FORMULA FORUM THE IF1 JOURNAL MARCH/APRIL 2009
FORMULA FORUM IF1 INC. Formula Forum 2008 International Formula One Pylon Air Racing, Inc. All rights reserved. DISCLAIMER 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. Articles appearing herein may be edited and are the opinion of the authors and not necessarily the opinion of IF1 Inc. CONTRIBUTIONS Send contributions to: Editor, Lista Duren 3233 Via Alicante #48 La Jolla, CA 92037 Phone: 858-452-7112 Cell: 858-442-1811 E-mail: lduren@pacbell.net MEMBERSHIP RULES WEBSITE COVER PHOTO 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: www.if1airracing.com Jim Cunningham, Webmaster jjam_n262@netzero.net Steve Temple flies the pylons in #87 Madness at PRS 2008. The Boyd GR-7, which Bob Boyd based on Robbie Grove s design, first raced in 1989 with Jon Sharp at the controls. Photo by Neal Nurmi EXECUTIVE COMMITTEE SMOKEY YOUNG President 13089 Peyton Dr. C136 Chino Hills, CA 92709 909-548-0974 flies2fast@aol.com GARY DAVIS Vice President 11534 Merlin Dr. Sanger, TX 76266-3925 940-206-3079 texasflyer@hotmail.com MARK A. JOHNSON Secretary/Treasurer 1670 Yosemite Ave. #104 Simi Valley, CA 93063 818-519-6402 markajohnson59@yahoo. com DIRECTORS BOB BEMENT Operations Director 7320 Old Stage Trail Kelsey, CA 95667 530-622-1434 rbement@wildblue.net Volume XX Number 2 CONTENTS TOM DEHART Technical Director 5220 Walton Dr. Klamath Falls, OR 97603 541-882-1589 flyfastflylow@fireserve.net GARY AUSTIN Technical Rules Committee Chairperson P.O. Box 60303 Midland, TX 79711 901-857-3350 retroaviation@aol.com ED DUTREAUX Procedure Rules Committee Chairperson 840 Jefferson Ct. San Mateo, CA 94401 650-347-6297 edutro@rcn.com KIRK MURPHY Pilot Committee Chairperson 6140 Christa Lynn Pl. Prescott, AZ 86310 928-445-8310 murphyk79@aol.com JAY JONES Promotions Committee Chairperson P.O. Box 761 Buena Vista, CO 81211 719-661-4484 jay@quadnickel.com 3 President s Page Smokey Young 8 Tribute to Ops & Tech 11 Pilot s Notes Kirk Murphy 12 Profile: Steve Temple Lista Duren 13... and #87 Madness Lista Duren 14 Odds 14 Calendar 14 For Sale 2 FORMULA FORUM, MARCH 2009
want to start this column by thanking I Lista Duren not only for all the hard work she does each quarter in putting this newsletter together, but also for giving me some latitude in the submission date for this article. I just got back last night from the annual Class Presidents Meeting with the RARA Board of Directors. Delaying publication of the newsletter gives me a chance to share with you the things discussed at this meeting. Every February the Board of Directors of the Reno Air Race Association hosts a meeting with the Presidents of the racing classes. All expenses are paid by the RARA board. This year we met at the El Dorado Hotel in downtown Reno. We have dinner with the board on Thursday night then begin the day long meetings on Friday morning. All of the classes bring at least one additional representative to this meeting. For the second year in a row IF1 Operations Director Bob Bement went as my wingman. Thanks, Bob. The purpose of the meeting is to discuss the status of the races and the operations plan for the coming year. Pylon Racing Seminar and the Races are the two primary items on the agenda. After lunch the class presidents meet individually with the board to discuss class specific issues. as racers is in the purse. The purse for next year was not announced at the meeting. Once sponsorship for the 2009 races is determined we should get a dollar amount. We can expect a purse announcement by mid June. Dinner with the RARA board is always enjoyable. As class presidents we jokingly refer to it as fattening the calves before the slaughter. In all seriousness, it is a lot of fun and the board is a great group of people to sit and have a nice meal with. One of the things that was noticeable this year was the genuine degree of appreciation that the board expressed to us as pilots. Jim Gibbons, Governor of the State of Nevada, came to see us during dessert. I had the chance to personally meet the governor, talk flying, and trade a few stories (he is a former RF-4 pilot and, as many of you know, I once flew the F-111.) The governor wanted me to personally pass on to you, the racing pilots and crew, how much he and the state appreciate our efforts to make the annual races a reality. This sentiment was echoed throughout the evening. President s Page Smokey Young Photo by Bill Rogers Bill Malcolmsom, Smokey Young, and Steve Samuelian run an engine test on #1 Invictus. The plane did not race. The meetings began with Tom Gadd giving us a financial overview of the 2008 races. With the slowing of the economy, sponsorship of the races decreased with several sponsors pulling out fairly close to the event. The end result was that RARA lost approximately $60,000 last year. Where sponsorship directly affects us Photo by Tim Adams FORMULA FORUM, MARCH 2009 3
