FORMULA FORUM THE IF1 JOURNAL

Transcription

1 FORMULA FORUM THE IF1 JOURNAL Jan-Feb-Mar-Apr 2012

2 FORMULA FORUM IF1 INC. Formula Forum 2011 International Formula One Pylon Air Racing, Inc. All rights reserved. Formula Forum is the official publication of International Formula One Pylon Air Racing, Inc., a Texas non-profit corporation. Member of the Air Racing Council of the United States. Published bi-monthly. DISCLAIMER FORUM CONTRIBUTIONS MEMBERSHIP RULES WEBSITE Articles appearing herein may be edited and are the opinion of the authors and not necessarily the opinion of IF1 Inc. Send contributions to: Editor, Lista Duren 3233 Via Alicante #48 La Jolla, CA Phone: Cell: lduren@pacbell.net All contributions remain property of Formula Forum. Membership in IF1 is open to pilots, owners, crews and technical people active in Formula One Air Racing for $60/yr. Anyone may join as a non-voting Associate Member, $35/yr. Applications available from the Secretary or on-line. For IF1 Technical and Procedure rules, check on-line at: Jim Cunningham, Webmaster jjam_n262@netzero.net COVER PHOTO Bill Falck poses with his modified #92 Rivets in this 1949 photo taken by Emil Strasser and recently developed and printed by Gerald Liang. The story of the 1949 races starts on page 14, and additional photos are shown on the back cover. Volume XXIII Number 1 and 2 EXECUTIVE COMMITTEE DOUG BODINE President 6299 East Highway #44 Rapid City SD president@if1airracing.org BRIAN REBERRY Vice President 4632 W. Garden Court Boise, ID brian@reberryairracing.com DAN PETERS Secretary/Treasurer 1438 Morningside Dr, Longmont, CO dan@route66raceteam.org DIRECTORS TAMMY DEHART Promotions Committee Chairperson 5220 Walton Dr. Klamath Falls, OR flyfastflylow@fireserve.net CONTENTS TOM DEHART Technical Director 5220 Walton Dr. Klamath Falls, OR flyfastflylow@fireserve.net BOB BEMENT Operations Director 7320 Old Stage Trail Kelsey, CA bementr1@hotmail.com KIRK MURPHY Pilot Committee Chairperson 6140 Christa Lynn Pl. Prescott, AZ murphyk79@aol.com TOM WATKINS Procedure Rules Committee Chairperson Brookpark Blvd. #313 Calgary, Alberta T2W1E1 Canada ezetom@gmail.com (POSITION VACANT) Technical Rules Committee Chairperson 3 Vice President Report Brian Reberry 4 Rules Rule! Tom Watkins 5 Promotions Tammy Dehart 5 Calendar 6 Race Insurance Angie Harris 6 Air Race History Symposium 7 Family Supporters Sherawn Reberry 8 Salute to IF1 Heroes 10 Letter from the Editor Lista Duren 10 IF1 Marketplace 12 IF1 s 2011 Race Planes Goodyear Racers Emil Strasser, photos Gerald Liang, prints Don Berliner, text 2 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

3 International Formula One, like the other air race organizations, is doing its best to adapt to new conditions. As many of you know the FAA, NTSB and now RARA have presented us with some rule changes and challenges that we will need to adapt to in order to continue doing what we love. These requests are not illogical, they clearly define our roles and responsibilities and clearly outline safety procedures. Though they may be a challenge to work through, and they may represent some change to IF1 the alternative of not having the races would be dramatically worse. A few examples of the rules changes: 1. Pilots are required to have a Type I or II medical certificate issued within six months of the event. a. EKG and stress tests are recommended, but not required 2. Dates of arrival and preparedness to race have been moved up and these are firm dates: a. All race planes in-place at Reno Stead no later than 12:00 noon on Saturday prior b. All pilots must register, have their aircraft ready for inspection, and in place ready to qualify no later than 5:00 p.m. Sunday of race week 3. Pilots will be required to run a practice session prior to qualification to build G-Tolerance 4. Our Tech Team will be required to form a Compliance Team to ensure that each team is in compliance with major alterations and changes the head of the Compliance Team is required to be a Certified Aircraft Mechanic Vice President Report: Looking Forward understand and you are ready to race come September. Though sometimes change is hard, these changes are easily implemented. Thus, we will move forward together as IF1 for another great week of camaraderie and racing. The potential number of airplanes to race in 2012 is looking better than we had in 2011 with only 12 airplanes. Please be assured, that although communication has been a minimum, your Board of Directors continue to work diligently with the RARA Team. Jethro has been involved in many President meetings and conversations with RARA. Thank you to Jethro for going to bat for IF1, and all racers, in order to negotiate the purse we received. Dan has done an extreme amount of work to get us on track with the IRS he sorted through many boxes of paperwork to get the information organized and clean. Your other Board Members are working conscientiously with each other to ensure everyone understands the new rules and procedures so come September we will be ready to go! With all that has occurred this year we will find time to acknowledge and celebrate your accomplishments please plan on attending our IF1 Annual Banquet on Saturday, September 15. We are all looking forward to seeing you at the Races!!! Brian Photo byzach Whalen Brian Reberry your Board of Directors continue to work diligently with the RARA Team. Moving forward, we are working with our Tech Crew to implement the procedures needed to comply with the new rules and regulations. The other rule changes are selfexplanatory, so please read them on the RARA website to ensure that you Photo by Bill Rogers FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

