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U2 145 and160 - Delta

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1. ec T S000 DUR SI0 D HOH HHH S319NV XXXX XXX XX D VN Wien EEN I 9 46841581 17 zn 01 3MO01S Assy Jeg 043403 4689431520317 ZS ZN ul LV90 866 6669866 IL XV3lHd e G9826 Y3 39NVHO e JAY 3950133018 009 E IN Bs SUAS SS lt H Bnid Bai uo330q UL 58410 yy y4 404 pie Algwasse 314 dlls 4831 SJe2aeds pue suaysem HUlueag OA dulmapLs SULeTAY 40894 01 JUOJ4 4044 PYSUT 311 34613 J40j pe unux SL butusnq 40 epis 34044 HBnid Ha uo330q uL 311 alqearowau 6 4811 SjexoeJg eqna3eseg UL ILI sseJd q3ueueuued GT GZ waji S930N Kiquessv 002 10 8 2 02 v t 29SVN 1029 30 ve I V22 SNV Iz2 VO Ce 9 I 999 NVISNON A311nd 1021 002 2 G 2 I v ZISSWN TTOZ 90 0 v I S S9ENV 91 58 10N3901 O OI NO 62 2 WV3MlIS 001 1Y MO813 80893 21 1 902 82 2 2 LNI oul S X 2 8 NVd M3N2S IS9I WO 92 I SS T1VWS 102A 1v310WvC 2081 202 62 2 OpZ X 820 X 216 SS 1508 68117 10 72 2 ZVIOZSW 91 LAN H NIT OEZI NO 2 2 0 29SV 1087 30 22 2 0189 WWEE X 7 1 3201 TIVE NId 6616 30 12 I 181 X Oz X 099 AN 4833005 8019 1
2. NOTHL v T 9Tv O96NV 1331S N3HSV OvIT no II 9NISS83M 8 S LOTS 2 310H I ONVL I2 2 302 01 YISIT YLSd1S YVIY WA LIS 291 2086 007 6 v 90dVVHD 9761 X 9I 1V LIAIY 99 0 40 8 3201 AOVAINVH 9NINdS 01108 TIST VOZ GeO x S 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 9893 46834 ZN YN I 40 uotadiaoseq ON ed 4311 1 1 1 1 1 1 c l S000 00 910 S0 I I H I I S319NV XXXX XXX XX X Sl NOSuV3d SNLWLS 00c 9c 002 9 NMVUC 31 4eqx en 101831 4 Qr 3000075 V NOISIA3H Q3SIA3 VN ON 18300 uoL3ount 31 460 zn 37111 2790 866 66 9 866 vLZ XVAIHd e 69876 VO 39NYVuO e JAY 3901833018 009 BINEASS LTE G9 JE ZOENCSW 0S9 c 90T I VI TIVWS L6v6 NV ONIY 1335 00II dOl el 8 SX8 cxXv T SS 00600 133208 MAYIS I 0c 301 I l 01 8S 00 Um dV2QN3 6129 9S1 I II V cVOIcSW v T LAN HONT19 OvLT NOT I 01 v 9DdVVHD S X 9I 1V 13AIM 99E0 YOT c 6 It vNV OTec VOT I 9 DEU x S tl1 IT0 HSf8 I9II 101 c 8 V OICtNV v T LANAILSVO OvVET NOT c L ce e OMS 77178 3015 001 3MI 0 dOV I 9 0 vNV 00 2
3. 2vl0ZSW 91 LAN HONIT O ZT NO 9 d91 09SV 891 00 Y puem Lsodwog 404 2510 0208 09 3 9 5e31de5ey pue 021 502 Z 3 2e31de228y pueM 404 deopu3 OLOE CS I uolqdluoseq ON 3400 W31I I oc T STONY SE V002 4 01 6000 90 20 23 149S0U A 90 866 6S 9 866 rL OM e 59926 VO 39400 e JAY 3903018 005 S000 XXXX A8 SNIVIS qasrA3u wen W I 01 310075 00 XXX mor ENE Aiquassy ayeideson zn ENN 25 7 UBZA AS S0 X S VL NOISIA3N ON 1200 ul WvdsulSdIIS INOY4 WOLLOG 135 381 02 d0r OL c t 903MS 77178 LNOYS dOL 3MIM 1082 007 6 V9OC VNV I922 V0 8 VOE VNV T0e2 VO L H 781 X 0c X 099 AN 333005 0IS 10 9 v cvOTcSW v l LAN HONTI OvZT NO S U NIHIL v I 9Iv 096NV 13315 WdHSVM 1711 00 y ASSV LAN 3V1109 37 32 062 90c 002 IYSYJAINN 31V1d3SON 8 91 20c YA 201 NING JIOHA M ASSY 8002 ALVIN 6 91 20c I ALD ZN uol dr4aos q J qunN 3400 wad SCIT Se eeng VODZ S 00 002 9 1994 4898 f Y90866 6E9866 v12 XYJHd e 59906 V2 39NVHO e JAY 39Q1H3018 005 9000 F XXXX Ag SNIVIS 0351 38 wen 701831 4 01 Magis 00 F XXX II en XX 3 VN 999 4093 cS cf S0 X SN l wNoISIA3N ON 1800 MIL
4. 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 open rear sprog access zipper 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 Re install the clevis pin in the leading edge tube and re install 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 With the rear end of the rear leading edge outside the sail through the open rear sprog access zipper and with the outer sprog folded towards the nose the normal configuration when packed up 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 outboard sprog access zipper opening 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 The inboard sprogs must be dismounted from the leading edges for packing as they will not fold forward without interference The cables are permanently attached to the sprogs and may
5. If your harness 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 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
6. 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 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 48 pilot That will sometimes mean choosing not to fly at all and it will sometimes mean passing up that turbulent 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 GLIDER MODEL MANUFACTURED BY All di
7. Verify that the main hang loop spreader bar is positioned just below the bottom surface 17 Check the operation of the VG througout 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 re adjust the top rear attachment as necessary to remove any gaps between the nosecone and the sail along the sides of the nosecone 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 bottom 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 EI Preflight Procedure Along th
8. 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 14 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 The remaining internal ribs to confirm that they are fully zipped up b The sprog hardware including the leading edge sprog brackets the attachment of the sprogs to these brackets and the spog 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 gt 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 webbing in 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 prop erly 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 the twist is removed Full
9. 9 8 2 0 I8t 00 ST 91 S 0 4460 x 40551 2415 9e pptu 99x 091 ZN T Y 859 0 0v6 007 91 S 0 4460 x 4427 4ebut1s 13994 091 ZN I II 0 SI 00 9 91 S 0 4460 x 44057 ALS 34044 1994 091 ZN T Z 17971 0872 9 6 91 S 0 44610 x Wey eqni 34044 995 091 ZN I I 1H913M uu HI9N31 LAD UL HLONAT LAD TVIS31VW NOILdIN2S30 ALD ON WILT I eZ T 53790 NOSWNdd YN E002 ET 2002 02 9 NSS SUA OST 00 90 866 6S 9 866 pL XvdlHd e 59826 00 39NVHO e JAY 39013N78 005 S0007 XXXX Ug SMLVLS Q3SIA3U Neu WISIVH 01 4maqis ae 3603 Buipee 3U044 091 ZN J SI F XX V 00cc Mib l Ic S0 X CS N L ENOISIAJ ON Did 37111 qI 686 yayoeug gX uo32 ej 00 8 0441 98100 oC 14044 88 K quasse MaLA apls 08 7 90 01 yayoeug Houds SL vel A quasse mala dol peusng se r 00 1 91 S 0 uug 0 x WWOS 1 JCUL H19N31 103 NOIl1dI309S30Q ALO ON 4311 0S 01 v6 0 06 Os s 91 S 0 Uug 0 x uu ALS 9 ppiU 3 14043 091 00 I 990 0 9 00 91 S 0 Uug 0o x WU S ALS 34044 3 44043 091 I D 6018 969 JOS ST 99034 31 44044 091 cf I 1H913M WW HI9N31 103 I TVIN3IVA I eZ T 53790 NOSuv3d YN 002 T 2 2002 02 9 408 985 SJ OST cM 90 866
10. F XXXX A8 SMLVLS Q3SIA3U Neu 701831 4 01 30007 00 F XXX w w 8 ua aay 961 om G JNU AS fs ub S0 X S l NOISIA3M ON 1800 37111 GL 296 2 3M S 0 Buloeds 8104 99 Z DCH 1G 02 Q IG 4044 xo2eg BLOH 93 PMY T Squed Juawade dau 404 aen 82 90 6002 8 Aan 0443 sz De xz sn j epis do peutruoeu peuiuJe3epun 12010 Kejind aay 866 0414509 Xe CO 6 0443 61 do3 992 0991 Aluo doy 992 0099 DU 4501 euigoeu 6414500 apis dog GC 0810 602 00 8 91 S 0 4460 X uupy A S 40694 993 971 2 T 9 8 2 0 186 0091 91 S 0 wwe Oo x 40551 2415 lpptu 98x 971 20 I Y 8590 076 00 Z 91 S 0 4460 X 4427 yabulis 0903 971 20 I ZITO 291 00 9 91 S 0 Uug Q x wwpy ALS 44044 1993 971 20 T 7 DEA 0872 9 6 91 S 0 4460 x uuzy 09031 44044 1993 971 20 T T 1H913M UU HI5N31 103 fut HI9N31 103 TVIWU31VMW NOIIdINOS30 ALD ON 4311 I eZ T 53790 NOSuv3d YN 60007979 002 82 T 008 5 9UE444 WV SUT cl ven ap 6S 9 866 pL XvdlHd e 59826 YI 39NVHO e JAY 390183018 005 9000 XXXX A8 SMLVLS HERE Mun 701831 4 01 30007 00 F XXX eir 7 0022 307 37 14044 Set 2n Jo s STAAN S0 X S l NOISIA3M ON Lud 37111 qL 09980 00 8 yexoeuq gx uod e4 0441 oe 0D 34043 0 K q
