Related Manuals for Wills Wing T2 144
Summary of Contents for Wills Wing T2 144
- Page 1 T2 144, 154 and T2C 136, 144, 154 Owner / Service Manual September 2012 - Fifth Edition...
- Page 3 September 2012 - Fifth Edition Copyright © 1994 - 2012 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.
- Page 5 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.
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Page 6: Disclaimer And Warning
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. -
Page 7: Technical Information And Placarded Operating Limitations
Technical Information and Placarded Operating Limitations The T2 144, T2 154, T2C 144 and T2C 154 have been tested and found to comply with the Hang Glider Manufacturers Association (HGMA) Airworthiness Standards. Certificates of Compliance were granted by the HGMA on the following dates:... - Page 8 T2 is moderately resistant to spinning, and has spin and spin recovery characteristics that are typical for other Wills Wing high performance flex wing gliders. At VG settings greater than 50% (VGM to VG full tight), the T2 becomes progressively and rapidly more susceptible to spinning, and the spin characteristics and spin recovery characteristics become markedly more extreme.
- Page 9 Do not fly in such conditions unless you realize and wish to personally assume the associated risks. Wills Wing is well aware that pilots have, and continue to perform maneuvers and fly in conditions that are outside the recommended operating limitations stated herein. 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.
- Page 10 T2 Reassembly After Shipping and Breakdown for Shipping Procedures The front leading edge is 60mm (2.36”) over sleeved with 62mm (2.44”) at the crossbar junction. The rear leading edge is 50mm (1.97”) over sleeved with 52mm (2.05”) at the outer sprog attachment point. Because of the different diameters of the front and rear leading edges, the front and rear leading edges are not concentric –...
- Page 11 3. 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 to the rear against the rear leading edge. Slide the outboard end of the leading edge tube into the sail through the inboard (front) sprog access zipper.
- Page 12 5. Unzip the tip access zipper and pivot the cam lever outside of the sail. Reach into the sail from the cam lever access opening and grasp the rear end of the rear leading edge. Work the sail forward over the rear leading edge until the last six inches of the leading edge is outside the cam lever access zipper.Find the sail mount strap and stretch it towards the rear of the leading edge.
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Page 13: To Remove The Rear Leading Edges For Shipping Follow These Steps
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. - Page 14 T2 Set-Up Procedure A number of set up operations are made easier by the use of the T2 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.
- Page 15 There should not be any deviation of more than 1/8” from one to the other along the full length of the battens. Wills Wing convention is that black tipped battens go in the right wing and white tipped battens in the left. Battens are numbered from the tip inwards, and the shortest top surface cambered batten in a T2 is designated as the “#2”...
- Page 16 Make sure at this time that the button lock safety is in the full up, engaged position. On the T2, it is ABSOLUTELY NECESSARY that the sweep wire button lock safety be fully functioning and fully engaged whenever the sweep wire is attached – it is a NO FLY condition if the button lock becomes stuck in the down position such that it is does not properly prevent the sweep wire from becoming detached from the collar.
- Page 17 Rotate the wand to align the “back” label to the rear – away from the front of the leading edge. (Note: The purpose of aligning the wand in this way is to extend the service life of the wand – see Wills Wing Technical Bulletin TB20040424 – available at www.willswing.com for more information.) 9.
- Page 18 this operation.) As the wand cup reaches the end of the wand, it will rotate and pop into place over the end of the wand. Note: There are two other methods that can be used to install the wand cup onto the wand if you’re having difficulty with this method.
- Page 19 portion of the cam lever that is resting against the wand. Then close the access opening. 12. Install the remaining outboard top surface battens. Secure the shortest cambered battens with a double purchase loop of the 205 leech line. At this time you can install the batten tips for the cambered battens into the hem of the trailing edge using the following procedures.
- Page 20 13. The next step is to deploy the sprogs and secure them in position. Before doing so, working through the sprog access zippers, preflight the following items: a. The remaining internal ribs to confirm that they are fully zipped up. b.
- Page 21 capture it in position with the webbing. 14. Attach the bottom front wires to the bottom of the noseplate. Install the keyhole tang over the collared bolt by pulling down on the nose of the glider while pressing the tang upwards over the collared bolt.
- Page 22 17. With the center zipper open, look inside the sail to preflight the following items, including all nuts, bolts, pins and safeties: a. The spar center section, including the front spar hold down strap, and the rear spar anchor. b. The routing of the VG line. c.