4 Rules Rule! Tom Watkins Photo by Birgitta Nurmi Race week is approaching, and with the new year, there are some new rules! My intent was to try to explain the rules changes imposed by RARA for However the changes have not yet been made official as of mid-july when this issue goes to press, and I am hesitant to publically divulge all of the draft changes that have been circulating around. There are however a couple of things worth mentioning. RARA has decided a Class III medical is no longer acceptable, and will now require a Class II or better. In addition, they require the medical exam to be conducted within 6 months of the RARA event not really a big deal, but a bit of a PITA. There will be some changes with respect to our tech inspection process. I don t have all the details yet. The best strategy is to make sure your airplanes are ready to go when they arrive at Stead. With fewer maintenance issues, we will be better able to keep the FAA and RARA at bay. If any mods have been done on your plane make sure all of the required paperwork/ logbook entries have been made. They will be scrutinized more than ever this year. If you are trucking your aircraft into Stead, you will not be permitted to fly until you have passed tech inspection. This has caused some heartburn in the past, but I expect this to be an official rule for this year. The spotlight will be on all of us this year, and the more prepared we are in all aspects of the event, the better! Bottom line: Know your plane, know your abilities, and know the rules! Tom Watkins The New Rules The following is a summary of RARA s new rules, as explained on the RARA website. Please watch the RARA website for the full Rules of Competition (still not posted as this issue went to press.) A. RARA requires each contestant, regardless of class, to have a current Type I or II Medical Certificate issued within six (6) months of any RARA race event, i.e. PRS and NCAR. Additionally, RARA highly recommends that all race pilots complete an EKG and a stress test and document same in the NCAR Race Entry Package. B. All race aircraft must be in-place at Reno Stead no later than 1200 hours on the Saturday preceding Race Week. C. ALL PILOTS must register, have their aircraft ready for inspection, and in place and ready to qualify no later than 1700 hours on the first Sunday of race week unless corrective maintenance actions are on-going on the aircraft. Photo by Naomi West D. All pilots will be required to fly one practice session prior to attempting to qualify. The purpose of the practice session is to contribute to the G force tolerance buildup prior to qualification attempts. 4 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

5 Good Day to All, It has been a busy year for us. In this last year, poor Tom has moved me from Oregon to New Mexico and now to Texas! SALE ITEMS We will be having some items for sale again this year. There will be more information coming on this just before Reno, but if you would like to put articles for sale in our booth let me know so we can make room for you. and they have more available then we can use more, but it is on a first come first served basis and they are filling up quickly due to the races. OTHER RACE VENUES I sent out a few s this year about some events that were going on but around the country, but after the September accident, many were apprehensive about adding an air race to their air show. Hopefully next year will be better. Promotions Photo by Lista Duren Tammy DeHart IF1 BLOCK OF ROOMS I was able to get hold of Western Village Hotel and Casino in Sparks, Nevada and they have committed to a discount to Formula One on a block of rooms. The price per night follows: 9/7 $69 9/12 $29 9/8 $69 9/13 $69 9/9 $29 9/14 $69 9/10 $29 9/15 $69 9/11 $29 9/16 $29 for a total of $ plus taxes. Here is the information to make reservations: your guests will be phoning in their reservation requests, to the following number: At the time of booking, a credit card will be required to confirm the reservation. It is important that each of your guests contact the hotel no later than August 16 and identify themselves as part of your group with group code LFORM1, and provide us with guest name, home or business address, address (if any), requested type of room, requested bed type (i.e. king, double queen, double king or suites), check-in and checkout dates, preference for smoking or non-smoking room and VIP status. I reserved 15 rooms but if we use those IF1 BANQUET FARE We will have BBQ this year for the banquet. I would like to personally thank all of you that donated your price of your ticket from last year to help offset the cost of the food on the last day and to help with the cost of the other expenses from the races. I do look forward to seeing all of you (and my husband) at the races/ As you are preparing and practicing with your planes, please be safe, but most of all have a wonderful time. Tammy March Jun June 22 July 31 Aug 16 Sept 8 Sep 9 Sep Calendar Earliest acceptable medical for racing ( Tom or Brian for date) Pylon Racing School at Reno Stead Field Deadline for race entries to RARA (entries accepted after this date are considered Conditional ) Completed entry package due Last day for IF1 rate at Western Village All race aircraft must be in place at Reno Stead by noon Ready for inspection by 5:00 p.m. Reno Air Races FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