11. VOl I SI WVSULSdI 1S 3015 WOLLOd 381 S0It dOv I r 3903 ONG WWcS 1439V99 JT YVEX 8 OIII 902 I E 31 44043 091 N V 002c 20v I 4 Jeqx 091 ef V 00e2 dO0v I I OWEN 4ed 9 ON J4ed 340 u 1I NOsavgd ege 9000 06 4 002 9 ps 494439 108 cM 00 966 6969 866 PLZ XV4 Hd e S9876 V9 39NVHO e JAY 39GINaNTA 009 H SNIVIS 017 NMVSG 01 IN3W0200 G1 4M00IS 3 DA pue Jee Jeqx zs zn EN Ez STE NOTSIASY TUIL lt 13238 ON 31dIYL NvisNON 37700 0920 0000 oz 13938 M 370181 NVISNON 37 z921 d02 H21391S 39d 83006 Wup 3 toee roe H21391S 39d 83006 Wup 3 toce roe a YO XI8c XG 9 55808 HI 0017 00 020 X 916 X SZ NOTAN 33 ScIS n0 X9IHL v T 91v 096NV 13315 243 Ov II nO 01 096NV 13315 43 0 II nO 8r0 313NZS 080 MOT 10 0v00 NOI SS 2680 080107 ozzT NoT p 2VOlZSW ut LAN HONIT Ovzi NOl E ZYIOZSW 91 LAN HONITD Oczi NOl L z Z9SYN 1200 900 0314140 NVISNON WS 312VHS eest doz mme 135 25 20 d33Ms uvgx 3wIM 6o0zv dOv 829 LNC ug YLND men 13905 0 8 091 Lat 480 34014 SqexoeJq jo 401 30148140 930N 310H 9A 829 INC 7708 NINO 809 7709 v lZ CSl UoL3drJoseg ON 3400 I eZ T 53790 0068030 YN 000 80 5 002 82 T Ns 9U444 SHT von ap 6S 9 866 pL XvdlHd e 59826 V2 39NVHO e JAY 39013N78 005 S000
12. a normal approach but at a significantly steeper approach angle in all phases 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 The first time you use a drogue chute you should fly over
13. and that because of these dimensional changes in the sail the glider s flight characteristics can change with time The most common 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 it s 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 acci dents 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 non zero 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
14. been bent or otherwise damaged supercedes 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 42 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 careful 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 which 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 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 a
15. break 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 aa d 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 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 pressre 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 catch will still
16. failure The required speed for the U2 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 ofthe placarded maximum maneuvering speed b 100 of the placarded maximum rough air speed c 87 ofthe placarded speed never to exceed for at least 3 seconds without failure The required speed for the U2 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 5046 of the required positive load test speed for at least 3 seconds without failure The required speed for the U2 for this test was 32 m p h 4 Forthe U2 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 20 degrees below zero lift angle at 20 m p h and from trim angle to 10 degrees below zero lift angle at 37 m p h and from 10 degrees above zero lift angle to zero lift angle at 53 m p h 5 Flight maneuvers which show the glider to be adequately stable and controllable throughout the normal range of operation Note The U2 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
17. full length Remove the wing tip cover bags and the velcro sail ties from the glider and unroll the sail part way 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 out board end of the leading edge The photo below shows the left rear leading edge in a right side up orientation Working on one wing at a time and working with the appropriate rear leading edge fold the outer 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 outboard sprog access zipper leaving the sprog outside of the sail Then continue to slide the rear leading edge forward allowing the sprog end to remain outside the sail and slide the rear leading edge into the front leading edge Align the rear leading edge properly so that the sp
18. 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 mini mize 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 our opinion that a great percent age of hang gliding accidents are caused by inadvertent flight below MCA and subsequent loss of control of the glider with impact preceding recovery Such inciden
19. 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 U2 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 structural strength of a properly maintained U2 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 U2 is specifically not designed nor is it suitable for aerobatic maneuvers Because of the U2 s broad speed range and high degree of aerodynamic effi ciency 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 k
20. 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 6 Remove the battens from the batten bag and check each batten for symmetry against the corre sponding 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 batten pockets in your sail if you wipe each batten with a rag before you insert it in the batten pocket 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 cam bered batten in a U2 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 either the spring type tips of 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 l
21. pitch authority and prevents an adequate flare b 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 effec tively 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 c Slowing too much prior to flare so that your arms are too extended to allow enough flare ampli tude 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 u
22. price list a search engine e mail 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 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 which 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 an
23. 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 note the position of the scribe mark on the cap relative to the screw If they are not exactly aligned use a sharp knife or other object to scribe a reference line on the rear leading edge that lines up with the scribe mark on the cap This will mark your starting point Remove the securing screw and rotate the cap to see where in the five hole range of adjustment the cap has been initially set 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 cc 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 n
24. that most accidents are caused by avoidable errors in pilot decision making The quality of your decisions as a pilot is the single most 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 reinforced 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 deci sions 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 However if they
25. 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 U2 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 agressive 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 experi ence 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 bank effec tively 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
