Above: The author is ready to launch his
sailplane with the Winch2048.
Left: The Shop offers a number of options
with the Winch2048. This is serious gear that
comes ready to use and will serve a pilot or
club well for years.
A solution for conquering soar air
A FEW MONTHS ago, a new guy showed up at our
sailplane field here in the Kansas City area. We greeted
him and tried to answer his questions about our gear. He
didn’t seem to be terribly devoted to the Thermal Duration
(TD) lifestyle, but he was likely to be a nice addition to
our club.
A few weeks later, he showed up with a nice winch
setup that he had made. We started to get the idea that the
new guy was a ringer.
This new guy is Jim Brandon, who is a master hobbyist
and an all-around good guy. He owns The Shop, which
manufactures and sells sailplane-launching equipment. His
modeling, racing, and other accomplishments are too
numerous to list here, but his winches are worth some of
MA’s ink.
Most winches used in the US sailplane community are
built around rebuilt Ford starter motors dating back to the
1930s. Winches are basically a drum on a motor shaft with
provisions for a brake, to stop the line from fouling, and
the associated framework, switches, bearings, and gadgets
to hold it all together.
The Ford long-shaft starter motor has become the
standard—at least in this country. It is an old design that
was first used in 1932. We abuse the poor things at 12
volts; they were designed to operate at 6 volts. A starter
motor is an intermittent device, meaning that it should be
used for an “on” cycle of 15 seconds with a rest period of
five (or more) minutes.
We often launch every minute or so in the contest and
club environments. A number of upgrades that are
intended to help prolong these systems’ lives and increase
their power have become common throughout the years,
the most notable of which are bearings and cooling fins.
That doesn’t sound too complicated, and it’s not.
“We have used the same motor for 25 years,” said Jim.
“Technology has moved on while we have stayed in the
past.”
It’s a simple matter of economics. Not many glider
78 MODEL AVIATION
02sig3.QXD 12/22/08 12:28 PM Page 78
Note the ball-bearing support on both sides of the drum. To save
weight, Jim Brandon makes a welded frame instead of a flat
formed steel plate.
Jim Brandon with a Winch2048 and his Sharon Pro sailplane. For
information about the winch and its availability, visit The Shop at
www.theshope.net.
Photos by the author
The monstrous master on/off switch is
mounted high on the winch, in easy reach
of the operator in case a problem arises
during use.
Serious connectors for the foot pedal and
12-volt battery make setup a breeze. For
safety, dual solenoids are used in series to
prevent a runaway condition.
David Slinkard (L) operates the line retriever while Tim Gastinger launches his Pike
Perfect. Bernie Wolfard (R) pilots his sailplane, which is already in the sky.
February 2009 79
pilots are making these winch kits, and the
motors themselves are outdated. Jim figured
that there should be a better solution, and
now he’s providing one—with a large
helping of overkill. Just the way we like it!
Advantages of the New Motor: The motors
Jim uses are an American-made, four-pole
design. They come standard with front and
rear ball bearings, so nothing needs to be
done to make them suitable for winch use.
Jim tested several of these motors to
verify the output and was surprised to learn
that they were consistent from motor to
motor with less than .1 horsepower variance
between the lot—great news for keeping
contests fair.
All parts are available from the
manufacturer, and any automotive electrical
shop can rebuild the motors. The brushes are
easy for the owner to replace when needed.
The motor has a dedicated ground
connection, which Jim says goes a long way
toward ensuring a solid circuit with little
electrical resistance. Sounds like more
power to me.
Machined Parts: Jim fabricates a welded
frame instead of using a flat or formed steel
plate, to save weight. The frames are
sandblasted and painted with automotive
primer and heat-cured before he paints them
with common rattle-can paint. This assures a
good bond for the paint and allows the
winch owner to do easy touch-ups. Decals
add the finishing touch to the assembled
winch.
