AirBorne WindSports Sting 3 Instruction Manual

PART # 108841
THE
Sting 3 by Airborne
OWNER and
SERVICE MANUAL, Rev 1
Photo here
PO Box 7042, REDHEAD, NSW 2290 AUSTRALIA
E-mail [e-mail]
www.airborne.com.au
Phone [phone] Int [phone]
Fax [phone] Int [phone]

PART # 108841
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Issue Date: 29 Jan 2009 Rev 1 Page 3
TABLE OF CONTENTS
TABLE OF CONTENTS .............................................................................................................. 3
Section 1 DESIGN FEATURES ............................................................................................... 5
Section 2 SPECIFICATIONS ................................................................................................... 6
Section 3 OPERATING LIMITATIONS .................................................................................... 7
Section 4 WARRANTY STATEMENT...................................................................................... 8
Section 5 ASSEMBLY PROCEDURE...................................................................................... 9
Section 6 PRE-FLIGHT INSPECTION ................................................................................... 13
HANG GLIDER DAILY INSPECTION....................................................................................................... 14
Section 7 BREAK DOWN PROCEDURE .............................................................................. 15
Section 8 ASSEMBLY FROM SHIPPING LENGTH .............................................................. 16
BREAKDOWN FOR SHIPPING .............................................................................................................. 16
Section 9 FLIGHT TECHNIQUE ............................................................................................ 17
TAKE OFF - DON’T FORGET TO HOOK IN.............................................................................................. 17
TURNS ............................................................................................................................................. 17
STALLS............................................................................................................................................. 17
SPINS............................................................................................................................................... 17
THERMALLING................................................................................................................................... 18
LANDING........................................................................................................................................... 18
Section 10 TUNING .............................................................................................................. 19
PITCH TRIM ...................................................................................................................................... 19
PITCH STABILITY SYSTEM................................................................................................................ 20
BRIDLE CHECKING SPECIFICATIONS ................................................................................................... 21
ROLL/YAW TRIM ............................................................................................................................... 22
ADJUSTING MAINSAIL BATTEN TENSION....................................................................................... 22
ADJUSTING BATTEN STRUT TENSION ........................................................................................... 22
Section 11 PERIODIC INSPECTIONS and MAINTENANCE............................................... 23
MAINTENANCE SCHEDULE ................................................................................................................. 23
LOG BOOK........................................................................................................................................ 23
NOTES ON PERIODIC INSPECTIONS .................................................................................................... 23
Airframe Tubing 23
Bolts 24
Sails 24
INSPECTION AFTER HARD LANDING .................................................................................................... 25
DEFECT REPORTS ............................................................................................................................ 25
Section 12 TRANSPORTATION AND STORAGE ............................................................... 26
Section 13 MAINTENANCE RECORD ................................................................................. 27

Issue Date: 29 Jan 2009 Rev 1 Page 4
Section 14 HANG GLIDER COMPLIANCE SCHEDULES ................................................... 28
Section 15 ASSEMBLY DRAWINGS AND MATERIAL LISTS ............................................ 31
STING III X/BAR HINGE / PULLBACK ASM A4-7615 ..................................................................... 31
STING III 154 X/BAR HINGE / PULLBACK ASM A4-7615 MATERIAL LIST ................................... 32
STING III 168 X/BAR HINGE / PULLBACK ASM A4-7615 MATERIAL LIST ................................... 33
STING X-BAR LEADING EDGE JUNCTION A4-4716..................................................................... 34
STING III 154 X-BAR LEADING EDGE JUNCTION A4-4716 MATERIAL LIST............................... 35
STING III 168 X-BAR LEADING EDGE JUNCTION A4-4716 MATERIAL LIST............................... 36
REAR LEADING EDGE ASSEMBLY STING A4-6859 .................................................................... 37
STING III 154 NOSE JUNCTION ASSEMBLY A4-4717 .................................................................. 38
STING III 154 NOSE JUNCTION ASSEMBLY A4-4717 MATERIAL LIST ....................................... 39
STING III 168 NOSE JUNCTION ASSEMBLY A4-7743 .................................................................. 40
STING III 168 NOSE JUNCTION ASSEMBLY A4-7743 MATERIAL LIST ....................................... 41
STING III KEEL ASSEMBLY A4-7608............................................................................................. 42
STING III 154 KEEL ASSEMBLY A4-7608 MATERIAL LIST........................................................... 43
STING III 168 KEEL ASSEMBLY A4-7608 MATERIAL LIST........................................................... 44
CONTROL FRAME STING III 154 PREASM A4-7625 .................................................................... 45
CONTROL FRAME STING III 154 PREASM A4-7625 MATERIAL LIST ......................................... 46
CONTROL FRAME STING III 168 PREASM A4-7747 .................................................................... 47
CONTROL FRAME STING III 168 PREASM A4-7747 MATERIAL LIST ......................................... 48
STING HANG LOOP ASSEMBLY A4-4796..................................................................................... 49
STING III SAIL TO AIRFRAME ASSEMBLY A4-7748 ..................................................................... 50
STING III 154 SAIL TO AIRFRAME ASSEMBLY A4-7748 MATERIAL LIST ................................... 51
STING III 168 SAIL TO AIRFRAME ASSEMBLY A4-7748 MATERIAL LIST ................................... 52
STING III INTERCHANGE TABLE A4-7749 .................................................................................... 53