26. to their proper settings You can check this adjustment as follows Sprog measurement 1 2 Fully set up glider on a reasonably level surface and set the VG to full tight Place two equal supports about 30 tall under the rear end of each leading edge tube so as to lift the keel off the ground and take up any slack in the bottom side wires Make sure that the support touches only the leading edge tube and does not in any way contact or influence the tip wand or the sail bottom surface behind the leading edge Tie a lightweight thread tightly across wing from the inner of the two supported battens on each sprog to the corresponding batten on the other wing These are the 3 and 5 battens counting the shortest cambered tip batten as the 2 batten Press firmly on the top of the sail at the center of the transverse batten at the end of each 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 Sprog Thread U2 160 atleast 3 5 89mm above keel at least 1 0 25mm above keel U2 145 at least 4 875 124mm above keel at least 1 625 41mm above keel 37 5 Note that this method will not disclose sprogs that are assymetric 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
27. 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 U2 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 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 U2 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 an
28. 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 indicating 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
29. 0 LI SZI X 870 X 216 SS 1508 vIIv 10 YI 020 X 916 X S NOTAN W3HSV 6219 00 I V V 2VOl2SW bat LAN HONITO OvZT NO 21 V TlVWS 1676 NV ONIN AL34JVS OOII dO II r 6222 26 02S 0621 90 01 2 14d0IS HL 951 OI ZIE 00 S 5NINV38 0721 002 6 2 068 X 870 X SITE SS 40508 0217 10 8 2 WY3HISdIIS 3015 WOLLOG JAI 6018 007 2 0 X 820 X 092 IV W39VdS 8011 10 9 I VH Led IIe YvaY WOLLOG 13S JAI 2088 007 6 I WV3HISdIlS LNOYS WOLLOG 13S 331 8028 007 V 340 340 1400 ON 3400 01 I 1 1 eZ T 7 53790 0058030 N EECH NN NE 002 Asse BO4dS oo GG 6629 866 PLZ XW4IHd e S9826 V2 39NVHO e JAY 39dhu3n18 005 S000 XXXX AB SNIVIS GASIATY NNW SUBI 01 MOTIS 800 XXX wi VN 6002 Assy Boads o EA 1 EZ S0 X CS N l NOISIA3M ON Did 37111 4944 071 40101 SL 4944 971 ZN 930N 72 97 28009 bic 004 se eaj duip uoung 80031 uo 8 10000 55840 E 072 92682 36 S LOH 30031 uo Je OO papeaduyy SS dd Z SE 92162 0089 0911 EE 0SZ 0 1009 96 0911 m GLE OE 1921196 0711 x x 9 qe erg 507 POSOL en IUE al sn payeod ze po30e00 g T poa3eoo 8 T 9 q GNE ei OD 8 DN 6 v2 2 92 3 ds Bip Le 002 I S 7 KS 00S 8T DCH 26 000 vc LOH 4 AN EIN SNE ENZ I 10H 5 ss Be Aluo apis do eLp 0610 34044 4044 peunseou s l oH 029 48300 091 48441 WA ID 09 12 009 96 FOR u15ue 1n9 FG 091 Spl 49100 09
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31. 1 48441 GYI 48441 d CD Assy Bouds d l 06002 ZN 002 1 8 416487 103 eqni V6I voNV 1612 801 I 0c v cvOlcSW v T LAN HONI 12 OvZT NOT c 61 Y 90dYVH GLE X 91 1V L13AIU 99 0 401 I 8I e cvl0cSW 91 LAN HONI T2 Oc I NOL I LI 8 29SVN 807 001 I VI S 90V 0 v0cSW 090 401 c el Ove X 9 0 X 016 SS HSNd IIv 101 I l 9ev LIGSYN 1920 3901 I 11 Jeli td abulH 3404 bouds 3 8vrvc 902 I 01 ss ute s 1403 Boads 9 Ivyo 902 I 6 1431 S JONIH 904d5 31 13 2VWu8 9 SV 90 I 8 jldV9 80805 IN38 310H ONVL V L0 2 30c I 9 00061 X Mv 0 LOIS HSN J14WIHL VOVI NSI I E 86 YALSACGVY d30vquHl 909dS 8 9vyvc 902 I D quauysnfpy 00409 3nN v OTOE NOT I 86 3100Vd GN4 80638 JOS 2 TOEG CST I 918 07 NV cvO x O T 38111 IIS2 29S I I ueN ded AdY ON 34ed 340 48931 Item Part No Rev Part Name U2 QTY 1 40K 1323 A KINGPOST STRM KP HANG W BRKT 2 15J 1502 TOP AT KINGPOST POLYCARB 3 15J 150 CAP AT KINGPOST TOP POLYCARB 4 20G 2323 B KINGPOST TOP INSERT AT ALUM 5 10M 136 SCREW 6 32 FLSTR MACH HEAD SS 6 10T 112 SPACER AL 313 X 028 X 1 140 7 10T 5132 BUSH FGLASS 414 X 337 X 1 0 8 10C 520 NAS623 4 20 9 10N 1740 CLINCH NUT 1 4 MS21042 4 2 0 10
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33. ATION SPECIFICATION SHEET 50 HGMA U2 160 COMPLIANCE VERIFICATION SPECIFICATION SHEET 51 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 call 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
34. 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 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 wires attached to the front of the root battens and lift the battens up over and onto the studs
35. R 0342 RIVET AL 1 8 X 25 2 1 459 1411 A HANG LOOP INTGRL ASSY KP STOCK 2 40P 2301 WIRE TOP FRONT BALL SWG 3 32 3 40P 2401 WIRE TOP REAR BALL SWG 3 32 4 40P 2202 WIRE TOP SIDE BALL SWG 3 32 2 5 20G 2823 B Spreader Bar 1 pc Kingpost Hang 6 456 3056 SOCK ELASTIC KP BASE WHITE 7 20P 1311 RAPIDLINK OVAL 5MM 40MM SS 8 104 2211 AN4 21A SAHEB ZIN 500 BLUERIDGE AVE ORANGE CA 92865 PHIFAX 714 998 6359 998 0647 TITLE U2 Kingpost Assembly PART NO NA SLDDWF ID DRAWN REVISED U2 Kingpost Assy 3 5 2003 8 16 2003 I I I STATUS BY PEARSON I REVISION C I I I I I I I I I NosuWad 900c ce 00c 9 puem pue 9008 Buipeo PEI o sce 6G 9 866 UI XYiHd e 59826 09 394040 e JAY a901NINTa 005 Ad SALVLS q3srA3d Nu QI LNAWND00 OI 300075 90855 Den dui NEAR STAAN NOISIA3U 37111 NOITV 23318000 TIVS OTI 610v 907 8 TIVWWS 1676 NV 9NIN ALIAS 0011 001 z 261 X OIZ X 029 NOTAN W3HSV 0119 001 9 EON E80TZSW 91 OYdMOT 10N3901 O TI NOI 9 ZI E EZ9SY 1217 301 Y d0I 09SV 1011 001 003 pue 0 1 902 9 9 pue 0716 902 I puem 011 09 U0t 0 103 GUHL S X 2 8 Nvd MINIS G9T WO 6 1 232 26 02S 0141 90 8 9NISS3M 8 8 LOIS 2 310H I ONVL 2 2 302 92112 X 8061 X 26 60086 40508 7711 10 9 2
36. SVN 1028 20 tt T V2oZ SNV I2e VO ce Ir 999 NVISNON AJTTNd 1021 402 ES YA T v ZTISSWN 1102 30 0 2 103 GUHL S X ZE 8 NVd 03825 1S9T WO 62 T 8T X 0026 X 099 AN u3O2VdS 0IS 10 8c 0 47 X 820 X 0S IV WHdOVdS OII 10 YAA YA 098 X 820 X SITE SS HSf8 O0clv 10 9c 901 X 840 X 016 SS HSN vITv Lo 90 YA Ove X 800 X 2016 SS HSN cIIV 10 ve YA 0 29SV I0 v 20 EZ 2 LYdd1S HL 987 GI ZIE 00 S 9NIMV38 0421 9072 22 SS TIVWS 102A 1YJTIWYC 2081 202 12 y TIVWS 1676 NV 9NIN 13305 0011 40 02 4034150179 3034 WOLIOA 13S 39I 20 d0v 6 WW4NLSdI1S 1NOUJ WOLLOG 13S JJI 02 dOr 8 y 62232 26 0cS 0621 90 H YA cVIOCSW 91 LAN HINI TI 0 I NO 9 G S9ENV 9T S 1 0N2201 0 0I NO 9 2 4034150179 3015 WOLLOG 331 6018 007 r dl39 WWEE X v I 32071 11Vd NId cclIc 210 020 X 916 X 9 NOTAN YIHSY 6219 00 2 I 3100vS Why YLND 1333 Lanovug S191 502 I 2 Volz 001 1Y M0813 8093 2111 902 0 Y V cVOIcSW V l LAN HONI 19 OvLT NOT 6 YA OSTL O9T 20 51388 0 M 89 931 j4lS31IT1 7 71 907 8 2 GST 25 0711 971 ZN 51388 O M S9 937 WV3W1S31I1 TLvT 90V 8 51389 ON WYLSd7S 4070 38013509 1191 307 L 41419 399249 qn3 seq e234015S2111 v81 902 9 34618 3exoeug eqnjeseg 408041583 7 vV81 902 S 119 uoqqog 697 weauisaili 6010 82 88v1 902 r 34618 uoqqog 687 weeszsaq 6010 92 6871 9072 149 dol 697 ue j3s 31il1 Nid 82 8 vl1 902 2 34614 dol 687 4680415803117 6010 99 6Lv1 902 I 340 ueN ed ON ed 01
37. WILLS WIND U2 145 and160 Owner Service Manual July 2007 Third Edition WILLS vAING U2 145 and160 Owner Service Manual Copyright 1994 2007 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 July 2007 Third Edition 500 West Blueridge Ave Orange CA 92865 Phone 714 998 6359 0 FAX 714 998 0647 Internet Web address http www willswing com E mail comments willswing com Contents IO UA 1 Disclaimer and Warning wi van NUN RR DT RR MUERE 2 Technical Information and Placarded Operating Limitations 3 U2 Reassembly After Shipping and Breakdown for Shipping Procedures 6 Reassembling the U2 after breakdown for shipping To remove the rear leading edges for shipping follow these steps U2 Set Up Proceuute cir uuu aaa GEET SEN ERE EE ged EEN NA EVE E RE ERR 10 Preflight PrOC edur uuu ee EENEG a E E a Eaa NU NNUS 18 Along the left leading edge Atthe left wingtip Along the trailing edge left wing From the rear keel Along the trailing edge right wing At the right tip Along the right leading edge Under the glider at the control bar At the nose Launching and Flying the U2 eiie tices ege REES EE ERC EREE 20 Minimum controllable airspeed and minimum sink airspeed Using wing tufts to fin
