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#11
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Winch Launching
flyingmr2 wrote:
I wonder if one of the new generation winches like the Hydrowinch with a 4000ft launch would make a difference. The limiting factor is not the winch, but the rope length which in turn is related to the available runway length. A rough estimate is that the height with no wind is about half the rope length. Here's what you can do with a perfectly conventional tost winch and 3000 meters of spectra rope: http://www.youtube.com/watch?v=-VlRd9-wxQI (note that the altimeter is in meters and the vario im m/s) |
#12
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Winch Launching
The limiting factor is not the winch, but the rope length which in turn is related to the available runway length. A rough estimate is that the height with no wind is about half the rope length. Super cool video with an awesome launch. The hydrowinch site says they have enough room on the spool for 10K of Spectra rope. I guess if you have a 10k runway available,. you could get launched into space! Well, not quite, but it would sure seem high compared to a regular 2k launch. |
#13
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Winch Launching
BTW: The main winch at the Long Mynd is paired to a retrieve winch. Using a single drum the turnaround time is three minutes from the beginning of one launch to the beginning of the next. No kidding. Kevin |
#14
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Winch Launching
flyingmr2 wrote:
if you have a 10k runway available,. you could get launched into space! Well, not quite, but it would sure seem high compared to a regular 2k launch. Just be sure to publish a NOTAM. Nobody expects a winch rope above, say, 3000 feet AGL. |
#15
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Winch Launching
On Jan 5, 9:11 am, John Smith wrote:
flyingmr2 wrote: if you have a 10k runway available,. you could get launched into space! Well, not quite, but it would sure seem high compared to a regular 2k launch. Just be sure to publish a NOTAM. Nobody expects a winch rope above, say, 3000 feet AGL. Lets say, just for argument, that a rope below 1500' AGL would not deserve a NOTAM but that over 1500' it would. So how long would the rope be above 1500' on a 3000' launch? My educated guess is that would be 15 - 20 seconds. Would a rope the the 1500 - 3000 foot band for 20 seconds every 10 minutes warrant a NOTAM? A typical light plane at cruise travels about 4000 feet in 20 seconds. Couldn't you just scan the airspace visually out to three miles before starting the launch? It's really quiet at a winch start line so you would probably hear an approaching aircraft. The thing is that winch ropes just aren't in the sky very long. Obviously, there are situations that would require a NOTAM but that's not the case everywhere. |
#16
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Winch Launching
On Jan 5, 8:46 am, flyingmr2 wrote:
The limiting factor is not the winch, but the rope length which in turn is related to the available runway length. A rough estimate is that the height with no wind is about half the rope length. Super cool video with an awesome launch. The hydrowinch site says they have enough room on the spool for 10K of Spectra rope. I guess if you have a 10k runway available,. you could get launched into space! Well, not quite, but it would sure seem high compared to a regular 2k launch. The question of just how high a winch launch could go has come up several times. There is a small group of extreme kite flyers who have flown L/D ~4 kites up to 30,000 feet using the same Spectra rope used by glider winches. That suggests that launching a glider to the floor of Class A airspace would be possible given enough runway and wind. I expect that someone will do that fairly soon. If the glider can be launched into a 50 knot wind layer, a tension controlled winch would automatically reverse the drum rotation direction and pay out rope - the glider would in effect be a high L/D kite. The possible release height would then depend on the length of the rope, not the length of the runway. |
#17
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Winch Launching
CCSC President Rolf Hegele is to be commended for soliciting info from
experts and users before bringing an additional winch for winch-to- pattern training and glider/winch currency to CCSC. Aerotows will remain the standard tow-to-thermal operation from this smaller airfield. I wish to thank many of you experts who have, in the past year, already responded with Andrew Dignan, the outgoing club President and current VP, and me. From FARs, FAA & SSA Texts, glider/ aircraft operating handbooks, some internet winch detective work, and your testimony, a small, dedicated group has 1. put together and tested a safe winch operation at two locations, 2. improved the reliability of an older single-drum Gehrlein winch, 3. created operations procedures and constraints, 4. implimented academics and a winch endorsement and currency training program/syllibus. In less than half a year of part-time weekday winching we've winched over 300 times and graduated a dozen'ish current/endorsed winch pilots. Two northern glider clubs are benefitting from a growing group of "switched-on", current and capable CFIGs and pilots. - Jim Goebel What follows is from the Dec 2008 CCSC Newsletter entitled "Winch Flights in Our 2-33’s" by Tom McDonald Our long planned CCSC winch demo was conducted successfully on Saturday, November 1. The group flew seven flights, of which I was personally flying or instructing on six. Tom Rudolf was signed off as a winch instructor during the demonstration period. The intent of the demo was to allow the CCSC and SSD boards to evaluate the program for use at CCSC, and most of the board saw at least some of the flights. Previously, the board approved