The call to racing
[[email protected]]
Radio Control Pylon Racing Scott Causey
Also included in this column:
• How to be a good caller
• The pit routine
• See you at the Nats
Above: “Rocket” Ray Brown gives a fellow competitor, John
McDermott, an incredible chuck during the MoonShot Q-40
Race in Cincinnati OH.
Right: One of the best teams in Pylon today is Travis Flynn (L)
and Randy Bridge, who are first and second in the world. Randy
stays by his pilot’s side until the model is down safely.
Below: Head-to-head racing with two competitive teams. In the
back are pilot Tom Scott and his longtime teammate, Craig
Grunkemeyer. In front are pilot AJ Seaholm and teammate
Scott Causey.
I HEARD A great quote during an NHRA
(National Hot Rod Association) interview.
The driver said, “There are a million ways to
lose, and only one way to win.” Competitors
are subject to numerous ways to make
mistakes and hurt their chances of winning,
while making no mistakes is what it takes to
win.
There are several keys to success in
Pylon Racing, and a number of ways to get
there. In this column I will explain the
techniques I have learned from the Pylon
pros to minimize frustration and maximize
potential.
Preparation: We’ll start in the workshop,
assembling that new ARF or building a
fresh racer from a kit. Regardless of which
you do, the one thing all Pylon competitors
should have in common is the setup.
I start by centering all of my airplane’s
servos and making sure that my radio’s
subtrims are set to zero. Then I ensure that
all connecting rods are in place for the
control surfaces so that there is minimal
slop on the servo arm. Using a short servo
arm in racers is key to a smooth-flying
airplane; the less throw there is, the more
steadily you will fly and the faster your
times will be.
For the ailerons, verify that there is no
reflex. This means that neither aileron is up
or down relative to the rest of the TE. I use
the clevis to adjust the aileron position by
screwing it in or out.
Once all radio gear is installed, I check
the CG and use the battery for ballast. If the
model is slightly heavy one way or the
other, all I need to do is move the battery
around until the CG is spot-on.
Most kits’ instructions call for a certain
June 2009 135
06sig5.QXD 4/23/09 1:56 PM Page 135
CG range. I typically shoot for the middle of
it to start. The backup model is set up like
the last one. Most Quickie 500 (Q-500)
racers perform best at 23/4-3 inches from
the LE.
The proof of the right CG location shows
up on the racecourse. I’ll discuss this in a
future column.
Quarter 40 (Q-40) models have a wide
range of wing planforms, or wing shapes,
that dictates where the aerodynamic center
of the wing is and therefore how far back
you can safely push the CG placement.
Check with the manufacturer for your
aircraft’s optimum CG location.
The farther aft the CG is on a model, the
faster you can go with it. An aft CG means
less elevator throw is required to get your
racer around the pins. Less throw equals less
drag, which equals less time on the course.
The Caller: A caller is part of the team and
everything to the pilot during a heat. Flying
is the easy part, as long as the caller takes
care of everything else.
When the pilot is completely focused on
flying, the caller steps in and guides him or
her through the heat. The relationship
between these two individuals can make a
huge difference between winning and losing.
When the team gets out on the line, there
should be a consistent routine and
communication between the members. They
should verify that the transmitter is on, that
the transmitter is on the correct model, that
the model power has been switched on, and
that all of the control surfaces are
functioning.
The caller could spot a nicked propeller
and ensure that the pilot has checked the
glow plug. The caller holds the airplane tight
when the starter is used to fire up the engine
and keep that firm grip while the pilot tunes
the needle.
At the start of the race, the caller pushes
the airplane at the appropriate time. There
are two launch groups, and knowing which
one your team belongs to is extremely
important.
Getting a good push could mean the
difference between first or second place in a
heat. Even if you are assigned the second
push, a good caller can get you out fast and
close the gap that the staggered launch
sequence creates.
At the first lap, the caller should shout
the pilot’s name loudly, to inform him or her
that the model has crossed Pylon One. That
is also signaled by the turn light, so knowing
which lane and light to watch for is
important.