- Page 23 19. 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 centerline 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.
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Page 24: Preflight Procedure
Preflight Procedure Along the left leading edge Carefully check the entire length of the leading edge pocket to insure that the Mylar insert is laying flat in the pocket. If any section of the Mylar is folded under, de-tension the crossbar, remove the bat- ten closest to the area of distortion, and unfold the Mylar. - Page 25 From the rear keel Check again that the keyhole tang is fully engaged and that the button lock is fully up and engaged. Look inside the keel pocket and verify that the VG activation rope is not twisted. Also check that the sweep wires are tight and actively tensioning the tang on the bolt. Along the trailing edge, right wing Same as for left wing.
- Page 26 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 safety rings at the control bar corners. Check for full engage- ment of the ball lock pins. —...
- Page 27 Launching and Flying the T2 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 in both roll and pitch.
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Page 28: Using Wing Tufts To Find The Minimum Sink Speed Of Your Glider
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. - Page 29 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.
- Page 30 occasional application of silicone spray to the tufts, and making sure that they are positioned so that they cannot catch on any seam will minimize the problem of sticking. Towing Special care must be taken in any form of towing. In particular, in platform towing, it is critically important that the nose line be attached so that there is no possibility of inducing a spontaneous disengagement of the bottom front wires.
- Page 31 tether line attached to the nose should pull as much as possible in line with the keel, and in no case in a direction more than 45 degrees below the line of the keel tube itself. As the following table indicates, the load on the keel is also very sensitive to pilot weight and CG po- sition.
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Page 32: Trimming Your Glider In Pitch
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. -
Page 33: Speeds To Fly And Using Your Airspeed Indicator
Speeds to Fly and Using Your Airspeed Indicator The Wills Wing Hall Airspeed Indicator has been specially designed to help you fly your T2 at the proper speeds for optimum safety and performance, and is provided with your glider. -
Page 34: Using The Vg System
The design of the Hall type airspeed indicator involves using a ram air versus static pressure differen- tial 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. - Page 35 Landing the T2 The following discussion assumes that you are executing the landing without the aid of a drag device such as a drogue chute. At the end of this section, we will discuss the use of drag inducing devices. We recommend using an aircraft landing approach (45 entry leg, downwind leg, base leg, and final leg) whenever possible, and we suggest that you practice making your approaches with as much precision as possible.
- Page 36 tude 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.
- Page 37 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 running out your landing, in order to finish the flight on your feet with the glider settling on your shoulders.
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Page 38: Using Drag Devices During Landing
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. - Page 39 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.
- Page 40 T2 Breakdown Breakdown of the glider is the reverse of assembly. 1. Start with the VG set full loose. Unzip all four sprog access zippers all the way to the leading edge and disengage the sprogs from the sail and pivot them towards the keel. Do this before any other step in the breakdown of the glider.
- Page 41 lever 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. 6. De-tension the crossbar sweep wire and let the wings fold in slightly. Re-install the neoprene protective socks over the rear wire junction bolt and the rear end of the keel.
- Page 42 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.
- Page 43 4. Press firmly on end of each sprog supported batten 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 T2 144 3/4” (20mm) below top of keel 1” (25mm) below top of keel* T2 154 3/8”...
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Page 44: Angle Measurement
(Just forward of the sprog center bracket on the outer sprog, and just aft of the sprog center bracket on the inner sprog works well.) The minimum angles should be: T2 144 Outer Sprog 7 degrees... -
Page 45: Test Flight
The sprog measurements above represent the stock settings at which the gliders are set during assembly at the factory. We have also vehicle pitch tested and flight tested the T2C 144 and T2C 154 at the lower sprog settings below, and filmed the sprogs inside the sail during flight testing. We have confirmed that at these lower settings the gliders meet the minimum HGMA Airworthiness vehicle pitch test requirements and flight test requirements, and we have confirmed that at these settings the sprog cables are slack in flight at all VG settings, at all speeds from stall to Vd (max pilot full forward sustainable speed). - Page 46 be set too low, irrespective of the sprog measurement, and the pitch pressure at VG full tight at pilot full forward should be checked carefully to make sure that it remains positive – see below. Sprogs set too low can cause inadequate stability both inside and outside the normal flight envelope, and can increase your chances of experiencing a turbulence induced tumble or delayed recovery from a dive.