the use of the club’s 2-33 aircraft in winch operations at Waynesville. We’ve got 28 flights so far in club equipment, including the 7 at the demo. You can watch some of our flights at www.youtube.com/tjm3. Or, just go to youtube and search “ccsc winch.” Winch stats Three hundred and four launches to date have used a little less than two cups of fuel per flight. By comparison, John Antrim’s recent fuel use study for the Pawnees estimated that a 1000 foot release uses about 1.3 gallons. The cost is $15 per flight in our ship, $27 in Stewarts. Even with the higher cost per flight, transportation between the two airports will still sometimes make renting Cubby’s 2-33 more practical than using our own. What you get A lot of fun A winch endorsement (or re-currency) in your logbook Rapid improvement in flying skills Potential significant cost savings Student and currency flying The price issue is important, but not the main thing. Consider value, or bang for the buck. Winch-to-pattern will never replace aerotow in our operation. But if you are a student, winch training is definitely for you. A lot of training flights are spent developing skills in the traffic pattern and landing. A winch operation using two gliders can launch eight to ten flights in an hour. You will get better at everything in a big hurry through repetition, and cut way down on those expensive aerotows. Currency flying uses much the same equation. One instructor told me that the winch operation is not cost-effective, because the short flights result in a very high cost per hour. I disagree. I get a lot out of these short flights, the point of which is precision. I don’t need to bounce along behind the Pawnee to do this. Also, I’ve had four winch-to-thermal flights so far, even with our fairly low release height. I can afford all the aerotows I need to stay current and enjoy myself, but then I’m already licensed. If I were learning, taking multiple flights learning to fly the pattern and land, the cost today could well be prohibitive. I doubt that I could have underwritten my son’s flight instruction a few years ago at current prices. Even if cost were no object, though, the equation of being a much better pilot at a much lower cost per flight is hard to beat. Safety issues Winch launches have potential for problems. I’m not claiming to be an expert – I’ve got my checkout, plus about 20 flights as an instructor. I can tell you with authority that you have to know what you are doing – as Jim puts it, be “switched on.” I don’t see the risk as unreasonable, especially when compared to the 200 foot aerotow rope breaks that we routinely do in training at CCSC. Jim and Gerry are running a very professional operation. I’ve reviewed the winch safety recommendations published in the SSA magazine a few months ago, and we are in compliance. The list of e- mail consultants to this operation now includes Frank Whitely, considered the U.S. winch authority, and the well known Derek Piggott. The engine has a lot of power, unlike some earlier winches. It uses a light rope with a weak link, not a steel cable. The nose-hooked 2-33 glider has benign stall characteristics – important for our short field operation. In fact, full aft stick on the winch will not result in a stall. Rope breaks are a possibility, but not unmanageable. I’ve had the worst case of max pitch, min altitude simulated winch engine failure as a surprise training event, and found it easy to cope. Getting started Jim Goebel and Gordon Penner developed a PowerPoint presentation covering the academics, now available online. Taking a demo flight first might make this ground program more meaningful, since you would have a better frame of reference. Jim Goebel has an e-mail list of interested pilots. He sends periodic notices of available dates, and the rest of us let him know if we can be there. Email Jim at or me at to get on the list. The future Unfortunately, the recent demo was contentious. Six of the board members approved the demo on the November 1 date via email, with another member stating only that he would not make the meeting. There was also approval in advance to set up and begin winch ops prior to having a quorum of the board present. On October 31, one member vigorously objected to conducting the operation without another board vote. Unfortunately, this resulted in our representatives on the board spending their meeting discussing the propriety of conducting this long-planned and pre-approved operation on that day, rather than considering the merits of the operation itself. Also, none of the board members not already involved with winching even came out to the flight line, much less took a demo flight. So, the demo may not have served its stated purpose. There are also issues with having what amounts to a commercial operation within the club that will have to be addressed for the long term. I am hopeful the incoming board will take a fresh look next year. |
#18
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Winch Launching
bildan wrote:
Lets say, just for argument, that a rope below 1500' AGL would not deserve a NOTAM but that over 1500' it would. So how long would the rope be above 1500' on a 3000' launch? My educated guess is that would be 15 - 20 seconds. 15 to 20 seconds are plenty enough for disaster. But I didn't mean it literally. (Albeit, the 5000 feet launch in the linked YouTube clip did require a NOTAM.) Anyway, I didn't mean it literally, but just wanted to point out that a long rope will interfere with power traffic. This is solvable, of course, if you have a plan and everybody cooperates. But you definitely do need a plan. |
#19
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Winch Launching
On Jan 5, 1:31*pm, wrote:
