Hi Andreas and Bill --

You're right, a 2000-lb weak link and a turbo for high altitude launches
can make all the difference in the world.

I figure Andreas' DG 505 at 615 kg gross and using all of the strength
of a 8929 N (2000-lb) weak link should get airborne (65 km/h or 35 kt)
in about 1.5 sec and take 125 kW (165 hp) out of the engine in the
process.

That's ripping the nose ring out of the bull's nose!

Cheers and all the best,

BJ

Andreas Maurer wrote:

On Sat, 20 Mar 2004 10:47:47 -0600, Bob Johnson
wrote:

The Diesel, despite its other admitted advantages (or perhaps because of
them) will take longer to "wind up". The diesel engine is more massive
than a petrol engine in the crankshaft and flywheel, and in all other
moving parts. I do not know the exact masses of the two types of prime
movers. Perhaps someone out there can contribute this information. The
dry weights of the two power plants might be sufficient information.

This longer "wind up" period results in fewer "G's" being applied to the
sailplane being launched during the acceleration from rest to flying
speed and the subsequent start of the pull-up and climb.

I have no idea what Diesel winches you have seen so far, but it's very
easy to break the weak link during the initial acceleration with ours.
280 hp turbo Diesel and 3.500 ft of good-old fashioned steel cable.
Wind drivers in my club are instructed not to apply full power
immediately since the acceleration is so quick that it WILL break the
weak link.
The weak link I'm talking about is the 2.000 lbs (the strongest that
is available) onr for our DG-505.

Bye
Andreas