The drums are machined from 6061
02sig3.QXD 12/22/08 12:28 PM Page 79
aluminum, assembled, and mounted on a
mandrel and finish-turned. The core of the
drum is 2 inches in diameter, which gives
the best line speed-to-power curve for TD
flying. The drum sides are 6 inches tall,
allowing the drum to easily hold two spools
of #21 through #36 nylon braided line—the
choice of most US TD fliers.
The drum is supported on the outboard
side with a shaft extension and a robust ball
bearing. This outboard bearing keeps the
motor shaft from flexing during the
aggressive launches, which greatly reduces
the stress on the motor bearings and
prolongs motor life.
Drum braking is accomplished with a
flat brake band on the inboard side of the
drum. Jim says that the flat belt is more
forgiving than the V-belt braking system
that is used on many winches. The belt is
an off-the-shelf automotive timing belt that
is used on most vehicles is and available at
any auto-supply house.
The brake arm is machined from 6061
aluminum with a stainless-steel bail. The
winches are assembled with stainless-steel
hardware, and Nylock Nuts are used
throughout the build.
Electrical: For safety, dual solenoids are
used in series to prevent a runaway
condition. “Shorted solenoid” warning
LEDs are built into the winch’s frame to
monitor each solenoid. The solenoids have
an isolated ground that is attached directly
to the negative side of the battery; frame
ground is never relied on.
Jim has added a great feature: a
monstrous master on/off switch. It is
mounted high on the winch and in easy
reach of the operator, in case of a problem
during the winch’s use.
He makes the battery connection a
breeze with a huge Anderson connector
that is polarized to prevent incorrect
hookup. The foot switch is a low-profile
Linemaster brand that is rated at 15 amps.
It is also connected to the winch with a
smaller Anderson connector.
All primary electrical wiring is with 1/0
welding cable, and all components are
rated at 200 amps continuous duty with an
inrush of 700 amps or more. The wire is
terminated with copper terminals,
anticorrosion gel is used in all connections,
and heat-shrink tubing is used to seal the
connections, preventing moisture from
entering the connection and causing
corrosion.
All control wiring is 10-gauge stranded
copper wire, and all connections are
soldered to ensure good contact.
Turnaround Pulley: A winch wouldn’t be
much good with a turnaround, and Jim has
put a great deal of effort into making his
look simple. It is constructed from 3/8-inch
6061 aluminum for long life, and the 3.5-
inch nylon pulley is supported by a sealed
ball bearing.
The pulley is recessed into the sides
approximately .100 inch, to prevent snags.
The uprights are curved and polished, so
there is no abrasion during launch and
retrieval. The back and front are sloped to
make certain that the line will fall back into
the groove.
The base is 8 inches square, to provide a
large footprint for solid mounting. Staking
holes are slightly larger than 3/8 inch, so
standard tent stakes from the local
hardware store can be used. The staking
holes are angled, to help hold the
turnaround during the most aggressive
launches.
Bottom Line: I’ve had the pleasure of
using many winches at contests and clubs
across the country; Jim’s winches and
turnarounds are top-shelf. They have a
tremendous amount of torque, and it’s
extremely hard, if not impossible, to stall
them out. Believe me, we have tried.
We have also noted that the winch feels
like it can deliver more energy into the
“zoom” portion of the launch. It gets the
sailplane moving faster, and it goes higher.
Quality is an investment, and a winch is
a serious tool; the components and labor do
add up. Jim asks $1,099.99 plus shipping
for the assembled Winch2048. This
includes the winch, foot pedal, and all
connectors. He’ll provide the customer
with a complete package including winch,
line, turnaround, and a chute for $1,275.
The click counter is an option that adds
$15. That’s not a bad deal when you
consider that Jim has done all the legwork.
This is serious gear, and it comes ready
to use. It’s that easy. If you prefer to buy a
complete solution that will serve you well
for years, call Jim.
Oh yeah, the guys in our club have
decided to let Jim hang around, at least for
a while. See you at the field. MA
Lee Estingoy
[email protected]
Sources:
The Shop
(816) 255-4918
www.theshope.net
Edition: Model Aviation - 2009/02
Page Numbers: 78,79,80
Edition: Model Aviation - 2009/02
Page Numbers: 78,79,80
Above: The author is ready to launch his
sailplane with the Winch2048.
