Electric Formula One Racing - 2010/11

70 MODEL AVIATION
by Michael Ramsey
Electric One The E-flite LR-1A Pogo ARF 15e is the first model for Electric Formula One that
meets the NMPRA regulations, and it’s a winner! It’s also an easy sport aircraft to fly.
Opposite page: To make the Pogo a racer, simply unbolt power components with the racing power system and fly this friendly yet
faster semiscale EF1 model across the finish line.
EVEN IF YOU’RE not a fan of racing airplanes, it’s hard not to love
any home-built aircraft that has been miniaturized for the fun of RC.
Since the 1950s, people have been constructing Goodyear-class racers
in basements, garages, and city apartments. (Don’t laugh; it’s true.)
As RC pilots, we have learned that Pylon racers make great sport
models. They’re light, maneuverable, and fast—if we want them to
be.
E-flite brings us the LR-1A Pogo ARF 15e: the first in a series of
models to come that is suitable for flying in the exciting new National
Miniature Pylon Racing Association (NMPRA) Electric Formula One
(EF1) class. The model is also a great semiscale sport design, and
pilots who love to draw clean lines in the sky can also enjoy it.
Two Pogos were built during the 2010 Pylon Racing Nats in
Muncie, Indiana. They were used to participate in the provisional EF1
demonstration.
A top race team constructed one of the models and equipped it
with the NMPRA-legal E-flite power system. Members of that group
completed the build on-site between race heats. Gotta love their spirit!
The other Pogo was assembled, with the recommended E-flite Sport
power system, for comparing handling and performance variations.
The racing aircraft was equipped with Spektrum’s new SH5000
mini digital servos, and the sport model employed JR Sport MN48
analog units. Both airplanes used DSM2-compatible frequency
systems. The racing version featured an E-flite 60-amp ESC, and the
sport version used a 40-amp ESC.
Construction of the Pogo is special and is credited to Jerry Small,
whose methods of material use bring a seemingly complex airframe
in a simple-to-assemble package to the ARF enthusiast. Despite its
looks, and the complicated history of Pylon Racing, the contrary Pogo
is all wood with plastic and fiberglass parts to round it out. That’s
according to the rules.
The EF1 class is meant to be simple and accessible by the average
RC pilot. Instead of having to invest $500 in an airframe alone, an EF1
model can be ready to fly with a spare battery for less.
With the Pogo, the team of Jerry Small and Scott McAfee created
an airplane that is not only easy to build, but it is also reminiscent of
the old Formula One class of Pylon racers. EF1 aircraft are only
slightly smaller, but they come in a package that works without the
magical talent of needle twisting, 75% nitro, and transmitter
psychokinetic control ability.
Better still, and this might seem obvious, but the pilot maintains
full control of the model. Pylon Racing with a glow engine requires the
airplane to be glided back to the field; an EF1 pilot always has throttle
control. Motors restart so easily, don’t they?
All EF1 rules have been documented, and the event is catching on
like crazy. Next year there is expected to be at least two to four other
models for the class from which to choose. And George Parks is
testing more NMPRA EF1-class motors for approval, based on the
success of the E-flite 1250 Kv Power 25.
EF1 race events have been springing up across the country since
this summer’s Nats, and more are expected to take place throughout
this flying season.
STATE
SPORT
of the
November 2010 71
We’ve had a great time with our E-flite
Pogo. Building it can be quick; assembly is
straightforward, with minimal alignment and
fitting tasks.
As E-flite notes, even though the wing
halves align and lock tightly without
adhesive, the joint can wear in a short period
of time. Permanently connecting the wing
halves with 30-minute epoxy will assure the
security of this critical area for the life of the
model.
Only three servos need to be mounted to
the airframe; torque-tube-driven ailerons are
typical in NMPRA racing. Metal-gear servos
should be used to deliver the solid control
needed at high speeds.
Bear in mind that the control throws are
small compared to those of the average sport
model. Recommendations in the manual are
perfect; follow them.
Finish of the Pogo parts, with Hangar 9
UltraCote and paint, is professional.
Mounting spacers for the motor are provided,
as is the hardware. Smart builders will use
thread lock on all metal-to-metal connections.
Test the fiberglass cowling for fit and a
desired gap between it and the spinner. The
cowl needs to be pushed far enough aft to
catch the cockpit hatch. Adjust the motor
spacing as needed, for that tight NMPRA
look.
