NATS '78: CL Speed
UPON arrival at the Nats, we proceeded to the Speed processing area located in the gym which was staffed by John Shannon the event director, Dub Jett and David Layman. After processing and renewing acquaintances, all the speed fliers gathered outside for a B.S. session, which ended in a frolicking Frisbee contest with some members limping off moaning "I quit." Monday started F-40 for the first Speed event of the week. Tom Blankman of St. Louis, using an X-40, sneaked past the team of Hempel-Upton with a K&B 40 at 160.65 mph vs. 159.94 mph. Frank Garzon made one flight and turned a 159.54 for third, with Bob Ytuarte and Leland Morton at 155.11 mph and 152.35 mph, respectively.
Control Line: Speed
THE United States Control Line Championships, held June 17-18 at Winston-Salem, NC, was attended by 160 contestants and was by far the best speed contest we have attended this year. Apparently, everyone heard the Texas gang was coming and gave up as speed attendance was down slightly from last year. All kidding aside, competition was plentiful and very keen. The weather was beautiful with an 80º high on Saturday and 89º on Sunday. The best feature was being able to spread out your attempts over both days. This gave you the opportunity to rebuild Saturday night while B.S.ing with fellow speed fliers. An interesting battle developed in Senior Formula 40 when Joseph Kall, Lakewood, Calif., having set the record at 155.51 mph three weeks before came to N.C. to try to better it. In the meantime, Dennis Ytuarte, Brentwood, N.Y., jacked the record up to 157, then Glen Van Sant, Penndel, Pa., came out on top with a record-tieing 157.01, but could not back it up. Tom Blankman, Eureka, Mo., turned 159.09 in Open Formula 40 to sneak by the record holding team of Hempel and Upton with their 158.25 mph flight. Robert Whitfield, Phila., Pa., and Leland Morton turned 153.26 and 151.33 respectively.
Control Line: Speed
AFTER Sam Stopwatch's fantastic 199-mph flight last column, we decided to clean up our act and have two guest authors. Dub Jett will discuss taching techniques, and Patrick Hemple will describe his 194-mph B ship. Dub Jett: Back in the stone ages, when speed flying was relaxing and glow plugs were replaced about as often as the plugs in your car, a "taching session" was quite an event. We had a whole club full of people who gathered at the local hobby shop to compare engines. This was a great social event, because there was only one tach in the whole city-a strobe which worked only in the dark and was always needing calibration. Nevertheless, much was learned in those days (we had plenty to learn) from the close contact and communication with fellow speed fliers. How tremendous it was to watch some of the greats do their tricks in the dark in front of that old strobe (it's quite a sight to see a prop stop dead still at 20,000 rpm).
Control Line: Speed
YOU ARE at the local speed contest when Sam Stopwatch turns 199.99 mph in Z speed, and the questions start flying. What was the engine? Was it a Rev-Up or Top Flite prop, and how much nitro? Was it a suction or bladder tank? What was the timing; 195º exhaust and 106º intake, who do you think you are fooling? The discussion always gets to timing because it is one "secret" most people can understand. We are going to discuss the tools and how-to of timing, plus give our "secret" rules-of-thumb which will fit most engines. One revolution of the crankshaft covers 360º and timing numbers simply locate where the exhaust or intake ports open, and for how many crankshaft degrees they remain open. All production engines, except Foxes, have symmetrical cylinder timing; if the exhaust opens 80º before Bottom Dead Center (BCD), it will close 80º after BDC-giving a total port duration of 80º + 80º = 160º. Foxes are Desaxe designs, with the cylinder bore offset to one side of the crankshaft centerline and the ports will open and close at different crankshaft degrees.
Control Line: Speed
THE DAY has come where the engine manufacturers have caught up with the state of the art of the best custom racing engines. The Supertigre X-15 is a good example of an off-the-shelf engine that can be made to perform at national record levels with minimal modification. Start by removing the head; measure the head clearance between TDC and top of the sleeve. It should read .167" plus or minus one thousandth. Write down whatever you read. Now disassemble the engine. The bearings will drop out with a sharp rap after you heat the case to about 300 degrees; use a propane torch, a Monokote heat gun, or an oven. Knock out the rotor pin with a drift. Wash everything in laquer thinner, and scrub with an old tooth brush. If you have access to an ultrasonic cleaner, you are eve better off. We have found the Heathkit model invaluable in engine cleaning.