Then it becomes the pilot’s job to fly the
racer around Pylon Two and Pylon Three
and then refer to the caller for the next
command. A good caller can use the light
system as a measuring tool, to judge how far
past Pylon One the racer has traveled. The
idea is to keep the airplane in a consistent
turn, close to the pylon, every lap, for the
duration of the race.
To do so, the caller needs to identify a
landmark on the horizon to start a cadence:
“1, 2, ready, turn!” If the lane light comes on
before a caller instructs his or her pilot to
turn, the caller needs to start the cadence
sooner, to reel the pilot back in closer to
Pylon One.
After the turn at Pylon One, the caller
has to absorb a great deal of information
about the race. He or she looks at the cut
board and lap counter to see where the pilot
stands in the race as well as the competition.
The caller also watches for cuts in other
lanes, to see in what position his or her pilot
is located. The caller must quickly
communicate vital information to the pilot,
such as the lap count or if a cut is posted for
another contestant.
Knowing the competition is the key to
knowing how to adjust your flying. If the
airplane in front of you has a cut posted, you
can back off a little at Pylon One; this
reduces the chance of your posting a cut.
The most important thing for a caller to
have is a consistent rhythm when
announcing the cadence and keeping it
throughout the race. In addition, the pilot
and caller have to develop trust between one
another; when the caller starts to say the
word “turn,” the pilot doesn’t hesitate to
yank back on the elevator to do so.
When the race is nearing completion and
both team members have adrenaline
pumping at maximum capacity, the caller
has one last task to perform: help land the
airplane. It’s the pilot’s job to land the
model, but the caller helps him or her get it
down safely. When there are four
airplanes, all without power, coming in on
the same runway, there has to be a traffic
controller to guide each pilot.
It’s the caller’s job to let the pilot know
in what position his or her racer is
approaching, how many airplanes have
landed, and where they are on the runway.
The caller’s work continues until the
model is on the runway and all four
aircraft have stopped rolling.
The caller has the hardest job out there.
Routine in the Pits: It is a good idea for a
pilot to have a game plan when returning
to the pit area. Repeatedly performing the
routine will help you remember the small
things that may bite you later if you forget
them.
I will give you my routine as an
example, but you should figure out your
own. Whatever works best is what you
should do after every heat.
To begin, I look at the bottom of my
airplane to read the fuel, to see if I had a
lean or rich run. Placing the model upsidedown
on the stand, I clean off all the fuel;
rubbing alcohol works well. Excess fuel on
the racer causes drag and more weight, not
to mention that you can’t read your next
run if you don’t clean off the last.
Then I pull my glow plug and check for
color. A lot can be determined from this as
it applies to needle setting. An ideal needle
setting will leave the end of the glow plug
a caramel color. If the setting is too rich,
there’s little or no color. If the setting is
too lean, The end of the plug will be dark.
I spin the wheels, to ensure that there is
no debris that would cause a braking
effect. I try to add after-run oil to the axle
before a race, to make the wheels spin
more freely. If you’re running ball-bearing
wheels, the oil is unnecessary.
At this point, I check the propeller for
nicks or signs of fatigue and test the
battery’s voltage. Then I refuel and get
mentally ready for 10 more laps of intense
fun.
I really like the final step, which is
sitting back and grabbing a cold, noncarbonated
beverage. Staying hydrated is
important for concentration and thinking
about the best racing of my life.
Nats Time: On the subject of the best
racing, the Nats is coming up quickly. This
year’s event director (ED) is Horizon
Hobby’s Pete Bergstrom, who is a longtime
Pylon Racing advocate and supporter. He
has been the Nats starter for years, which is
arguably one of the toughest jobs in this
event, and I believe that he will do an
outstanding job as ED.
Get signed up for the Nats. It’s a great
week of racing and camaraderie.
Find a teammate you can trust and start
climbing your way up the leader board. To
keep the gremlins away, stick to a routine
and check all the small things that can cause
big problems, and you will be on the road to
better finishes.
For more information about Pylon
Racing or events near you, please visit the
NMPRA’s (National Miniature Pylon
Racing Association’s) Web site.