Issue Date: 29 Jan 2009 Rev 1 Page 5
Section 1 DESIGN FEATURES
Classed as our "recreational" glider the Sting 3 is for the pilot that desires good performance
with exceptional climb. A glider that is still very easy to launch and land.
Flying the new Sting 3, the things that stand out about the flying characteristics are:
• The very much improved glide performance.
• Ease of steering with the VG on.
• Great handling at low speed and maintaining manoeuvrability & controllability making it a
very nimble yet stable glider to climb in thermals.
The Sting 3 has an increased range of travel on the VG system. Landing the Sting is fun, with
great low speed handling authority right up to an easy flare and touch down.
The Sting 3 has a new luff curve at the heart of the design meaning that the sail has been
entirely redesigned. Looking at the sail, the most recognisable difference is the undersurface
layout and the increased amount of undersurface, particularly at the tips to improve the high
speed glide performance.
The Sting is constructed using 7075 airframe, fitted with faired king post, downtubes and
speed bar as standard. The Sting includes a VG system as standard.
Features:
• Improved glide angle at inter thermal glide speeds.
• Lighter roll control at low speeds.
• Lighter roll control and more predictable docile stall with vg on.
• Lighter pitch pressures and easy aerotow using a shoulder attached tow bridle.
• Wider range of travel for the variable geometry system.
• New control frame, using the same control frame as used on the C4, with streamline
downtubes, interchangeable control bar options including round speedbar, airfoil aluminium
and airfoil carbon control bars - all changed by pip pins.
• New 7075 airframe.
• New sail luff curve.
• New airfoils.
• New top surface.
• New under surface, with increased double surface area for long XC glides.
• Improved under surface control with an additional batten.
• King post hang.
Rick, Russell and Shane Duncan, Rob Hibberd and Paul Mollison
AirBorne WindSports

Issue Date: 29 Jan 2009 Rev 1 Page 6
Section 2 SPECIFICATIONS
STING 3 154 STING 3 168
METRIC IMPERIAL METRIC IMPERIAL
SAIL AREA 14.33 sq
meter
154 sq ft 15.60 sq
meter
168 sq ft
WING SPAN 9.1 m 29.8 feet 9.5 m 31.1 feet
ASPECT RATI 5.7 5.7
N SE ANGLE 121 degrees 121 degrees
D UBLE SURFACE
% 75% 75%
BATTENS 22 24
GLIDER WEIGHT 26 kg 57 pound 30 kg 66 pound
ASSEMBLY TIME 7 min 8 min
PACK UP LENGTH 5.5 meter 18.1 feet 5.7 meter 18.7 feet
SH RT PACK
LENGTH 3.9 meter 12.8 feet 4.1 meter 13.5 feet
REC MMENDED
PIL T H K IN
WEIGHT RANGE
(Includes
equipment)
60-100 kg 130-220
pounds 80-120 kg 176-265 pounds
VNE (Velocity Never
to Exceed) 85 km/h 53 mph 85 km/h 53 mph
VA (Maximum rough
air manoeuvring
speed)
74 km/h 46 mph 74 km/h 46 mph
Note: The stall speed of the Sting 3 at maximum recommended wing loading is less than the
minimum requirement of 25 mph (40 km/h). The maximum or steady state speed is at least
35 mph (56 km/h) for a prone pilot with correctly adjusted harness.
Conversions: * 0.4536 kg/pound * 25.4 mm/inch * 1.609 km/mile
Va = Test speed x 0.707 * Vne = Test Speed x 0.816