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Page 47: Parts Ordering And Parts Replacement
Wills Wing policy requires, for safety reasons, that replacement parts be ordered through an authorized Wills Wing dealer. The purpose of this policy is to insure that the parts will be delivered to someone who has the required expertise to install the parts properly. We have seen multiple examples of incidents in which a pilot’s life was endangered as a result of the incorrect installation of replacement parts, or incor-... - Page 48 While both T2 type spreader bars are compatible with either support pillar, each requires the specific compatible hang loop designed for that spreader bar. — 44 — Wills Wing Inc • 500 West Blueridge Ave • Orange, CA • 92865 • Ph/Fax (714) 998-6359/0647 • http://www.willswing.com...
- Page 49 VG ropes, may provide a more secure attachment of the pilot to the glider in the event of an in-flight failure of the keel. — 45 — Wills Wing Inc • 500 West Blueridge Ave • Orange, CA • 92865 • Ph/Fax (714) 998-6359/0647 • http://www.willswing.com...
- Page 50 2.00 Equivalent Drag Area FALCON, EAGLE AND AT STYLE GLIDERS WW STRM 2.0 1.03 S2, U2, T2 NOT AVAILABLE 2.50 S2, U2 STANDARD WW LITESTREAM 0.97 T2, TALON OPTION 3.00 TALON OPTION WW SLIPSTREAM 0.87 S2, U2, T2 NOT AVAILABLE 3.00 S2, U2 NOT AVAILABLE WW SLIPSTREAM 2...
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Page 51: Maintenance
Wills Wing directly. It is not always obvious which items require attention and which may not. Minor dents or dings in a non-critical location on an airframe tube may not require any repair or maintenance. -
Page 52: Every Year
Look for any visual evidence of damage to the spar. If any damage is suspected, remove the spar completely from the glider for a more thorough inspection, and contact Wills Wing. 6. Remove the transverse battens from the sail and inspect for damage. -
Page 53: Removing The Sail From The Airframe And Re-Installing
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. -
Page 54: Re-Installing The Sail On The Frame
8. Slide the frame out through the open center zipper. If you encounter resistance, stop and find out what is hanging up. 9. If you need to send the sail in to the factory for repair, remove the Mylar and the transverse battens. - Page 55 9. Mount the sail at the rear of the leading edge. (see the section on re-installing the rear leading edges after shipping at the beginning of this manual.) 10. Working through the inboard sprog access zippers, insert the bottom side wires into the sail through the side wire hole in the bottom surface, and attach to the crossbar, making sure that no cable is wrapped around a leading edge or crossbar, and that no thimbles are cocked or twisted.
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Page 56: Glider Tuning
Glider Tuning CG adjustment This has already been covered in the section of this manual on using your wing tufts. Wills Wing rec- ommends 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. -
Page 57: Twisting A Tip
cutting off the thick end of the wand and beveling the cut edge with a file or sandpaper. 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 (moving the wand receptacle down) or twisting the right sail plug counter clockwise (mov- ing the wand receptacle up), or both as indicated on the labels at the end of the leading edge. - Page 58 T2C and 2008 T2 Turn Trim — 54 —...
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Page 59: Car Top Mounting And Transport
Car Top Mounting and Transport Improper or careless transport of your glider can cause significant damage. You should transport your glider on a rack that has at least three support points that 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. -
Page 60: In Closing - A Few Final Words On Your Safety
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 — 56 —... - Page 61 HGMA AIRWORTHINESS STANDARDS HGMA T2 and T2C 154 COMPLIANCE VERIFICATION SPECIFICATION SHEET GLIDER MODEL: T2 154 MANUFACTURED BY: Wills Wing, Inc. All dimensions in inches; weights in pounds. NOTE: These specifications are intended only as a guideline for determining whether a given glider is a certifIed model and whether it is in the certified configuration.
- Page 62 HGMA AIRWORTHINESS STANDARDS HGMA T2 and T2C 144 COMPLIANCE VERIFICATION SPECIFICATION SHEET GLIDER MODEL: T2 144 MANUFACTURED BY: Wills Wing, Inc. All dimensions in inches; weights in pounds. NOTE: These specifications are intended only as a guideline for determining whether a given glider is a certifIed model and whether it is in the certified configuration.
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