38. a time Even so if you can 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 combi nation of a final nose up flare and runn
39. aking 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 Finish the assembly of the glider completely 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 cdd 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 sym metrical 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 assymetically 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
40. ave 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 assemblys and transverse battens Inspect accordingly 2 If your glider is ever exposed to salt water you will need to have the glider completely disas sembled 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 4 fresh water dried completely and treated for corrosion inhibition with LPS 3 or other suitable agent 3 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 compone
41. be left attached to the leading edges Before removing the sprog check that the jam nut is properly tightened on the clevis fork at the front of the sprog so that the adjustment is preserved If there is no jam nut installed apply adhesive tape to the junction of the clevis fork and the threaded insert into which it is installed to preserve the adjustment Remove the screw and nut that secures the clevis fork at the front of the sprog to the sprog pillar in the leading edge sprog bracket and dismount the clevis fork from the sprog pillar Re stow the screw and nut in the pillar and tighten the nut enough so that it won t fall off in transport Pad the ends of the sprogs for packing and stow them carefully along the leading edges taking care not to allow the cables to become bent or kinked Unroll the sail as necessary to gain access to the inboard transverse batten located adjacent to the inboard sprog and slide it part way out of the pocket so that it will not interfere with folding the sail over Roll the sail back up and carefully fold the rear of the sail over against the front and replace the bag on the glider U2 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
42. 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 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 which 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 re adjusted 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 re attach 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 pres
43. 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 agressive as necessary to keep the tug on the horizon Trimming Your Glider in Pitch You will find that the pitch trim of the U2 as well as the basetube position at trim changes with VG setting At VG loose the U2 will normally be trimmed very close to minimum sink The bar position at trim at VG loose will be relatively far out As you set the VG tighter the bar position at trim will move back and the trim speed may increase somewhat At tighter VG settings the amount of pitch pressure felt as you move away from trim also 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 pi
44. 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 Remount the inboard sprog to the front leading edge making sure to align the sprog properly cable on top of the sprog and not wrapped around the sprog Note Check the sprog after installation for any tendency to twist or rotate relative to its proper orientation tang and cable on top when deployed If the sprog has been flipped around the cable during the disassembly and re assembly process it will leave a twist in the cable which will then induce a tendency for the sprog to twist out of proper alignment when the glider is fully set up If you notice this dismount the sprog and flip it around the cable as necessary so that there is no twisting tendency induced by the cable and then remount it The nut on the bolt which connects the clevis fork to the sprog pillar should be just snug on the clevis fork but not so tight at to comp
45. 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 The next step is to cam over the tip wand cam lever tensioning the sail at the tip Rotate the string to the front side of the tip wand cam lever and slide the Set Up Tool over the lever as shown Holding the end of the leading edge tube in one hand grasp the set up tool and rotate the tip wand cam lever towards the keel and then towards and against the leading edge Keep the cam lever 12 13 parallel to the ground as you cam it over Note that in order to cam the lever over the wand has to bow backwards from the leading edge into a curved shape If you hold or press against the wand from the front it will prevent this If you do hold the wand during this process pull forward towards you on the wand to assist the bowing of the wand After you cam the lever over remove the tool Look into the sail from the tip and verify that the most outboard internal rib is fully zipped up 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 and re close t
46. d hang gliding equipment are not designed manufactured tested or certified to any state or federal government 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 certificates of airworthiness and operators of ultralight vehicles are not required to meet any aeronautical knowledge 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 attempt 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 U2 160 and U2 145 have been tested and found to comply with the Hang Glider Manufacturers Association HGMA Airworthiness Standards 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
47. d 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 53 m p h to as high as 63 mph or more for the U2 depending on wing loading harness design and adjustment and glider tuning The placarded speed never to exceed for the U2 is 53 m p h The Vne speed will be achieved for a prone pilot with the control bar between mid thigh and 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 two to four 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 U2 at maximum recom mended 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 U2 and it is recommended tha
48. d the minimum sink speed of your glider Platform TOWING u aa Ehe ge ed eg pains 24 TN WING E 25 Trimming Your Glider in Pitch 12 os adersieegr deeg Eed deg gd ee gg deeg 26 Speeds to Fly and Using Your Airspeed Indicator 27 USING TNE VG SyStey E 28 Landing the U2 eegene aa uk 29 Using drag devices during landing U2 Breakdo WA E 34 U2 Stability Systems 37 U2 Sprog Adjustment and Flight Testing 37 Sprog measurement Method of adjustment Test flight Maintenance wi AI KA AAA Ka Ka AA Wawa a awani 39 Parts Ordering and Parts Replacement 40 Every Six Months Every Year Special circumstances A note about cables and cable maintenance Removing the Sail from the Airframe and Re Installing 43 Sail removal Re installing the sail on the frame Glider TUNING HE 45 CG adjustment Turntrim Airframe Battens Tip Wand Receptacles rotational alignment Sail tension Twisting a tip Batten tension Car Top Mounting and Transport 47 In Closing A Few Final Words on Your Safety 48 HGMA U2 145 COMPLIANCE VERIFIC
