Electronic Second Wind 95-2

Second Wind 95-2

The Newsletter for soaring gods in a "winged arrow" world

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Meet the 1995 Nats Winning Orbiter-2!

NEWS FLASH!

Steve Cameron of Seattle, WA. won the Handlaunch glider event at the 1995 LSF-AMA Nationals flying his modified Orbiter which we are now kitting as the Orbiter-2!

With over 60 contestants, this was arguably the largest HLG contest ever held!

Steve Cameron has been flying the Orbiter for several years. As you can see from the letter below which appeared in Second Wind 94-1, Steve has been working to lighten it up for some time.

Still in Orbit!

Reprint from Second Wind 94-1

February 2, 1994

Dear Bob, first off let me thank you for the latest updraft [Second Wind]. Enclosed please find payment for it and future issues.

Second, I have to thank you for bringing Eric Jackson's Orbiter to market. I Don't know if it's age or what but I've become drawn to the simplicity of handlaunch and to the Orbiter in particular.

It seems handlaunch Sailplanes are going though a similar "polyhedral plague" that cursed larger classes some years ago. As with all competition, altitude is everything and with allowances made for individual trim settings, I have never seen a polyhedral launch as well as a straight winged plane. My Orbiter is minus flaps and has 1/16" balsa for the fuse instead of the called for Lite-Ply for a total weight of 14 oz. A recent issue of RCSD carried an article suggesting that matching plane weight to throwing style increased efficiency. I have found this so true. Planes under 13 oz. seem not to carry through on launch and they hurt my arm. Obviously, this is a very individual and complicated relationship. For me, the search has ended. Thanks, Bob. P.S. I've stayed away from your thermal mainstays to explore balls-to-the-wall speed on the slope. Does the fun ever stop?  Steve Cameron about to catch his 1995 AMA/LSF Nationals Winning Orbiter-2!

The Evolution:

Steve was very happy with the performance of his light-weight balsa fuselaged Orbiter, but due to the frailties of the thin sided al-balsa fuselage, Steve wanted the light-weight but better durability.

Cleverly, he decided to utilize the strong, light-weight and quick building balsa pod and CF tailboom fuselage technology developed by Phil Pearson. In the process, Steve changed the built-up Orbiter tail to 3/32" balsa sheeting. He increased the tail moment by 2" and cut down on the stab span by 2". Steve also made removable tail feathers like are featured on our Pivot. What resulted was a version of the Orbiter that Steve weighed in at 11.7 oz with 2 servos, a 270 MAH battery and a micro receiver --still with the massive 432 in2 wing area! Of course, Steve took the case off the receiver to help save weight and he covered the wings with clear MonoKote covering. He left the wood natural with a light polyester resin finish.

Performance:

This is the glider that Steve flew to victory at the 1995 AMA-LSF Nationals in Muncie IN! It has been said that this was the largest Hand-Launch Glider (HLG) contest ever held in the world! There were over 60 competitors! To prove the his victory was no fluke, Steve and his Orbiter went on to tie for 1st place in HLG golf at the 1995 Nationals!

One thing is for sure, those who have seen Steve's Orbiter fly say that it climbs right up through everything else in the air! It goes to show that foam doesn't always rise to top! In fact the foam winged versions of the Obiter have not performed as well as the super-strong-sparred, lightweight built-up Orbiter wing. While Steve says that he has seen many foam winged handlaunch glider wings fail during the launch, he has no fear of structural failure with the Obiter wing!

Perhaps the amazing performance of the Obiter wing is partially derived from its built-up construction and the resulting covering sag modification that it lends to the S4061 airfoil --which may actually improve the performance of the airfoil. Also, the Orbiter packs more wing area than is common for hand-launch gliders --allowing it to work in higher Reynolds numbers than normal. Since we have incorporated Steve Cameron's Obiter modifications into our new Orbiter-2 kit, you can now fly Nats championship performance for the modest cost of a $75.00 high-quality kit and a little building effort of your own.  Bob Dodgson's own newOrbiter-2, utilizing an old set of Orbiter wings. 

Orbiter-2 Kit Specifications:

Total Flying Weight: 12 oz. with a micro receiver, a 270 MHA flat battery pack and 2 micro servos --using Goldberg UltrCoat-Lite for the wing covering material.

Fuselage Length (less rudder): 34".

Fuselage Width: 1-1/4" max.

Fuselage Construction: Light-weight and quick-building balsa pod and Carbon Fiber boom.

Wing Span: one piece 59" wing.

Wing Area: 432 sq in.

Aspect Ratio: 8 to 1.

Wing Loading: 4 oz. per sq ft.

Airfoil: Selig 4061.

Wing Construction: Joined, bolt-on one piece built-up wing with: 1/16" balsa ribs, 3/32" x 1/4" spruce spars top and bottom with shear webs between, 1/32" balsa sheeting on ailerons and on the LE "D" tube.

Stab/Elevator/Rudder/Fin Construction: Pre-cut from 3/32" balsa sheeting.

Hardware: Complete with all linkages, links, push-rods.

Radio Requirements: Mini 2-4 channel receiver, 2 micro servos such as Futaba S133 and a 275 MAH battery pack. A computer radio is not needed.

Controls: The same as Steve Cameron used at the Nats. Elevator, ailerons and rudder coupled to ailerons --all with 2 micro servos! Both servos reside in the fuselage so you should not need to add nose weight to get the Orbiter to balance properly. All the pushrods and linkages are included in the kit. Of course the Orbiter is also well suited to using spoileron control in the wings if you want to mess with success.

