FORMULA FORUM THE IF1 JOURNAL JULY/AUGUST 2006
FORMULA FORUM IF1 INC. DISCLAIMER CONTRIBUTIONS MEMBERSHIP RULES Formula Forum 2006 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. Website: http://www. if1airracing.com Articles appearing herein may be edited and are the opinion of the authors and not necessarily the opinion of IF1, Inc.. Contributions should be sent to the Editor, Bill Rogers at 926 Rawhide Place, Newbury Park, CA 91320. Phone/FAX: 805/498-0846, email text to milward@ adelphia.net. Text on CD in WP, Word or as.rtf. Photos/.jpgs remain property of Formula Forum. Membership in IF1 is open to pilots, owners, crews, and technical people active in Formula One Air Racing. Members $60, Non-voting Associate Members $35. Applications are available from the Secretary or on line. EXECUTIVE COMMITTEE BIRCH ENTRIKEN President P.O.Box 3760 Truckee, CA 96160 530/562-1363 bentriken@earthlink.net CLODAGH STOKES Vice President 537 Hill St. Prescott, AZ 86303 928-708-9482 clodagh@cableone.net JOHN HOUSLEY Secretary/Treasurer 1020 Chesterfield Forest Dr. Chesterfield, MO 63005 636/519-8648 F1race43@att.net DIRECTORS ED BOWES Promotions Director 15407 North 14th St Raymond, NE 68428 402/477-2966 edbowes@futuretk.com Webmaster - Ray Debs raydebs@aol.com VOLUME XVII NUMBER 4 WARD GARLAND Operations Director th 42528 7 St. East Lancaster, CA 93535 661/949-0529 wasa@antelecom.net TOM DeHART Technical Director P.O.Box 1431. Klamath Falls, OR 97601 541/883-3320 grandmaosgolds@aol.com CHARLIE GREER Pilot Committee 5274 Soledad Mountain Rd San Diego, CA 92109 858-212-7881 SloPke@earthlink.net GARY HUBLER Technical Committee 5011 Hubler Lane Caldwell, ID 83605 208/454-9585 ghubler@starband.net GARY W. DAVIS Procedure Committee 11534 Merlin Drive Sanger, TX 76266 940/458-5515 dtexasflyer@earthlink.net COVER PHOTO For IF1Technical rules check on line, or send a check for $20.00 to the Secretary, payable to IF1, to cover cost of printing and mailing. David Hoover in the gorgeous Endeavor at Reno 2005 John Garrett Photo CONTENTS 3. Reno PRS Birch Entriken 5. September Mornings 1 Gary Davis 6. Presidents Page Birch Entriken 7. September Mornings Continued 10. Sec/Tres. Input John Housley Odds and 11. For Sale 2 FORMULA FORUM, JULY 2006
Reno Pylon Racing School 2006 Birch Entriken The 2006 Pylon Racing School was held June 15-18. We didn't think we were going to get much of a turn out this year since by the mid-may deadline for sign up, we only had three entrants. Because two of them were planning to bring airplanes, and due to some other logistical issues, we opted not to have our usual two seat trainer on site. However, by the time Thursday rolled around, we were up to eight pilots in attendance. By then we wished we had the two-seater. Thursday started out breezy and a little on the cool side. But the rest of the weekend was ideal with calm winds, clear skies and temperatures rising into the 90s by afternoon. The general meeting with RARA and all the race classes was held Thursday morning, with the classes breaking into individual sessions in the afternoon. The next three days were essentially flying in the morning, with some additional academics in the afternoon. Speaking of academics, IF1 owes a debt of gratitude to John Housley and Ed Bowes for traveling long distances on their own time to put on the ground school. The PRS manual and presentation that John put together are nothing short of stunning. The manual is an inch thick, in full color, and covers everything you ever wanted to know if you were thinking about coming out to go Formula One racing. It is accompanied by a slide and video program. The scope and depth of this product takes IF1's PRS program to a completely new level. The students were enjoying it so much they chose to stay in class until 7pm one night, even though it meant missing the bus back to the Hilton. So, without further ado, meet the 2006 crop of new Formula One pilots: George Andre comes to us from the St. Louis area. I could probably have written an entire article on his resume alone. He flew the F86 and F101 in the USAF. He also flew the F86 and F102 for the Air National Guard, and saw action in Viet Nam. He worked for Lockheed as an F104 test pilot, and spent some time at the famous "Skunk Works". He later went to work flying for TWA and was their Director of Flight Operations Engineering and Safety. He retired from TWA in 1994 as a B-767 captain. Along