The tail wheel is a bit of a drag. It’s made
from soft wire and bends easily. Consider
replacing this component with a simple wire
skid embedded in the tail post.
The NMPRA racing Pogo is faster than the
sport-powered version; top speeds are 115
mph and 80 mph respectively. The race
model gets its power from the larger motor
with high-speed winding and extra voltage of
a 4S 2500 mAh battery. The aircraft weigh
approximately the same when the sport
airplane is powered with the recommended
3300 mAh 3S pack.
Both models handle like they’re on rails
and are a lot of fun to fly. Flight behavior is
predictable and smooth (thanks to the slippery
airframe and thin airfoil), but with a slowflight
envelope that is faster than that of a conventional sport model. A
few approach-to-landing stalls at high altitude help the pilot sync with
these conditions.
Little trimming was needed around the course to hold a consistent
path around the pylons. The recommended CG is perfect. I found that a
touch of right thrust helped lessen the need for corrective rudder in lefthand
knife-edge flight.
It was commented that both the sport and race Pogos handled in the
same friendly manner. This means that a sport pilot who is going from
the Power 15 outrunner to the NMPRA outrunner shouldn’t have to
relearn how to fly the model.
If you have no interest in racing, there are some tips to help the
intermediate pilot handle this model on the average sport field. During
takeoff, expect the Pogo to veer to the left. Counter carefully with the
rudder. If found to be sensitive, add 30%-50% exponential to that control.
The narrow width of the gear is partly the cause of this condition.
It’s easy to bounce the landing because the gear is so heavy-duty.
Some flight practice will help here, but expect slow-speed handling to
improve if you switch to a smaller/lighter battery. A 25C 2200 mAh 3S
pack will balance the Pogo and lighten the wing loading enough to
make landings slow, as with a typical sport model.
Flights will be roughly 4 minutes long. After awhile, you might find
yourself wishing for the faster motor and looking at AMA event listings
for a nearby EF1 contest. MA
Michael Ramsey
[email protected]
Racing the way
the exper ts do i t
has never been
easier
Formula
Racing
72 MODEL AVIATION
Above: Two motors are currently legal for
EF1 racing; the E-flite Power 25 is the best
so far for output and reliability. All approved
motors will have the NMPRA EF1 label.
Left: The Pogo is all wood, per regulations.
To replicate the smooth lines of the fullscale
aircraft, ingenious molded pieces are
used for sections such as the cowl, canopy,
and wing saddle.
Photos by the author except as noted
Small nuts lock the clevises in place and
prevent thread wear. Tight hinge gaps
prevent flutter. Mind the stock Pogo tail
wheel; it bends easily.
Scott McAfee, author of the EF1 rule book,
and Jerry Small, designer of the E-flite Pogo,
signed the author’s test model that was used
to conduct research for this article. The logo
design is by John Jennings.
A nice upgrade for EF1 racers is digital
servos, for more accurate centering.
Spektrum SH5000 miniservos prove to work
flawlessly.
Above: With the flight battery turned
sideways, more surface area is exposed to
cooling air. Required control throw for
surfaces is minimal.
Above: Jerry Small designed the Pogo to
be light and strong. The Power 15 motor
fits comfortably in the space with the
included aluminum mounting spacers.
The Pogo wing halves must be joined with
epoxy. The canopy and wing saddle are clear
plastic, painted on the inside to match.
November 2010 73
“Let’s create an electric Pylon Racing event,” was how NMPRA President Scott
McAfee proposed the concept to assembled racers during the banquet for the 2008
NMPRA Championship Race in California. (The NMPRA has been the official Pylon
Racing SIG for the AMA since 1967.)
Those gathered were hard-core racers, and most of them were die-hard glow pilots.
Their initial response was not dancing in the streets.
Scott’s idea was for a class to be called “Electric Formula One” (EF1). As all good
leaders do, he gathered a small group to draft the rules for size, type, power, and other
parameters that needed to be set for a new event.
That committee originally comprised Dan Kane, George Parks, John Jennings,
Archie Adamisin, Jim Allen, and me. Others joined as the idea grew in popularity.
My responsibility was the airframe. How would it look? And, especially, how could
we keep all of the subsequent designs equal? The easy thing to do would have been to
equip our then-current Quickie and Quarter 40 models with motors, batteries, and
controllers. But that would have put us in the same boat we were drifting in at the time:
one with no new racing blood.