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NetWorking

Orbiter-2

Date: Thu, 3 Aug 1995 - From: WaidR@aol.com

Subject: Orbiter wins Nats HLG: what a setback for high tech!

Steve Cameron of Seattle, Washington, wins Nats HLG with Orbiter: what a setback for high tech! The foam and plastic guys are going to have a tough time explaining this one (Weston?). Actually, it's simple, Steve is an excellent RC glider pilot, especially in HL. He has a gorilla arm. And, the Orbiter just "simply" out climbs everything except maybe a turkey buzzard. As Bob Dodgson was quick to point out, it may have something to do with the good old 4061 airfoil. Whatever, Eric Jackson's Orbiter design is still a good datum for comparison of new HL designs. Now, if I could just find that Orbiter kit that I know I stashed in the garage about 5 years ago... Green Air, Waid Reynolds

Seattle Area Soaring Society.

From: Dennis Tyson

(The reaction of Dennis Tyson upon hearing of Steve Cameron's 1995 Nats win with the Orbiter-2)

Bob, you can imagine how exciting this is for me! I have always viewed this ship as the little woody that could. And I knew that once enough attention was brought to the right pilot he would see it too. I bet you are sharing in my enthusiasm also. However I hope you don't get ill from breathing all the balsa dust this is going to create. I just got your Second Wind today, and devoured it like an Ice cream sunday. Glad to see the Orbiter in production again, and at such a value. I think we will discover that there are indeed still some fearless craftsman out there who are willing to invest a little extra time to have the best possible ship. I hope it keeps kicking BC- Butt all over the country. It is obvious that some of these Online glider junkies need a little butt-kikkin anyway. What is the deal with this one editor guy saying that he made statements for the sake of controversy. What the hell is that supposed to mean and furthermore what does this have to do with flying sailplanes. It seems to me that these guys have never flown a Windsong. They probably couldn't anyway if they tried. It is much more difficult and takes a lot more skill to fly a Windsong slow then it does to zip around the sky at 40 mph with some lead sled. I bet they would be tip-stalling all over the place! . . . If their greatest thrill is creating controversy on some Online magazine then they are about as shallow as a dry lake. I fly for the times when I speck out even though the conditions were saying I shouldn't have been able to. I fly for that rare occasion when my ship is joined in a thermal by a hawk and they circle up there together. I fly for those hand launches that seem to never want to come down. I fly for those sunset hand tosses that fly one circle and then come to rest back in my hand. I fly to see the ship I built with my own hands doing what it was designed to do --Soar!!!!! Sorry I just had to get that stuff off my chest. I just get a little disgusted with those who think they know more than they do. You know, those great philosophers of BC. Thanks for the great news!

Dennis Continues

Bob, I wanted to clarify a statement I made in my rant yesterday. I believe that it does take more skill to fly a slower Windsong/Lovesong well than a faster plane because as you know you can fly them so slow that you have to have good stick smoothness to prevent stalling or dropping off on a wing tip in a thermal turn. But I also feel that the songs are a perfect second ship for beginners if they have learned to fly correctly (you know, no hanky jerky close to the ground). So I too believe that the E-214 is the best choice for new pilots. Hey sometimes mine even flies itself, and if I disturb it, she lets me know!

I nearly lost my song yesterday. I let the crescendo get a little too high for the choirs eyes to handle. I was fine until I took my eye off it, and then it was "oh #@$%$!" Yes, the fear of losing my pride and joy brought a swear word out of me. Can you believe it? [Dennis operates a Christian Bookstore in Great Falls MT --Bob D] Well there's a happy ending. I gave full elevator and some aileron and deployed the flaps and before I knew she came bobbin and a weavin back into view. Boy these Montana skies are big!

Dennis Tyson - Great Falls, MT

Second Glider

Keith_Love@iguanabbs.com (Keith Love)

On 8/18/95 - Subject: Good kit for your second glider

Robert Kidd wrote:

And please don't hammer me that no one could afford to kit something so wonderful for $85 US. Remember, I willingly parted with $150, but I would always happily pay less for more.

Keith Love writes:

Check with Bob Dodgson. The plane I recommend is his Pivot+, which just happens to retail for $85. Obechi-over-foam wings, wingeron control (along with both elevator & rudder), so light that it can stay up better than any floater, AND not sustain major injury when the inevitable crash happens. Can be built as either a 60" or 72"; I recommend the 72" version.

I have been flying my original one for over 8 years now, with no end in sight. The bottom of the fuse could stand to be repainted, but other than that it still flies as good as ever. This was my third plane; my second was a Coyote, but the Pivot+ is certainly easier to fly than it was. Only [minor] drawback: it needs micro servos (2 ea.); Futaba sells a four-channel glider radio set-up that is perfect for this application. Questions? E-mail me...