the way he has been a competition aerobatic pilot and air show pilot, as well as being an A&P, IA. He is the new owner of #57, Aggressor, which will now be #1, Zipper. He brought the airplane to PRS, flew the course, and took care of all his pilot qualification requirements. Doug "Jethro" Bodine, is currently a B- 1 pilot for the USAF, based at Ellsworth AFB, in South Dakota. He has been involved in general aviation since the early 80s, and like many of us, had been dreaming for a decade or two about racing at Reno someday. A chance to participate on a race team in 2001 was crushed by the events of that September, but the dream remained alive. The relative affordability of Formula One has led Jethro to become the new owner of #92, Yellow Peril, an airplane in need of a good home, and it sure looks like it found one. Somewhere, Eric is smiling. We all know Maynard Crosby, so what more can I say? Maynard has been flying for 56 years! He has either flown or worked for Cessna, Boeing, Lockheed and FMC. He has been a college teacher, operated flying schools, and is a professional musician and bandleader. He was in quality control at Boeing for the 747, 767 and 777, and retired in 2001. His airplane #14, Pushy Cat has a long history going back to Jim Miller. FORMULA FORUM, JULY 2006 3
PRS Continued John "Jack" Heinz III, is a general contractor who lives in northern California and is the proud new owner of Dave Morss' #99 Cool Runnings. He has been flying for the past 25 years and as far as air racing goes, he has experience - he raced gliders. Currently his daily driver is a Mooney. The racer will now be #57, Jersey Girl, a nod to the no doubt tolerant spouse who puts up with this nonsense. Mike Purves, originally from Illinois, now flies for a regional airline based in Milwaukee. Fascinated by flight since childhood, he is on tap to fly #38, Flying Dutchman, and as backup pilot for #44, Judy, both of the Holbrook Maslen stable. Lowell Slatter. If you look up "crusty" in the dictionary, note the picture. All kidding aside, I handed out a sheet for the guys to give me some biographical information on, and I think in Lowell's case his own words sum it up best: Ag Pilot (retired), Fire bomber (former), Homebuilder (constant), Acro Pilot (when I feel like it), Big Jet Pilot (almost furloughed), WWII Bomber Pilot (got the medal to prove it), Soybean Farmer (summer only), Airport Owner (tax purposes). Lowell's new airplane, J- Gal, (another homage to a long suffering wife) is 90% done. Lowell gets high marks for doing something at PRS which is available to all but seldom done: He brought his Class of 2006 L to R, John Housley, Instructor, Mike Shaney, Jack Heinz, Mike Purves, George Andre' (standing with hand on cowl), Julia Bodine, Doug "Jethro" Bodine, Jim Whiteley, Judy Galloway, Maynard Crosby, Lowell Slatter, Bob Kircher, missing was Instructor Ed Bowes. whole crew along, including wife Judy, Mike Shaney and Bob Kircher. Steve Temple was there to get some hot laps in his new ride. The former Mac Daddy, will now be #87, Madness. Steve gave us our only anxiety attack of the weekend when his airplane started to trail smoke under G load in the turns. When he set up high for approach we were sure there was engine trouble; turns out he was concerned about a vibration attributed to the propeller. After a beautiful landing he changed props and flew her home to Minden. Jim Whiteley is a Reno local and retired United pilot. He is currently involved with the county sheriff's search and rescue air squadron as well as the Coast Guard Auxiliary flight group in Honolulu. Jim is also slated to fly for Maslen Racing as pilot for #38, Flying Dutchman, and as alternate for #44. As I mentioned earlier, we didn't have a two seat airplane available this year and it was sorely missed once our original number of entries nearly tripled. Jason Somes was giving dual for the Biplanes in a Pitts S2B and had a full schedule of students on his plate. However, he managed to find some time to at least get two of our new guys up on the course. Our sincere thanks to Jason for fitting us in to his busy day. Other IF1 folks in attendance were Vice President, Clodagh Stokes, Pilot Committee Chairman Charlie Greer, Hep Porter, and yours truly. It was a great weekend, I think the new pilots enjoyed it, and they certainly got an enormous amount of information to consider. You should see some new faces in the hangar and on the starting grid this fall. Once again my hat is off to John Housley for his superb textbook and classroom presentation. Unfortunately, the time spent on this project probably means that John's airplane will not be ready for September. That's what you call personal sacrifice for the greater good! 4 FORMULA FORUM, JULY 2006