Fly hard and have fun. MA
Sources:
NMPRA
www.nmpra.org
RC supplies:
BB Amenities
(281) 693-6046
www.bbamenities.com
Edition: Model Aviation - 2009/06
Page Numbers: 135,136,137
Edition: Model Aviation - 2009/06
Page Numbers: 135,136,137
The call to racing
[[email protected]]
Radio Control Pylon Racing Scott Causey
Also included in this column:
• How to be a good caller
• The pit routine
• See you at the Nats
Above: “Rocket” Ray Brown gives a fellow competitor, John
McDermott, an incredible chuck during the MoonShot Q-40
Race in Cincinnati OH.
Right: One of the best teams in Pylon today is Travis Flynn (L)
and Randy Bridge, who are first and second in the world. Randy
stays by his pilot’s side until the model is down safely.
Below: Head-to-head racing with two competitive teams. In the
back are pilot Tom Scott and his longtime teammate, Craig
Grunkemeyer. In front are pilot AJ Seaholm and teammate
Scott Causey.
I HEARD A great quote during an NHRA
(National Hot Rod Association) interview.
The driver said, “There are a million ways to
lose, and only one way to win.” Competitors
are subject to numerous ways to make
mistakes and hurt their chances of winning,
while making no mistakes is what it takes to
win.
There are several keys to success in
Pylon Racing, and a number of ways to get
there. In this column I will explain the
techniques I have learned from the Pylon
pros to minimize frustration and maximize
potential.
Preparation: We’ll start in the workshop,
assembling that new ARF or building a
fresh racer from a kit. Regardless of which
you do, the one thing all Pylon competitors
should have in common is the setup.
I start by centering all of my airplane’s
servos and making sure that my radio’s
subtrims are set to zero. Then I ensure that
all connecting rods are in place for the
control surfaces so that there is minimal
slop on the servo arm. Using a short servo
arm in racers is key to a smooth-flying
airplane; the less throw there is, the more
steadily you will fly and the faster your
times will be.
For the ailerons, verify that there is no
reflex. This means that neither aileron is up
or down relative to the rest of the TE. I use
the clevis to adjust the aileron position by
screwing it in or out.
Once all radio gear is installed, I check
the CG and use the battery for ballast. If the
model is slightly heavy one way or the
other, all I need to do is move the battery
around until the CG is spot-on.
Most kits’ instructions call for a certain
June 2009 135
06sig5.QXD 4/23/09 1:56 PM Page 135
CG range. I typically shoot for the middle of
it to start. The backup model is set up like
the last one. Most Quickie 500 (Q-500)
racers perform best at 23/4-3 inches from
the LE.
The proof of the right CG location shows
up on the racecourse. I’ll discuss this in a
future column.
Quarter 40 (Q-40) models have a wide
range of wing planforms, or wing shapes,
that dictates where the aerodynamic center
of the wing is and therefore how far back
you can safely push the CG placement.
Check with the manufacturer for your
aircraft’s optimum CG location.
The farther aft the CG is on a model, the
faster you can go with it. An aft CG means
less elevator throw is required to get your
racer around the pins. Less throw equals less
drag, which equals less time on the course.
The Caller: A caller is part of the team and
everything to the pilot during a heat. Flying
is the easy part, as long as the caller takes
care of everything else.
When the pilot is completely focused on
flying, the caller steps in and guides him or
her through the heat. The relationship
between these two individuals can make a
huge difference between winning and losing.
When the team gets out on the line, there
should be a consistent routine and
communication between the members. They
should verify that the transmitter is on, that
the transmitter is on the correct model, that
the model power has been switched on, and
that all of the control surfaces are
functioning.
The caller could spot a nicked propeller
and ensure that the pilot has checked the
glow plug. The caller holds the airplane tight
when the starter is used to fire up the engine
and keep that firm grip while the pilot tunes
the needle.
At the start of the race, the caller pushes
the airplane at the appropriate time. There
are two launch groups, and knowing which
one your team belongs to is extremely
important.
Getting a good push could mean the
difference between first or second place in a
heat. Even if you are assigned the second
push, a good caller can get you out fast and
close the gap that the staggered launch
sequence creates.
At the first lap, the caller should shout
the pilot’s name loudly, to inform him or her
that the model has crossed Pylon One. That
is also signaled by the turn light, so knowing
which lane and light to watch for is
important.