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Section 3 OPERATING LIMITATIONS
WARNING
Hang gliding is a high risk sport. The safe operation of this hang glider ultimately rests with you,
the pilot. We believe that in order to fly safely you must maturely practice the sport of hang
gliding. You should never fly this hang glider beyond the placarded limits.
The velocity never to exceed (VNE) for your glider is given in Section 2, as is the maximum
speed for manoeuvres or flying in rough air (VA). The indicated airspeeds given are for
calibrated instruments mounted on, or near, the basebar of the control frame. During your initial
flights on the glider it is recommended that you fly with an airspeed indicator until you are able to
recognise the control feel that produces the airspeeds shown.
Flight operations should be limited to non-aerobatic manoeuvres where the pitch angle does not
exceed 30 degrees up or down to the horizon and where the bank angle does not exceed 60
degrees.
Aggressive stalls and spins should not be attempted. Operations outside the recommended flight
envelope, such as aerobatic manoeuvres or erratic pilot technique may ultimately produce
equipment failure.
You glider was designed for foot launched soaring and should not be flown by more than one
person at a time. It should not be flown backwards or inverted.
The setting up and breaking down of a hang glider, transportation on cars and flying itself will
have an effect over time on its structural integrity. The glider will require maintenance as outlined
in the maintenance section of this manual. Like any aircraft safety depends on a combination of
careful maintenance and your ability to fly intelligently and conservatively.
The owner and operator must understand that due to inherent risks involved in flying a hang
glider, no warranty of any kind is made or implied against accidents, bodily injury and death,
other than those which cannot by law be excluded.
We hope that your new glider will provide you with many hours of safe flying.
AIRBORNE.

Issue Date: 29 Jan 2009 Rev 1 Page 8
Section 4 WARRANTY STATEMENT
This warranty extends to new Hang Gliders and/or accessories and equipment manufactured by
AIRBORNE WINDSPORTS PTY LTD (“Airborne”) and shall not embrace any other accessories or
equipment in the sale.
AIRBORNE warrants to the customer the hang glider and/or accessories manufactured or supplied
by AIRBORNE to be free from defect in material and workmanship under normal use and service
and of merchantable quality and fit the purpose for which they are ordinarily used. This Warranty will
apply for a period of ninety (90) days from the date of dispatch of the hang glider not withstanding
the number of hours flown but subject to the hang glider remaining the property of the customer.
This warranty does not exclude any rights implied in favour of any customer by any applicable
Federal and State legislation.
AIRBORNE will make good any parts required because of defective material or workmanship as set
out in the Warranty.
THE WARRANTY WILL NOT APPLY TO:
• Any mechanical adjustments, parts, replacements, repairs or other servicing that in the judgement of
AIRBORNE are made or should be made as maintenance.
• Any defect caused by any alteration or modification not approved by AIRBORNE.
• Any defect caused by the fitment of parts that are not made or approved by AIRBORNE.
• Any defect caused by misuse, accidents, negligence or failure to carry out proper maintenance.
• Damage caused by continued operation of the hang glider after it is known to be defective.
• Any defect or consequential loss, damage or injury caused by overloading.
• Loss of use of the hang glider, loss of time, inconvenience, damages for personal injuries, loss of
property or other consequential damages.
• Failure due to wear and tear, accident, fire, incorrect or incomplete rigging and/or assembly, exposure
to the elements, operation outside the placarded limitations and repairs attempted or made other than
by AIRBORNE or its authorised agent.
AIRBORNE will replace, free of charge, any original part that is determined by it to be defective
under the terms of this Warranty and reserves the right to pay monetary compensation or make
good the defect in any manner it deems appropriate.
The customer is responsible for transporting the hang glider or parts to and from AIRBORNE or its
authorised agent when making claims under this Warranty. The hang glider or parts are at the
customer’s risk whilst in transit to and from AIRBORNE or its authorised agent.
NOTE: Warranty service is available to the customer from AIRBORNE WINDSPORTS PTY
LIMITED or authorised agent.
Signed for and on behalf of AIRBORNE WINDSPORTS

