hands on the basetube until established on final glide and then transition one hand at a time to the downtubes prior to flare Whichever method you use there are a few important principles to observe The first is that you should not make any change in hand position unless you are flying at or very near trim speed At speeds faster than trim you will be holding the bar in pitch against substantial force and if you let go to move your hand the glider will pitch up and roll towards your remaining hand The second is that while moving either hand you have no control over the glider You should move only one hand at a time Even so if you c
89. s of removing it In this case you should either discard it and put a new safety ring on the bolt or upgrade the assembly to the longer bolt clinch nut and nylon nut cap as shown on the previous pages of this manual When re assembling the crossbar leading edge junction use the pictures and diagrams in this manual to verify the correct installation and assembly sequence and orientation of the components Reassembling the Sport 2 after breakdown for shipping 1 Lay the glider down on its back bag zipper up on a smooth clean work surface Unzip the glider bag pull it off of the glider at the front and rear and unfold the sail to its full length Remove the wing tip cover bags and the Velcro sail ties from the glider and unroll the sail part way 2 Identify the rear leading edges as to left and right in order to make sure you are mounting the correct rear leading edge into the correct front Check the right left label or marking on the rear leading edges Remember that the right leading edge is to your left as you look from the rear when the glider is upside down If the leading edges are not marked identify left and right by consideration of the following The sprogs are mounted to the back side of the leading edges the sprog cables are attached to the top of the leading edges and the wand receptacle is at the outboard end of the leading edge The photo below shows the right rear leading edge in a right side up orientation
90. sail d The shape of the preformed battens and the internal fabric ribs and adjustment of the internal Velcro attachments which define the airfoil e The setting of the tip wands Correct attachment and proper adjustment of the sprogs and reflex bridles are critical to providing adequate stability at low angles of attack particularly those below the normal operating range Sport 2 Sprog and Bridle Adjustment and Flight Testing The Sport 2 uses two internal sprogs one per side in combination with one transverse batten on each sprog such that each sprog supports two top surface battens In addition the Sport 2 uses on reflex bridle cable per wing supporting one batten per wing Sport 2 135 and 155 or one transverse batten per wing that in turn supports two battens Sport 2 175 The sprog and bridle systems are the primary components that provide pitch stability at low angles of attack outside the normal flight envelope The function of these systems is to support the trailing edge of the sail at low angles of attack and thus provide a nose up pitching moment The bridles also provide structural support in a manner that reduces the loads on the sprog system The sprogs and bridles are adjusted at the factory to their proper settings You can check this adjustment as follows Sprog and Bridle measurement 1 Fully set up glider on a reasonably level surface and set the VG to full tight 2 Place the rear end of the keel on the floor
91. sh forward on the nose tang causing it become disconnected In the photo on the right the nose line is outside the V of the wires but behind the tang handle which also makes it likely that the nose line could push forward on the tang causing it to disconnect In any platform towing launch a final check of the routing of the nose line and the security of the nose tang should be made prior to launching 4 Aerotowing The Sport 2 aertows fairly easily as compared with other gliders in its performance class We recommend that the VG be set to 50 prior to launch This reduces pitch pressures slows the roll response of the glider and provides the best qualitative flight characteristics for flying in formation with the tug at normal aerotow speeds When aerotowing it is important to match the height of your control bar to the height of the rear keel support on the ground cart so as to properly set the initial angle of attack of the glider If the glider is at a higher angle of attack on the cart than is optimum you should recognize the launch will be more demanding and more dangerous as the glider will have an increased tendency to leave the cart at a lower speed where lateral control is reduced and the tendency to come off the cart with one wing low is increased To some degree this can be compensated for by pulling forward through the control bar to position the basetube below your shoulders and holding tight to the hold down ro