September Mornings 1 Gary Davis Copyright Gary W. Davis, 2006 All rights reserved The conga line of eight assorted tow vehicles pulling small sleek airplanes moves slowly onto Runway Eight and the crews begin to place the racers in their proper positions on the start grid. The tow vehicles deliberate pace and the crew s careful movements belie the anticipation of the contest to come. Surveying the other start positions, I am reminded of my first explanation of the racehorse start and its merits to lifelong friend and fellow pilot Stephen Pearce. He had chuckled and in his characteristic dry whit had asked me, if we thought hard enough, did I think we could possibly come up with a more dangerous way to start a race. His reaction was common to someone new to Formula One pylon air racing. With Stephen now Midnight Lightning's crew chief and the racer precisely in place on the runway, I zip up my Nomex flight suit and throw my leg over the wing and into the cockpit. In short order I am strapped in, the canopy is locked in place, and Stephen begins to hand prop the engine to life. At first cantankerous in the cold morning air the Continental finally catches and we breathe a collective sigh of relief at the sound of her steady idle. As the engine warms and the crew finishes their preparations, I busy myself in the cockpit with final checks and adjustments. At the signal for two minutes until the flag drops, Stephen gives me thumbs up and the crew departs the runway for the waiting tow vehicle. Alone now, my shoulders touch the fuselage longerons and my helmet bumps the canopy when I sit up slightly to see the man just off the south side of the runway. He is holding a large green flag that gently moves in the light breeze as it hangs from the pole at his waist. All eyes will soon rest on this flag and eagerly await this man s movements. There are three other airplanes on the runway a few hundred feet ahead, but only Miss USA with Kirk Murphy at the controls is visible on the right side of the runway. Dave Roelofs in Yellow Peril on the pole and John Housley in Aero Magic in the middle are hidden by Midnight Lightning s nose pointed at the sky as we sit waiting. When the engine is warm enough I increase RPM and perform a quick magneto check. The right magneto check is normal but the engine is so rough on the left magneto that the tachometer drops four hundred RPM before I can flick the switch back to the on position. With slightly under a minute until the flag drops my first solo decision of the race presents itself. I will see how Midnight Lightning performs during the takeoff roll and plan to abort straight ahead if her acceleration is lacking. I am acutely aware of the two airplanes that will theoretically pass within a few feet of each wing tip moments after the flag is dropped if I hold my position. Their pilots forward vision will likely be obscured when they pass by me just as mine is now. The other option is to taxi into the unforgiving sagebrush and rocks just off the runway to my left. As the flag slowly rises, I move the throttle forward against the stop and lock it in place. Midnight Lightning strains mightily against the brakes and my aching legs remind me they have been working to hold our position for the past five minutes during warm up. Despite their protest I push harder still on the pedals, as if trying to shove them through the firewall, to stay in place. I will release them abruptly in just a few FORMULA FORUM, JULY 2006 5