49. dge Dimensions a Nose plate anchor hole to 1 Crossbar attachment hole 134 75 2 Rear sail attachment point 194 5 b Outside diameter at 1 Nose 2 05 2 Crossbar 2 05 3 Rear sail attachment point 1 97 3 Crossbar Dimensions a Overall pin to pin length from hole at leading edge bracket attach ment to center of load bearing ball at glider centerline 123 88 b Largest outside dimension 2 44 4 Keel dimensions least and greatest allowable distances whether vari able through tuning or through in flight variable geometry from the line joining the leading edge nose bolts to a he xbar center load bearing ball center 36 5 40 75 b The pilot hang loop 53 5 54 75 5 Sail Dimensions a Chord lengths at 1 3 ft outboard of centerline 715 75 2 3 ft inboard of tip 43 75 b Span extreme tip to tip 396 VGT 6 Location of Information Placard Keel Location of Test Fly Sticker Keel 7 Recommended Pilot Weight Range 160 260 8 Recommended Pilot Proficiency USHGA Intermediate 5 I S M e d WA Mi NT 3 ace LV90 866 6569 866 PLZ VOA e 59906 V2 39NVHO e JAY 3901318005 SM j WN Assy Jeg 043u0 weaagsogt zs en NIB lub 90 X S NOISIA3H ON Lud TULL T Lie LOE E 0c v 29
50. dware Each end of the basetube should now be isolated from the sail Zip up the glider bag 36 U2 Stability Systems Several design features of the U2 determine the glider s degree of stability in pitch a b e The combination of wing sweep and spanwise twist Reflex in the root section the degree of which is determined by the lengths and hole locations of the keel the control bar and front to rear bottom wires and by the shape of the root battens The alignment of the sprogs and the height at which they and the transverse battens support the trailing edge The shape of the preformed battens and the internal fabric ribs and adjustment of the internal velcro attachments which define the airfoil The setting of the tip wands Correct attachment and proper adjustment of the sprogs are critical to providing adequate stability at low angles of attack particularly those below the normal operating range U2 Sprog Adjustment and Flight Testing The U2 uses two internal sprogs per side in combination with one transverse batten on each sprog Each transverse batten spans two top surface battens so a total of eight top surface battens are sup ported The sprog system is the primary component of the system which provides pitch stability The function of the system is to support the trailing edge of the sail at low angles of attack and thus provide a nose up pitching moment The sprogs are adjusted at the factory
51. e 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 En try L eg Downwind Leg lt p JA b e Final 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 ver
52. e 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 which 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 While pushing up on the leading edge between the nose and the crossbar junction step on the bottom side wire with about 75 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 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 pro
53. ect its flying and landing characteristics 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 are 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 inconsis tent 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 rela
54. elease the locking catch before 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 Re install the neoprene protective socks over the rear wire junction bolt and the rear end of the keel Re move 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 10 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 ends of the root battens from the top of the keel Lift up on the battens to disengage them from the studs and then pull the tips clear of the studs and pull the battens partly out of the pockets Fold the sprogs against the leadi
55. erve the sprog adjust ment if the sprog or sprog cable is detached With the sprog and cable fully installed and attached the adjustment cannot change 4 Re attach the sprog clevis fork to the pillar block Note DO NOT overtighten the bolt which 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 Note that the outboard sprogs should always be adjusted slightly higher than the inboard sprogs EN 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 a
56. esult you will often 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 indicat ing 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 U2 with the VG set full tight the twist is reduced 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
57. he velcro closure between the top and bottom surface at the tip to ensure that both surfaces of the sail mate cleanly in this area At this time you can install the batten tips for the remaining cam bered battens into the hem of the trailing edge The technique for this will depend on whether the glider is fitted with spring tip battens or lever battens We will cover the installation of the spring tips first The set up tool is a multi function tool and works very well to aid in installing the spring tips At each batten make sure the opening in the underside of the trailing edge hem is spread to accept the tab on the batten tip Hold the trailing edge hem in one hand with the trailing edge folded upward Place the open end of the tool on the spring tip end below the tab which fits into the trailing edge Push forward on the spring tip fully compressing it against the end of the aluminum batten pull back on the hem of the sail and fold the hem down over the tab on the batten tip Make sure the tab slides fully into the hem If your glider is equipped with lever type tips use the following procedures The lever tip incor porates a hinge and a snap locking mechanism as well as a threaded shank that allows for adjust ment 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
58. in both roll and pitch 1 We recommend that you launch with the VG set between full loose and 1 2 on Because the U2 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 and ease the bar out for lift off 3 The flying characteristics of the U2 are typical of a high performance flex wing Make your first flights from a familiar site in mellow conditions to
59. ing 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 before you install it in the sail 4 Inspect all cables and suspension system components and replace any suspension system compo nent that shows any wear and any cable that shows any kinks wear damage corrosion etc Replace any structural cables that are less than 3 32 diameter 5 Inspect all bolts 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 mecha
60. ing out your landing in order to 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 accelerat ing the rate at which you push out on the bar At the same time draw one leg forward put a foot down and