Issue Date: 29 Jan 2009 Rev 1 Page 9
Section 5 ASSEMBLY PROCEDURE
The wing can be assembled in two positions, either lying flat or standing on the control frame.
Assembling the Sting 3 on the control frame is the most popular method of assembly in light winds.
This method is preferable as the sail is less prone to being soiled or damaged during assembly. In
higher winds it is preferable to lay the glider flat for assembly with the nose into the wind until ready
to launch.
Our suggested sequence is as follows:
Note: If resistance is encountered during any phase of set up or break down procedure stop
and investigate.
• UNZIP THE BAG. Lay the wing down with zip up and the nose facing approximately 120
degrees from the wind direction. The nose should be facing into the wind when assembling
flat. Unzip the bag and unclip centre ties. Remove the bag of battens.
• ASSEMBLE CONTROL FRAME. Spread the downtubes out. Connect the base bar using the
pip pins, inserting them from front to rear. When a pip pin is secured correctly it passes
completely through the downtube and base bar. Check that all the rigging wires are outside
the control frame. Route the VG cord if necessary.
• STAND GLIDER UP. Rotate the control frame to the vertical position and rotate the wing 180
degrees so that it is sitting on the base bar. If assembling flat ensure that control bar is central
and the wires are not tangled.
• REMOVE BAG. Remove the glider bag and unclip all of the ties.
• SPREAD LEADING EDGES. Carefully spread both leading edges out half way then spread
leading edges to their approximate flying position.
IT IS ESSENTIAL THAT THE KEEL AND THE LEADING EDGES ARE KEPT IN THE SAME
PLANE OR DAMAGE WILL RESULT.
• RAISE KING POST. Raise the kingpost and attach the reflex bridles.

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• INSERT MAINSAIL BATTENS. Remove the battens from
the bag. The red battens are for the left side and the green
for the right. Insert the battens from the centre to the tip with
gentle pressure, until the batten meets resistance. Shake
the sail at the trailing edge whilst maintaining gentle
pressure on the batten to allow the batten to be inserted
over the cross bar. DO NOT FORCE THE BATTENS!
• It is advised not to insert the last cambered tip batten and
tip strut until the cross bars are tensioned.
• CLIPPING MAINSAIL BATTENS.
Unclip ‘pivot beak’ from ‘threaded end’.
Rotate pivot beak and locate in sail as
shown. While supporting the underside
of the batten, clip the pivot beak into the
threaded end.
To adjust batten load tension, release
pivot beak from sail and rotate batten
clip.
• TENSION CROSS BARS. The cross bars are now tensioned
by pulling the webbing loop until the shackle is positioned on
the quick clip. Ensure that the catch is positively locked.
- When tensioning with the glider lying flat the keel should
be raised up to approximately 200 mm to allow the side
flying wires to be loose.
PIVOT BEAK
THREADED END

Issue Date: 29 Jan 2009 Rev 1 Page 11
• ATTACH REAR TOP WIRE. The rear top wire should now be attached to the rear quick clip
block.
• INSERT TIP BATTENS AND STRUTS. Remove tip bags. There is a strut each for the left side
and right side. When holding the strut with the clip end
toward you and with the clip hook facing up, the white
clip should be outboard and then rotate toward the
keel to tighten. The left hand side is pictured as a
guide. The struts are floating and do not locate at the
front other than by sliding them into their pockets.
Locate the hook in the sail eyelet by moving the
trailing edge onto the batten hook. Close the clip along
the shaft gently but firmly.
• INSERT UNDER SURFACE BATTENS. The under surface
battens are inserted and pulled back into the rear of the
batten pocket.
• ATTACH FRONT FLYING WIRES. The ring on the front
flying wires can now be inserted in to the quick clip block.
Ensure that the catch is positively locked. If the glider has
been assembled flat it should now be lifted on to the control
frame. Take care to avoid the tip battens catching on the
ground as you raise it. Keep a firm grip on the keel when
raising the nose from the flat position in strong winds.