Keith Love

Intermediate Glider

Date: Fri, 25 Aug 1995 From: Bob Dodgson

Subject: Intermediate Sailplane

Intermediate kit buyers,

While I know that cost has been a major factor listed in the consideration of an intermediate sailplane, there may be some of you who would not cringe at paying a bit more for an intermediate kit to get more in ease of construction, performance and aesthetics. For $165.00, I would recommend our Wee-gilante 2-meter. It has a fiberglass fuselage, scale-like appearance, a V-tail and it is lightweight and strong --weighing an honest 37 oz. It has easy foam wing construction that does not demand fancy equipment like a vacuum bag set-up. Transfer tape works great for sheeting application with the spar system used. For $175.00 we have the V-gilante that is the same ship but with wing a 100" wing span. It weighs in at 42 oz. Both of these gliders use the SD 7037 airfoil and are capable of competing head-to-head with anything out there --but at an intermediate cost. These gliders have no bad handling habits and are fully able to be flown well by intermediate pilots with growth potential. Since they are light-weight, they land slowly and softly and are not as scary or intimidating as the "winged arrows". Besides, they look like real gliders! --Bob Dodgson

Stoked on Steve Cameron

From: HERKSTOK@aol.com - Sat, 26 Aug 199

Subject: Hand Launch

Dear Bob, those kite spars sure sound similar to the arrow shafts. We've been trying them out as wing spars on our club's all built up hand-launch model. I don't have any loose to weigh and I can't find the paper where I recorded their weight, but a quarter ounce sounds right. They're about 31 inches long and about a quarter inch in diameter. There are three different stiffness grades and the diameter and weight vary a bit.

The wings we made with them are great. There's just a round hole in the rib and there is no spar bump in the covering top or bottom of the wing - Just smooth Monokote from leading to trailing edge. Torsional and bending stiffness are both greater than with the solid spruce spar we have been using. The arrow shafts cost about $4.00 retail in dozen lots. I'll tell you the truth, I was much more impressed with Steve Cameron than I was with your model. What a guy he is. In all that intense heat, he never stopped. He is a great flyer and a great guy. When he wasn't charging around flying himself, he was charging around helping his friends. I'm very interested in details and pictures of the plane. I want to do another hand-launch article for QFI and I favor the lower priced built up designs that don't take computer radios. They are accessible to anyone without special building processes and expensive radios. I'd love to feature the model because it fits that category perfectly. Please send picture(s) and a three-view or reduced plan and anything else you have. Also, when you have more kite spars than you need please send me about four of them. I'd like to try them out and see if they are better than the arrows. And, of course I'd like one Orbiter-2 kit - just put an invoice in with anything you send, or send me an email with the total cost and I'll mail you a check. Sounds like you're continuing to mend. That was a close thing you had. Sure happy your doing so well. All the best -- Herk Stokley

Maestro Dreams and Orbiter-2s in Japan

Date: Mon, 28 Aug 1995 - From: sakazaki@ari.bekkoame.or.jp (sakazaki, osamu)

Subject: Q: Orbiter-2 HLG

Dear Mr. Bob Dodgson, please allow me to write to you. I am a modeller in Japan and read your announcement for shipping the Orbiter-2 on RCSE. Please let me know if you take credit cards (VISA) or not.

Looking forward to your kind assistance, Sincerely yours, Osamu Sakazaki P.S. Were you the guy who developed the Maestro Mark I-III sailplanes with the "Dodgson couplers" over twenty years ago? name: Osamu Sakazaki

Tokyo, Japan

Next e-mail

Dear Mr. Bob Dodgson, thank you very much for your email. My friend and I wish to place an order for two Orbiter-2 kits. Please let me know your FAX number. Then I will send my credit card information by FAX.

[Bob Dodgson answers: Yes I was the one who kitted the Maestro MK lll and the other gliders in the Maestro series and I developed the "Dodgson Coupler". Did you ever own a Maestro glider?]

I wished to build and fly your Maestro but I couldn't because it costed US360$ in Japan at that time and it was too expensive for me, a poor college student. BTW, if you supply any other sailplane kits now, please let me know their specs. Looking forward to your kind assistance. Sincerely yours, Osamu Sakazaki

The Great Transfer Tape Debate

Date: Mon, 28 Aug 1995 - From: Dennis Tyson

Subject: transfer tape

Transfer tape is the method of wing skin attachment that Bob Dodgson has been using for about 15 years or more. It is a 3M product #924 and we use the 3/4" width. You can get it at framing shops, office supplies etc. I wouldn't use anything else after getting used to this stuff. It is a double sided adhesive that has a paper backing on it. You apply it sticky side down and then peel off the paper.

The method I use is to put one strip across the LE and TE and peel the paper off. Then starting at the TE apply strips full span not more than 1/16th of an inch apart. Work from root to tip and when you approach the LE you will overlap it until the whole panel is done. the while the backing is still on (except for LE and TE) I take a soft cloth and rub the whole thing down and then just peel off all the backing. The trick is to use a dust buster and go over the skin and foam core first to remove dust. You will get a strong bond! Then you just lay your skin on starting at the LE. Have your wing cradle on a flat surface and do the bottom of the wing first. You will be pressing the skin on with the wing in the cradle. When you are pressing the skin on, start from the middle of the wing and press from the center to the tip and then from the center to the root working your way from the LE to the TE. This makes for a strong wing with a uniform amount of adhesive that is still light and no mess. It works great for stabs also! The tape is also available from Dodgson Designs for 6.00 a roll. A 2m plane will take two and larger planes will take three. Let me know if there are any questions, Dennis Date: 30 Aug 1995 - Brian_Chan@qmgate.arc.nasa.gov

Subject: Re: transfer tape

The Problem of transfer tape is it is too soft --you end up with a very flexible wing compared to the wing built with epoxy. Its semi-ok to use it on THICK airfoil (such as a power plane), when it is used on the thinner wings (like on a sailplane) it is not good. The only advantage is easy to use. But the stuff does not cure hard like epoxy. The transfer tape is just like the 3M spray contact cement. Usually the trailing edge will suffer the most. And it is hard to impregnate carbon fiber with transfer tape..............