Then it becomes the pilot’s job to fly the
racer around Pylon Two and Pylon Three
and then refer to the caller for the next
command. A good caller can use the light
system as a measuring tool, to judge how far
past Pylon One the racer has traveled. The
idea is to keep the airplane in a consistent
turn, close to the pylon, every lap, for the
duration of the race.
To do so, the caller needs to identify a
landmark on the horizon to start a cadence:
“1, 2, ready, turn!” If the lane light comes on
before a caller instructs his or her pilot to
turn, the caller needs to start the cadence
sooner, to reel the pilot back in closer to
Pylon One.
After the turn at Pylon One, the caller
has to absorb a great deal of information
about the race. He or she looks at the cut
board and lap counter to see where the pilot
stands in the race as well as the competition.
The caller also watches for cuts in other
lanes, to see in what position his or her pilot
is located. The caller must quickly
communicate vital information to the pilot,
such as the lap count or if a cut is posted for
another contestant.
Knowing the competition is the key to
knowing how to adjust your flying. If the
airplane in front of you has a cut posted, you
can back off a little at Pylon One; this
reduces the chance of your posting a cut.
The most important thing for a caller to
have is a consistent rhythm when
announcing the cadence and keeping it
throughout the race. In addition, the pilot
and caller have to develop trust between one
another; when the caller starts to say the
word “turn,” the pilot doesn’t hesitate to
yank back on the elevator to do so.
When the race is nearing completion and
both team members have adrenaline
pumping at maximum capacity, the caller
has one last task to perform: help land the
airplane. It’s the pilot’s job to land the
model, but the caller helps him or her get it
down safely. When there are four
airplanes, all without power, coming in on
the same runway, there has to be a traffic
controller to guide each pilot.
It’s the caller’s job to let the pilot know
in what position his or her racer is
approaching, how many airplanes have
landed, and where they are on the runway.
The caller’s work continues until the
model is on the runway and all four
aircraft have stopped rolling.
The caller has the hardest job out there.
Routine in the Pits: It is a good idea for a
pilot to have a game plan when returning
to the pit area. Repeatedly performing the
routine will help you remember the small
things that may bite you later if you forget
them.
I will give you my routine as an
example, but you should figure out your
own. Whatever works best is what you
should do after every heat.
To begin, I look at the bottom of my
airplane to read the fuel, to see if I had a
lean or rich run. Placing the model upsidedown
on the stand, I clean off all the fuel;
rubbing alcohol works well. Excess fuel on
the racer causes drag and more weight, not
to mention that you can’t read your next
run if you don’t clean off the last.
Then I pull my glow plug and check for
color. A lot can be determined from this as
it applies to needle setting. An ideal needle
setting will leave the end of the glow plug
a caramel color. If the setting is too rich,
there’s little or no color. If the setting is
too lean, The end of the plug will be dark.
I spin the wheels, to ensure that there is
no debris that would cause a braking
effect. I try to add after-run oil to the axle
before a race, to make the wheels spin
more freely. If you’re running ball-bearing
wheels, the oil is unnecessary.
At this point, I check the propeller for
nicks or signs of fatigue and test the
battery’s voltage. Then I refuel and get
mentally ready for 10 more laps of intense
fun.
I really like the final step, which is
sitting back and grabbing a cold, noncarbonated
beverage. Staying hydrated is
important for concentration and thinking
about the best racing of my life.
Nats Time: On the subject of the best
racing, the Nats is coming up quickly. This
year’s event director (ED) is Horizon
Hobby’s Pete Bergstrom, who is a longtime
Pylon Racing advocate and supporter. He
has been the Nats starter for years, which is
arguably one of the toughest jobs in this
event, and I believe that he will do an
outstanding job as ED.
Get signed up for the Nats. It’s a great
week of racing and camaraderie.
Find a teammate you can trust and start
climbing your way up the leader board. To
keep the gremlins away, stick to a routine
and check all the small things that can cause
big problems, and you will be on the road to
better finishes.
For more information about Pylon
Racing or events near you, please visit the
NMPRA’s (National Miniature Pylon
Racing Association’s) Web site.