61. ing properly The next step is to install the outer transverse battens and 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 outboard transverse batten will be partly inserted into its batten pocket Slide the batten all the way into the pocket and pull the elastic retainer over the end of the batten to retain it in the pocket The tip wands are tapered the larger end is installed in the recep tacle in the end of the leading edge tube 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 10 11 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 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 pressing the
62. ing 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 Re installing the sail on the frame 1 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 the pocket A small diam 43 10 11 12 13 14 15 16 17 eter 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 espe cially 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 m
63. 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 2 wi Aerotowing The U2 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 The control bar on the U2 is taller than on most other gliders Ground launch carts designed for the average glider will when used with the U2 usually put the glider at a higher angle of attack on the cart than is optimum If possible it is best to adjust the keel cradle on the cart to re set the glider to the proper angle of attack If it is not possible to re adjust the cart recognize the 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 rope This will cause the glider to raise the keel as it begins to develop enough lift to lift out of the
64. ly to convert the energy 90 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 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 for ward 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
65. mensions in whether a given gli configuration HGMA AIRWORTHINESS STANDARDS HGMA U2 145 COMPLIANCE VERIFICATION SPECIFICATION SHEET U2 145 Wills Wing Inc inches weights in pounds NOTE These specifications are intended only as a guideline for determining ailed der is a certifled model aware however that no ee the abilit Be can guaran mance stability and structural characteri standards An owner s manual is required t tion 1 Weight of glider with all essentia non essential parts 63 2 Leading Edge Dimensions a Nose plate anchor hole to 1 Crossbar attachment hole 1 2 Rear sail attachment point 1 b Outside diameter at 1 Nose 2 05 2 Crossbar 2 05 3 Rear sail attachment point 1 3 Crossbar Dimensions a Overall pin to pin length from ment to center of load bearing ball 25 b Largest outside dimension Keel dimensions least and greates able through tuning or through in line joining the leading edge nose a The xbar center load bearing bal b The pilot hang loop 5 Sail Dimensions a Chord lengths at 1 3 ft outboard of centerline 2 3 ft inboard of tip 4 b Span extreme tip to tip 3 Location of Information Placard K Location of Test Fly Sticker K Recommended Pilot Weight Range 1 Recommended Pilot Proficiency U and whether it is in the certified set of specifications however de y to determine whether a glider is the same model or is in the same configuratio
66. n as was certified or has those perfor stics required by the certification o be delivered with each HGMA certi fied glider and it is required that it contain additional airworthiness informa 1 parts and without coverbags and 26 75 83 0 97 hole at leading edge bracket attach at glider centerline 116 63 44 allowable distances whether vari flight variable geometry from the bolts to center 34 25 39 25 1 625 53 125 72 3 75 77 VGT eel eel 40 220 SHGA Intermediate HGMA AIRWORTHINESS STANDARDS HGMA U2 169 COMPLIANCE VERIFICATION SPECIFICATION SHEET GLIDER MODEL U2 160 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 certifled 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 perfor mance Stability and structural characteristics required by the certification standards An owner s manual is required to be delivered with each HGMA certi fied glider and it is required that it contain additional airworthiness informa tion 1 Weight of glider with all essential parts and without coverbags and non essential parts 68 2 Leading E
67. nd re install it in the leading edge Remove the rear leading edges and the inboard sprogs from the glider 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 keel 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 roll
68. nd 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 familiariza tion 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 indicat ing 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 pitched 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
69. ng edge so that they overlap with the outboard sprog underneath The outboard sprog folds towards the nose and the inboard sprog folds towards the tip Make sure the sprog zippers are fully open The sprogs remain outside the sail when the glider is packed up 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 out board 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 pos sible 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 Note that the leading edge panel of the sail extends behind the end of the mylar insert roll the sail in this area so as to avoid creasing the leading edge panel at the rear of the mylar insert see the photo below 11 At the wingtips lay the sail at the tip out flat disengage the elastic retainer from the outboard end of the outboard transverse batten and pull the batten out of the pocket far enough so as to allow the tip of the sail to be folded forward at a point even with the end of the leading edge tube Fold the wing
70. nisms 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 neces sary 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 40 The normal sprog cable lengths are shown below Any cable which exceeds this measurement by more than 1 16 should be replaced U2 160 Inner Sprog Wire 25 3 Outer Sprog Wire 21 2 Rear tang rivet center to center of LE mounting bolt U2 145 Inner Sprog Wire 26 7 Outer Sprog Wire 21 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 attach ment Also make sure that the locknut is fully engaged and secure on the bolt Second is the junc
71. now 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 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 U2 Reassembly After Shipping and Breakdown for Shipping Procedures 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 the 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 receptable 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 Reassembling the U2 after breakdown for shipping 18 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 it s
72. nside the keel pocket Check the crossbar center section hardware includ ing the hinge bolt the four nuts on securing the brackets to the crossbar halves the crossbar center hold down rope and the attachment of the rear VG triple block to the sweep wire spreader bar Check for wear on the rope securing the forward VG triple block to the crossbar center ball and that the knot is secure with a minimum of one inch of rope extending past the knot See TB20050620 A for replacement instructions Check the rapid link that secures the back up hang loop above the keel 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 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 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 70 Launching and Flying the U2 Before launching 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