6 Photo by Bob Cannon A Letter About Race Insurance Angie Harris Many of us experienced a tragic event last September and we are looking forward to this coming September a time to join together again, but this time in remembrance and in the spirit of moving forward. Here at Cannon Aviation Insurance we are getting geared up for the races in September, and also adapting to some changes on how the insurance is being handled this year. Due to great losses that were experienced, the insurance premiums have changed for the 2012 Reno Air Races. In the recent years the underwriting companies were able to include the air race Liability coverage at no additional premium. Unfortunately this year there will be a charge for this coverage. It ranges from $250 - $1,500 depending on the Class. You will need to contact your broker to get the quote for your specific coverage. As always, the Hull coverage is an additional premium for race week. You must purchase separate hull coverage for the week of the air races, and the premium is a percentage of your annual hull premium. It varies by underwriting company, aircraft type, hull value, etc. We can determine the exact premium for you Photo by Lonnie Perkins upon request. On average about half of the racers carry hull coverage during race week. It is entirely up the individual and their experience and comfort levels. There are currently two underwriting companies who offer air race coverage U.S. Specialty Insurance Company and Specialty Aviation Underwriters. Upon receiving a request for an insurance quote on your aircraft, we market you to both of the carriers to get you the best premium possible. Both carriers are very competitive and have worked very hard for the air racers year after year. We are grateful to have them behind us! So with race season rapidly approaching, we look forward to continuing to support our many clients out there and also working with those of you who are new or returning to the race community. Please feel free to contact us via phone or as listed below. We look forward to hearing from you! Sincerely, Angie Harris, President Cannon Aviation Insurance, Inc. (800) aharris@cannonaviation.com The 28th Annual Air Racing History Symposium was held. May 4-5 in Cleveland, Ohio. Featured speakers were: - Michael Gough, author of the new book The Pulitzer Air Races - Kevin Gratham, race photographer who writes about the P-38 Lghtning - Leonard Sandy Sanders, race commentator from 1964 to Joe Stamm, publisher of CDs about prewar and post-war racing - Joe and J.P. Thibodeau, father and son race pilots - Timothy Weinschenker, technical writer for Golden Pylons newsletter 6 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

7 es, Dear...After Reno resonates Ythrough our household most months of the year. Just part of supporting a racer. However, this past winter I finally asked Brian to define for me After Reno because I could clearly tell that our definitions were different. We have come to compromise, After Reno will always and forever be a part of our vocabulary, as long as we are racing...but we understand that between September 20th and January 1st all of those items that are on the After Reno list will be completed. Now that we are beginning our preparations for the 2012 Air Championship Races I began to think about everything that must be done, aside from having a fast flying airplane. As Family Supporters there are many different aspects of being prepared for 10 days in the Pits. This year our preparation has been lingering for almost two years -- with a new plane flying we have lots to do. Aside from packing the race trailer with the essential equipment, we must also pack the camp trailer. Sometimes I think the Family supporters: Yes Dear, After Reno camp trailer is the more important item since this is where we keep the racers fed, clean, well rested and provide a spot to relax. Our list of items to bring seems to increase annually, perhaps because there are more us now, or because we are seasoned...i m not quite sure. Nonetheless, we arrive in Reno prepared. As an aspiring pilot myself I have begun quite acquainted with checklists. If there was ever a time to implement a checklist preparing for Reno is it. A checklist will ensure that your items are indeed along for the ride. But, should one forget something there are plenty of places locally to purchase what is most likely sitting on your kitchen counter. So...think ahead and pack to be prepared for almost anything: sun, bugs, rain, wind, and even snow. As we make the final inspection of our race trailer, we must not forget the flowered screwdriver, because as a supporter I need the right tools too. Sherawn Reberry Photo by Eugene Hubbard Sherawn Reberry Photo by Ken Linde IF1 s Heat 3A fi eld lifts off for what turned out to be our last race of the 2011 race week. FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

8 A Salute to IF1 Heroes September Hero by Brian Reberry With the news that the Reno Air Races will continue for the September 2012 season I feel I would be remiss if I didn t write a short piece regarding the September 16, 2011 races. The world witnessed a tragedy in September of 2011 at the races a tragedy of different magnitude than prior years. What the world didn t witness were the heroes that quickly took action with no regard for themselves. To begin I d like to highlight Dr. Matt Conklin. Matt is an emergency room doctor by trade but a pilot by heart. Matt and I were watching the events unfold in from of us when suddenly Dr. Conklin was gone in a flash. He was off doing what he does best taking care of injured people in an emergency room unlike he had ever seen. Unknown to most of you Matt is an aspiring Reno Air Racer for Formula One the tragedy that he witnessed is not deterring his dreams of becoming a racer. Matt is just one example of the heroes among us from September 16, There are numerous reports of several trained medical personnel, or not trained, that lent a hand in a time of need. It is this selfless example of heroism that makes me proud of the people that surround us. The racing world also came together on this day not unlike they have with previous tragedies. When an airplane has an unfortunate landing we lose a member of our family. There is always a gasp of air as we send our fallen comrade to the blue skies. However, the unwritten code remains continue flying. KL WR KL KL Literally hundreds of volunteers work to make our races happen far more than we can name or show in a couple of pages. These photos salute IF1 s every day heroes all the folks who keep the sport going year after year. ZW WR 8 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

9 Photo Credits: Tim Adams (TA), Bruce Croft (BC), Ken Linde (KL), Lonnie Perkins (LP), Bill Rogers (WR), Naomi West (NW), Zach Whalen (ZW) KL NW KL ZW TA WR BC KL LP ZW KL ZW ZW KL FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