Left: The Shop offers a number of options
with the Winch2048. This is serious gear that
comes ready to use and will serve a pilot or
club well for years.
A solution for conquering soar air
A FEW MONTHS ago, a new guy showed up at our
sailplane field here in the Kansas City area. We greeted
him and tried to answer his questions about our gear. He
didn’t seem to be terribly devoted to the Thermal Duration
(TD) lifestyle, but he was likely to be a nice addition to
our club.
A few weeks later, he showed up with a nice winch
setup that he had made. We started to get the idea that the
new guy was a ringer.
This new guy is Jim Brandon, who is a master hobbyist
and an all-around good guy. He owns The Shop, which
manufactures and sells sailplane-launching equipment. His
modeling, racing, and other accomplishments are too
numerous to list here, but his winches are worth some of
MA’s ink.
Most winches used in the US sailplane community are
built around rebuilt Ford starter motors dating back to the
1930s. Winches are basically a drum on a motor shaft with
provisions for a brake, to stop the line from fouling, and
the associated framework, switches, bearings, and gadgets
to hold it all together.
The Ford long-shaft starter motor has become the
standard—at least in this country. It is an old design that
was first used in 1932. We abuse the poor things at 12
volts; they were designed to operate at 6 volts. A starter
motor is an intermittent device, meaning that it should be
used for an “on” cycle of 15 seconds with a rest period of
five (or more) minutes.
We often launch every minute or so in the contest and
club environments. A number of upgrades that are
intended to help prolong these systems’ lives and increase
their power have become common throughout the years,
the most notable of which are bearings and cooling fins.
That doesn’t sound too complicated, and it’s not.
“We have used the same motor for 25 years,” said Jim.
“Technology has moved on while we have stayed in the
past.”
It’s a simple matter of economics. Not many glider
78 MODEL AVIATION
02sig3.QXD 12/22/08 12:28 PM Page 78
Note the ball-bearing support on both sides of the drum. To save
weight, Jim Brandon makes a welded frame instead of a flat
formed steel plate.
Jim Brandon with a Winch2048 and his Sharon Pro sailplane. For
information about the winch and its availability, visit The Shop at
www.theshope.net.
Photos by the author
The monstrous master on/off switch is
mounted high on the winch, in easy reach
of the operator in case a problem arises
during use.
Serious connectors for the foot pedal and
12-volt battery make setup a breeze. For
safety, dual solenoids are used in series to
prevent a runaway condition.
David Slinkard (L) operates the line retriever while Tim Gastinger launches his Pike
Perfect. Bernie Wolfard (R) pilots his sailplane, which is already in the sky.
February 2009 79
pilots are making these winch kits, and the
motors themselves are outdated. Jim figured
that there should be a better solution, and
now he’s providing one—with a large
helping of overkill. Just the way we like it!
Advantages of the New Motor: The motors
Jim uses are an American-made, four-pole
design. They come standard with front and
rear ball bearings, so nothing needs to be
done to make them suitable for winch use.
Jim tested several of these motors to
verify the output and was surprised to learn
that they were consistent from motor to
motor with less than .1 horsepower variance
between the lot—great news for keeping
contests fair.
All parts are available from the
manufacturer, and any automotive electrical
shop can rebuild the motors. The brushes are
easy for the owner to replace when needed.
The motor has a dedicated ground
connection, which Jim says goes a long way
toward ensuring a solid circuit with little
electrical resistance. Sounds like more
power to me.
Machined Parts: Jim fabricates a welded
frame instead of using a flat or formed steel
plate, to save weight. The frames are
sandblasted and painted with automotive
primer and heat-cured before he paints them
with common rattle-can paint. This assures a
good bond for the paint and allows the
winch owner to do easy touch-ups. Decals
add the finishing touch to the assembled
winch.