Brian Chan Bob Dodgson Responds:

Brian, first let me say that I am not knocking epoxy for applying wing skins. If properly done, the wing can come out as light-weight or nearly as light as when transfer tape is used. If you have the equipment, experience and enjoy working with large areas of epoxy and having to let it cure for long periods of time --great! You can come out with a good wing. Transfer tape is not like contact spray in the sense that contact spray does not work well with obechi. Contact spray (at least 3M 77) does not set properly with obechi and starts to separate in a few days. I believe that it undergoes a chemical reaction with the oils in the obechi. Transfer tape on the other hand does not have this problem. It is odorless, it goes on easily and uniformly and is a very light-weight and reliable adhesive that will pull foam when it is removed --even 10 years later. However, due to the cellular nature of the non beaded foams, it will not work with blue foams etc. It only works well with the beaded white foam where it can get more bonding surface. It is true that transfer tape does not provide as rigid a wing as when you use epoxy, but the transfer tape wings seem to be as strong or stronger in ultimate strength. What is more, the sheeting won't pop because it starts to separate in an area where the epoxy was too light and cause a failure. I only use transfer tape on foam wings that have a separate spar system --as all of my kits do. You incorporate any carbon fiber etc. into the spar itself, you do not try to wet out carbon fiber with transfer tape. This is a ridiculous idea! Yes the transfer tape works great on glider wings. I see Windsongs still flying, competing and winning that have 132" long 17 to 1 aspect ratio transfer tape wings that are 10 years old! On long wings you may prefer to stiffen up the TE with CF and epoxy or some other treatment on the large 132" wing ships. On the small gliders like the V-gilante and Wee-gilante, no extra measures are needed. The beauty of transfer tape is that you need no equipment, it is fast, there is no mess and there is no curing delay. You can go right on with your building as soon as the sheeting is applied. It is a great option for people who build one of our kits since they use an articulated spar system. It makes foam building fun, fast, nearly fool-proof, and it can be done with no tools and in a small work area --like with old fashioned built-up construction. It is for people who value results rather than the religious experience of the process. One fellow said it was the old fashioned way to sheet wings. Well I saw my first vacuum bagged wings in 1969 when Earl Pace was making semi kits of a scale Labelle using glass skins over blue foam. I think that was maybe before they even had transfer tape. Both methods can produce good results and have a different set of advantages and disadvantages. Bob Dodgson Still keeping it up with hot air DECK@Inland.com - Wed, 30 Aug 1995

Subject: Received my Wee-gilante

Just a short note to let you know I have received my Wee-gilante on August 30. Some things I am already impressed with:

The sturdy box - none of the contents was bashed or smashed. The careful packing - whoever packed this packed it like they were sending it to themselves. The step-by-step instructions seem very clear - these old eyes would appreciate a bigger font size though. The very clever plans - I don't have to keep rolling and unrolling a large sheet of paper - and the parts of the plan I need will fit on my building board w/o cutting up a big plan. "Second Wind" -it's got enough wry humor that it's like Garrison Keilor took up rc soaring. Thanks for your comments on transfer tape - I was pleased when another one of your customers (Dennis who now lives in Montana) told me to use it. I had finally screwed up enough courage to try foam wings when I ordered your kit - now a goodly part of my trepidation has been set aside. Lastly - you might want to consider recommending a new electronic mixer that a guy out our way developed, makes and sells. It's very small and a lot nicer than the old "Christy Mixer." By the way, if I like my Wee-gilante as much as I think I'm going to, I will probably want to buy a Dodgson Designs shirt for next year's LSF Nats. Best regards, Jim. Deck Jim continues From: DECK@Inland.com - Date: Wed, 06 Sep 1995

Subject: Mixer information

I told you about an improved mixer now available. It's made locally by a guy named Art Quillen. He puts it out in kit form or finished (not sure about connectors) for $20 kit or $30 finished. It's very small (great for V-tail HLGs) and a big improvement over the old "Christy" mixer.

If you need more details you can reach Art at: Quillen Engineering

561 North 750 West

Hobart, Indiana 46342-9483 Phone: 219-759-5298

Oh yes, this mixer appeared in a two part RCM article some time ago sorry, but I don't know the dates. I'm always happy to see another "cottage industry" thrive. Best regards, Jim Deck

The History of Crow

From: dodgsonb@eskimo.com - Date: 08 Sept 1995

Subject: Where did Crow from?

Hi,

As far as I have been able to determine, my 1982 Windsong was the first kit in the world to use what has become known as "Crow". I simply called it using flaps in conjunction with reflexed ailerons as spoilers. When the Windsong first came out, many contest flyers framed-in spoilers just in case this new deal did not work out! The idea came from a phone conversation I had with a southern judge who used to call me. I think his name was Judge Davis. He had just returned from Europe where at some large model show he had seen a scale glider that used reflexed ailerons as spoilers. I was just coming out with the Windsong and the idea hit me as one of those "gee, why didn't I think of that" deals. I thought that this would be a natural to use in conjunction with flaps instead of conventional spoilers as I had used on the original Camano. So, I made the last minute change in the soon to be released kit. Since there were no computer radios in 1982, I had to devise the mechanical systems to make it work. Everyone was skeptical of this new control system. The early sales of the Windsong did not set the world on fire. It took several years before the Windsong really took off and became widely accepted throughout the country. In the meantime a few other experimenters and F3B flyers started playing with this control system. In the later 1980s the ATRACS computer module came out for the Airtronics glider radio that made it possible to do everything electronically. The use of Crow spread rapidly after that time. At some point, about 1985, I was reading a magazine and saw this control system referred to as "Crow". I thought that to be an in-elegant term for such a sophisticated system. I believe that Byron Blaksley, the long-time Model Aviation soaring editor, was one of the first writers that I saw use the term "Crow". I do not know if the term originated in Europe or where. At first I fought the use of the term "crow" because it seemed so crude --but it caught on and is here to stay. As far as I ever new and as has already been stated in posts, I think that "Crow" is named for the bird and is not an acronym. --Bob Dodgson. ________________________________________________________________________________

The Windsong Classic

--Where There's A Weyl, There's A Way!