10 Letter from the Editor: The Forum is Back Lista Duren Photo by Gene Hubbard It has been a tough year for air racing, but thanks to the efforts of many, the sport is back, and so is your Forum. This double issue, labeled Jan-Feb-Mar-Apr, combines our annual historical issue with more photo coverage of IF1 s 2011 race week and a look at some of the changes in the 2012 races. Brian Reberry and Tom Watkins take a look at rules changes in this issue, and Angie Harris addresses race insurance. We also have a new voice in this Forum. Sherawn Reberry contributes the first Family Supporters column for many readers who keep our sport going without actually piloting a race plane. The name Women s Wing which applied to this group for years, no longer seems apropo as gender-specific roles blur. Several former and up-and-coming IF1 race pilots are women, and many supporters are men. But the idea is the same: recognizing, appreciating, supporting and commiserating with those who work to support our IF1 air racing family. If you would like to respond to any articles or columns in this issue, contributors contact information is inside the front cover. Or send a letter to the Forum editor for publication. Our center spread features the 13 planes that were fielded for the 2011 races. These are record shots for IF1, capturing information for the race historians. Finally, check out the IF1 Marketplace which provides free ads to our membership. There are many updates and our next issue will fill you in on who bought some of the planes. We ve relocated the Marketplace in this issue so that we could present the 1949 photo article uninterrupted. In addition to the Emil Strasser photos from 1949, IF1 has 1949 images from Vincent Ast which we will feature in another issue. Enjoy this issue. The PRS Report issue will be out very soon. Lista Duren Editor, Formula Forum Photo by Tim Adams IF1 Marketplace: Aircraft for Sale Prior to purchase of any aircraft, please contact the Technical Director for any IF1 rules or compliance items that apply. Miss Demeanor, N96SR, Race 96 Race ready FLYING Formula One: Battery, Alternator, Starter, GPS, GRT EIS, MicroAir Radio and encoding transponder, NEW CYLINDERS AND PISTONS IN 2005, ENGINE OVERHAUL by LyCon in 2006 W/ NEW CASE, CRANKSHAFT, VALVES, ETC. Twisted Composites race prop. Sturba cruise prop. Uninstalled tapered horizontal stabilizer and elevators, produced by Craig Catto, designed to fly with Miss Demeanor s tapered wing. Sport fly during the year, race at Reno in September. Win the Silver, fly in the Gold! All for $35,500. Contact: Steve Senegal (650) ssenegal@sanbrunocable.com Ads are free as a service to members 10 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

11 IF1 Marketplace: Project Parts and Products FOR SALE: Cassutt Sport/Racer Copyright, Manufacturing Fixtures, Inventory New Twisted Composites Prop - racing 16 cylinders cases and 1 core cranks magnetos & lots of parts 3 sets (4ea) pistons & rings 4 & 6 prop extensions 12 or more axles 4 crush plates 3 gas tanks Too much hardware to list. Spruce for leading & trailing edges. Spruce spar material Lower Cowl & Belly Mold 4 complete Lower Cowls fiberlass Upper Cowl & Canopy Mold 4 complete Upper Cowls fiberlass 12 Whelpants 10 Wing Root Fairings Carb Snorkel 8 Gear Leg Fairings 8 Brake Covers Large Roll 5.5oz fiberglass cloth Small Roll 5.5oz fiberglass cloth Medium Roll 10 oz fiberglass mat Carbon Fiber spinner Plates and Mold Sanders/planers, clamps, benches, tables, shelving and cabinets 1 project complete fiberglass skin. Contact Brent Haugen brent@collision-craft.giz Graphite Race Props Run One or Follow One Twisted Composites, LLC Contact: Steve Hill (505) or (505) carbonprop@mac.com Formula 1 racing treasures accumulated over almost a decade of air racing. Too much to list... Your choice: Various Twisted Composite Carbon props; DeMuth and other wood props; Cato props; Carbon Spinners; Carbon and Aluminum Spinner Bulkheads; 4 to 8 5/8 Prop Extensions and misc. Spacers; 4 into 1 Exhausts; M40J and other Spark Plugs; Misc. Parts, Hardware and Instruments. Call or for parts list and details. Contact: Gary Davis at texasflyer@hotmail.com (home); (cell) NEW COMPOSITE PARTS Light Weight 9 Spinners, $90 Wheel Pants, $ % Discount to IF1 members Contact: Ray Sherwood (530) rayyjayy@aol.com If you have aircraft or other items for sale, or updates to your listing, please Brian Reberry: brian@ reberryairracing.com NAC Aircraft Display Mat (20ftx20ft) Plastic vinyl windscreen material with steel grommet boarder. Available colors: yellow, red, orange, green, blue, white, and black. Storage Bag Included Price: $ plus ground shipping Contact: Tim Neubert TNeubert@airportnac.com AIR RACING BOOKS by Robert Hirsch Wedell-Williams Air Service $20 + $3 S&H Aircraft of Air Racing s Golden Age , 2 Volumes, 1071 pages, 158 scale drawings: $75 + $10 S&H Schneider Trophy Racers Goodyear and Formula One Racing (thru 1995): $45 + $5 S&H for both, or $25 + $3 S&H for one Free S&H to IF1 Members Make Checks to Maria Hirsch 8439 Dale St., Buena Park, CA Contact: Maria Hirsch (714) FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