The drums are machined from 6061
02sig3.QXD 12/22/08 12:28 PM Page 79
aluminum, assembled, and mounted on a
mandrel and finish-turned. The core of the
drum is 2 inches in diameter, which gives
the best line speed-to-power curve for TD
flying. The drum sides are 6 inches tall,
allowing the drum to easily hold two spools
of #21 through #36 nylon braided line—the
choice of most US TD fliers.
The drum is supported on the outboard
side with a shaft extension and a robust ball
bearing. This outboard bearing keeps the
motor shaft from flexing during the
aggressive launches, which greatly reduces
the stress on the motor bearings and
prolongs motor life.
Drum braking is accomplished with a
flat brake band on the inboard side of the
drum. Jim says that the flat belt is more
forgiving than the V-belt braking system
that is used on many winches. The belt is
an off-the-shelf automotive timing belt that
is used on most vehicles is and available at
any auto-supply house.
The brake arm is machined from 6061
aluminum with a stainless-steel bail. The
winches are assembled with stainless-steel
hardware, and Nylock Nuts are used
throughout the build.
Electrical: For safety, dual solenoids are
used in series to prevent a runaway
condition. “Shorted solenoid” warning
LEDs are built into the winch’s frame to
monitor each solenoid. The solenoids have
an isolated ground that is attached directly
to the negative side of the battery; frame
ground is never relied on.
Jim has added a great feature: a
monstrous master on/off switch. It is
mounted high on the winch and in easy
reach of the operator, in case of a problem
during the winch’s use.
He makes the battery connection a
breeze with a huge Anderson connector
that is polarized to prevent incorrect
hookup. The foot switch is a low-profile
Linemaster brand that is rated at 15 amps.
It is also connected to the winch with a
smaller Anderson connector.
All primary electrical wiring is with 1/0
welding cable, and all components are
rated at 200 amps continuous duty with an
inrush of 700 amps or more. The wire is
terminated with copper terminals,
anticorrosion gel is used in all connections,
and heat-shrink tubing is used to seal the
connections, preventing moisture from
entering the connection and causing
corrosion.
All control wiring is 10-gauge stranded
copper wire, and all connections are
soldered to ensure good contact.
Turnaround Pulley: A winch wouldn’t be
much good with a turnaround, and Jim has
put a great deal of effort into making his
look simple. It is constructed from 3/8-inch
6061 aluminum for long life, and the 3.5-
inch nylon pulley is supported by a sealed
ball bearing.
The pulley is recessed into the sides
approximately .100 inch, to prevent snags.
The uprights are curved and polished, so
there is no abrasion during launch and
retrieval. The back and front are sloped to
make certain that the line will fall back into
the groove.
The base is 8 inches square, to provide a
large footprint for solid mounting. Staking
holes are slightly larger than 3/8 inch, so
standard tent stakes from the local
hardware store can be used. The staking
holes are angled, to help hold the
turnaround during the most aggressive
launches.
Bottom Line: I’ve had the pleasure of
using many winches at contests and clubs
across the country; Jim’s winches and
turnarounds are top-shelf. They have a
tremendous amount of torque, and it’s
extremely hard, if not impossible, to stall
them out. Believe me, we have tried.
We have also noted that the winch feels
like it can deliver more energy into the
“zoom” portion of the launch. It gets the
sailplane moving faster, and it goes higher.
Quality is an investment, and a winch is
a serious tool; the components and labor do
add up. Jim asks $1,099.99 plus shipping
for the assembled Winch2048. This
includes the winch, foot pedal, and all
connectors. He’ll provide the customer
with a complete package including winch,
line, turnaround, and a chute for $1,275.
The click counter is an option that adds
$15. That’s not a bad deal when you
consider that Jim has done all the legwork.
This is serious gear, and it comes ready
to use. It’s that easy. If you prefer to buy a
complete solution that will serve you well
for years, call Jim.
Oh yeah, the guys in our club have
decided to let Jim hang around, at least for
a while. See you at the field. MA
Lee Estingoy
[email protected]
Sources:
The Shop
(816) 255-4918
www.theshope.net
Edition: Model Aviation - 2009/02
Page Numbers: 78,79,80
Above: The author is ready to launch his
sailplane with the Winch2048.