From: CFFN38A@prodigy.com (MICHAEL F WILLIAMS)

8-13-95

Bob,

Jon Weyl swept the scores with his new Windsong Classic. He posted approx. 3860 out of a possible 4000 pts (6-10 min rounds, 50 pt landings). This was in expert class. Not even master's class broke 3000 pts! Jon made every landing without a sweat and he just finished "tuning" his 'song out. The top three in expert were 1) Jon Weyl (Windsong Classic),

2) Mike Williams (modified Splatern), and

3) Carl Bice (Windsong Classic). A great showing for a new (old?) model at it's first contest. I think you'll see a few more Florida orders before long!

PS Jerry Winkler is "sitting on" his Classic!

Mike Williams - Cooper City, FL

Mike's Next News Flash!

Date: Thu, 07 Sep 1995

Bob,

John Weyl won FSS #8 unlimited expert at the Owls field in Williston, FL (Ocala) this weekend (9/3). 1-Jon Weyl 4080 Windsong Classic

2-Carl Bice 3769 WindsongClassic

3-Burnett Brocious 3179 Skyhawk

 Jon Weyl - left and Carl Bice - right with their winning Windsongs!

Format was 6-10 minute rounds with L4 landings of max 100. Perfect would be: 4200pts. Jon didn't place on the 9/2 two meter contest with his sprite. Jon complained that it was getting to be too hard to switch from a 78" 7037 to 132" 214 in a two day period (is this the true meaning of "span transition"?).

Happy thermals Mike Williams ________________________________________________________________________________

The Latest May Not Be The Greatest!

Date: Tue, 6 Jun 1995

(Excerp from an e-mail on the soaring exchange)

"Wrong! Wrong! Wrong! Maybe RC cars haven't progressed much over the years, but RC Sailplanes have. The competition sailplane of 1985 or even 1990 doesn't come close to the performance of a modern sailplane. I don't care who is flying a floater in a contest and how good they are, they will not come remotely close to placing in a major contest. For that matter, they will rarely place in a local one."

Bob Dodgson's respose Well, this a very amazing post indeed as I just flew in a contest Saturday where all the latest and most expensive plastic gliders were being flown by good flyers including former Nats winners. Guess what? As happens commonly in many parts of the country, 1st, 2nd and 4th places were won by a 15year-old design --Windsongs/Lovesongs and Windsong Classics. Not much has really changed since the 1982 Windsong arrived except that the newerplanes fall out of the sky faster and cannot fly as far away and still be seen. In fact, the winner of Saturday's flying, Geoff Almvig, said to me"how does it feel to have designed a glider 15 years ago that is still kicking butt in 1995?" Ultimate strength on tow is about the only thing that has changed --and on this score the Windsong Classic can tow as high as any of them. Of course the newest ships have better performance at F3B speeds but in normal thermal competition conditions that basic 15 year-old design out-flys the latest and greatest on a regular basis. This was my first contest in several years and I flew my week-old Windsong Classic to 4th place in 5 to 10 mph winds. Frankly, it appears to be easier to place now in NWSS contests than it was a few years ago when there were more Windsongs flying. I love flying against the winged arrows with the RG 15 etc airfoils with my high aspect-ratioed E214. If I can get as high on tow (which the "Classic" can) I have an edge over the faster sinking and slower climbing "latest ships" --which advantage I love and which my rusty piloting skills need. Bob Dodgson Still keeping it up with hot air! ________________________________________________________________________________

Ice Man Discovered in Michigan!

By Jim Benson

After a recent heat wave in the upper midwest, Scientists made a grisly discovery. Receding polar ice revealed a cave man. Carbon-fiber dating of the still-edible fast food found scattered around the body, put the date of the freezing at around 1982 AD.

At one time a strikingly handsome, athletic man (got your boots on?), his lifestyle had taken its toll. He suffered second-degree solar radiation burns on his arms, legs, and on his face except for chalk-white circles where his eyes were covered. Clutched in his hands was a gold-clad box with many switches and levers and the single cryptic word "KRAFT" emblazoned upon it. Another "Rosebud" perhaps. A stopwatch (still running) hung from his neck and there was a smile on his sunburned face that could not be removed with a chisel. Also scattered about were many glittering images of miniature flying machines, obvious tributes to his prowess as one of the early soaring gods. Drawn on the cave walls (with ketchup packets --also still edible) were pictures of straight-winged flying machines with "TODI", "MEGAN", and "CAMANO" scrawled on them, standing triumphantly over many bent-winged birds with spears and arrows protruding from them. This confirmed to scientists the time frame as between the POLYHEDRAL ERA and the AGE OF DODGSON. Just then the iceman stirred. He opened his eyes, sat up, and muttered, "How much time?" and then, "Bob, you gotta get me a rolled balsa tail boom and a Dodgson coupler, quick!"