Issue Date: 29 Jan 2009 Rev 1 Page 12
• INSERT NOSE BATTENS. Insert the nose battens tail
end first and locate them on the fittings on the front of
the keel.
• INSTALL NOSE FAIRING. Attach the nose fairing by applying
the top velcro first then gently tension over the nose plates and
attach the velcro to the undersurface.
• PRE-FLIGHT INSPECTION. You are now ready for the wing pre-flight inspection as outlined
in the next section. It is imperative that you carry out this inspection every time you rig and
before you fly.

Issue Date: 29 Jan 2009 Rev 1 Page 13
Section 6 PRE-FLIGHT INSPECTION
The wing was designed so that parasitic drag would be kept to a minimum. This means that most of
the pre-flight checkpoints are enclosed.
A thorough pre-flight inspection is mandatory for any aircraft, and the best technique is a circular
walk around the wing.
The nose area is the ideal place to start your pre-flight check, followed by each assembly point.
Keep in mind the three most critical set up areas:
• The nose quick clip.
• Control bar corner assembly.
• The cross bar tensioner quick clip.
Starting at the nose we suggest the following checklist (ensuring all bolts and fasteners have the
appropriate thread protruding beyond the nut).
• Check the nose plate assembly ensuring that the king post wire is not kinked. Sight along both
leading edges checking for similar curves.
• Walk towards the tip feeling for dents in the leading edge.
• Check cross bar/leading edge junction through the zipper access.
• Check sail tip webbing is undamaged and is located properly in the slot.
• Crouch down and lift wing tip to eye level to inspect that the rear leading edges is not
damaged.
• Walk towards the keel checking all battens are secured.
• Check reflex bridle attachments are in order.
• Check that the cross bar retaining shackle is secured on the quick clip.
• Check the rear top rigging and that the reflex bridle wishart clip is properly closed.
• Check king post base.
• Repeat the above steps for the other side wing in reverse order.
• Check all lower rigging is correctly routed and free from damage. The most likely area for
damage on wires is around the swage and thimble area while kinks are more likely along the
length of the wire.
• Check control bar corners are correctly assembled with pip pins in place.
• Ensure hang loops are correctly positioned and in good order.
• Check control bar top assembly and ensure that the downtubes are straight.

Issue Date: 29 Jan 2009 Rev 1 Page 14
• Unzip undersurface and check cross bar hinge and restraining strap. The VG should be
operated and inspected to ensure it is functioning properly.
• Ensure that the double surface is zipped up and nose fairing is secure.
• Clip your harness into the main and back-up hang loops and perform a “hang check”. Make
sure that your harness is the correct distance from the base bar, your leg loops are secure
and your karabiner is locked.
HANG GLIDER DAILY INSPECTION
Inspection of the following items after every assembly of the glider is required:
• Check for bends, dents, scratches in all tubes;
• Check wire ends for bolt and/or other fastener security;
• Check wires for twisted or jammed thimbles;
• Check wires are free of kinks, frays, abrasions, broken strands etc;
• Nose plate connections;
• Tips secure;
• Battens;
• A-frame connections at the top and base on both sides;
• Variable geometry operation (full and free movement);
• Rear keel connections;
• Cross-bar tension wire;
• Cross-bar operation (free floating);
• King post connections;
• Reflex bridles - attached and tension correct;
• Sail condition;
• Harness straps and webbing secure, height adjustment correct;
• Emergency parachute secure, correctly mounted and attached, operating handle accessible.