Left: The Shop offers a number of options
with the Winch2048. This is serious gear that
comes ready to use and will serve a pilot or
club well for years.
A solution for conquering soar air
A FEW MONTHS ago, a new guy showed up at our
sailplane field here in the Kansas City area. We greeted
him and tried to answer his questions about our gear. He
didn’t seem to be terribly devoted to the Thermal Duration
(TD) lifestyle, but he was likely to be a nice addition to
our club.
A few weeks later, he showed up with a nice winch
setup that he had made. We started to get the idea that the
new guy was a ringer.
This new guy is Jim Brandon, who is a master hobbyist
and an all-around good guy. He owns The Shop, which
manufactures and sells sailplane-launching equipment. His
modeling, racing, and other accomplishments are too
numerous to list here, but his winches are worth some of
MA’s ink.
Most winches used in the US sailplane community are
built around rebuilt Ford starter motors dating back to the
1930s. Winches are basically a drum on a motor shaft with
provisions for a brake, to stop the line from fouling, and
the associated framework, switches, bearings, and gadgets
to hold it all together.
The Ford long-shaft starter motor has become the
standard—at least in this country. It is an old design that
was first used in 1932. We abuse the poor things at 12
volts; they were designed to operate at 6 volts. A starter
motor is an intermittent device, meaning that it should be
used for an “on” cycle of 15 seconds with a rest period of
five (or more) minutes.
We often launch every minute or so in the contest and
club environments. A number of upgrades that are
intended to help prolong these systems’ lives and increase
their power have become common throughout the years,
the most notable of which are bearings and cooling fins.
That doesn’t sound too complicated, and it’s not.
“We have used the same motor for 25 years,” said Jim.
“Technology has moved on while we have stayed in the
past.”
It’s a simple matter of economics. Not many glider
78 MODEL AVIATION
02sig3.QXD 12/22/08 12:28 PM Page 78
Note the ball-bearing support on both sides of the drum. To save
weight, Jim Brandon makes a welded frame instead of a flat
formed steel plate.
Jim Brandon with a Winch2048 and his Sharon Pro sailplane. For
information about the winch and its availability, visit The Shop at
www.theshope.net.
Photos by the author
The monstrous master on/off switch is
mounted high on the winch, in easy reach
of the operator in case a problem arises
during use.
Serious connectors for the foot pedal and
12-volt battery make setup a breeze. For
safety, dual solenoids are used in series to
prevent a runaway condition.
David Slinkard (L) operates the line retriever while Tim Gastinger launches his Pike
Perfect. Bernie Wolfard (R) pilots his sailplane, which is already in the sky.
February 2009 79
pilots are making these winch kits, and the
motors themselves are outdated. Jim figured
that there should be a better solution, and
now he’s providing one—with a large
helping of overkill. Just the way we like it!
Advantages of the New Motor: The motors
Jim uses are an American-made, four-pole
design. They come standard with front and
rear ball bearings, so nothing needs to be
done to make them suitable for winch use.
Jim tested several of these motors to
verify the output and was surprised to learn
that they were consistent from motor to
motor with less than .1 horsepower variance
between the lot—great news for keeping
contests fair.
All parts are available from the
manufacturer, and any automotive electrical
shop can rebuild the motors. The brushes are
easy for the owner to replace when needed.
The motor has a dedicated ground
connection, which Jim says goes a long way
toward ensuring a solid circuit with little
electrical resistance. Sounds like more
power to me.
Machined Parts: Jim fabricates a welded
frame instead of using a flat or formed steel
plate, to save weight. The frames are
sandblasted and painted with automotive
primer and heat-cured before he paints them
with common rattle-can paint. This assures a
good bond for the paint and allows the
winch owner to do easy touch-ups. Decals
add the finishing touch to the assembled
winch.
