Control Line: Navy Carrier
THE Navy Carrier rules allow a bonus of five points for each engine over one used to power the model. One of the earlier attempts to take advantage of this bonus was a Grumman F7F Tigercat flown by Ray Randall. Ray was quite successful with this model, winning the 1960 Nats. Ray used two Johnson 35s with the outboard engine running on a one-ounce tank so that it would stop after the high-speed run. The rules have since changed to limit engine displacement and to require all engines to operate through the low-speed portion of the flight to receive full low-speed points. The recent introduction by K&B, Supertigre, OS, and others of Schnuerle engines in smaller sizes provides very good performance potential for multi-engine Carrier flying.
Control Line: Navy Carrier
THIS month's topics include Ron Duly's record-setting Class II and some related thoughts on trimming Carrier models, plus some discussion of flaps-both simple and complex. The Class II record (at the time this is written) belongs to Ron Duly, of Burbank, California. The model is a prototype XTB3F-2S Grumman Guardian with a 36-in. wing span. It is basically a Sterling kit fuselage with new wing and tail surfaces to match the prototype outlines. The wing is carved from a solid piece of 3/4" balsa with 1/64 plywood inserts in the leading and trailing edges. Flaps and ailerons are used; the rudder is fixed. Ron uses a stock Rossi ABC 60 with the piped-timed liner (non-Schnuerle). Ron's normal fuel is 70% nitromethane, 10% propolene oxide, and 20% oil fed by means of a metal tank and crankcase pressure. The throttle system is a Bill Johnson type fuel meter and exhaust slide.
Control Line: Navy Carrier
THE subject this month is new Carrier fliers, but the specific topics are rather different from one another. I'm going to start a series to cover some of the more basic aspects of our events, trying to pass on some hints to help the newcomer become more familiar with those aspects of building and flying that make Navy Carrier unique among control-line events. This month's topic is the three-line control system. Before I get into that, however, I'd like to spend a few paragraphs discussing the Profile Carrier engine rules currently being considered by the CLCB. The Profile Carrier event was originated as a stepping-stone type of event that would provide an easier transition to Carrier flying than the scale Carrier event. The major emphasis was on availability of equipment, with low relative cost also an important factor. Control systems were limited so that the commercial three-line system was the best to use. Model specifications were written to make use of the wide variety of 35-sized profile kits on the market. The engine rules were set up around engines that were relatively inexpensive and that could be found on almost any dealer's shelf.
Control Line: Navy Carrier
THE last few months have been rather enjoyable for me as traveling to the NATS and attending contests in DeKalb, Illinois, and Dayton, Ohio, gave me a chance to renew some old friendships and start new ones. There never seems to be as much time as we'd like, however, to sit around and talk Carrier. There was some discussion around DeKalb about a wintertime gathering of Carrier fliers to talk about last summer's flying and next year's models, and to keep warm thoughts of Carrier flying while the cold winter winds blow. I hope it works out. It sounds like a good time; I wish I were going to be around to enjoy it. I'll be back in the Southwest this winter after being away for over five years. I'll be moving around a lot, but will still receive my mail at my Dayton, Ohio, address; so you'll have no trouble sending me photos of your latest project or a description of your newest idea.
Control Line: Navy Carrier
I PROMISED that I would write about throttles this month. I have had quite a few ideas to try out, but haven't yet had a chance to test them all. My goal has been to try to find a variety of throttle schemes that are simple to operate and readily available through hobby shops. The simplest throttle is the suction system using a standard RC carburetor. There is a wide variety of RC 40 and 60 engines available, and the latter designs are quite powerful. The only disadvantage to using a suction system is that engine power will be somewhat lower than that of a pressurized system with a wide-open intake. The greatest power difference is seen when using a suction carburetor that was designed for the size engine that you are using. This is because most carburetors are designed to provide consistent performance over a wide range of conditions. These carbs have small throat areas so that fuel draw will be relatively high. Most engines can run quite successfully on much larger carburetors.