Bill Rogers photo Stephen Pearce, Gary Davis, and Carroll Cheek at the start of the Silver final, a September Morning, Reno 2004 John Garrett photo President s Page Birch Entriken 2006 Pylon Racing School was Theld a couple of weeks ago and was a great success. Please see the article in this issue. While we were there, Vice President, Clodagh Stokes and I had a meeting with RARA CEO Mike Houghton and representatives from the Biplane class. We discussed some logistical issues concerning the hangar for September. As I mentioned in an earlier report, the plan this year is to park our trailers on the west side of the private hangars that are situated north of the RARA hangar. This will free up parking for vehicles on the south side of Bill Rogers photo the RARA hangar, and enable each team to park a vehicle there, instead of across the street. Spaces will be assigned, and vehicles will be double parked, nose to tail. This will take some Dave Roelofs awaits takeoff clearance, 2005 coordination with your parking mate to make arrangements for keys. You will still have access to your trailer with a slightly longer walk. Also, it now looks very likely that we will be back in the hangar office this year. Nominations are now open for our upcoming elections. If you are a full voting member and haven't submitted your nomination form, please do. Give some thought to who might make a good candidate. Have you considered stepping up to the plate and nominating yourself? It takes a lot of behind the scenes work to make this organization function, and it's a great way to give something back to IF1. Fly fast, Birch 6 FORMULA FORUM, JULY 2006
September Mornings Continued seconds when the flag drops. In that instant all thoughts of standing still will evaporate and be replaced with a relentless demand for speed. I make one slight mixture adjustment for maximum RPM but intentionally stop short leaving the explosive concoction slightly rich. With the memory of another racer s prop abruptly stopping from this practice still fresh in my mind s eye I remind myself the carburetor will be gulping more air and lean the mixture on its own soon enough. Watching the flagman intently now, I can see Carl Swenson s helmet in Annie some thirty feet off my right wing. He is watching the flagman and not me. Carl is the most experienced pilot in this race and will hold his takeoff line straight and will not endanger my racer. I intend to do the same for him, but also fully intend to out accelerate Annie before pylon one. My shot out of a shotgun prop is installed specifically for that purpose. If my scheme works, Aero Magic will also fall prey to Midnight Lightning s quick acceleration and Midnight Lightning will be the third airplane to reach pylon one. That is if the nowsuspect magneto holds together and Carl and I do not fall prey to David Hoover s plan to overtake us from the last row. The flag drops and Carl, Kirk and I release our brakes together. Now the real fun begins. The man with the green flag has turned eight snarling midget airplanes into living thoroughbred racers with one fell swoop. Initially Midnight Lightning shows her displeasure with the quartering tailwind. But as we accelerate she is more compliant and I bring her tail up to see my imaginary takeoff line and feed in more right rudder to stay straight. The front row of airplanes is visible now as they begin to stagger slightly due to differences in acceleration. Annie hangs motionless in my peripheral vision as I lift off the runway and gingerly relax the back pressure on the tiny tube that serves as my control stick. Any thought of aborting straight ahead out of harms way is erased by Midnight Lightning s normal acceleration and the sight of Aero Magic falling slightly behind the other front row racers. My near total focus now is on accelerating while I hug the black asphalt and hold my own takeoff line until the home pylon. In the thin high desert air Midnight Lightning s wing is sluggish at first and I will not climb more than a few feet until starting out over the desolate terrain. Only then beginning a gradual climb to the forty feet or so needed to have my canopy above the pylon when I pass by. Carl continues to hang close beside me but my inside position will give me the advantage when we turn left abeam the now rapidly approaching home pylon. Yellow Peril turns gently toward pylon one as she passes the home pylon with Miss USA following slightly behind. Midnight Lightning continues to gain on Aero Magic as I try to forecast the results of this drag race. Passing the big checkerboard symbol for the 41st Annual Reno National Championship Air Races, I turn my racer and my focus toward a point in space slightly above and outside pylon one. David Hoover, flying Steve Senegal s Miss Demeanor, is now coming up on my left across the sagebrush. David is taking full advantage of Miss Demeanor s quick acceleration and his inside back row position. The back row is not required to hold their takeoff line over the runway. This legal shortcut and Miss Demeanor s superior acceleration had FORMULA FORUM, JULY 2006 7