Fly hard and have fun. MA
Sources:
NMPRA
www.nmpra.org
RC supplies:
BB Amenities
(281) 693-6046
www.bbamenities.com
Edition: Model Aviation - 2009/06
Page Numbers: 135,136,137
The call to racing
[[email protected]]
Radio Control Pylon Racing Scott Causey
Also included in this column:
• How to be a good caller
• The pit routine
• See you at the Nats
Above: “Rocket” Ray Brown gives a fellow competitor, John
McDermott, an incredible chuck during the MoonShot Q-40
Race in Cincinnati OH.
Right: One of the best teams in Pylon today is Travis Flynn (L)
and Randy Bridge, who are first and second in the world. Randy
stays by his pilot’s side until the model is down safely.
Below: Head-to-head racing with two competitive teams. In the
back are pilot Tom Scott and his longtime teammate, Craig
Grunkemeyer. In front are pilot AJ Seaholm and teammate
Scott Causey.
I HEARD A great quote during an NHRA
(National Hot Rod Association) interview.
The driver said, “There are a million ways to
lose, and only one way to win.” Competitors
are subject to numerous ways to make
mistakes and hurt their chances of winning,
while making no mistakes is what it takes to
win.
There are several keys to success in
Pylon Racing, and a number of ways to get
there. In this column I will explain the
techniques I have learned from the Pylon
pros to minimize frustration and maximize
potential.
Preparation: We’ll start in the workshop,
assembling that new ARF or building a
fresh racer from a kit. Regardless of which
you do, the one thing all Pylon competitors
should have in common is the setup.
I start by centering all of my airplane’s
servos and making sure that my radio’s
subtrims are set to zero. Then I ensure that
all connecting rods are in place for the
control surfaces so that there is minimal
slop on the servo arm. Using a short servo
arm in racers is key to a smooth-flying
airplane; the less throw there is, the more
steadily you will fly and the faster your
times will be.
For the ailerons, verify that there is no
reflex. This means that neither aileron is up
or down relative to the rest of the TE. I use
the clevis to adjust the aileron position by
screwing it in or out.
Once all radio gear is installed, I check
the CG and use the battery for ballast. If the
model is slightly heavy one way or the
other, all I need to do is move the battery
around until the CG is spot-on.
Most kits’ instructions call for a certain
June 2009 135
06sig5.QXD 4/23/09 1:56 PM Page 135
CG range. I typically shoot for the middle of
it to start. The backup model is set up like
the last one. Most Quickie 500 (Q-500)
racers perform best at 23/4-3 inches from
the LE.
The proof of the right CG location shows
up on the racecourse. I’ll discuss this in a
future column.
Quarter 40 (Q-40) models have a wide
range of wing planforms, or wing shapes,
that dictates where the aerodynamic center
of the wing is and therefore how far back
you can safely push the CG placement.
Check with the manufacturer for your
aircraft’s optimum CG location.
The farther aft the CG is on a model, the
faster you can go with it. An aft CG means
less elevator throw is required to get your
racer around the pins. Less throw equals less
drag, which equals less time on the course.
The Caller: A caller is part of the team and
everything to the pilot during a heat. Flying
is the easy part, as long as the caller takes
care of everything else.
When the pilot is completely focused on
flying, the caller steps in and guides him or
her through the heat. The relationship
between these two individuals can make a
huge difference between winning and losing.
When the team gets out on the line, there
should be a consistent routine and
communication between the members. They
should verify that the transmitter is on, that
the transmitter is on the correct model, that
the model power has been switched on, and
that all of the control surfaces are
functioning.
The caller could spot a nicked propeller
and ensure that the pilot has checked the
glow plug. The caller holds the airplane tight
when the starter is used to fire up the engine
and keep that firm grip while the pilot tunes
the needle.
At the start of the race, the caller pushes
the airplane at the appropriate time. There
are two launch groups, and knowing which
one your team belongs to is extremely
important.
Getting a good push could mean the
difference between first or second place in a
heat. Even if you are assigned the second
push, a good caller can get you out fast and
close the gap that the staggered launch
sequence creates.
At the first lap, the caller should shout
the pilot’s name loudly, to inform him or her
that the model has crossed Pylon One. That
is also signaled by the turn light, so knowing
which lane and light to watch for is
important.
