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Test flight
If the sprogs are set too low, it may cause a significant increase in trim speed and a reduction in pitch
pressures at tighter VG settings, and there will be a reduction in pitch stability at angles of attack
below normal flight. This stability reduction could increase the probability of a turbulence induced
tumble or other in-flight stability related loss of control. If the sprogs are set too high, it may cause
excessive pitch bar pressure at high speeds, and excessive roll control pressures, lag in roll response,
and adverse yaw. Please be aware that flight testing encompasses a very limited angle of attack range
and that pitch stability in the flight test envelope does not necessarily correlate to pitch stability in the
extended angle of attack range that is investigated on a test vehicle. In particular, do not assume that
adequate stability is only contingent on positive pitch pressure during flight testing. However, in the
case of the Sport 2, insufficient pitch pressure in steady state flight with pilot full forward is a signifi-
cant indicator that the sprogs are set too low. If, while maintaining steady state flight in smooth air at
VG full tight, with the bar pulled all the way in, you experience less than eight lbs (4 kg) per hand of
positive pitch pressure, you should check and readjust your sprogs as necessary.
The bridles will normally be quite slack in flight at loose VG settings, becoming progressively less slack
at tighter VG settings. Even at VG full tight, they will normally have some degree of slack. The
primary means for checking the bridles should be the measurement as listed above. If the bridles are
set too low, it will not usually create a noticeable difference in flight characteristics. If they are set too
high, they will, at the point where they become tight, interfere with the control of the glider, both in
pitch and roll.
In the performance of the above test it may be that the you will exceed the maximum
placarded VNE of the aircraft, especially if the sprogs are adjusted lower than the
normal setting. This test is best performed by a qualified test pilot, and, in any case,
should be performed only in smooth air and with caution.
Maintenance
This section contains a recommended schedule of periodic maintenance. None of the items in this
section are a substitute for the continual and consistent practice of proper preflight inspections and
immediate maintenance of any items on the glider which require it. Safety requires that your glider be
fully airworthy for every flight. Nuts and bolts must always be secure, safeties must always be in
place, and damage to any part which could compromise the airworthiness of the glider cannot be
tolerated. If you have a question about the need to repair or replace some part of your glider, feel free
to contact your dealer or Wills Wing directly. It is not always obvious which items require attention and
which may not. Minor dents or dings in a non critical location on an airframe tube may not require any
repair or maintenance. On the other hand, a wire that has been kinked one time can fail very quickly
after that, and should be replaced immediately. A control bar corner fitting that has had a significant
landing impact may have a crack that is almost undetectable, but which could cause the part to fail
catastrophically at a later time.
We recommend that you have all maintenance work done by your Wills Wing dealer.
Summary of Contents for Sport 2 155
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