Fewer pilots were constructing aircraft; more participants wanted ARFs. We needed
an inexpensive design, and we needed it to be available in every hobby shop across the
country.
Having to wait more than six months for a molded composite model that cost $600-
$700 probably wasn’t going to move newcomers off of their couches. We needed big
players in the hobby industry, such as Horizon Hobby, Great Planes, and Hobby
Lobby, to take plans for EF1 airplanes to Asia and provide the masses with simple,
light, easy-to-fly, gorgeous models.
Horizon Hobby was approached first because I fly JR products, which Horizon
distributes, and have raced with Eric Meyers and Pete Bergstrom. The company saw
potential revenue from a good-looking sport flier that could also be used as a racer. Its
Sundowner Formula 1 ARF had been extremely successful. Electric Formula One was
born.
Gas engine-power racers might not have been enthusiastic when they heard the idea
for EF1, but that changed after seeing and getting to fly a handful of prototypes at the
2009 Nats. Almost every pilot wanted one and wanted everyone else to have one.
Horizon Hobby’s success with the Pogo has been phenomenal, and there have been
rumors that the company is developing another EF1 design. We have also heard that
Great Planes is working on a Proud Bird EF1 and that Hobby Lobby is beginning the
process to bring the Outrageous to market.
These companies concluded that our group devised a gentle sport/race model that
almost anyone who could fly in a straight line and turn could use at almost any field.
EF1 is becoming a worldwide phenomenon. Canada has held its first race, which
had 12 entries, and is planning more. Robert Van Den Bosch, a former F5D (electric
Pylon Racing) champion, is promoting races in Europe.
This could be big. It’s already a lot of fun! MA
—Jerry Small
[email protected]
Sources:
Electric Formula One rules:
http://bit.ly/d0zboh
George Parks built a
prototype Proud Bird
(above) for EF1 that
Hobbico is rumored to be
releasing in the near future.
He also built and tested
early EF1 models (L) such as
the original Pogos, Outrage,
and Midget Mustang. All
are stupendous fliers! Parks
photo.
The Idea
Model type: RC sport-scale ARF
Skill level: Beginner builder,
intermediate pilot
Wingspan: 49 inches
Wing area: 375 square inches
Length: 36.3 inches
Weight: 3.13-3.25 pounds
Wing loading: 19.2 ounces/square foot
Power (recommended): E-flite Power 15
or Power 25 motor
Radio: Four channels (minimum), three
miniservos
Construction: Balsa and plywood,
fiberglass wheel paints and cowl, plastic
cockpit and wing saddle
Covering/finish:White, Cub Yellow, and
Midnight Blue UltraCote; matching paint
Price: $139.99
E-flite Pogo Specifications
Test-Model Details
Sport power: E-flite Power 15 outrunner,
Thunder Power 3S 3300 Li-Poly battery,
E-flite 40-amp ESC, APC-E 10 x 10
propeller, three JR Sport MN48 analog
servos
Race power: E-flite Power 25 outrunner
motor, E-flite 4S 2500 Li-Poly battery, Eflite
60-amp ESC, APC-E 8 x 8 propeller,
three Spektrum SH5000 digital servos
Radio: Spektrum DX6i transmitter,
Spektrum AR6200 receiver, 6-inch
extension
Ready-to-fly weight: 3.25 pounds
Flight duration: 4-7 minutes
Manufacturer/Distributor
E-flite/Horizon Hobby
4105 Fieldstone Rd.
Champaign IL 61822
(800) 338-4639
www.e-fliterc.com
Pluses and Minuses
+•
NMPRA-legal for Pylon Racing
competition.
• Easy-access magnetic hatch.
• Low parts count, for quick assembly.
• Painted one-piece fiberglass cowl.
• Painted pilot head included.
• Lightweight balsa-and-plywood
construction.
• Requires only three miniservos. -•
Very stiff landing gear, prone to bounce
model on landing.
• Magnetic latch needs more power. (Use
tape for safety.)
74 MODEL AVIATION
Two Pogos were built
during the RC Pylon
Nats, for testing and
participation in the
provisional class. The
top speed of the sport
version is 80 mph,
while the model with
the regulation race
power system can go
115 mph.
The key to smooth and fast flying in EF1, as in all RC
Pylon Racing classes, is minimal control throws. Set up
your model to take off and fly on low-rate control throws.