Jim Benson and his Dodgson Designs multichannel flapperon Todi

as they appeared in about 1975 after winning major trophies at the big "Suds City" contest

--sponsored by a major brewing company!

All seriousness aside, thirteen years is a long time between rounds. And you think you've been to some slow-moving contests!

I really enjoyed Traverse City, MI Aug. 12 and 13, meeting old friends and new, enjoying (mostly) great weather, and a super site. I spent Saturday getting aquatinted with a 214 Camano with a strange radio. But, by Sunday afternoon a few tweaks on the radio started to transform the airplane into a fully automatic assault sailplane and the pilot into some-what of a competitor again. I put in a couple of "Wow, did I do that?" flights, and I found myself grinning like an idiot, almost to the point of laughing out loud. This was the first time in a while that I can recall feeling that good while wearing pants! I am now working on a Windsong wing/Saber fuse crossbreed I obtained from George Voss. Big big thanks George, and please pardon my impatience. Film at eleven. Well, I have taken up enough space, and God knows you need all the room you can get for more comments on the L/D vs. minimum sink rate bru-ha-ha. Get a life! MOTTO: Old age and treachery will triumph over youth and skill! Jim Benson @ GenTel (616)773-2064##**$$ (All this internet stuff is great, but I am reminded of the CB radio scare of the seventies.) ________________________________________________________________________________

High Marks!

September 8, 1995

Dear Bob, I am dropping you a line to tell you thanks for an outstanding aircraft. As you know, I finally got my hands on an old Windsong kit last fall. The Windsong is a great kit to build --but most of all it is an extreme joy to fly. I set my plane up with five servos forward in the fuselage --one for each aileron, one for flaps, one for elevator and one for rudder. I fly it with my Airtronics Infinity 660 radio. This set-up works very well and still gives me a lot of options. My first flight was a real heart stopper! At 50 feet high on launch it popped off and went inverted. After getting things straightened out, I landed and made an elevator trim adjustment, relaunched and flew for 24 minutes. Six minutes of that flight was with a bald eagle in the same thermal --about 20 feet below me. Thanks for sending all the back issues of Second Wind. They were a real experience and a joy to read. But, the issue that really sparked my interest was 90-1. When I am flying I have always wondered "How high am I?" After a long search for the Casio altimeter, barometer watch (model #734), I finally found one at Sears for $120.00. Now, I was off on a new adventure!

On 26 August 1995, I balanced the plane to fly with the watch on board. On the second flight of the day I flew my longest and highest flight to date. I landed 1 hour and 21 minutes after launch and checked the memory on the watch. To my surprise it read 2,800 feet!

 Mark Wales, his high-flying Windsong and his Lady.

The next day I was enjoying a tree top flight with a large hawk which my kids said that I hit. All of a sudden we were both sucked into the sky by the strongest thermal I have ever encountered. Ten minutes into the flight I was at cloud base flirting with little puffs of white. There is no worse feeling than when your pride and joy disappears for 10 to 15 seconds from view --be it in a cloud or because you blinked. After escaping the killer thermal, I found myself low and about 3/4 of a mile down-wind. Amazingly, by reflexing the TE I was able to get back to the field with just enough altitude to clear the last tree-line and drop down onto the field for a landing --with very sore eyes.

The flight only lasted 33 minutes but the watch read 3,740 feet above ground level. I went into shock. I know that my nerves could never stand another such flight but it was thrilling to know that I was nearly 3/4 of a mile high! Well Bob, thanks again for a fine aircraft. I have enjoyed the Windsong all season long. Let them bad-mouth your designs --because unless they own or have flown one, they just don't know! --Mark Wales - Little Rock AFB AR [I find this story amazing. Most of the time when a plane is specked out with an altitude watch in it, the pilot is disappointed to see that he was only about 2,000 feet high. 3,740 feet high with a open class glider is incredible! I'd like to see some "winged arrow" flyers match that altitude! --Bob Dodgson]

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A couple of noteworthy Reynolds Numbers!

Date: Wed, 4 Oct 1995

From: WaidR@aol.com

. . . I think that for most flyers triple tapered wings are preferred because they are in vogue. Like styles in clothes, I imagine that the popularity of particular wing shapes will recycle every ten years or so. Don't sell your straight wings -- they'll be back! But first, we may have to live through the age of the reversed triple taper: straight leading edge with triple tapered trailing edge (this shape might be more efficient than the current fashion, as the typical severely swept leading edges are likely to cause undesirable spanwise flow). Ain't we got fun? --Waid Reynolds - Seattle, WA Subject: Re: Prebuilt vs Scratch Jim Thomas (lsf5@lsf5.seanet.com) Wrote:

Waid, what, you with a small somewhat pre-built airplane? Tell me it ain't really so. I will always picture you with an unusual, yet sound airplane. JT

Jim, how the weird do fall. These scratch built planes may be economical, and it does give one a lot of satisfaction to create an original design, but they sure suck up a lot of time. I'm finally going admit that I would rather fly than build! Yup, as soon as I get out from under the repair backlog and a couple of small non-prebuilt kits (about mid 1997) I'm going to forsake my principals and buy an ARF, maybe one of Dodgson's Classic Windsongs, which is more my style than a composite missile. That little Vulcan 2M looks mighty sweet, though. It's gonna be tough to decide. Guess I'll just have to get both. Now, if I can just persuade the boss... Wish me luck! See you at the field! --Waid [Waid Reynolds is the knowlegable fellow who enlightened me to the fact that abortion was an important issue as far back as the days of our founding Fathers. For instance, George Washington had to resolve the issue of Roe vs Waid before crossing the Deleware river with his army. --Bob D]

