Radio Control: Pylon Racing
Bill Hager 4 Holly Springs Dr. Conroe, TX 77302
Legal Engines
For many years Formula One racing has used some equipment that is technically illegal under existing rules. A group of us tried to get changes into the 1986–87 AMA rule book, but we had no luck. It's never too late, though. The following is a reprint from the latest NMPRA (National Miniature Pylon Racing Association) newsletter and shows how the organization has moved into the "gray zone" of engine rework. Comments were solicited from several senior NMPRA members and engine builders; their input, plus some common sense, produced the interpretation below for a proposed vote.
Formula 1 Engine Parts Manufacturing Rule
Various engine parts may be manufactured as look-alike parts in quantities of less than 500 units, provided they meet the following criteria:
- A look-alike part shall be defined as an engine component manufactured to look just like the factory-original part, including exact dimensions and the same type of material used (for example, an original factory-supplied brass part must be manufactured as a brass part).
- No manufactured part will be allowed to be produced in a look-alike configuration only.
- Only the following parts may be manufactured by other certified engine manufacturers:
- Piston
- Cylinder liner
- Connecting rod
- Piston pin
- Cylinder head
- The cylinder head may be manufactured as a two-piece button head provided it is produced in the look-alike manner.
- For an air-cooled head that uses a glow plug with threads passing completely through the head, it may be necessary to run a 1/8 x 32 tool completely through the head to assure compliance.
- Other engine parts and components must comply with the rules set forth in the AMA rule book for Event 421 — Formula 1, Section 4.1, "Engine Specifications."
A vote on this issue is being taken through the NMPRA, which represents about 95% of those affected by this rule. Formula One fliers are urged to support these changes.
Quarter-Scale Pylon Racing
NMPRA Nationals — Lorain, Ohio
Lorain, OH, hosted the NMPRA Nationals over Labor Day weekend. Twenty-eight entrants competed in two days of close, hard racing. Saturday featured three rounds with the usual jockeying and settling in; by the end of the day scores had tightened so that almost a third of the field was in contention for the top four spots.
Northern competitors who didn't make it would have seen some of the tightest racing of the year. The Saturday night banquet heard several outbursts of "The South will rise..." — and the final standings show strong Southern performances. Mr. Jim Prillaman from Memphis took first place, edging out veterans Dave Wenman and Gary Villard. Travis Coates, also from Memphis and in his first year, finished sixth. Another rookie, Paul Adkins, made a fantastic first-year showing, just being edged out by Dave Rizotti in the last round when Dave Rizotti and Peter Seabase ran a 10-lap dead heat with identical times down to the .00 mark. That unprecedented tie resulted in a split first-place award to both fliers.
Congratulations to all contestants and racers. Alternates and top finishers include Dave Wenman, Gary Villard, Dave Rizotti, and Paul Adkins (alternate for Jim Prillaman). It was the close of a fantastic season.
Nationals Results (fast time in parentheses)
- Jim Prillaman — 22.5 pt. (2:00) — Midget Mustang
- Dave Wenman — 22.5 pt. (2:01.2) — Cassutt
- Gary Villard — 22 pt. (1:58.5) — Cassutt
- Dave Rizotti — 22 pt. (2:07.8) — Rickey Rat
- Paul Adkins — 21.5 pt. (2:02) — Midget Mustang
- Travis Coates — 19.5 pt. (2:00) — Midget Mustang
- George Hudson — 18.5 pt. (1:59.7) — Cassutt
- Bob Gadamer — 18.5 pt. (2:11.4) — Midget Mustang
- Peter Seabase — 18.0 pt. (2:07.8) — Cosmic Wind
- Bob Stewart — 17.5 pt. (2:11.3) — Midget Mustang / Cassutt
What Works — Tom Castellano
Tom Castellano shared what he believes works for competitive racing, based on years in Formula 1. His main points:
Front-end setup
- Do not concentrate solely on pure speed. One common mistake is assuming the fastest airplane always wins. More often, consistent engine runs and smooth, tight flying win races.
- Thin the head to obtain a larger needle valve range and reduce blown plugs.
- Work on the cooling system: aim for at least three times the area of the air outlet as the air inlet.
- Do not start with a heavy prop. Use a light prop until engine runs are consistent, then work up slowly to larger props and more speed.
- Take time to refine the fuel system and shutoff until they work flawlessly.
Airplane balance and control
- Avoid making the airplane too sensitive. Desensitize controls to encourage smooth flying; use only enough throw to get the airplane around the course.
- Use full travel of the joystick to gain maximum resolution and feel for subtle control inputs.
- Elevator is the most critical surface. Set the center of gravity exactly as indicated on the plans and begin with recommended throws. Adjust elevator so turns have a radius slightly smaller than 100 ft — enough to start pylon No. 2 with 2–3 slow turns (using maybe half stick) and end up around pylon No. 3 with the stick bottomed out. Pull full up elevator at No. 1 except for the finish lap. Maintain a steady altitude around the course.
- Set ailerons to be slow; minimal roll up the straights is desirable. Set rudder to produce the minimum roll necessary — on takeoff you may use only about 1/8 right rudder travel on the stick.
In closing, Castellano reiterates: pure speed is not what wins the race. Being consistent and flying smooth and tight wins.
Suppliers
Here is the rest of the list of people and companies who sell racing products (the list began in the April 1988 column).
Transcribed from original scans by AI. Minor OCR errors may remain.