During flight you should find yourself using the entire
stick displacement on the transmitter. It might be
extraordinarily uncomfortable at first, but it will pay off
when your adrenaline starts flowing and precision partialstick
flying goes out the window.
Many heats have been won by flying a larger, smooth
pattern around the pylons, compared with a pilot jerking
his or her racer around the course, directly on top of the
pins.
Set up your radio for high rates during landing, but
never exceed the manufacturer’s suggested throws.
Although it may seem beneficial to have extra control
throw for landing, it is easy to allow the adrenaline to get
the best of you and create a tip stall on final approach.
Nothing is more disheartening than watching your model
cartwheel down the runway after winning a heat.
CG tuning on EF1 aircraft is another longtime RC
Pylon Racing trick of the trade. As the CG is pushed back
on your model, the elevator becomes more responsive.
This means that less throw is required to make those hard
left turns.
Aft CG can be a slippery slope, though, so start with a
conservative CG location and gradually move it back.
You’ll know when you’ve gone too far; your airplane will
become twitchy to the point at which it is nearly
impossible to hold a steady altitude.
A good rule of thumb for exponential, to counter the aft
CG, is a maximum of 18% on low rates. That’s negative
on Futaba systems and positive on JR/Spektrum radios. I
remove all exponential from high rates, to help improve
feel during landings.
EF1 power systems benefit from a good cooling
strategy. A technique to improve battery cooling is to
stand the battery on edge, to expose the greatest surface
area possible to the airflow inside the fuselage.
Think cooling fins on the head of a glow engine.
Convective cooling into the airstream is far more efficient
than conductive cooling into the poor heat-transfer
materials of the fuselage.
Remember that smooth flying, aft CG, maximum
18% exponential, and cooled batteries are part of the
winning equation in EF1 racing. MA
—Aaron “AJ” Seaholm
MA RC Pylon Racing Columnist
EF1 Pylon Techniques
Sources:
Thunder Power RC
(702) 228-8883
www.thunderpowerrc.com
APC Propellers
(530) 661-0399
www.apcprop.com
Spektrum RC
(800) 338-4639
www.spektrumrc.com
National Miniature Pylon
Racing Association
www.nmpra.org
11sig3x.QXD_00MSTRPG.QXD 9/23/10 11:33 AM Page 74

70 MODEL AVIATION
by Michael Ramsey
Electric One The E-flite LR-1A Pogo ARF 15e is the first model for Electric Formula One that
meets the NMPRA regulations, and it’s a winner! It’s also an easy sport aircraft to fly.
Opposite page: To make the Pogo a racer, simply unbolt power components with the racing power system and fly this friendly yet
faster semiscale EF1 model across the finish line.
EVEN IF YOU’RE not a fan of racing airplanes, it’s hard not to love
any home-built aircraft that has been miniaturized for the fun of RC.
Since the 1950s, people have been constructing Goodyear-class racers
in basements, garages, and city apartments. (Don’t laugh; it’s true.)
As RC pilots, we have learned that Pylon racers make great sport
models. They’re light, maneuverable, and fast—if we want them to
be.
E-flite brings us the LR-1A Pogo ARF 15e: the first in a series of
models to come that is suitable for flying in the exciting new National
Miniature Pylon Racing Association (NMPRA) Electric Formula One
(EF1) class. The model is also a great semiscale sport design, and
pilots who love to draw clean lines in the sky can also enjoy it.
Two Pogos were built during the 2010 Pylon Racing Nats in
Muncie, Indiana. They were used to participate in the provisional EF1
demonstration.
A top race team constructed one of the models and equipped it
with the NMPRA-legal E-flite power system. Members of that group
completed the build on-site between race heats. Gotta love their spirit!
The other Pogo was assembled, with the recommended E-flite Sport
power system, for comparing handling and performance variations.
The racing aircraft was equipped with Spektrum’s new SH5000
mini digital servos, and the sport model employed JR Sport MN48
analog units. Both airplanes used DSM2-compatible frequency
systems. The racing version featured an E-flite 60-amp ESC, and the
sport version used a 40-amp ESC.
Construction of the Pogo is special and is credited to Jerry Small,
whose methods of material use bring a seemingly complex airframe
in a simple-to-assemble package to the ARF enthusiast. Despite its
looks, and the complicated history of Pylon Racing, the contrary Pogo
is all wood with plastic and fiberglass parts to round it out. That’s
according to the rules.