73. nts of the glider s structure and must be maintained in an air worthy condition It is a general practice in the design of aircraft struc tures 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 then 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
74. ockwise 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 follow the procedure previously described for checking the alignment Batten tension The outboard most battens on each side 2 on each side on gliders with spring battens one each side on gliders with lever battens are tensioned by looping the batten string over the notched end of the batten twice The remaining battens are all fitted with either spring tips or lever tips The outboard batten with strings should be adjusted quite tight for maximum sail cleanliness The spring batten tips will automatically set their own proper tension if they are the correct overall length To check for proper adjustment with the battens installed and the glider fully set up the gap or remaining travel in the spring batten tip between the shoulder of the batten and the end of the aluminum portion should be between 3 8 and 9 16 9mm and 14mm If this gap is shorter than this range it will be very difficult to install the battens If it is larger the battens will be too loose If you have battens that are too tight you may find it easiest to correct by shaving an eighth
75. of an inch 3mm or so from either the front or rear tip of the batten This can be done by cutting an 1 8 off the end of the tip with diagonal wire cutters and then dressing the end with medium sand paper On 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 46 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 becomong 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 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 point
76. ongest 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 the mylar insert does become folded under when inserting a batten remove the batten smooth the mylar down and re install the batten Also take care not to force the rear batten tips into the ground when installing or removing the 77 battens When working with the longest inboard batten it is helpful to lift the rear end of the keel slightly and also to 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 groundhandling mishap 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 205 leech line that is attached to both the top rear wire and the sweep wire in order
77. ost 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 anchor 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 re assembly after shipping Reconnect the bottom surface center zipper at the nose zip part way up and install a new secur ing zip tie at the nose Install the rear leading edges and inboard sprogs see the section on re installing 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 m
78. oticeable 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 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 by 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 Twist clockwise on either or both plugs to correct a right turn Note that the mecha nism 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 cl
79. perly located and secured in the sail and that the sprog access zippers are properly closed 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 the attachment of the hang loop to the kingpost This will require that you peel back the protective sock over this junction Along the trailing edge right wing Same as for left wing At the right tip Same as for left tip 8 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 Unzip the center zipper Check the sweep wire for wear where it passes by the kingpost Check the kingpost base bracket attachment to the keel Check that the routing of all VG ropes and pulleys is clear and straight 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 Check that the front keel pocket is secured to itself with the mating velcro surfaces and that all VG cables and ropes are i
80. 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 U2 minimum sink rate is achieved with the tufts deflected spanwise between 45 and 60 degrees Significant control authority is normally retained even with the tufts indicating 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 45 and 60 degrees of deflection This is your 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 a
81. ress the fork against the pillar or create any friction or resistance to the ability of the fork to pivot freely on the sprog pillar Adjacent to the inboard sprog in the top surface of the sail is the inboard transverse batten and batten pocket It is necessary if the glider is broken down for shipping to slide the transverse batten at least part way out of the pocket in order to allow for the sail to be folded over Locate the transverse batten slide it all the way into the pocket and pull the webbing retainer over the end of the batten to hold it in place The outboard transverse batten will also have been slid partway out of its pocket but this is necessary every time the glider is packed up after flying so it is not necessary to re install this batten until you are in the process of setting the glider up to fly it Fold the inboard sprog to the rear and against the leading edge stowing it underneath the outboard sprog Place a velcro around the sail at this point Fold the tip of the sail over roll it up and re install 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 re install the rear leading edges While following the instructions below refer to the photos in the section above for reference if necessary 1
82. rog 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 1t 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 Re install the clevis pin in the leading edge and re install 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 informa tion 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
83. rol response 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 slower trim and in creased 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 U2 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 Landing the U2 The following discussion assumes that you are executing the landing without the aid of a drag device such as a drogu
84. s 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 load 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 47 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 Because 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 ultra violet 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
85. sed to be present on lower performing gliders to use adjustments in 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 inter fere 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
86. ssume that adequate stability is only contingent on positive pitch pressure during flight testing However in the case of the U2 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 five lbs 2kg per hand of positive pitch pressure you should check and re adjust your sprogs as necessary In order to perform the above test it may be necessary to exceed the maximum placarded VNE of the aircraft 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 are a substitute for the continual and consistent practice of proper pre flight 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 ma
