When to turn at pylon #1?

by Kurt Bozarth

First off, my disclaimer:  I am still a “wannabe fast” pylon racer.   I have not completely figured it out so take my words with caution.  I can only claim to be mediocre. 

The following ideas on when to turn at pylon #1 are not my own.  They probably represent the most common method of when to turn at pylon #1.  Perhaps some of the newer racers have not been exposed to these techniques and would benefit (hopefully) from the following review.

METHOD #1:   “You’re never going to improve your time or win a race but you’ll never get a cut” method.

This method is how most of us start out.  I did this method for years not knowing any better.  Looking back, I’m amazed (scared, saddened, depressed, embarrassed) that I never figured out the limitations with this method or that no one ever told me different.  Thanks a lot for nothing Mr. experienced racers!

I would fly down to pylon #1, wait for my caller to see the light, wait for his brain to process what he saw, and then wait for his brain to make his mouth yell “TURN!”  After severely flinching, I would then regain control of my plane, roll left and start my turn several hundred feet past #1.  I was never competitive with this method, and no matter how tight I could fly around #2 and #3, my times never improved.  But hey, I never got a cut at #1. Mike Delponte set me straight in 1996 by offering me a better method – the way the “pro’s” do it – or so he said.

METHOD #2:  “Improve your time, maybe win a heat, and once in a while get a cut” method.

This method is proof that Pavlov’s dog wasn’t much smarter than us!  Remember Pavlov’s dog?  After figuring out that food was in the shiny bowl after about a thousand meals, it started salivating at the sight of the bowl.  Hmm, how does this apply to turning pylon #1?   Refer to Method #1:  What if after about a thousand laps you realize that after about 4 seconds after rolling out and running down to #1, the light comes on?  Wow, what a concept.  What if your caller simply counted (assuming he was slightly smarter than Pavlov’s dog) and said “turn” just as the light was coming on?   Or even better, what if your caller anticipated slightly and said “turn” just before the light came on?  Good ideas, but how do we establish a consistent and correct count?

For AMA 424 (Thunder Tiger class), most use a “one-two-three-ready-turn” count.  For AMA 428 (Nelson/Jett class), most use a “one-two-ready-turn” count.  When I’m calling, I move my arm up and down for each count just like I did during my short stint as a WWF referee.  I think it works out to just slightly faster than saying “one-thousand-one, one-thousand-two, etc).  Most pilots roll wings to 90 degrees when they hear “ready.”  When they hear “turn,” all they have to do is pull.

Once again, I must state my disclaimer:  I can only claim to be mediocre.  When I’m calling for someone for the first heat of the day (and I’m talking about a local race here fellas), I delay slightly and watch the light.  The first lap or two I delay enough so that I see the light as I’m saying “turn.”  Then I start to tighten it up.  How tight?  It all depends on how the heat is turning out.  If we are dead last, I leave it be and hope the leaders cut out.  If we are in second and we don’t think we can catch the leader, I leave it be and hope he gets a cut.  If  we are in the lead and no one is pushing us – same thing, leave it be.  But if we’re in a tight race, I try to tighten it up.  How? (once again, remember my disclaimer). 

My personal technique is to leave my count the same but change the point of reference from where I start my count.  Normally I start my count just as the plane passes the starting line (I can see where the lap counters/timers are sitting and start when the plane passes them – this is also where most of the other pilots are pitted.  Airpark specific, it would be the covered pit area.  You could also use the lap counter light stands).  If I want to tighten it up, I look for something earlier to start my count on, such as a car or a distant land mark (Airpark specific: something slightly to the North, such as where Phil is setting up lunch).  Some callers instead count faster.  Whatever works for you.  Ideally the caller should complete his count and say “turn” and then see the light come on while the plane is in the turn.  Realize that in the heat of the battle it is easy to speed up the pace and call “turn” too early, resulting in a cut.  But hey, that’s racing!  Would you rather strike out standing still or swinging?

What about strong winds?  If the winds are strong in your face while taking off and flying down to #1, you’ll have to delay your call/turn.  Once again, my technique would be to delay the start of my count (I keep my cadence constant) by finding a new reference point closer to #1 (Airpark specific: one of the last pits closest to the porti-potty).  If we are taking off with a tailwind and thus have a tailwind running down to #1, I’ll have to start my count earlier.  This can be difficult since the plane may still be turning around #3 when I need to start the count.  Therefore, I will sometimes shorten my count by a second and pick a new reference as needed.

I hope this helped someone.  If you have issues with what I’ve said, feel free to call 1-800-how’s my driving.  See ya’ at the next race.

Kurt Bozarth