The EF1 class is meant to be simple and accessible by the average
RC pilot. Instead of having to invest $500 in an airframe alone, an EF1
model can be ready to fly with a spare battery for less.
With the Pogo, the team of Jerry Small and Scott McAfee created
an airplane that is not only easy to build, but it is also reminiscent of
the old Formula One class of Pylon racers. EF1 aircraft are only
slightly smaller, but they come in a package that works without the
magical talent of needle twisting, 75% nitro, and transmitter
psychokinetic control ability.
Better still, and this might seem obvious, but the pilot maintains
full control of the model. Pylon Racing with a glow engine requires the
airplane to be glided back to the field; an EF1 pilot always has throttle
control. Motors restart so easily, don’t they?
All EF1 rules have been documented, and the event is catching on
like crazy. Next year there is expected to be at least two to four other
models for the class from which to choose. And George Parks is
testing more NMPRA EF1-class motors for approval, based on the
success of the E-flite 1250 Kv Power 25.
EF1 race events have been springing up across the country since
this summer’s Nats, and more are expected to take place throughout
this flying season.
STATE
SPORT
of the
November 2010 71
We’ve had a great time with our E-flite
Pogo. Building it can be quick; assembly is
straightforward, with minimal alignment and
fitting tasks.
As E-flite notes, even though the wing
halves align and lock tightly without
adhesive, the joint can wear in a short period
of time. Permanently connecting the wing
halves with 30-minute epoxy will assure the
security of this critical area for the life of the
model.
Only three servos need to be mounted to
the airframe; torque-tube-driven ailerons are
typical in NMPRA racing. Metal-gear servos
should be used to deliver the solid control
needed at high speeds.
Bear in mind that the control throws are
small compared to those of the average sport
model. Recommendations in the manual are
perfect; follow them.
Finish of the Pogo parts, with Hangar 9
UltraCote and paint, is professional.
Mounting spacers for the motor are provided,
as is the hardware. Smart builders will use
thread lock on all metal-to-metal connections.
Test the fiberglass cowling for fit and a
desired gap between it and the spinner. The
cowl needs to be pushed far enough aft to
catch the cockpit hatch. Adjust the motor
spacing as needed, for that tight NMPRA
look.
The tail wheel is a bit of a drag. It’s made
from soft wire and bends easily. Consider
replacing this component with a simple wire
skid embedded in the tail post.
The NMPRA racing Pogo is faster than the
sport-powered version; top speeds are 115
mph and 80 mph respectively. The race
model gets its power from the larger motor
with high-speed winding and extra voltage of
a 4S 2500 mAh battery. The aircraft weigh
approximately the same when the sport
airplane is powered with the recommended
3300 mAh 3S pack.
Both models handle like they’re on rails
and are a lot of fun to fly. Flight behavior is
predictable and smooth (thanks to the slippery
airframe and thin airfoil), but with a slowflight
envelope that is faster than that of a conventional sport model. A
few approach-to-landing stalls at high altitude help the pilot sync with
these conditions.
Little trimming was needed around the course to hold a consistent
path around the pylons. The recommended CG is perfect. I found that a
touch of right thrust helped lessen the need for corrective rudder in lefthand
knife-edge flight.
It was commented that both the sport and race Pogos handled in the
same friendly manner. This means that a sport pilot who is going from
the Power 15 outrunner to the NMPRA outrunner shouldn’t have to
relearn how to fly the model.
If you have no interest in racing, there are some tips to help the
intermediate pilot handle this model on the average sport field. During
takeoff, expect the Pogo to veer to the left. Counter carefully with the
rudder. If found to be sensitive, add 30%-50% exponential to that control.
The narrow width of the gear is partly the cause of this condition.
It’s easy to bounce the landing because the gear is so heavy-duty.
Some flight practice will help here, but expect slow-speed handling to
improve if you switch to a smaller/lighter battery. A 25C 2200 mAh 3S
pack will balance the Pogo and lighten the wing loading enough to
make landings slow, as with a typical sport model.
Flights will be roughly 4 minutes long. After awhile, you might find
yourself wishing for the faster motor and looking at AMA event listings
for a nearby EF1 contest. MA
Michael Ramsey
[email protected]
Racing the way
the exper ts do i t
has never been
easier
Formula
Racing
72 MODEL AVIATION
Above: Two motors are currently legal for
EF1 racing; the E-flite Power 25 is the best
so far for output and reliability. All approved
motors will have the NMPRA EF1 label.