87. start to run as hard as you can This run should 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 a Harness leg straps too long hanging too low below the glider and or hands too low on the control bar This reduces
88. t 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 U2 is U2 160 160 260 168 U2 145 140 220 168 Be advised that pilots with hook in weights of less than 20 Ibs above minimum will find the U2 more demanding of pilot skill to fly and that pilots hooking in within 20 Ibs 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 III level of pilot proficiency is required to fly the U2 safely Pilots are advised that the optimum proficiency level for the U2 is higher than the minimum recommended In particular due to the high L D of the U2 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 U2 outside of the above limitations may result in injury and death Flying the U2 in the presence of strong or gusty winds or turbulence may result in loss of control
89. tch 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 5 106 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 For this reason you may well find that it is easier to thermal with the VG set between 1 4 and 1 2 as this will speed up the trim and make the glider less subject to pitching up in thermal gusts On the U2 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 aff
90. 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 posi tioned so that they cannot catch on any seam will minimize the problem of sticking Platform Towing Special care must be taken in any form of towing In particular in platform towing it is criticaly important that the nose line be attached so that there is no possibility of inducing a spontaneous dis engagement 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 push 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
91. the LZ at more than 1000 AGL and deploy it long before you start the 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 U2 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 Set the VG to the full loose position This is important if the VG rope is set in the cleat at anything other than the full loose position the rope will go tight and be damaged when you fold the wings in For extra insurance pull the rope entirely through the cleat to the outside of the cleat 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 lever tip equipped battens remember to apply slight downward pressure on the top of the lever while squeezing the bottom portion so as to r
92. 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 U2 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 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 U2 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 U2 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 full tight the U2 be comes 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
93. tion of the sprog fork and sprog pillar This junction should be disassembled cleaned and lightly lubri cated with white grease When re assembling 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 Every Year In addition to the normal six month service items also perform the following 1 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 2 Anytime you have the sail off the frame turn the sail inside out through the bottom surface center zipper and inspect all of the batten pockets and batten pocket terminations 3 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 4 Replace the VG ropes 5 Remove the transverse battens and inspect for damage Special circumstances 1 Any time you suffer a crash or extremely hard landing you should h
94. tip forward over onto the bottom surface 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 Mle S 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 the control bar apex 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 and remove the basetube and set it aside 15 Fold the control bar dowtubes 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 har
95. tive to your body Airspeed indicators 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 Speeds to Fly and Using Your Airspeed Indicator The Wills Wing Hall Airspeed Indicator has been specially designed to help you fly your U2 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 ma
96. to retrieve the sweep wire from inside the keel pocket 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 pull 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 leech 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 sidways 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 deploy
97. ts 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 U2 at the looser VG settings the opposite occurs the glider remains controllable at a speed below that at which it is most efficient aerodynamically As a result it is quite easy to fly the glider too slowly for optimum sink rate performance because control is retained well into a partial stall or mush As a r
98. uasse MaLA apls A quasse mala dol peusng ge jexoeug Boudg 001 DG 01 S19 0 669 WEE 91 S 0 uug 0 x 4429 AIS JIPPLU 3 30044 GYI 00 I 990 0 9 00 91 S 0 4460 x 4429 ALS 34044 4 3U044 GYI e I g TL8 T6EE 0S8 I 91 S 0 4460 x WWOS eqni 37 44043 GYI 2f I 1 LHOTAM uu HI9N31 LAD CUL HLONAT LAD dVIWS3IV NOILdIN2S3Q0 AL0 ON WILT I I eZ T 53790 eier eg YN 6000 79 9 002 82 T Nus 9UE444 SWT 00 ven ap 6SE9 866 PLZ XvdlHd e 59826 V2 39NVHO e JAY 39013N78 005 S000 F XXXX A9 SMLVLS Q3SIA3U Neu 701831 4 01 30007 00 F XXX ww V 0028 3209 37 4004 opt cn G A 5 77 IB S0 X S l NOISIA3N ON Lud 37111 qL 6S2 T M 206 0441 S7200 sz 00 8 00 1 0997 y I 37035 10795 v 11Vl3Q sz 05 aunyxly UL Upd O3 1140 9 8050 e30N 19070 ER 007 7791 5207 men x 0429 AIS 37 40040 971 en 1 2 STI 1017 0999 91 S 0 men x uwos eqni 37 40040 901 zn T I IH9I3M Quu HI9N31 103 KUP HI9N31 102 TVIN31VN NOIIdIN2S30 ALO ON 4311 I I eZ T 53790 0068030 YN 60007979 6000 80 1 MO ss Shay SVT 00 yg0 866 68 9 966 pL XvdlHd e 59826 00 39NVHO e JAY 3901813018 005 S000 F XXXX A9 SMLVLS HERE Mun 7
99. ximum maneuvering 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 Color Coding 55 mph Red 48 55 mph Yellow 28 48 mph Green 18 28 mph White DE 30 30 20 20 10 10 EN 2 Using the VG System The U2 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 cont
100. y close the sprog access zipper and this will secure the sprog in the proper position underneath the transverse batten and capture it in position with the webbing 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 6 i m YA IN f Gs 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 it s entire length d The top to bottom surface sail velcro attachments and internal ribs e The main backup hang loops
101. y 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 39 Parts Ordering and Parts Replacement Wills Wing policy requires for safety reasons that replacement parts be ordered through an autho rized 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 examples of incidents in which a pilot s life was endangered as a result of the incorrect installation of replace ment 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 regard
102. y slowly on final 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 in crease 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 on

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