more than offset my second row outside start position in Thursday s heat. Today, with me on the inside second row and David again on the inside back row, it will be close at the first pylon. But I m not as concerned about David s ability to accelerate as much as John s top speed since I had been able to return David s favor Thursday by passing him coming off pylon three on the first lap. Eight pilots are now aiming for the same point in space. Because of the slow speeds and the crowd, pylon one is the most critical and dangerous turn in this race. But the two scatter pylons, with their back-to-back turns of more than ninety degrees each, placed to put the racers on the course with a West wind are the most hazardous. They are avoided whenever possible, which is the reason we launched today with a slight quartering tailwind. In less than twenty seconds this pylon turn will be in the history books. David is close off my left as we approach pylon one but his advantage is diminishing as Miss Demeanor s advance begins to slow and Midnight Lightning s speed advantage starts to take hold. Both quick acceleration schemes pay off as David and I slide around pylon one inside and ahead of John and Carl as was hoped. I have half my turn completed and have already moved my attention to pylon two and three as the lights marking pylon one slip by forty some odd feet below. Miss Demeanor also slips behind and Midnight Lightning emerges from the first turn of the race firmly in third place. The winds are light and there is no turbulence in the calm morning air as the pylon one excitement fades and I settle into the tight low groove around the course I prefer. Enjoying the serenity of a smooth sixty degreebanked turn around pylon three, I roll out on my aim point for pylon four and take advantage of the decent over the lowering terrain to accelerate to race speed. The fifty-five-gallon barrel on the end of a telephone pole that serves as pylon four is almost a mile away now and hidden in the background of the high desert terrain. The open hangar door on the south end of the airport and the lights under the pylon make staying on course much easier today but I am still careful to pay close attention to avoid the wasted time and embarrassment of blundering off the course. A quick check of the tachometer accelerating through three thousand six hundred RPM and the various temperatures and oil pressure confirms all is well with the highly stressed Continental engine. Relishing a few laps in relative peace and quiet, I concentrate on the best line around the pylons and flying the racer smoothly with the black yaw string straight over the silver tape we have fashioned to help me stay coordinated. Every control movement and any deviation from coordinated flight increases drag and decreases speed. This is where the pilot can make a subtle but sometimes significant difference as many races have been won or lost by fractions of a second. Although suspicious my solitude will be broken by Aero Magic in John s relentless pursuit, I still cling to the hope the engine work Midnight Lightning s crew finished yesterday will at least give me enough speed to hold my position for the entire race. John has passed me in the first two heats late in the last lap as my times consistently slowed slightly more than a second a lap during the second half of the races. Whatever the problem, it is costing me five seconds during the course of the race and has caused 8 FORMULA FORUM, JULY 2006
considerable discussion and head scratching amongst the crew trying to isolate the reason. Friday after we finished racing the second heat Carroll Cheek finally figured out it wasn t my flying, like I d thought, but the airplane slowing us down. Carroll was new to air racing and Midnight Lightning s crew but very experienced in auto racing. He is very astute and knows how to use a stopwatch to analyze problems. I liked his idea much better than mine so we borrowed a borescope from Mariah s crew chief and discovered marks indicating the rings were dragging on the cylinders walls. The possible villain was the end gap on the new oil scraper rings. We were coming close to the five hundred degree cylinder head temperatures we were shooting for this year so it all made sense. There was also cylinder and ring metal in the oil to back this theory up, along with some suspected