Radio Control: Pylon Racing
Bill Hager 4 Holly Springs Dr. Conroe, TX 77302
READY?
Our 1988 racing season started with the Phoenix Formula I Classic on February 27-28. This year's race brought 40 entries, including quite a few old-timers who haven't been around for several years. One of those names from the past showed that he hadn't forgotten how to win. I'll have a full report next month.
Here are a couple of updates on the list of sources for racing supplies.
Racing supply sources
- G.W. Models, 2200 W. King St., Cocoa, FL 32926 — sells framed-up Quarter Midgets and Formula Ones, and ready-to-cover Q500s. For more information, write to them or call (305) 636-5116.
- Gage Aircraft Sales, 3727 Shepherd Ln., Fort Wayne, IN 46815 — has kits for and does custom building of Quarter Midget and Formula I planes. Phone: (219) 485-3467.
Engine break-in tip
Here's a tip to help you go fast. So many times over the years I've heard people who have just bought an engine or two from one of the top engine builders complain about how poorly the engine runs. Why? Well, let's look into this a little.
You spend a big chunk of money on an engine. The first thing you do when you receive it is take it all apart to see what has been done. No harm done? Hey — this engine has been carefully assembled and test-run. You have just paid someone to do this for you. There is no way that you will get that engine back together the same way it was when you got it.
Generally, the instructions will tell you to break in the engine. Yet I've seen many try to run their freshly reworked engine full bore right out of the box, and when it doesn't run just so, they send it back. They haven't even given it a chance!
Again I'll say it: you've paid someone to do custom work. Give it a chance! Follow the instructions, and I think you will be surprised at the results.
No, I don't do custom engine work, but I have seen many a good engine ruined by the methods just mentioned. (If the shoe fits...)
Report from A.E. Richt
Thought you might be interested in an update on the only organized pylon racing circuit that I am aware of in the state of West Virginia. We (the Tri-State Fliers Club from Huntington, WV, and the Flying Hillbillies and Mountaineers clubs from the Charleston, WV area) have recently completed our third season of Q-25 pylon racing. We fly Q500-type aircraft (mostly Flite Line Scat Cat 500s) but restrict engines to 0.25 cu. in. displacement in an attempt to keep the speeds and costs down to reasonable limits and to encourage participation by newcomers to racing.
In '87, we attempted to reverse a trend noted in the previous two years toward use of high-nitro fuels and modified engines and props. We required that all engines use club-supplied fuel and standard unmodified props (9 x 4 Master Airscrew) during the races. We tach each engine immediately prior to a race to "outlaw" any engines capable of turning the required prop faster than 14,500 rpm.
These changes apparently were successful, because the speeds were generally down considerably from the previous years (although a few mechanics have found ways to get the engine to unload more once they get into the air), and participation in the races increased significantly this year.
We fly the standard Quarter Midget short course (1.705 miles). Although we normally do not time the races, times of about 1:40 to 1:45 will usually win a race, with even the slowest plane coming in around 2:00 or so. One of the mechanics has turned a 1:20 and a 1:21 at one race when we got a little lax with enforcing the rpm limits. These may not be blistering speeds, but don't let anyone tell you that a stock .25 won't get a Q500 airplane off the ground! This combination also makes a great and reasonably quiet sport flier.
Anyway, the final standings for our '87 racing season were:
- Glen Durst (H) — 89 pts
- Larry Hewitt (H) — 87 pts
- Ron Jahnig (T) — 83 pts
- Mike Spencer (H) — 80 pts
- Jack Lanz (C) — 76 pts
Tips on winning — Art Arro
There are a lot of important ingredients that will put you in the winner's circle. Some of these are:
- a brute of an engine
- a good prop
- a clean airplane
- meticulous preparation
- a good caller
- a blessing from Lady Luck
All of us recognize these factors, and much has been said and written on each of these subjects.
However, there is another ingredient which is seldom mentioned, but in my opinion it is the most important factor. That factor is the mental attitude of winning. Most people don't realize that you must genuinely want to be in the winner's circle at the conclusion of every race.
"Can't be victorious at every race," you say? You don't have the latest engine or trick prop? No — but you should have a positive attitude in all of your efforts.
All racers have the ability to win every heat, although other factors — completely unrelated — may affect the "winning attitude."
Those pilots who consistently win have that attitude built into everything that they do, and most of them have worked at it long and hard. The also-rans merely go through the motions of participating with buddies and have no real intentions of being Number One in their circuit, district, or nation.
We can all do it. Yes, even you. So go to the next race and give it a try — put on a smile, have a good time, but most important of all, don't forget the winning attitude which you've been leaving at home until now!
Racer's Lament
If you think you're beaten, you are; If you think you dare not, you don't. If you think you'll lose, you're lost; For out in the world we find That success begins with a fellow's will; It's all in the state of mind. If you think you'll be outclassed, you are; You've got to think high to rise. You've got to be sure of yourself before You can ever win.
Next month: Racers from the past surface at this year's Phoenix air races.
See you at the races!
When responding to advertisers, mention that you read about them in Model Aviation.
Transcribed from original scans by AI. Minor OCR errors may remain.