92. sing the cup against the front which will naturally pull the sail outwards around the bow of the wand as you do so Also keep in mind that the wand must be allowed to bow for this to work you cannot be holding onto the wand with your other hand during this operation As the wand cup reaches the end of the wand it will rotate and pop into place over the end of the wand Note There are two other methods that can be used to install the wand cup onto the wand if you re having difficulty with this method One is to use the same procedure as described above but to follow the procedure before tensioning the crossbar The other is to install the wands and wand cups before installing any battens or tensioning the crossbar To do this install the wand into the wand receptacle as described above Then sitting on the ground with the wing tip in front of you grasp the wand in one hand and the cam lever pull string in the other hand Pull straight back on the cam lever pull string until the cup is beyond the end of the wand and install the cup onto the wand Either of these methods is an acceptable alternative to the primary method 13 described above and you may find either or both to be easier The disadvantage of either of these two methods is that because the crossbar is not tensioned the top side wires are not holding the tips off the ground so the tip area of the sail is more exposed to dirt and wear 10 The next step is to cam over th
93. so decreases At VG loose the pitch well is very defined the pitch force increases quickly as you pull in from trim speed At tighter VG settings the pitch well becomes more shallow and the pitch force increases much less as you pull in from trim speed At VG full tight the pitch pressures when pulled all the way forward may be as light as 8 to 12 lbs per hand Overall pitch trim is affected by several factors Among the most significant is the location along the keel of your hang point commonly if mistakenly referred to as your CG location The farther forward your hang point is the faster the glider will trim the less effort will be required to fly fast and the more effort will be required to fly slow If the glider s trim is too slow it will make the glider more difficult to control in roll especially in turbulent air and when the nose pitches up on entering a strong thermal On the Sport 2 hang loop fore and aft position is adjusted by repositioning the kingpost base bracket attachment to the keel The bracket is secured by a bolt through the keel There are three holes in the keel to allow three positions in increments of 5 8 over a range of 1 25 of adjustment We recommend that you not stow your glider bag or any other cargo on the glider The practice of putting your glider bag inside the sail for example can drastically alter the pitch trim and static balance of your glider and adversely affect its flying and landing ch
94. st important determining factor in your safety In light of this it becomes illustrative to ask the question why do pilots make bad decisions that lead to accidents This is a complex question For a more detailed treatment of it we invite you to read the article Why Can t We Get A Handle On This Safety Thing published in the September 1998 issue of Hang Gliding Magazine and also published on our web site at www willswing com In brief one answer to the question of why pilots make bad decisions seems to be that pilots are rewarded and rein forced for making bad decisions This happens because most bad decisions do not result in an accident and therefore they appear to the pilot to be good decisions If they don t result in an accident how do we know they re bad decisions Think of it this way in any decision you make Do I fly today are these conditions within my abilities Is the glider well enough balanced for me to start my launch run Do I have enough room to turn back into the hill in this thermal Can I continue to drift over the back in this weakening lift and still glide back above the ridge top and avoid the rotor there is a percentage of certainty involved If you make decisions at the 99 level of certainty the vast majority will be rewarded as good decisions How ever if they re only 99 they are really bad decisions because in one out of 100 you will be wrong Since the consequences of being wrong can be as serious as
95. tach the sprog clevis fork to the pillar block Note DO NOT overtighten the bolt that secures the clevis fork to the sprog pillar The fork should not be compressed against the pillar and must be completely free to pivot on the pillar With the glider fully set up press down firmly on the rear end of the sprog to seat the cable before checking the measurement again 5 To adjust the bridles substitute a longer or shorter bridle pigtail at the top rear of the kingpost or install tubular shims below the sail above the plastic retainer balls Contact your dealer or Wills Wing to obtain these parts as necessary Test flight If the sprogs are set too low it may cause a significant increase in trim speed and a reduction in pitch pressures at tighter VG settings and there will be a reduction in pitch stability at angles of attack below normal flight This stability reduction could increase the probability of a turbulence induced tumble or other in flight stability related loss of control If the sprogs are set too high it may cause excessive pitch bar pressure at high speeds and excessive roll control pressures lag in roll response and adverse yaw Please be aware that flight testing encompasses a very limited angle of attack range and that pitch stability in the flight test envelope does not necessarily correlate to pitch stability in the extended angle of attack range that is investigated on a test vehicle In particular do not assume that ad