bearing material, but not enough to shoot us down. Stephen made the call and he and Carroll, both accomplished mechanics, performed a complete top overhaul on the engine Friday afternoon and Saturday morning. Compliments of International Formula One mentor and friend Dan Gilbert, we found an engine shop that defies description only two blocks away from the pits. They would do the necessary cylinder work for us on a Saturday. With a fresh top overhaul and a new technical inspection in hand by Saturday afternoon, I coordinated a no-radio flight with the tower and flew an hour to seat the rings after all the races were over Saturday evening. Landing directly into the blinding sun with a howling Reno crosswind I was expectant that Stephen and Carroll s efforts would pay off in Sunday s Silver Final. I was also hoping their hard work would not be spoiled by my hand in a landing incident on a runway barely discernable in the setting sun s harsh glare. My expectations begin to fade as Midnight Lightning s sparse instruments and my gut warn me this race will play out the same as the recent heats. Still, I fly my best line and push the airplane as fast as possible to keep John unseen and behind me. The hope that the freshly topped engine will produce faster lap times overrides my doubts, but years of protecting my soft hide by not putting too much trust in things mechanical tempers my faith. With a good start behind me there are three distinct possible outcomes now. My obvious favorite is more speed from the top overhaul and third place as worst case with the slight possibility of a pass on Miss USA. Second choice is a sick engine slowing me down and a probable fourth place finish with Aero Magic passing me before the checkered flag. Third is the alwayslurking Mayday with its myriad of possibilities and outcomes that is the ever-present challenge I work to be ready for and hope I don t screw up when it comes. For at Reno they say it is not a question of if, but when, it will come. The handling of a Mayday is the barometer that is used to measure pilots that dare to race at Reno and it is an unforgiving and public scale. Copyright Gary W. Davis 2006 Only about 1/6 of the people that read the Forum actually fly the races. Some of us have been around the pylons in a Cessna, but that cannot compare with the real thing. As I told Gary writing is not a requirement for being a great pilot, but those that can do both are rare indeed! We are privileged to publish this piece with his permission and only regret that space requires us to split it into two parts - the rest next issue. Ed FORMULA FORUM, JULY 2006 9
Secretary/Treasurer Input John Garrett photo John Housley Welcome new members Jack Heinz, Doug ( Jethro ) Bodine, and Mike Schaney who joined Fomula One recently! We look forward to seeing Jack at a race with his airplane #57, the former Cool Runnings, Jethro with #92, Yellow Peril, and Mike with a future project. Formula One receives nothing, aside from instructor hotel rooms and pilot food (donuts and pizza), from RARA to present the 4-day IF1 Pylon Racing Seminar (PRS). We consider it an investment in our future as it helps to bring new pilots into air racing. It also reinforces to RARA and the FAA that IF1 is committed to safety. This year we expended resources to prepare training books for the PRS participants and provided copies to the FAA, RARA, and the participants who wished to purchase them at cost. Books that were not purchased this year will be used in future PRSs. IF1 instructors, board members, and pilot committee members donated their time with no financial compensation or per diem to present the PRS with minimal impact to the IF1 treasury. The plans for a demonstration aircraft at PRS did not materialize. Jason Somes (attending PRS as a biplane instructor) was able to provide a couple of familiarization rides around the course to some of our participants in his Pitts S2B and these were much appreciated. We have identified alternate approaches for a demonstration aircraft next year. Full/voting members: Please remember to send in your nominations for the elections this September by August 1. Be sure to check with whomever you are nominating to be sure they are willing to accept the nomination. Incumbents may not be interested in running again.here s your opportunity to get more involved with Formula One! In the coming weeks the Board will be reviewing the compensation for