CCSC President Rolf Hegele is to be commended for soliciting info from experts and users before bringing an additional winch for winch-to- pattern training and glider/winch currency to CCSC. *Aerotows will remain the standard tow-to-thermal operation from this smaller airfield. *I wish to thank many of you experts who have, in the past year, already responded with Andrew Dignan, the outgoing club President and current VP, and me. *From FARs, FAA & SSA Texts, glider/ aircraft operating handbooks, some internet winch detective work, and your testimony, a small, dedicated group has 1. put together and tested a safe winch operation at two locations, 2. improved the reliability of an older single-drum Gehrlein winch, 3. created operations procedures and constraints, 4. implimented academics and a winch endorsement and currency training program/syllibus. *In less than half a year of part-time weekday winching we've winched over 300 times and graduated a dozen'ish current/endorsed winch pilots. *Two northern glider clubs are benefitting from a growing group of "switched-on", current and capable CFIGs and pilots. - Jim Goebel * * What follows is from the Dec 2008 CCSC Newsletter entitled *"Winch Flights in Our 2-33’s" by Tom McDonald * * Our long planned CCSC winch demo was conducted successfully on Saturday, November 1. The group flew seven flights, of which I was personally flying or instructing on six. Tom Rudolf was signed off as a winch instructor during the demonstration period. The intent of the demo was to allow the CCSC and SSD boards to evaluate the program for use at CCSC, and most of the board saw at least some of the flights. * * Previously, the board approved the use of the club’s 2-33 aircraft in winch operations at Waynesville. We’ve got 28 flights so far in club equipment, including the 7 at the demo. You can watch some of our flights atwww.youtube.com/tjm3. Or, just go to youtube and search “ccsc winch.” Winch stats * * Three hundred and four launches to date have used a little less than two cups of fuel per flight. By comparison, John Antrim’s recent fuel use study for the Pawnees estimated that a 1000 foot release uses about 1.3 gallons. * * The cost is $15 per flight in our ship, $27 in Stewarts. Even with the higher cost per flight, transportation between the two airports will still sometimes make renting Cubby’s 2-33 more practical than using our own. What you get A lot of fun A winch endorsement (or re-currency) in your logbook Rapid improvement in flying skills Potential significant cost savings Student and currency flying * * The price issue is important, but not the main thing. Consider value, or bang for the buck. * * Winch-to-pattern will never replace aerotow in our operation. But if you are a student, winch training is definitely for you. A lot of training flights are spent developing skills in the traffic pattern and landing. A winch operation using two gliders can launch eight to ten flights in an hour. You will get better at everything in a big hurry through repetition, and cut way down on those expensive aerotows. * * Currency flying uses much the same equation. One instructor told me that the winch operation is not cost-effective, because the short flights result in a very high cost per hour. I disagree. I get a lot out of these short flights, the point of which is precision. I don’t need to bounce along behind the Pawnee to do this. Also, I’ve had four winch-to-thermal flights so far, even with our fairly low release height. * * I can afford all the aerotows I need to stay current and enjoy myself, but then I’m already licensed. If I were learning, taking multiple flights learning to fly the pattern and land, the cost today could well be prohibitive. I doubt that I could have underwritten my son’s flight instruction a few years ago at current prices. * * Even if cost were no object, though, the equation of being a much better pilot at a much lower cost per flight is hard to beat. Safety issues * * Winch launches have potential for problems. I’m not claiming to be an expert – I’ve got my checkout, plus about 20 flights as an instructor. I can tell you with authority that you have to know what you are doing – as Jim puts it, be “switched on.” * * I don’t see the risk as unreasonable, especially when compared to the 200 foot aerotow rope breaks that we routinely do in training at CCSC. Jim and Gerry are running a very professional operation. I’ve reviewed the winch safety recommendations published in the SSA magazine a few months ago, and we are in compliance. The list of e- mail consultants to this operation now includes Frank Whitely, considered the U.S. winch authority, and the well known Derek Piggott. * * The engine has a lot of power, unlike some earlier winches. It uses a light rope with a weak link, not a steel cable. The nose-hooked 2-33 glider has benign stall characteristics – important for our short field operation. In fact, full aft stick on the winch will not result in a stall. Rope breaks are a possibility, but not unmanageable. I’ve had the worst case of max pitch, min altitude simulated winch engine failure as a surprise training event, and found it easy to cope. Getting started * * Jim Goebel and Gordon Penner developed a PowerPoint presentation covering the academics, now available online. * * Taking a demo flight first might make this ground program more meaningful, since you would have a better frame of reference. Jim Goebel has an e-mail list of interested pilots. He sends periodic notices of available dates, and the rest of us let him know if we can be there. Email Jim at or me at to get on the list. The future * * Unfortunately, the recent demo was contentious. Six of the board members approved the demo on the November 1 date via email, with another member stating only that he would not make the meeting. There was also approval in advance to set up and begin winch ops prior to having a quorum of the board present. * * On October 31, one member vigorously objected to conducting the operation without another board vote. Unfortunately, this resulted in our representatives on the