Issue Date: 29 Jan 2009 Rev 1 Page 15
Section 7 BREAK DOWN PROCEDURE
To break down your Sting 3, just reverse the set-up procedure steps as described. Included here are
a few guidelines to follow which will save you time and prevent potential wear areas on your sail.
It is possible to leave the nose battens in during daily operations!
Note: If resistance is encountered during any phase of set up or break down procedure stop
and investigate.
• Remove nose fairing.
• Remove tip struts and outer battens, and put on tip bags.
• Let off the sail tension and pull each wing in slightly.
• Pull out all the battens.
• Attach top control bar padding.
• Disconnect reflex bridle, attach wishart clip onto hole in sail, and attach rear quick clip
padding.
• Fold both wings in symmetrically, bringing both leading edges back at the same time.
• Roll the sail up from the last reflex bridle. Roll the bridles into the sail. This will avoid tangling
of the bridles during the set up procedure. One tie should be wrapped around the keel and
leading edge to hold them together whilst the other side wing is rolled.
• Place padding over the keel end and pullback clip.
• Ensure that the sail is rolled into the leading edge pockets. It is important that the ties are not
over tensioned as this can damage the mylar insert. Put tip bags on.
• Place glider bag in position.
• Roll the glider down gently onto its leading edges and undo the control bar pip pins. Remove
the base bar. The VG cord can be left connected to the base bar. Attach downtube padding
around the bottom of the downtubes. Undo the two centre ties and lay the downtubes between
the leading edge pockets taking care not to kink any wires.
• Place the battens between the outer leading edges with the curved ends toward the wing tips.
Slide on the base bar padding and place the base bar alongside the battens. Secure the
centre ties and zip up bag.
For de-rigging flat, attach top control bar padding. Undo nose wires and pull wing forwards then
follow steps as above.

Issue Date: 29 Jan 2009 Rev 1 Page 16
Section 8 ASSEMBLY FROM SHIPPING LENGTH
If your glider was delivered to you in the short pack form the following procedure should be used.
• Unzip bag and remove ties. Remove all padding from the tube ends.
• Assemble the control frame as described in the set up procedure section. Rotate the glider
on to the control bar, lying flat on the ground.
• Spread both leading edges approximately ½ metre. Remove the tip bags, which have been
used as protection on the rear of the front leading edges.
• Check rear leading edges for R (right) and L(left), a sticker on the end of the tubes defines
the side. Insert rear leading edges in the appropriate side of the front leading edge with the
slot on the rear leading edge facing upwards. Push on the leading edge and rotate slightly to
ensure it is located correctly. It should be impossible to rotate the leading edge if correctly
installed.
• You are now ready to tension the sail. There are two webbing loops on the tip of the sail. The
inside loop is for the sail tension and the outward loop is used to apply tension to locate the
inside sail tension loop. A glider tie should be passed through the outward loop. Place one
hand on the rear of the leading edge and the other through the tie. Pull sail firmly until the
inside loop is located on the end of the leading edge. Rotate sail until the webbing is correctly
located in the slot. Repeat for the other leading edge.
If you find the above technique to tension the sail difficult the following method can be used:
Remove the sail webbings from the front leading edge bolts.
Locate the tip webbing in the slot on the rear leading edge.
Slowly spread the leading edges out. Ensure the sail is able to move forward as the
leading edges are spread, and is not caught on the front wire tang or damage will
result.
The cross bars can now be tensioned. Check once again the sail is OK at the nose.
Re-attach nose webbing then let cross bar tension off.
Your glider can now be fully assembled as outlined in the set up procedure.
BREAKDOWN FOR SHIPPING
Reverse the procedure above ensuring that all possible wear points are padded.
Be sure to remove the nose battens from the sail and place in batten bag. Be careful when folding
the sail as the mylar leading edge insert may be damaged.
When you have finished packing the glider, place the front of the glider bag over the rear of the short
packed glider. Zip up bag carefully and place the rest of the bag inside the package (the bag is
installed back to front because it is tapered and the glider is bulkier at the rear when short packed).