96. tempt to fly a hang glider without having received competent instruction We strongly recommend that you not participate in hang gliding unless you recognize fully and wish to personally assume all of the associated risks Please fly safely Technical Information and Placarded Operating Limitations The Sport 2 135 155 and 175 have been tested and found to comply with the Hang Glider Manufacturers Association HGMA Airworthiness Standards The Sport 2 155 was granted an HGMA certificate of compli ance on November 4 2004 and the Sport 2 135 was granted an HGMA certificate of compliance on October 6 2006 As of May 2008 no application has been submitted for the Sport 2 175 For up to date information on the HGMA certification status of any glider please to to www hgma net The HGMA standards require 1 A positive load test at root stall angle of attack at a speed equal to at least the greatest of a 141 of the placarded maximum maneuvering speed b 141 of the placarded maximum rough air speed c 123 of the placarded speed never to exceed for at least three seconds without failure The required speed for the Sport 2 for this test was 65 m p h 2 A negative 30 degree angle of attack load test at a speed equal to at least the greatest of a 100 of the placarded maximum maneuvering speed b 100 of the placarded maximum rough air speed c 87 of the placarded speed never to exceed for at least 3 seconds without failure The re
97. the energy of altitude to energy of speed while at the same time suddenly increasing the glider s sensitivity to control inputs The result is a high probability of overshooting the intended landing point and the prospect of roll yaw oscillations which may interfere with a proper landing 2 Once established on a straight final approach with wings level and flying directly into the wind you should fly the glider down to where the basetube is between three and six feet off the ground At this altitude let the control bar out just enough to round out so that your descent is arrested and your flight path parallels the ground The remainder of your approach will consist of bleeding off excess speed while paralleling the ground and keeping the wings level and the nose pointed in your direction of flight until it is time to flare for landing Prior to the landing flare your body position should be generally upright but slightly inclined forward with your head and shoulders forward of your hips and your legs and feet trailing slightly behind Many pilots make the mistake of trying to get too upright at this stage of the landing which actually reduces your flare authority and makes it harder to land on your feet Your hands should be at shoulder width and shoulder height on the uprights You should be relaxed with a light grip on the bar and your weight should be fully supported in your harness and not at all by your arms If your harnes
98. the twist is removed Pull the loop of bungee cord over the end of the sprog to secure the alignment The bungee does not need to be tight around the sprog however if the bungee is so long as to be very loose on the sprog pull it over the sprog end twice forming two loops Fully close the sprog access zipper Note Do not lift on the sail at or near the trailing edge while trying to close the sprog access zipper If you want to lift the wing to gain easier access to the underside of the glider lift the wing by the leading edge tube 15 Attach the bottom front wires to the bottom of the nose Install the keyhole tang over the keyhole collar by pulling down on the nose of the glider while pressing the tang upwards over the collar Remember it is the pulling down of the glider s nose rather than the upward pressure on the tang that allows you to install the tang over the collar Make sure that the tang is fully seated in the collar and that the button lock pops up in front of the tang locking it in place 16 16 With the center zipper open look inside the sail to preflight the following items a The crossbar center section including the crossbar hold down rope the sweep wire hinge bracket attachment to the crossbar and the hinge bracket center hinge pin push nut and safety ring b The routing and condition of the VG line and the attachment and alignment of the VG triple blocks pulleys c Each crossbar half along
99. there is any possibility that the nose line can pull forward on the nose wires nose tang or nose tang handle or in any other way contribute to disengagement of the nose wires Please read the section on towing for more information Flight operation of the Sport 2 should be limited to non aerobatic maneuvers those in which the pitch angle will not exceed 30 degrees nose up or nose down from the horizon and the bank angle will not exceed 60 degrees The Sport 2 is generally resistant to spinning especially at VG settings of less than 50 VG middle or looser At VG settings greater than 50 VGM to VG UM pe full tight the Sport 2 becomes progressively more susceptible to spinning though it is still characteristically resistant to spinning Any spin and or the recovery from the spin may involve a possibility of a loss of control of the glider possibly including in flight inversion and possible structural failure Recovery from a spin requires unstalling of the wing and it is therefore critically important that in the event of a spin no application of nose up pitch control be held The Sport 2 will tend to recover from a spin once control pressures are relaxed To recover from a spin move to the center of the control bar and gently pull in to position the basetube below your shoulders Do not pull in rapidly and do not stuff the bar As the nose lowers and the angle of attack is reduced the stall will be broken and the spin will stop
