Spanning 30'4" (only 10" more over the 116) and an area of 137.6 sqft, our new Sport Wing captures the best of the standard and 116 wing in one unit. The handling is very comparable to the 116, a tiny bit faster in roll rate, but also a fraction more force at the stick. The increased roll rate is due to a larger aileron and stiffer wing over all. Stalls are gentle as the larger wing, with only a slight release of back pressure to resume flight. Take off performance is STOL, with aggressive climb rates like the standard wing. We think the wing actually feels more solid at the low speeds than either wing, and is a very capable STOL plane as a result.

Speed at sea level is a knot or two under the 116, but as altitude increases the speeds even out or exceed. Our speed test compared a Sport Wing 100 HP trike to a 100 HP tailwheel plane, each without wheel pants. At 12,000 feet the Sport Wing is even if not faster than the 116 tailwheel. Service ceiling and glide ratio (9:1) are the same as the standard wing (flight test at gross weight have obtained altitudes of 16,000 feet).

WHY THE NEW SPORT WINGS WORK SO GOOD

1. A new rib system that maintains an accurate airfoil across the span.
2. Enhanced span-wise lift due to Horner style wing tips
3. Leading edge wrap for accurate airfoil shape
4. Wing tapers 2” to allow smooth and tight application of pre-sewn skins
5. Sewing seams placed aft of camber to establish smooth air flow, no seams for rib pockets
6. Skin is riveted to ribs omitting double rows of stitching for less disturbed airflow

Before the difference in performance between the slip cover and the traditional aircraft covering was noticeable, the new ribs, special placement of sewn seams, and the addition of a metal leading edge have made the wings equals. To see the new Sport Wing in person and the ES version, it almost looks like a composite wing, and is well portioned to the plane in wing area and span. The less span over the standard 34.5’ wing eliminates much of the adverse yaw, and increases the ease of handling. Couple that with the greater roll and lighter roll rate over the standard wing, you have a winner all the way around and the reason we no longer offer the standard or 116 wing, the new Sport Wing does the job, but combining the advantages of both in one wing.

BUILD TIMES and COST

The build time for the wing is actually less when compared to the S-6S 116 wing, but more compared to the ES. More time is required on the ES to install the stamped ribs, leading edge, and root sheet metal. Once it is ready you simply slip the cover over, tighten, and pop rivet the skin to the ribs. In our builds, it takes about 15 to 20 more hours, but the results are well worth the time.

For the ES kits it did increase the price a few hundred dollars. Again well worth it for the gains in performance and the fact you can now build a slip cover plane with performance equal to and possibly better than the S-6S. Better if you build it lighter, and the ES can be made a few pounds under the Super Six, as much as 30 to 40 pounds, which will enhance take off, climb, and decrease fuel burn.

EQUIPPING OLDER MODELS WITH NEW WINGS

The Sport Wing will fit on any Super Six or ES. On older planes with the thinner ES airfoil, new cabin ribs, skylight, and even windshield will be required. The retro kits will also come with new struts, which are already pre-drilled for all fittings, and include the rear strut adjustor system to set wash out. The new style welded steel jury struts are included, these are the non-folding type, and very easy to install compared to the riveted aluminum tube units. The jury struts are made of oval shaped cro-moly steel tubes and do not need streamline fairings. The ball park cost to retro fit a new set of wings is $7,000. We do not take wings in on trade, but would be happy to advertise yours on the web site for a small fee.

SUMMARY

The original design goals of the Sport Wing were to capture the best of the standard wing and 116 performances with as little trade off as possible. We feel this had been accomplished to the point the ultimate goal of making only one wing choice needed and therefore the standard and only issue. This has been realized, but for those firms selling and using the standard wing and 116 wing outside the USA where a new wing would require extensive recertification cost, we still provide not only support the but either wing as original equipment. We cannot promise that this will be available indefinitely and encourage such parties to seek and obtain certification of the new wing, which we firmly believe is a better way to fly.

The advantages of the Sport Wing represent real gains in the world of sport plane flight, in regard to performance, handling, and safety. It also represents a technical advantage in design and assembly for the ES series with more dramatic gains, and admirable assembly ease for the Super Six too.