IF1 support groups at Reno (competitor prize money distribution has already been established). We need to ensure proper Tech, Ops, and Contest Committee support for the racers while remaining within our budget. The current IF1 bank balance is $14,509. Fly Safely John Housley Odds and Tom Hallendorf has sold his plane to Jack Conn, a Cassutt collector of sorts based in Woodland, CA. Jack does not plan to race it but may let Tom race it next year. Tom is recovering from shoulder surgery and we wish him a speedy recovery. In other medical news Dan Gilbert tells me that he apparently suffered a mini stroke which has affected the vision in his left eye. He has almost finished his new plane but this setback has slowed him down. We also wish him a fast recovery. Reno Rooms: Ed Bowes has arranged 15 rooms for 10 days and 15 rooms for 5 days for $69 at the Holiday Inn on 6 th St. Reno. Contact them at 775-768-5151 and ask them for the Formula One rate. Mike Dewey, at Santa Paula, CA, is restoring the Foss Little Mike and needs an old Sensenich metal racing prop for static display. If you have one that is not up on the wall but gathering dust, perhaps that would be a good home for it. Let me know - Editor 10 FORMULA FORUM, JULY 2006
For Sale Ads are free as a service to members AIRCRAFT Prior to purchase of any aircraft, please contact the Technical Director for any IF1 rules compliance items that may apply. PARTS #56 N43RT Taylor Titch Titch N Ash complete aircraft less engine & prop. Ex- Todd, $2500 FOB Georgetown, CA 6/06 Contact: Jim McKeehan (530)333-1148 1994 Cassutt 111M SPORT 125HP Lyc. 0290, 256 smoh, 141 Airframe, 8-05 insp, Basic instruments, Elecs, $13,900 10/05 Contact: Mike Stewart (770)978-8930 Cassutt Projects & Inventory Cassutt 111M 90% complete - needs cowl & wing finished, with engine 4/06 Cassutt 111M frame, Cassutt 111M wing needs skins, Cassutt 1M wing complete Airframe/Engine parts (three O-200s) 2 sport props, enclosed trailer $25K for all Contact: Gary/Linda Elliott (619) 442-1056 lfelliott@att.net Grove Carbon Fiber Wing. 20' Span, complete with balanced ailerons. 100 lbs, $11,000 5/05 Contact: Ray Cote (619) 442-1056 Cassutt Parts. National Aeronautics has Cassutt parts including Al and Steel landing gear legs. Contact: Ib or Sue Hansen: (303) 423-0780 Cassutt and Race Parts carbon wing & tail, one fully race prepared engine, several cylinders, landing gear & mags. Contact: Dave Morss (650) 592-3292 davemorss@pacbell.net Teledyne Continental Parts at Racer prices Mattituck Aviation. Mention IF1 Contact: Phil Haponic: (1800) 624-6680 info@airplane.com RCAT Full Telemetry System complete and up to date with latest software. Cost $2000, will accept $1250 Contact: Scotty (208)371-7530. Steve Hill Prop 54X64 New Unused Contact:Tom Hallendorf (650)599-9888 tomhallendorf@sbcglobal.net New Composite Parts 9" Composite Spinners - $100, 9" alum. backplates - $35, Wheel Pants - $350, Cassutt Tail Feathers. Contact: Ray Sherwood (530)626-6106 rayyjayy@aol.com Graphite Race Props by Twisted Composites- Run One or Follow One. All-composite, race proven, record setting race props. 55x62, 55x64, 54x65 Contact: Steve Hill (505)832-1148 carbonprop@amigo.net Continental 0-200 Engine New crankshaft, cam, pistons, rings. Three cylinders chromed. $4800, located Miami, FL, Call 352-365-2929 3/06 Contact: Jeff Johnson (786)385-4527 RCATS Wireless airborne telemetry systems for your racer. 11 Channels and up, incl. airspeed, G s, GPS track. Contact: Mike Luvara (408)292-9794 mike@rcatsystems.com Custom Embroidery: Team shirts, hats, jackets, etc. at racer rates for 12 pcs +. All Star Warbirds Sharon Sandberg: (763)631-1502 SSandberg@aol.com Aircraft of Air Racing s Golden Age 1928-1939 By Robert Hirsch. 2 Vols. 1071 pages, 158 scale dwgs. $75 + $10 shipping. Checks to Robert Hirsch, 8439 Dale St. Buena Park, CA 90620 WANTED Wanting to help any race team at Reno. Based in SoCal with a Ford F150 diesel.. Contact: David Koller Gravitybegone@aol.com If you have aircraft and other items for sale, please email me at clodagh@ cableone.net or call 928-708-9482 and update me with any changes. Clodagh FORMULA FORUM, JULY 2006 11
Grumpy Old Men? Not exactly - part of the Tech Crew at Reno 2005, L to R David Craig, Buck Lambert and Bob Griffiths - unsung heros all Bill Rogers Photo PYLON AIR RACING - THE WORLD S FASTEST ENGINESPORT FORMULA FORUM 926 Rawhide Place Newbury Park, CA 91320 12