Author: Darwin Barrie
Edition: Model Aviation - 2008/09
Page Numbers: 116,117,118
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Radio Control Soaring

Darwin Barrie [[email protected]]

Winches: can one size fit all? We found that it could

Before I start with this month's topics, I want to take a few lines to apologize for this column's absence. I missed a deadline because of a variety of issues. The main distraction was attending five funerals in six weeks and dealing with the loss of three relatives and two friends. Anyway, I'm back on track and will return to the every-other-month format.

A few months ago there was a lively discussion on the RC Soaring Exchange regarding winch power, line size, and technique. The subject came up after the announcement of the new "super sized" Icon from Don Peters at Maple Leaf Designs. The dilemma was how to deal with the wide variety of sailplanes pilots take to contests and how to launch them.

We are moving toward using winches with 400-pound-test line to launch the larger, heavier hardware. This can be a detriment to the smaller, lighter models such as Two‑Meter, Woody, and RES (rudder, elevator, spoiler) class sailplanes. What do we do?

At the Southwest Classic last year we had extremely powerful winches but a bad batch of line, which caused continuous breaks and delays. This year Rick Bothell (of Hands Free Retriever fame) completely rebuilt the winches from the ground up. After the rebuild, the winches were tested with a resistor. The goal was to be able to launch the biggest sailplanes without stalling the winches, but not overpowering them. The other goal was to make all the winches equal.

To do that, resistors were constructed to limit power and equalize the winches. Rick molded a battery end terminal and poured lead. Ten strands of approximately 16‑gauge copper wire were inserted into the terminal to serve as the resistor; the other ends connected to the female end that attached to the battery. During testing we launched a variety of gliders, the largest being two different Pike Perfects. We started with all 10 strands and launched successfully. One strand at a time was cut and the launch repeated. We got down to five strands before the winches were incapable of a reasonable launch; the process continued until the resistor melted at two strands. We settled on seven strands, which provided the best launches with a small buffer.

Rick also made a device he affectionately called the "Rick O' Meter" (a spring and a mechanical meter) to measure winch power. The line is attached and the winch is pedaled until it stalls; the point is marked. All our club winches were measured and found to be extremely close with the same resistor strands.

Unlike many areas of the US, we in the Southwest operate on dirt without the benefit of grass. The line from the turnaround to the winch takes a beating. After considerable testing we settled on 400‑pound‑test line on the ground: the 400‑pound line runs from the winch to roughly 50 feet to the model side of the turnaround. From there, 300‑pound line takes up the load. This combination has proven durable and will launch anything—from the "cheesy" gliders to the Pike‑class sailplanes. Although the line sounds heavy, it is actually light despite the poundage; it is manufactured to be light.

Did it work? I'm happy to report that the winches and line performed flawlessly. The 2008 Southwest Classic was an extreme success. We even added a round on Saturday. Much of the contest both days the winch operators stood around waiting for fliers; potential sandbaggers were easy to identify.

The only issue was occasional breakage on the retriever lines. According to the Winch Master, there were only three main line breaks during the entire contest. All comments from contestants were positive. The new Icon was launched without issue, as were the lightest Two‑Meter and Woody‑class models. Even those who tend to test the system with extreme line loading were unable to defeat it.

Contest entries and conditions

  • Open: 81
  • Two‑Meter: 10
  • RES: 34
  • Woody: 10
  • Youth: 2
  • Gray Cup: 13

These numbers represent those who posted scores. Entry numbers were down this year; reasons given included increased travel cost, family conflicts, and a few pilots concerned about a repeat of the previous year's problems. Contest days were generally fabulous, with cool mornings and warm afternoons; Friday rained all day. Finding lift was not a problem. Scores and placings are available on RCSoaring.com.

New sailplanes and products

Icon 2

  • The new Icon 2 is in production; details are on Don Peters' website. Current backlog is about seven months, and the price is $2,100. That includes an all‑carbon wing, wiring harness, and ballast system.
  • Phil Renaud flew one of the Icon 2 prototypes at the Southwest Classic. Several pilots flew it and were impressed. Phil said the model has a nice roll rate and does not fly "heavy" as one might expect for a larger glider. The rudder and coupling are effective and make for coordinated turns. The ability to range out is one of the nicest features—both the size and the design help with that. As usual, Don has a winner.

Blaster 2

  • The new Blaster 2 discus hand‑launch glider is available from Barry Kennedy at Kennedy Composites. The model has several significant differences from the original Blaster:
  • Pylon‑mounted wing with a little more dihedral.
  • Available in both left‑ and right‑handed models with a molded‑in launching blade.
  • Fuselage now incorporates a nose cone and a crutch system for mounting the radio gear.
  • Tail feathers are molded and lighter than the original Blaster's.
  • My model came in just under the advertised 11‑ounce weight. Flight characteristics differ from the original: although lighter, the Blaster 2 penetrates better and flies extremely light. It should prove to be a great "all‑day" sailplane. With an ounce or two of ballast it will easily handle windy conditions.

Personal update

As I noted earlier, I had a rough few months. After the confusion of the fall, I decided to go back to work after being retired from law enforcement for 3½ years. My desired job was flying medical helicopters for AirEvac Services, Inc., a division of PHI, Inc. PHI (formerly Petroleum Helicopters Incorporated) is based in Lafayette, Louisiana, and primarily transports oil and gas workers to Gulf of Mexico platforms. The air medical sector is growing dramatically.

I had the necessary flight hours but lacked the instrument rating. In December I set out to get my fixed‑wing instrument rating and completed it in early January. Within two weeks I began helicopter instrument training and completed that on February 23. Three weeks later I was employed.

Anyone who flies knows the instrument ticket is one of the toughest to get; add helicopter instruments and you have a stressful couple of months. I am now working in Yuma, Arizona, flying a new Bell 407 helicopter. We work seven days on, seven days off, with 12‑hour shifts. I still live in Chandler, Arizona, but stay in Yuma during my shift. I fly to Yuma in my RV‑7, which cuts my travel time by about one‑fourth.

I use the "wait" time to build models. So far I've finished two hand‑launched gliders and three electrics. In the next column I'll cover some new products that are on the market.

MA

Sources

Transcribed from original scans by AI. Minor OCR errors may remain.