100. tom surface battens The bottom surface battens are retained by a narrowing at the front of the bottom surface batten pockets You will feel increased resistance as you push the battens into this area 21 Conduct a complete preflight of the glider checking all assemblies which have not already been checked Es Preflight Procedure Along the left leading edge Carefully check the entire length of the leading edge pocket to insure that the Mylar insert is lying flat in the pocket If any section of the Mylar is folded under de tension the crossbar remove the batten closest to the area of distortion and unfold the Mylar Failure to correct folded under or severely creased Mylar will cause a severe alteration of the flight characteristics of the glider that may lead to a dangerous loss of control Look inside the bottom surface where the bottom side wire enters the sail and make sure that the bottom and top side wires are properly secured to the crossbar that the thimbles are not cocked on the tangs and that the nut and safety ring are in place Note Make sure that the bottom surface of the sail is not caught on the bottom side wire at or below the wire tang junction This tends to happen especially on the 175 model and can result in a distortion in the sail which can cause a significant turn in the glider While pushing up on the leading edge between the nose and the crossbar junction step on the bottom side wire with about 75
101. uctural strength of a properly maintained Sport 2 have been determined to be adequate for safe operation when the glider is operated within all of the manufacturer specified limitations No warranty of adequate stability controllability or structural strength is made or implied for operation outside of these limitations The Sport 2 is specifically not designed nor is it suitable for aerobatic maneuvers Because of the Sport 2 s broad speed range and high degree of aerodynamic efficiency it is possible to exceed the placarded VNE speed by a wide margin and as a result it is possible if abrupt maneuvers are performed at such very high speeds to induce loads on the structure beyond those for which the glider has been tested Wills Wing is well aware that pilots have in the past and continue in the present to perform maneuvers and fly in conditions which are outside the recommended operating limitations for their gliders Please be aware that the fact that some pilots have exceeded these limitations in the past without dangerous incident does not imply or insure that the limitations may be exceeded without risk We do know that gliders which meet all current industry standards for airworthiness can suffer and have suffered in flight structural failures both as a result of turbulence and as a result of various deliberate maneuvers outside the placarded operating limitations including but not necessarily limited to aerobatics We do not know and cannot
102. uld be very much like an aggressive take off run your body should be leaning forward into the run and you should be driving with your legs The difference here is that while you are leaning into your run and driving forward with your legs your arms are extending fully from your shoulders pushing out and what feels like upwards on the control bar in an accelerating crescendo flare Done correctly this type of flare run combination will bring the glider quickly to a very nose high attitude producing a great deal of drag and quickly arresting all of your forward motion You will feel the glider pulling you from behind resisting your attempt to run and as you slow down the glider will settle gently on your shoulders Even in no wind you should not have to take more than a few steps If your timing is a little early and you feel the glider start to climb simply stop pushing out and resume the flare when the glider again begins to settle If your timing is a little late your feet will touch down a little sooner but as long as you re running and flaring at the same time the glider will stay over your head or behind you Note Pilots who have trouble with the flare and with the glider nosing over during landing usually do so because of one of the following problems 1 Harness leg straps too long hanging too low below the glider and or hands too low on the control bar This reduces pitch authority and prevents an adequate flare