The drums are machined from 6061
02sig3.QXD 12/22/08 12:28 PM Page 79
aluminum, assembled, and mounted on a
mandrel and finish-turned. The core of the
drum is 2 inches in diameter, which gives
the best line speed-to-power curve for TD
flying. The drum sides are 6 inches tall,
allowing the drum to easily hold two spools
of #21 through #36 nylon braided line—the
choice of most US TD fliers.
The drum is supported on the outboard
side with a shaft extension and a robust ball
bearing. This outboard bearing keeps the
motor shaft from flexing during the
aggressive launches, which greatly reduces
the stress on the motor bearings and
prolongs motor life.
Drum braking is accomplished with a
flat brake band on the inboard side of the
drum. Jim says that the flat belt is more
forgiving than the V-belt braking system
that is used on many winches. The belt is
an off-the-shelf automotive timing belt that
is used on most vehicles is and available at
any auto-supply house.
The brake arm is machined from 6061
aluminum with a stainless-steel bail. The
winches are assembled with stainless-steel
hardware, and Nylock Nuts are used
throughout the build.
Electrical: For safety, dual solenoids are
used in series to prevent a runaway
condition. “Shorted solenoid” warning
LEDs are built into the winch’s frame to
monitor each solenoid. The solenoids have
an isolated ground that is attached directly
to the negative side of the battery; frame
ground is never relied on.
Jim has added a great feature: a
monstrous master on/off switch. It is
mounted high on the winch and in easy
reach of the operator, in case of a problem
during the winch’s use.
He makes the battery connection a
breeze with a huge Anderson connector
that is polarized to prevent incorrect
hookup. The foot switch is a low-profile
Linemaster brand that is rated at 15 amps.
It is also connected to the winch with a
smaller Anderson connector.
All primary electrical wiring is with 1/0
welding cable, and all components are
rated at 200 amps continuous duty with an
inrush of 700 amps or more. The wire is
terminated with copper terminals,
anticorrosion gel is used in all connections,
and heat-shrink tubing is used to seal the
connections, preventing moisture from
entering the connection and causing
corrosion.
All control wiring is 10-gauge stranded
copper wire, and all connections are
soldered to ensure good contact.
Turnaround Pulley: A winch wouldn’t be
much good with a turnaround, and Jim has
put a great deal of effort into making his
look simple. It is constructed from 3/8-inch
6061 aluminum for long life, and the 3.5-
inch nylon pulley is supported by a sealed
ball bearing.
The pulley is recessed into the sides
approximately .100 inch, to prevent snags.
The uprights are curved and polished, so
there is no abrasion during launch and
retrieval. The back and front are sloped to
make certain that the line will fall back into
the groove.
The base is 8 inches square, to provide a
large footprint for solid mounting. Staking
holes are slightly larger than 3/8 inch, so
standard tent stakes from the local
hardware store can be used. The staking
holes are angled, to help hold the
turnaround during the most aggressive
launches.
Bottom Line: I’ve had the pleasure of
using many winches at contests and clubs
across the country; Jim’s winches and
turnarounds are top-shelf. They have a
tremendous amount of torque, and it’s
extremely hard, if not impossible, to stall
them out. Believe me, we have tried.
We have also noted that the winch feels
like it can deliver more energy into the
“zoom” portion of the launch. It gets the
sailplane moving faster, and it goes higher.
Quality is an investment, and a winch is
a serious tool; the components and labor do
add up. Jim asks $1,099.99 plus shipping
for the assembled Winch2048. This
includes the winch, foot pedal, and all
connectors. He’ll provide the customer
with a complete package including winch,
line, turnaround, and a chute for $1,275.
The click counter is an option that adds
$15. That’s not a bad deal when you
consider that Jim has done all the legwork.
This is serious gear, and it comes ready
to use. It’s that easy. If you prefer to buy a
complete solution that will serve you well
for years, call Jim.
Oh yeah, the guys in our club have
decided to let Jim hang around, at least for
a while. See you at the field. MA
Lee Estingoy
[email protected]
Sources:
The Shop
(816) 255-4918
www.theshope.net