12 IF1 s 2011 RACE PLANES Lista Duren Pilot Photo: Naomi West Lista Duren Pilot Photo: Birgitta Nurmi Zach Whalen Pilot Photo: Birgitta Nurmi Bruce Croft Lista Duren Lista Duren #11 Endeavor N616DH Pilot: Steve Senegal #20 Pooder N2020J Pilot: Tom Watkins Pilot: Stephen Partridge-Hicks #40 Miss USA N5381 Lista Duren Pilot Photo: Bill Rogers Ken Linde Pilot Photo: Naomi West Lista Duren Zach Whalen Pilot Photo: Birgitta Nurmi Ken Linde #78 Limelite C-FNZP Pilot: Larry Mashowski Pilot: Jay Jones Owner/Builder: Creighton King Pilot: Bill Parodi #36 N-A-Rush N6807C #44 Judy N44JW Lista Duren #15 Last Lap Player N6291N Ken Linde Pilot: Philip Goforth Owner: Holbrook Maslen Bill Rogers 12 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

13 Bruce Croft Pilot Photo: Zach Whalen Tim Adams Pilot Photo: Birgitta Nurmi Pilot Photo: Lista Duren Lista Duren Bill Rogers Lista Duren Pilot: Jay Jones Pilot: Jim Jordan #45 Quadnickel N53014 #54 Miss Min N54ML #592 Little Tony N592 Pilot: Brian Reberry Owner: Jim Whiteley Lista Duren Ken Linde Pilot Photo: Bill Rogers Naomi West Pilot Photo: Birgitta Nurmi Tim Adams Pilot Photo: Birgitta Nurmi Photo: Bruce Croft Naomi West Bruce Croft #50 Scarlet Screamer N135R Pilot: Vito Wypraectiger #69 Knotty Girl N591A Pilot and Builder: Philip Goforth #96 Miss Demeanor N96SR Pilot: Doug Bodine Owner: Steve Senegal FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

14 1949 Goodyear Trophy Race Text and Captions by Don Berliner Text by Don Berliner Don Berliner is an aviation and science writer who has been following Formula One air racing since its beginning in He is the author of 29 books, including Airplane Racing, A History , and two recent books about World War II aircraft. He recently retired as President of the Society of Air Racing Historians (SARH). He has edited Golden Pylons, the SARH newsletter since Photos by Emil Strasser Emil Strasser photographed the air races from 1931 to His aviation interest was sparked by Lindbergh s flight. He worked for Goodyear until 1945, then traveled west and worked for Northrop for 30 years. When Strasser died in 1997, he left more than 1,300 rolls of undeveloped film. The photos in this article were taken with a Kodak Monitor bellows camera using 616 film (6x9cm) Photo by Lista Duren Photo by Al Hansen Prints by Gerald Liang Gerald Liang has been photographing the air races ever since he attended his first race at Reno in His work has been published in Air Classics, Air Progress, Formula Forum and other aviation publications. When he inherited the Strasser collection in 1997, he started developing and printing Strasser s air race photos. Mr. Liang continues to photograph the air races using both color slide film and digital cameras. #20 Wittman Buster NX14855 (dark red with yellow numbers) Logo provided by SARH was the last year that 1949 Goodyear sponsored midget racers, and as it turned out, the last year of the Cleveland races themselves. The midgets had become crowd favorites, partly due to their variety, and partly due to the level of competition. While Whitman, LaVier, and Chester the Big Three still dominated, the first six midgets finished within just over five seconds of each other. Once more, Emil Strasser and Don Berliner were in the crowd, watching and recording. In this article, Gerald Liang presents photos from Strasser s collection of undeveloped film, and Berliner provides commentary from his personal experience at the event Planes in the 1949 Goodyear Trophy Race in order of fi nish By the 1949 Goodyear, Wittmanprotégé Bill Brennand had racked up a 1st, a 2nd and a 4th in major competition. While much of the airframe dated back to the 1931 Chief Oshkosh, it remained one of the favorites, thanks to the recent addition of a simple-but-clean set of wheel pants. Brennand qualifi ed 8th at mph, won the fi rst of four Elimination Heats and went on to win his second Goodyear Trophy at mph. 14 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

15 When the fi rst #39, called PFTTTT, failed to perform as hoped at Cleveland in 1947, designer Rod Nimmo went to work and created one of the cleanest midgets of the era. Keith Sorenson qualifi ed it 4th out of 25, at mph. He then showed his outstanding abilities by winning his Elimination Heat at mph and setting him up as a favorite. When Bill Brennand jumped off to a quick lead in the Finals, Sorenson held on to place 2nd at mph, only 1½ seconds back, and barely one second ahead of Wittman. In one full season, veteran racer Wittman compiled an enviable record, placing 2nd in the 1948 Goodyear, 1st in the 1949 Continental Trophy Race at Miami and 2nd in all three regional races in California. His ability to quickly fi gure out how to win in a completely new class has never been equaled. In the 1949 Goodyear, he qualifi ed 5th at mph and then smashed all the records for a full race by winning the 2nd Elimination Heat at mph, more than 10 seconds quicker than anyone else. Steve fi nished 3rd at mph, trailing the runner-up by just 1.2 seconds at the Finish Line. Photos by Emil Strasser; printed by Gerald Liang #39 Mike Argander Special Deerfly N24C (black and white) #1 Wittman Bonzo N1292 (yellow with blue numbers) The third in the series of allmetal midgets from the LeVier & Associates group, it was raced to 7th place in 1948 by rookie and future great, Bob Downey, at 161mph. At Cleveland in 1949, Vince Ast, one of the builders of #16 Shoestring, qualifi ed 3rd at mph. Averaging mph, he placed 4th in the 10-lap Final race, less than one second behind Steve Wittman. The racer eventually ended up in England, where it is slowly being restored. #5 Cosmic Wind Ballerina N22C (dark green with cream trim and numbers) FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