103. ull back on the sweep wire and secure the sweep wire by installing the keyhole tang onto the keyhole collar on the rear wire bolt Make sure the tang slides fully forward in the slot on the collar so that the narrow part of the keyhole slot is fully captive in the narrow part of the bolt collar and make sure that the button lock pops up behind the tang Now install the top rear wire keyhole tang onto the same keyhole collar again making sure that the tang is fully installed and that the button lock pops up behind the tang You can stow the excess line inside the neoprene sleeve on the rear keel Never install the keyhole tang onto the keyhole bolt without making absolutely sure that the tang is fully engaged on the narrow neck of the bolt and tensioned forward into the fully locked position An in flight disengagement of this attachment will cause a complete loss of structural support of the glider and a total loss of control Never attach the pull string to the collar even temporarily Also avoid applying any forward rearward or sideways pressure on the button spring or allowing the tang to catch on the back of the button as this can result in the button becoming bent and not deploying properly 9 The next step is to install the tip wands Remove the wingtip protector bag Unfold the tip of the sail and open the Velcro closure between the top surface and bottom surface at the tip The tip wands are tapered the larger end is installed in the
104. up and reinstall the tip bags Put the glider bag back on and zip it up To remove the rear leading edges for shipping follow these steps This process will basically be the reverse of installing the rear leading edges after shipping Before beginning read through the section above on how to reinstall the rear leading edges While following the instructions below refer to the photos in the section above for reference if necessary 1 Lay the glider on the ground or floor unzip the bag and remove the velcro ties Remove the tip bags and lay the tips out flat The sprog access zippers should be fully unzipped Working through the opening at the tip of the sail slide the sail forward exposing the end of the leading edge tube and locate the clevis pin which secures the sail mount strap to the leading edge Remove the safety ring from the sail mount clevis pin and remove the pin from the leading edge and from the tang on the sail mount strap Reinstall the clevis pin in the leading edge tube and reinstall the safety ring Check to see that the rear leading edges are labeled Left and Right If they are not mark them with an indelible marker Remember that left and right are reversed if the glider is lying on its back upside down Fold the sprog towards the nose and make sure that it is positioned so that it will slide into the sail through the sprog zipper opening when you remove the rear leading edges Working through the opening of t
105. worthiness informa th each HGMA certified glider and it tion 1 Weight of glider with all essential parts and without coverbags and non essential parts 70 2 Leading Edge Dimensions a Nose plate anchor hole to 1 Crossbar attachment hole 134 0 2 Rear sail attachment point 201 0 5 from end of LE tube b Outside diameter at 1 Nose 2 00 2 Crossbar 2 00 3 Rear sail attachment point 2 00 3 Crossbar Dimensions a Overall pin to pin length from hole at leading edge bracket attachment to center of load bearing ball at glider centerline 119 75 b Largest outside diameter 2 44 4 Keel dimensions least and greatest allowable distances whether variable through tuning or through in flight variable geometry from the line joining the leading edge nose bolts to a The center of the xbar center load bearing ball 43 75 48 75 b The pilot hang loop 59 0 60 5 5 Sail Dimensions a Chord lengths at 1 3 ft outboard of centerline 80 5 2 3 ft inboard of tip 47 5 b Span extreme tip to tip 398 VGT 6 Location of Information Placard Keel Location of Test Fly Sticker Keel 7 Recommended Pilot Weight Range 175 320 8 Recommended Pilot Proficiency USHGA Intermediate a m
106. y twisting the left sail plug counter clockwise twisting the tip wand down or twisting the right sail plug counter clockwise twisting the tip wand up or both as indicated on the label attached to the rear leading edge Twist clockwise on either or both plugs to correct a right turn Note that the mechanism of adjusting the sail wand receptacle for tuning out a turn in the glider is the same as performing the same tuning function on a conventional tip although the direction of rotation seems to be opposite For example to remove a right turn if working with the right wing tip you would rotate the end cap clockwise so as to rotate the wand down thus depressing the right wing tip On a conventional wingtip you would rotate the end cap counter clockwise because doing so would rotate the wingtip downwards The aerodynamic effect is the same even though the direction of rotation appears at first glance to be opposite Adjustments are best made in one notch increments If you have rotated the right wing down both available notches and still have a right turn you can rotate the left wing up To rotate the tip wand receptacle end cap remove the securing screw rotate the cap until you see the next hole then reinstall the screw Batten tension The outboard most battens on each side are tensioned by looping the batten string over the notched end of the batten twice The remaining battens are all fitted with lever tips The outboard batten with

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