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Saber in the Sun

From: davidbr@microsoft.com

Date: Mon, 25 Sep 95

Subject: Re: Saber Story Dear Bob, I would like to take this opportunity to relate to you an "interesting" experience I had the other day flying my Saber. I finished building earlier this year and have been flying it somewhat cautiously and conservatively --as I am still an intermediate flyer (at least on a good day) and just beginning to test the limits of the Saber. I am here to tell you that despite my best efforts I have not yet reached them yet! The weather last Sunday was clear and warm, with a gusty 15-20 mile per hour cross-wind. It was around mid-day, and we were launching to the South. Just as my Saber reached the top of its climb-out off of a fellow-flyer's winch and I began my zoom, I totally lost the plane in the sun. I let out a plaintive whimper (actually it was probably a scream), and the next thing I heard was someone saying "You've flying inverted!". For me, flying inverted without losing control is something I can only manage when I'm half-way through a loop, so this was exciting. The next thing I heard was "Drop your flaps!" By this time, of course, I was wondering whether this is a hobby I really want to stick with, so this piece of good advice went in one ear and out the other (maybe it went out somewhere else as I responded to the thrill of the moment, who knows). Finally, someone hollered out "YOU'RE HEADING STRAIGHT FOR THE GROUND!!!!" and I caught sight of my dear Saber, flying faster than any sailplane I had ever seen, heading straight for Ground Zero. Being quick of wit and fleet of finger, I processed all these data in my on-board dual-Pentium Windows 95-equipped processor and instantly pulled full up elevator. Those standing nearby tell me the wings flexed a lot as I pulled a high-G turn about 50 feet off the ground. In the calm of the next day I can't recall whether I did a full loop or just headed back up, but in any case I flew the Saber back up to about 200 feet and proceeded to hunt for thermals (as if this were my normal launch pattern...). A few minutes after this demonstration of flying skill one of the REAL experts in our club came by to ask me if I was OK. And as I calmly rode the ridge lift I found, after my aerobatic launch, he told me he had never seen a plane withstand the kind of g-forces I had put it through. He assured me I had flexed the wings a LOT, killed the pilot through the violence of the maneuver, and couldn't figure out why the wings hadn't snapped.... Although all I saw was the beginning and the ending, people tell me that I executed a square loop with a very (!) sharp corner at the bottom and that it was sure exciting to watch! Of course, the fact that there was a novice contest going on with about 100 people running amok on the field while I was attempting to fly my Saber to China probably added a little extra thrill (I've been wondering about that AMA insurance coverage....). In any case, I'd like to thank you for designing the Saber to withstand this kind of abuse. I built it exactly as your excellent instructions told me, and used double-sided tape (rather than epoxy) to skin the wings in an effort to save weight - I suspect this gave the wings the extra flexibility they needed to survive my shenanigans. Cheers and happy flying! ________________________________________________________________________________

The performance of the WC will make you flush with excitement!

September 8, 1995

Dear Bob, I hope this letter finds you well and prospering. You probably won't remember me out of your many Hundreds of customers but I have built several of your designs in the past, among them an Orbiter, and an older Windsong. All of them flew well for me but I must admit I was tempted away by the glitter of "new and better technology". I have been flying the Florida Soaring Society circuit for several (3) years and have been fairly successful. I have been put into the Masters Class by my peers. I am currently flying with two of your customers, Jon Weyl and Carl Bice. Jon is flying a Sprite in two meters and a new Windsong Classic in open/unlimited. Well, we just finished flying F.S.S. #8 on Sept. 1 & 2. You will be happy to know that, if you don't already, John and Carl finished 1st and 2nd respectively in Expert class in that contest. John was high point winner for the whole contest and is now ahead of everyone in the F.S.S. for the year, including Master class. I think that both of them will be bumped up to Master class with me next year, (groan!!) By the way, this was the first time they flew the Windsong Classics in Competition since they built them. After the contest I persuaded Carl to let me fly his WC. Bob, let me tell you, it was like coming home. I didn't remember how well the Windsong flies. It only took 2 minutes to get back in the groove, (I had to re-learn to slow it down because I am used to flying a 7037 foil). Once back at the proper speed, She, (WC), grooved in for me and the pleasure of flying a stable, well-behaved glider returned. Let's say, "I'm sold again". I would like to get on the list for a Windsong Classic kit. Please let me know the availability of the WC kit. I want to build one that will be a real show-piece, (you can contact Carl or Jon on the Internet if you want to ask about my building/flying skills). I don't think they will lie on me too badly, Ha!

. . . I'm sorry about being verbose but I'm rather excited about the WC as the improvements you have made in it (new spar, etc.) have brought it back into modern competition. Enclosed please find two stamps and $2.00 for catalog and news letter, I kinda miss your style of writing since my subscription ran out. Also, now that I'm retired I have more time to read and build . . .

--Chip Bullen - Thomasville, GA. ________________________________________________________________________________

You take your Lumpys

when you follow bad adBice.

As overheard by Bob Dodgson

Carl Bice flies a new Windsong Classic (WC) in Florida and has already placed well on the contest circuit with it. Being a restless type guy, however, Carl is not content to just win glory in competition with his WC. He must always be pushing the envelope.