16 #4 Cosmic Wind Minnow N21C (bronze with cream trim) #34 Williams 2X Estrellita N44183 (yellow with black trim) After Herman Fish Salmon won the 1948 Goodyear Race, the airplane was converted into the prototype of the secondgeneration Cosmic Wind. A new, slimmer fuselage was built, along with a smaller tail, and the wing was raised from its original low position to the mid-wing confi guration. It certainly looked faster than the fi rst version, but pilot Eddie Custer could do no better than 9th in time trials at mph. Salmon fl ew it to 2nd place in an Elimination Heat at mph, and then 5th in the Finals at mph. It was designed by Art Williams, built by Guy Gully in 1947 and fi rst raced at Miami in At Miami in 1949, he was 6th at mph. In the 1949 Finals at Cleveland, Kip fi nished 6th at mph in one of the closest air races in history. On Labor Day weekend in an air show at the airfi eld of two-time Thompson Trophy winner Cook Cleland, Chester Black was displaying Estrellita when the landing gear/wing attachment failed. The racer crashed and Black died. #16 Mercury Air Shoestring N26C (chartreuse and red) Photos by E. A. Strasser, printed by Gerald Liang 16 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012 Its streamlining was the ultimate for the time, with particularly fi ne fairings. Rod Kriemendahl and the Ast brothers Carl and Vincent created the machine. Future great Bob Downey fl ew it to a 6th-place in qualifying at mph, less than 0.1 seconds behind Wittman. The 12-lap Final Race saw an historic battle for fi rst place, with six pilots fi nishing in the space of 5+ seconds, and Downey close behind in seventh. Construction drawings would be prepared, leading to several more Shoestrings being raced in both America and Europe.

17 The initial goal of Piper Chief Engineer Dave Long was to have his handsome little sportplane produced in quantity by Schweizer, the sailplane people. That it just happened to meet the complex specifi cations of the 190 Cubic Inch Class could hardly have been a coincidence. After racing it in the 1948 Goodyear with modest results, Long sold it to Luther Johnson. In 1949, he qualifi ed 21st at mph and went on to place 8th in the Goodyear Finals at mph. Many Midget Mustangs and the two-seat Mustang II development have been built by individuals from purchased plans. It was designed by Lockheed Skunk Works engineer Bill Statler and built for Jim Kistler. At Cleveland in 1949, Kistler qualifi ed 7th at mph, fi nished 2nd in his Elimination race at mph and 9th in the Final heat race at mph due to having cut two pylons. Improvements in streamlining and speed came steadily. By the time of its retirement in 1984, at had carried a half dozen names including Miss San Bernardino and the Art Scholl Special. A total of nine different pilots fl ew #31 in dozens of races. #67 Long Midget P-Shooter NX6111H (aluminum with blue trim) #31 Kistler Skeeter N31C (red and white) Skunk Works engineer Bill Statler #94 Foss Ginny N68732 (aluminum with various trim colors) displayed his versatility with the wood-and-fabric Skeeter and the all-metal Ginny built for Al Foss in The latter was also larger, with a 21 4 wingspan, longer even than the Cosmic Winds. In 1949, Ginny was qualifi ed by owner Foss in 12th, at mph. In the Finals, Foss dropped out on the last lap. Finally, it became the property of Mike Dewey, who re-named it Little Mike and, with other pilots, campaigned it through Photos by E. A. Strasser, printed by Gerald Liang FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

18 1949 Goodyear Consolation Race #92 Falck Special Rivets N60089 (red, aluminum and yellow) #47 Pack Model C Lil Rebel N66317 (yellow with blue trim) After its debut at Cleveland in 1948 with a huge bubble canopy and large vertical tail, Rivets began a long process of well thought out modifi cations. For 1949, it had a low, clean canopy made from Aeronca Champ windshield parts, and a smaller tail, along with its fi rst set of wheel pants. Falck boosted its qualifying speed from mph to mph, and then won the Consolation Race at mph on his way to one of the great careers in the class history. Garland Pack & Associates raced their fi rst midget--#47 Miss Nashville but once, then dismantled it so parts could be used in the next one. Like their fi rst midget, it was patterned after Steve Wittman s highly successful pair, with its thin mid-wing using external bracing wires for support. Lil Rebel was raced initially in the 1949 Goodyear by James Wilson (not the one who raced in the early days of Reno). In the Consolation Race, Wilson placed 2nd at mph, almost 10 seconds behind winner Falck Goodyear Races: Rules Summary The rules for the first two Goodyear races worked well enough to retain them. The only significant variation was the course, which had been reduced in length to 1.75 miles, the shortest ever used. Despite this, records were set at every opportunity. Two years of highly successful racing by the midgets of the 190 Cubic Inch Class had re-energized the classic Cleveland National Air Races. And it had opened the door to what would later become a major element in American sport aviation: the flying of amateur-built airplanes, which had been illegal since the late 1930 s. By 1949, the Goodyear Trophy Race was attracting the largest fields in American air racing history, with 25 qualifiers, plus several others which were on the field but failed to qualify, and at least another dozen which were entered but did not compete. While Wittman Tailwinds and Pitts Specials and Stitts Playboys were still in the unknown future, midget racers were being built in garage and basement workshops all around the country, as American sporting aviation began to remember its roots. Photos by E. A. Strasser, printed by Gerald Liang FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