Left: The Pogo is all wood, per regulations.
To replicate the smooth lines of the fullscale
aircraft, ingenious molded pieces are
used for sections such as the cowl, canopy,
and wing saddle.
Photos by the author except as noted
Small nuts lock the clevises in place and
prevent thread wear. Tight hinge gaps
prevent flutter. Mind the stock Pogo tail
wheel; it bends easily.
Scott McAfee, author of the EF1 rule book,
and Jerry Small, designer of the E-flite Pogo,
signed the author’s test model that was used
to conduct research for this article. The logo
design is by John Jennings.
A nice upgrade for EF1 racers is digital
servos, for more accurate centering.
Spektrum SH5000 miniservos prove to work
flawlessly.
Above: With the flight battery turned
sideways, more surface area is exposed to
cooling air. Required control throw for
surfaces is minimal.
Above: Jerry Small designed the Pogo to
be light and strong. The Power 15 motor
fits comfortably in the space with the
included aluminum mounting spacers.
The Pogo wing halves must be joined with
epoxy. The canopy and wing saddle are clear
plastic, painted on the inside to match.
November 2010 73
“Let’s create an electric Pylon Racing event,” was how NMPRA President Scott
McAfee proposed the concept to assembled racers during the banquet for the 2008
NMPRA Championship Race in California. (The NMPRA has been the official Pylon
Racing SIG for the AMA since 1967.)
Those gathered were hard-core racers, and most of them were die-hard glow pilots.
Their initial response was not dancing in the streets.
Scott’s idea was for a class to be called “Electric Formula One” (EF1). As all good
leaders do, he gathered a small group to draft the rules for size, type, power, and other
parameters that needed to be set for a new event.
That committee originally comprised Dan Kane, George Parks, John Jennings,
Archie Adamisin, Jim Allen, and me. Others joined as the idea grew in popularity.
My responsibility was the airframe. How would it look? And, especially, how could
we keep all of the subsequent designs equal? The easy thing to do would have been to
equip our then-current Quickie and Quarter 40 models with motors, batteries, and
controllers. But that would have put us in the same boat we were drifting in at the time:
one with no new racing blood.
Fewer pilots were constructing aircraft; more participants wanted ARFs. We needed
an inexpensive design, and we needed it to be available in every hobby shop across the
country.
Having to wait more than six months for a molded composite model that cost $600-
$700 probably wasn’t going to move newcomers off of their couches. We needed big
players in the hobby industry, such as Horizon Hobby, Great Planes, and Hobby
Lobby, to take plans for EF1 airplanes to Asia and provide the masses with simple,
light, easy-to-fly, gorgeous models.
Horizon Hobby was approached first because I fly JR products, which Horizon
distributes, and have raced with Eric Meyers and Pete Bergstrom. The company saw
potential revenue from a good-looking sport flier that could also be used as a racer. Its
Sundowner Formula 1 ARF had been extremely successful. Electric Formula One was
born.
Gas engine-power racers might not have been enthusiastic when they heard the idea
for EF1, but that changed after seeing and getting to fly a handful of prototypes at the
2009 Nats. Almost every pilot wanted one and wanted everyone else to have one.
Horizon Hobby’s success with the Pogo has been phenomenal, and there have been
rumors that the company is developing another EF1 design. We have also heard that
Great Planes is working on a Proud Bird EF1 and that Hobby Lobby is beginning the
process to bring the Outrageous to market.
These companies concluded that our group devised a gentle sport/race model that
almost anyone who could fly in a straight line and turn could use at almost any field.
EF1 is becoming a worldwide phenomenon. Canada has held its first race, which
had 12 entries, and is planning more. Robert Van Den Bosch, a former F5D (electric
Pylon Racing) champion, is promoting races in Europe.
This could be big. It’s already a lot of fun! MA
—Jerry Small
[email protected]
Sources:
Electric Formula One rules:
http://bit.ly/d0zboh
George Parks built a
prototype Proud Bird
(above) for EF1 that
Hobbico is rumored to be
releasing in the near future.
He also built and tested
early EF1 models (L) such as
the original Pogos, Outrage,
and Midget Mustang. All
are stupendous fliers! Parks
photo.