Issue Date: 29 Jan 2009 Rev 1 Page 17
Section 9 FLIGHT TECHNIQUE
TAKE OFF - DON’T FORGET TO HOOK IN.
The VG should be in the full off position. The Sting 3 has a slightly tail heavy static balance
and is very easy to launch. Hold the nose approximately 20 degrees to the relative airflow with
the wings level, accelerate quickly and smoothly to a fast run keeping the nose at the same
angle.
It is important that the pilot accelerates smoothly during the launch run. Too fast an
acceleration will cause the nose to rise rapidly with the risk of stall on launch.
TURNS
The Sting 3 can be easily directed into a turn even at slow speeds, however for a fast roll rate
and easier handling, it is best to pull on a little extra flying speed.
The Sting 3 will maintain a turn until the turn is removed by pilot input. Allow yourself plenty of
margin for safety.
Don’t fly too slowly when scratching close to the hill.
STALLS
When practising stalls make sure you have sufficient altitude. Push out slowly (approx 1 mph
per sec. speed reduction), the glider will tend to mush without dropping a wing. The sink rate
will increase in this mush mode more than two fold.
If you push out faster the nose will pitch higher, a gentle pitch down follows until the glider
regains flying speed and recovers from the stall.
Never stall the glider with the nose pitched up too high. This is a dangerous manoeuvre and
can result in a tail slide and severe tumble. As a guideline, the angle at which the glider stalls
results in a similar negative angle to recover.
If you push out too much in a turn the glider will turn tighter unless you are flying very slowly,
in which case you may tip stall. So keep on a little extra speed in turns until you get used to
the glider.
SPINS
As with all the later design gliders the Sting 3 will resist spinning. If you do stall a wing in a turn
and enter the initial stages of a spin, move your weight forward and to the high side of the
rotation and the glider will recover.

Issue Date: 29 Jan 2009 Rev 1 Page 18
THERMALLING
The optimum speed for thermalling is a little above stall speed, it may be necessary to fly
faster than this in rough conditions to maintain good control. Depending on the nature and
area of the thermal a bank angle of between 10 and 50 degrees can be used.
LANDING
Landing is easy in the Sting 3.
Your final approach should be a straight glide into the wind faster than trim speed, approx 25
mph (40 km/h). The VG should in the off position.
Reduce air speed slowly keeping wings level.
When the glider reaches trim speed a full flare is required. Flare smoothly and confidently by
holding the uprights and pushing out and up.
It is important that the pilot does not swing the legs forward whilst flaring. This results in
the pilot’s centre of gravity moving forward which will cause the nose to drop.
In strong wind it is possible to fly the glider onto the ground slowing up gradually. Be careful
not to push out too hard in windy conditions.

Issue Date: 29 Jan 2009 Rev 1 Page 19
Section 10 TUNING
Your Sting 3 was test flown and delivered to you in trimmed ready to fly. If, however, any
adjustments are made to your glider, we recommend that they be recorded in your maintenance log
at the rear of this manual.
If you feel that the glider requires adjustment to trim in the roll or pitch axis you should check that the
problem is not caused by something asymmetrical in the frame or battens. In order of priority, check
the following:
• Ensure that the wires are correctly routed;
• Check the battens against the profile;
• Check that the battens have the same tension on both sides. Battens should be checked for
normal and even operation;
• Check that the keel is straight;
• Check that the sail is correctly mounted on the leading edges;
• Check leading edges are straight and the rear leading edges are located correctly;
PITCH TRIM
To make the glider trim faster move the main hang strap forward and to trim slower move the hang
loop rearward. This is done by moving the king post forward or rearward, one hole at a time only.
To move the hang strap, note the current position of the king post on the keel (eg using a pencil),
unclip the front wire, let the tension off the cross bar, and ensure the side wires are loose. Undo the
nut holding the king post in place, and carefully move the king post assembly to the new hole. The
reserve hang loop can be moved as the king post assembly is moved. Re-attach the nut securing
the king post being careful not to over-tighten, inspect and test fly.

Issue Date: 29 Jan 2009 Rev 1 Page 20
PITCH STABILITY SYSTEM
Stability in the pitch axis is provided by reflex in the root section. Alterations to the lengths of rigging,
airframe or adjustments to the airfoil can have adverse effects on pitch stability.
Reflex bridles provide pitch stability at low angles of attack. Correct attachment and adjustment of
the reflex bridles is essential for maximum stability.
A string line can be used to check the reflex bridles are correct. The line should be firmly stretched
between the reflex bridle attachment eyelet on corresponding battens on the right and left side of the
glider. Check the measurement from the string line to the top of the keel with the VG pulled all the
way on. The glider should be standing on the control frame. It is important to support the keel
off the ground from the rear flying wire attachment point otherwise the keel will flex and the
measurements will be incorrect.
String tension and measurement technique will cause variations of +/- 10 mm. This tolerance should
be considered when checking against the following chart.