19 It was designed by Kenneth Razak, of the University of Wichita, and built by William Leighnor; it was one of the larger and heavier of the early midgets. After H.E. Bangerter placed 2nd in a Semi-Final Heat at Cleveland in 1948, Harry Ragland took over for the 1949 Goodyear, qualifying 13th at mph and then fi nishing 3rd in the Consolation Race at mph. #42 has long been inactive, at last report being stored in Michigan. It was designed and built by Alvin Anderson and Carl Tietz, fi rst racing in the 1948 Goodyear by Galloping Ghost co-owner/pilot Bruce Raymond. He fi nished 6th in the Consolation Race at mph. At Cleveland in 1949, USAF Lt. Obie Smith took over, qualifying 18th at mph and placing 4th in the Goodyear Consolation Race at mph. In the next National Air Races Detroit in August, 1950 rookie pilot James Vosyka qualifi ed at mph. Then a wing broke in Heat 3 and he crashed fatally. The beginning of a 20- year career for #97 was at Cleveland in the 1949 Goodyear Trophy Race, when it was one of just four new low-wing designs. Cobuilder Bart Denight placed 5th in the Consolation Race at mph. Within two years, he was approaching 190mph. Roy Berry brought the racer out of hibernation in the 1960 s. In 1969, it was dismantled for parts to be used in #97 Old Blue and the surviving parts were restored for static display by Ed Fisher. #42 Leighnor Mirage NX3154K (maroon with silver numbers) #63 Anderson and Tietz Ace of Diamonds N5541N (red and yellow) #97 Denight Special DDT N9059H (yellow with black trim) Photos by E. A. Strasser, printed by Gerald Liang FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

20 #14 Miller Little Gem N5623N (gray with red trim) #77 Beville-Raymond Little Spook N42M (light gray) When Jimmy Miller s fi rst racer showed up at Cleveland in 1949 with wings from a Luscombe, and was placed 6th in the Consolation Race, it hardly hinted at its future: National Championships in 1954, 1959 and 1960, thanks in great part to a hand-hammered thin metal wing. From there it went on to victory in the fi rst Reno Races when Bob Porter fl ew #14 for new owner Denny Sherman. Bob Downey then whipped off 24 top-10 fi nishes in the next decade. The Steve Beville-Bruce Raymond team had great success with their Thompson Class #77 Galloping Ghost, and so Beville tried his hand at a miniature, fabric-covered version for the 190 Cu. In. Class. In the 1949 Goodyear Trophy Race, he qualifi ed 19th at mph and fi nished 7th in the Consolation Race at mph. The following January, at Miami for the All-American Air Maneuvers, Steve qualifi ed 16th at mph, and placed 5th in the Consolation Race at mph. #29 L.I.T. Special Chappy N139C (white with blue number) Photos by E. A. Strasser, printed by Gerald Liang 20 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012 The fi rst and only radical racer to appear at Cleveland in the Goodyear series was the work of faculty and students at the Lawrence Institute of Technology in Detroit. #29 was raced in 1949 by Carleton Ambler, who managed to eke out 22nd place in time trials at mph and then 8th in the Consolation Race at mph. With the opportunities for major improvements to the twin-boom pusher limited, it was retired and is now on display at the school.

21 Today, Hal Coonley s Special would probably be considered an attractive sport-racer with good visibility and a sturdy moldedplywood fuselage, but a little heavy and draggy for serious racing. Yet it was at Cleveland in 1949 alongside the products of Wittman and Williams and the LeVier group. At Cleveland, he qualifi ed 20th in a fi eld of 25 at mph. Further racing was curtailed soon after when he bailed out during a crosscountry fl ight. #35 Coonley Little Toot N10E (orange with black number) A few of the airplanes that competed in the three Goodyear Trophy Races looked so hurriedly assembled that one wonders if the goal was not to win but to enable the pilot to say he had raced at Cleveland, a phrase that carried great prestige in the 1930 s and 1940 s. Pilot (as well as designer and builder) Carl Thompson qualifi ed 23rd in 1949, at mph, and then failed to fi nish the Consolation Race due to mechanical problems. #40 Thompson Screaming Meanie N1210M (yellow with red trim) The 1949 Goodyear Trophy Race When the 1949 Thompson Trophy Race ended, the Cleveland National Air Races ended, and so did the most successful series of major air race meets the world had yet known. While the obvious cause was the crash of Bill Odom s P-51 Beguine into an occupied house during the Thompson Race, the most direct reason for the end was the June 1950 start of the Korean Conflict and the withdrawal of major sponsors whose commercial activities had been shifting to jet-propelled airplanes, rather than those with propellers. The midgets then carried on alone until the re-birth of the sport in 1964 at Reno. Photos by E. A. Strasser, printed by Gerald Liang FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