board spending their meeting discussing the propriety of conducting this long-planned and pre-approved operation on that day, rather than considering the merits of the operation itself. Also, none of the board members not already involved with winching even came out to the flight line, much less took a demo flight. So, the demo may not have served its stated purpose. There are also issues with having what amounts to a commercial operation within the club that will have to be addressed for the long term. I am hopeful the incoming board will take a fresh look next year. Authority, hardly. I do try to help and invite others to jump into the pool, many heads are better than one. Effective winching is teamwork and training. Communications is key to safety. CCSC already operates with a team concept. It would seem trivial to extend this to winching. What you don't want to do is have everyone learning to drive the winch, but develop a cadre of competent drivers for the winch and retrieve. We quibble quite a bit in the winch design yahoo group over details, yet it's a gas for gear heads and engineers alike. The process is simple, yet the concepts are complex when it comes to power, tension, materials, design, and coupling it all together. Dealing with nature's variables just takes time and experience. Wind, hill curl, shears, cross winds, convergence zones, thermals and sink are all transitory events that guarantee it will take any driver lots of launches to experience and understand what was different about that last launch. Sometimes you have to compare notes with the glider pilot to figure what happened. Top end winches will remove some of this. Boring? Only when the instructor and student are doing ground school at the launch point. Be ready when the rope arrives. It's no different than when the tow plane returns. At one UK club where I winched, if you were staged, you were ready to go when the ropes arrived. If you were still fiddling, you'd be pushed to the back of the launch queue. We typically got 1600-1800agl and I could count on one hand the number of re-lights I took each season (long wings help;^). At another club, we were very lucky to 1100agl on the winch. No tow plane option either. Still got long XC flights from those modest launches. But, I've also been known to jump out of the winch queue to snag a tow from a transiting tow hook;^). CCSC is rather short and I think they've defined their goals with a winch there. Red Stewart Airport is 1.5 miles away, but IIRC, there's too much weekend traffic to winch effectively, so they've done it weekdays only. It might be possible to park the winch 1000ft off the end there, but expansion of CCSC's gliderport would require property acquisition and a new road, both expensive and probably unlikely prospects. Thinking 'way outside the box' the largest privately owned airport in the US, Wilmington AirPark, is 16 miles away and owned by DHL with an uncertain future. Sure would be interesting if there was a place for soaring there, but that's pie in the sky, because the real estate developers are already circling to pick it apart. None ridge sites with short runs have passed along their winches to others in time. Establishing a new glider port with a winch may encounter less nimby problems than with a tow plane. I suspect some at CCSC will never accept winching for themselves. I hope they will accept it for others. Frank Whiteley |
#20
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Winch Launching
A few of points:
1: The mixed traffic problem is an everyday occurrence at many sites here in Germany. This is a planning and education opportunity. See: http://www.fsv-karlsruhe.de/fsv/serv...menuSelect=270 for a site where simultaneous power and winch launch takes place. Look on the BGA site for more sites in English. 2: Cost? 15$ per launch is pretty high, but as this is a "commercial" winch operation that is probably unavoidable. At our club we have almost 15 years of cost information and our launches are 4€ (about 5-6$) and this includes long term capitalization for rebuilding the winch every 10 years (as we are about to do this winter). 3: I consistently get 1200-1500 feet from our 3200 foot field and looking at my logbook my average "escape" from pattern height is about 70% (stats from after I got my license). Our field is in an area with suppressed thermal activity and we have no consistent "house thermal", with a house thermal these rates would be better. And, I must confess, some of our better pilots have rates approaching 80-90%. 4: We offer ab initio students a deal of 300€ for flights and training to solo. Of course we have no cost for instructors as they are all volunteers. This is a revenue neutral proposal for the club for most students and even when it is not neutral it is still a good recruitment tool. I know that the costs would be higher in the States but this is to give some ideas on winch use. 5: Most students here in Germany learn to fly using a winch and go to areotow later in their flight training. Some clubs give the first few flights using areotow or a motor glider to speed up the learning and then go to a winch. We only have a winch but most of our students are ready for solo after a few months and certification after a season. Of course we lose many at this point because the German written test is very complex and we don't have the "weekend Ground School" programs that are available in the States. Also, I think (WAO) that users who learn from a winch feel much more comfortable and may be safer when flying low i.e. "scratching around low" as they spent their first 50 flights mostly below 1000 feet. And of course they must learn to thermal away from this height to be able to fly longer. You will always remember your first climb out in a thermal you accomplish, maybe better that your solo. I can certainly remember mine :`) Bob |
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