Then it becomes the pilot’s job to fly the
racer around Pylon Two and Pylon Three
and then refer to the caller for the next
command. A good caller can use the light
system as a measuring tool, to judge how far
past Pylon One the racer has traveled. The
idea is to keep the airplane in a consistent
turn, close to the pylon, every lap, for the
duration of the race.
To do so, the caller needs to identify a
landmark on the horizon to start a cadence:
“1, 2, ready, turn!” If the lane light comes on
before a caller instructs his or her pilot to
turn, the caller needs to start the cadence
sooner, to reel the pilot back in closer to
Pylon One.
After the turn at Pylon One, the caller
has to absorb a great deal of information
about the race. He or she looks at the cut
board and lap counter to see where the pilot
stands in the race as well as the competition.
The caller also watches for cuts in other
lanes, to see in what position his or her pilot
is located. The caller must quickly
communicate vital information to the pilot,
such as the lap count or if a cut is posted for
another contestant.
Knowing the competition is the key to
knowing how to adjust your flying. If the
airplane in front of you has a cut posted, you
can back off a little at Pylon One; this
reduces the chance of your posting a cut.
The most important thing for a caller to
have is a consistent rhythm when
announcing the cadence and keeping it
throughout the race. In addition, the pilot
and caller have to develop trust between one
another; when the caller starts to say the
word “turn,” the pilot doesn’t hesitate to
yank back on the elevator to do so.
When the race is nearing completion and
both team members have adrenaline
pumping at maximum capacity, the caller
has one last task to perform: help land the
airplane. It’s the pilot’s job to land the
model, but the caller helps him or her get it
down safely. When there are four
airplanes, all without power, coming in on
the same runway, there has to be a traffic
controller to guide each pilot.
It’s the caller’s job to let the pilot know
in what position his or her racer is
approaching, how many airplanes have
landed, and where they are on the runway.
The caller’s work continues until the
model is on the runway and all four
aircraft have stopped rolling.
The caller has the hardest job out there.
Routine in the Pits: It is a good idea for a
pilot to have a game plan when returning
to the pit area. Repeatedly performing the
routine will help you remember the small
things that may bite you later if you forget
them.
I will give you my routine as an
example, but you should figure out your
own. Whatever works best is what you
should do after every heat.
To begin, I look at the bottom of my
airplane to read the fuel, to see if I had a
lean or rich run. Placing the model upsidedown
on the stand, I clean off all the fuel;
rubbing alcohol works well. Excess fuel on
the racer causes drag and more weight, not
to mention that you can’t read your next
run if you don’t clean off the last.
Then I pull my glow plug and check for
color. A lot can be determined from this as
it applies to needle setting. An ideal needle
setting will leave the end of the glow plug
a caramel color. If the setting is too rich,
there’s little or no color. If the setting is
too lean, The end of the plug will be dark.
I spin the wheels, to ensure that there is
no debris that would cause a braking
effect. I try to add after-run oil to the axle
before a race, to make the wheels spin
more freely. If you’re running ball-bearing
wheels, the oil is unnecessary.
At this point, I check the propeller for
nicks or signs of fatigue and test the
battery’s voltage. Then I refuel and get
mentally ready for 10 more laps of intense
fun.
I really like the final step, which is
sitting back and grabbing a cold, noncarbonated
beverage. Staying hydrated is
important for concentration and thinking
about the best racing of my life.
Nats Time: On the subject of the best
racing, the Nats is coming up quickly. This
year’s event director (ED) is Horizon
Hobby’s Pete Bergstrom, who is a longtime
Pylon Racing advocate and supporter. He
has been the Nats starter for years, which is
arguably one of the toughest jobs in this
event, and I believe that he will do an
outstanding job as ED.
Get signed up for the Nats. It’s a great
week of racing and camaraderie.
Find a teammate you can trust and start
climbing your way up the leader board. To
keep the gremlins away, stick to a routine
and check all the small things that can cause
big problems, and you will be on the road to
better finishes.
For more information about Pylon
Racing or events near you, please visit the
NMPRA’s (National Miniature Pylon
Racing Association’s) Web site.
Fly hard and have fun. MA
Sources:
NMPRA
www.nmpra.org
RC supplies:
BB Amenities
(281) 693-6046
www.bbamenities.com