22 1948 Goodyear: Planes Eliminated in Heats #51 Johnson Betty Jo N2E (red with white number) Two midgets were built in 1948 for Luther Johnson: #60 Idle Ours, which was raced only in 1948, and #51, which was raced in 1948 and In the latter year, Charles Barton failed to complete time trials, but was allowed to race, placing 5th in the 1st Semi-Final Heat at mph. Both airplanes had conventional designs, but were considerably over-weight, which contributed to their poor performances. Neither was seen after #84 Thompson Balboni Special N1305V (maroon with white number) (No E.A. Strasser Photo for #84 in 1949) Another Massachusetts-based midget racer, this one was from Harry and Ralph Thompson. Harry was the designer and builder, while Ralph was the pilot. In the 1949 Goodyear, #84 was qualifi ed 24th at mph. In the 1st Elimination Heat, it was fl own to 5th place at mph. Moving on to the 1st Semi-Final Heat, Ralph fi nished 6th at mph. Like Thompson s #40, it raced no more. Yet a third Thompson-named midget racer never showed up at any race site. First Hand Impressions of a Teen-age Fan Gate B, Box 44, Row A, Seat 17. That s where I watched the third and final Goodyear Trophy Race. And, yeh, it cost me a resounding $2.40 for a front-row box seat, no less! I was there with my two best friends from high school, with whom I would soon find myself in the Air Force. But for a few days we were at the center of the known universe: Cleveland! The largest city in Ohio, it had given itself over to the National Air Races with enthusiasm. Every shop window in the busy downtown area was full of air racing photos and copies of trophies and posters and of course scale models of Wedell Williams and Chester and Wittman racers along with Super Corsairs and clip-winged Kingcobras. Hotel rooms, even in a major industrial city, were impossible to find on short notice, except for three racefans from Columbus who had travelled up by train and naively walked into the Hotel Carter, the air race headquarters, and inexplicably found a room. We soon crowded in two more like-minded teenagers who were willing to share the limited space and sleep on the floor. It was National Air Races weekend and such deprivations were of absolutely no consequence. We would have slept on our folding chairs at the airport if necessary. No one could have predicted that this young kid would still be involved with the midgets after 65 (!) years and would have counted among his friends some of the stars of the Goodyear era: Steve Wittman, Bill Brennand, Bill Falck. Photos by E. A. Strasser, printed by Gerald Liang 22 FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL 2012

23 The fi rst Falcon Special was wrecked qualifying for the 1947 Goodyear Race, and was replaced in 1948, by the Mk.II which had a midwing and closed canopy. In 1949, Earl Ortman, who established an impressive record in 1930 s Thompson Trophy Races, qualifi ed 16th at mph. After placing 4th in his Elimination Heat at mph, he then fi nished 5th in the 2nd Semi-Final race at mph, which wasn t good enough to get into the Consolation Race. #10 Falcon Special II Lil Rebel N1E (green with cream trim) Harvey Christiansen was disqualifi ed from the 1948 Goodyear by the Technical Committee for having a weak wing. He rebuilt it and qualifi ed in 1949 at mph, good for 15th in a fi eld of 24. He placed 3rd in the 1st Elimination Heat at mph and was doing well in the 2nd Semi- Final when he encountered mechanical problems on the last lap. Recently, his son announced plans to restore the racer to its 1949 confi guration, though he has no plans to race it again. #59 Christiansen Zipper N5713N (yellow with blue markings) One of the most famous of the Goodyear racers, it was fl own to 4th place in 1947 by owner Tony LeVier, and 5th in 1948 by Billie Robinson. In 1949, Billie set a national one-lap record by qualifying at mph but then lost the canopy and retired. In 1950 at Detroit, John Paul Jones won the Championship Race at mph. It was sold to Ian McCowen, who registered it in England as G-AYRJ. In 1971 and 1972 it was fl own to the British Championship, and in 1978 was returned to the U.S.A., where it is to be restored. #3 Cosmic WInd Little Tony N20C (Red with white trim Photos by E. A. Strasser, printed by Gerald Liang FORMULA FORUM, JANUARY/FEBRUARY/MARCH/APRIL

24 Some Highlights of the 1949 Goodyear Midgets Story starts on page 14 Keith Sorenson introduced the new Rod Nimmo designed plane #39 Deerfl y, which proved to be an able challenger for front runners Bill Brennand in Buster and Steve Wittman in Bonzo. Sorenson fi nished second in the Trophy Race. Bob Downey raced the new #16 Shoestring built by Rod Kriemendahl, Carl Ast and Vincent Ast. He fi nished seventh in the trophy race, close on the tail of the six planes that were fi ghting for the lead. Both Downey and Shoestring went on to became champions FORMULA FORUM 3233 Via Alicante #48 La Jolla, CA Bill Falck remodeled his ugly duckling #92 Rivets from its ungainly 1948 appearance to a sleeker profi le in He won the Consolation Race. Then he continued to improve the racer. Taking Experimental Aircraft to heart, Lawrence Institute of Technology faculty and students built the twinboomed pusher, #29 Chappy. Carleton Ambler raced it to eighth place in the Consolation Race. Photos by E.A. Strasser, printed by Gerry Liang