For example, a month or so ago, Carl was flying his WC on the the local slope. Bob (Lumpy) Allen happened to be flying at the same time. Lumpy is a colorful Washington State transplant to Florida. I used to fly with him myself in the 1970s. Lumpy recently got back into flying and has a Gentle Lady with which he tries to do things that the GL was not designed to do. Quietness and modesty are not two of Lumpy's faults and he delights in goading Carl Bice among others.  "Lumpy" Bob Allen with his Dodgson Designs multichannel Maestro MKlll in about 1975 --near Seattle.

Well, Carl had had about enough for one day so he came swooping up on the "Lumpy Lady" (LL) with his WC. Carl's intention was to take out the frail craft with his massive open class machine. The two craft made contact about 20 feet above the slope and somehow they did not hit hard enough to harm either ship but the LL clung to the WC long enough to cause it to stall. Needless to say, there was not enough altidude for the mighty WC to recover as the little LL went happily flying off. Carl was not a happy camper as he carted off his damaged WC --leaving Lumpy as the "King of the mountain". Carl had to replace the hollow steel wingrod and do some repair to a wing. However, he had it repaired in time to place second in expert class at FSS contest #8, behind contest high point scorer Jon Wehl and his WC.

Taking on a more pragmatic approach, Carl decided to leave Lumpy and slope combat to others, and decided to concentrate on practicing his contest landings. An idealist, Carl has so far refused to use any kind of landing skids or teeth (not to mention a skeg) to clutter up the graceful lines his WC. So, landings require even more precision than normal. While going up on the hi-start to shoot another landing with Jon Wehl, Carl noticed that the plane was not responding to his commands and at about 50 feet high it started to veer off to the left. Carl swears that he specifically remembers turing on the switch before launching. The only thing he can come up with is that the switch must have been left on and that he switched it off just prior to launching. Smoothly, the WC went up into a beautiful arc to the left and came singing straight down into the hard ground --still attached to the hi-start. On impact, the fuselage bounced back up out of the hole about a foot, and fotunately, disconnected the taut line --keeping it from dragging and shredding the WC remains toward the stake. In a near suicidal depression, Carl went over to say a prayer over the WC corpse only to find that the fuselaged had sustained absolutely no damage and the only damage to the wing was in the area where the prior Lumpy repair had been. However, the hollow steel wingrod, acting as a fail-safe, once again was a gonner. That hollow wingrod had saved his plane from serious damage both times by helping to absorb and dissapate the crash forces that could tear the spar right out of the wing root. Oh yes, Carl was also pretty high on the strength of the fiberglass "taco shell" wood reinforced composite fuselage. With a new wingrod and an hours wing repair, Carl was back in the air and ready to take on all commers again --except maybe for Lumpy. Prolog: According to the latest standings, Jon Wehl and his WC are well in the lead for first place in expert class for the Florida Soaring Society Season Championship and Carl Bice is in second place with his "multiple lives" WC. Even if Jon were not to fly the last contest, he is unreachable! What is more, Jon's season score in expert class is considerably higher than the score of the leading contender in master class! My suggestion to the FSS officers is that if a flyer in a lower class outflies everyone in a higher class, that the highest scoring flyer not only get the trophy for his own class but also get the trophy for classes higher than his. The highest scoring flyer is obviously the master flyer in the state, whatever class he is in at the time. ________________________________________________________________________________

For Sale

An original Windsong kit --from about 1982-83. contact: John Stevenson - 4070 West 30th Ave, Vancouver, BC Canada V6S 1X5. The price is $150.00 US.

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Anthem Center of Gravity

Forrest Adams - Fort Worth, TX called to talk about his C.G. findings with his Anthem.

While we all know that the ideal C.G. position is a relative thing and depends upon the individual flyers skills and needs.

Our Anthem instructions call for a C. G. position of 2-7/8" back from the wing LE at the wing root. After considerable flying time and serious experimentation, Forrest found that 3-1/2" back from the LE was the best spot. The handling is good and the performance is optimized at the this more rearward position. You Anthem flyers may want to check out this C.G. position if you have not tried the C.G. that far back before. ________________________________________________________________________________

Watch For:

Windsong Classic Article In RCM

Al Doig has an article out in the November issue of RCM about using the Windsong Classic wings on existing Windsong, Lovesong and Anthem fuselages. So, if you already have a Windsong type fuselage and don't want to buy a complete WC kit, you can update your plane by simply buying a WC pre-sheeted wing set for $300 and use your old fuselage and tail feathers!

Orbiter-2 Article in Model Builder

Dennis Tyson has a construction article on the new Orbiter-2 scheduled to appear in the February 1996 issue of Model Builder. Dennis uses Goldberg UltraCoat Lite on the wings and his Orbiter-2 comes it a 12 oz. total flying weight.

Electrifying Song in Model Airplane News

Pete Peterson of Model Electronics Corporation (206) 782-7458) is building an electric Windsong as part of a MAN article on Electric Sailplanes. Pete says that the Windsong is the ideal open class glider to convert to an electric. It has plenty of room in the fuselage for everything and it has the lifting area and the 214 airfoil to carry the weight without flinching.

 Pete Peterson and the fuselage for his electric Windsong.

The entire electric system will weigh about 30 oz. and will put out 1/2 horsepower using 10 sub-C cells. It will swing a 14" geared prop. See the nice spinner fit in the photo.

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Win Song

July 26, 1995

Bob, even though I flew Camanos and K-Minnows, I did not start winning consistently until I campaigned my Windsong. I am still flying my second Windsong (it is about 10 years old). However, I hope to have my Saber finished in time for the August 20th contest. --Larry Cox - Corpus Christi, TX ________________________________________________________________________________

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21230 Damson Road Bothell, WA 98021

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