The Idea
Model type: RC sport-scale ARF
Skill level: Beginner builder,
intermediate pilot
Wingspan: 49 inches
Wing area: 375 square inches
Length: 36.3 inches
Weight: 3.13-3.25 pounds
Wing loading: 19.2 ounces/square foot
Power (recommended): E-flite Power 15
or Power 25 motor
Radio: Four channels (minimum), three
miniservos
Construction: Balsa and plywood,
fiberglass wheel paints and cowl, plastic
cockpit and wing saddle
Covering/finish:White, Cub Yellow, and
Midnight Blue UltraCote; matching paint
Price: $139.99
E-flite Pogo Specifications
Test-Model Details
Sport power: E-flite Power 15 outrunner,
Thunder Power 3S 3300 Li-Poly battery,
E-flite 40-amp ESC, APC-E 10 x 10
propeller, three JR Sport MN48 analog
servos
Race power: E-flite Power 25 outrunner
motor, E-flite 4S 2500 Li-Poly battery, Eflite
60-amp ESC, APC-E 8 x 8 propeller,
three Spektrum SH5000 digital servos
Radio: Spektrum DX6i transmitter,
Spektrum AR6200 receiver, 6-inch
extension
Ready-to-fly weight: 3.25 pounds
Flight duration: 4-7 minutes
Manufacturer/Distributor
E-flite/Horizon Hobby
4105 Fieldstone Rd.
Champaign IL 61822
(800) 338-4639
www.e-fliterc.com
Pluses and Minuses
+•
NMPRA-legal for Pylon Racing
competition.
• Easy-access magnetic hatch.
• Low parts count, for quick assembly.
• Painted one-piece fiberglass cowl.
• Painted pilot head included.
• Lightweight balsa-and-plywood
construction.
• Requires only three miniservos. -•
Very stiff landing gear, prone to bounce
model on landing.
• Magnetic latch needs more power. (Use
tape for safety.)
74 MODEL AVIATION
Two Pogos were built
during the RC Pylon
Nats, for testing and
participation in the
provisional class. The
top speed of the sport
version is 80 mph,
while the model with
the regulation race
power system can go
115 mph.
The key to smooth and fast flying in EF1, as in all RC
Pylon Racing classes, is minimal control throws. Set up
your model to take off and fly on low-rate control throws.
During flight you should find yourself using the entire
stick displacement on the transmitter. It might be
extraordinarily uncomfortable at first, but it will pay off
when your adrenaline starts flowing and precision partialstick
flying goes out the window.
Many heats have been won by flying a larger, smooth
pattern around the pylons, compared with a pilot jerking
his or her racer around the course, directly on top of the
pins.
Set up your radio for high rates during landing, but
never exceed the manufacturer’s suggested throws.
Although it may seem beneficial to have extra control
throw for landing, it is easy to allow the adrenaline to get
the best of you and create a tip stall on final approach.
Nothing is more disheartening than watching your model
cartwheel down the runway after winning a heat.
CG tuning on EF1 aircraft is another longtime RC
Pylon Racing trick of the trade. As the CG is pushed back
on your model, the elevator becomes more responsive.
This means that less throw is required to make those hard
left turns.
Aft CG can be a slippery slope, though, so start with a
conservative CG location and gradually move it back.
You’ll know when you’ve gone too far; your airplane will
become twitchy to the point at which it is nearly
impossible to hold a steady altitude.
A good rule of thumb for exponential, to counter the aft
CG, is a maximum of 18% on low rates. That’s negative
on Futaba systems and positive on JR/Spektrum radios. I
remove all exponential from high rates, to help improve
feel during landings.
EF1 power systems benefit from a good cooling
strategy. A technique to improve battery cooling is to
stand the battery on edge, to expose the greatest surface
area possible to the airflow inside the fuselage.
Think cooling fins on the head of a glow engine.
Convective cooling into the airstream is far more efficient
than conductive cooling into the poor heat-transfer
materials of the fuselage.
Remember that smooth flying, aft CG, maximum
18% exponential, and cooled batteries are part of the
winning equation in EF1 racing. MA
—Aaron “AJ” Seaholm
MA RC Pylon Racing Columnist
EF1 Pylon Techniques
Sources:
Thunder Power RC
(702) 228-8883
www.thunderpowerrc.com
APC Propellers
(530) 661-0399
www.apcprop.com
Spektrum RC
(800) 338-4639
www.spektrumrc.com
National Miniature Pylon
Racing Association
www.nmpra.org
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