The main issue between IF1 and the board this year centered on Erica Simpson s accident last fall. Jay Jones inspects magnetos on #45 Quadnickel after a race. I had the pleasure of sitting at a table with Joey Scolari and several other members of the board. Everyone echoed how much they appreciate what we do to make the event a success. They knew I was the Formula One President. They know what Formula One is and they all recognize what an integral part we are to the show, both from a racing perspective and a historical perspective. Of course our slowing worldwide economy hung in the background of every discussion, from dinner to the class breakouts the following day. I think the reason many of these people wanted to let us know how much we are appreciated is because they also realize the financial investment it takes for us to race every year. Racing is expensive and, for all of us, a luxury item. However I think we need to keep a lot of what s going on today in perspective. I try to be optimistic. Unemployment in my home state of California is at a little over 10%. That s high and, if you are one of that 10%, catastrophic. However that also means a little over 90% of the people in California are working. I think that for many of us life hasn t changed much over the course of the past 12 months. We go to work and we pay our bills. The economy is moving and while it may be a slow year we ll get through it. I would love to see a full, or like last year, very near full field in 2009. One of the things we can do as a group is to help each other. If you need help getting to the races next year, start working it out now. Send me an email and let me know your concerns. You ll be surprised at the kind of solutions we can come up with. The main issue between IF1 and the RARA board this year centered on Erica Simpson s accident last fall. Erica was taking her IF1 pilot checkride in an airplane which had not cleared IF1 technical inspection. There was nothing wrong with this. Erica was flying on Saturday prior to the airspace waiver going into effect. The airplane was operating with a valid FAA-issued Airworthiness Certificate and approved operating limitations. The main area of concern from the FAA centers on the fact that Erica s airplane was equipped with a trim system on the horizontal stabilizer. Although there is still no final report, it is widely believed that this system may have contributed to the accident. The FAA felt that if the airplane had been tech inspected it would not have been released to fly. Photo by Lista Duren 4 FORMULA FORUM, MARCH 2009 I take exception to this. First of all, until the trained accident investigators have completed their analysis of the accident, any conclusion as to cause is premature.
Secondly the FAA had certified the aircraft as airworthy and capable of operating within the limitations set forth. These operating limitations, to the best of my knowledge, included all the maneuvers required to complete an IF1 check ride and an IF1 racing event. I firmly believe we have the best tech inspectors of any racing class at Reno. But, as I explained to the FAA s Mr. Walburg, our tech inspectors are not airworthiness inspectors. Their job is to ensure compliance with our racing formula. As a courtesy they will point out things they believe to be safety issues, but their primary job is rules compliance. I vehemently held to the position that IF1 is not responsible for the airworthiness of our racing aircraft. As I pointed out to Mr. Walburg, that is the FAA s job. We start down a slippery slope when IF1 starts assuming responsibility for the airworthiness of our racing airplanes. The rules for next year s races now state that Each Race Class is responsible for insuring that their Tech/Safety Inspection Committees are available in a sufficient amount of time to accomplish the necessary aircraft inspections prior to any aircraft flight at Stead that supports class pilot qualifications, race qualification or racing practice. the impact on our racers. In accepting this rule change I made it clear to the RARA board and the FAA that IF1 is not responsible for airworthiness. This rule change not only affects IF1. The other classes echoed equal concern. In particular all classes are worried about this rule migrating to the Pylon Racing Seminar. There is no way IF1 can afford to supply tech inspectors to both the races and PRS. Our tech inspectors use up a great deal of their personal time to support us at the races. To expect the same level of commitment during PRS would be unreasonable. In addition it would dramatically increase IF1 s annual operating expenses. My statement to the board was Requiring tech inspections prior to participation at PRS will end Formula 1. That sentiment was seconded by the T-6 Class President. The Sport Class weighed in with identical concerns over both the airworthiness IF1 is not responsible for the airworthiness of our racing aircraft... That s the FAA s job. The bottom line is this; once you arrive at Reno you can not do any race related flying until the tech team has inspected your aircraft. This will directly affect our ability to conduct check rides prior to race week. The IF1 board will address this in our next meeting and seek ways to minimize Jack Suierveld checks spark plugs on #12 Outrageous after a race. FORMULA FORUM, MARCH 2009 5 Photo by Lista Duren
The next major area of concern was over hand propping.. Gene Hubbard and Gary Austin help inspect Gary Davis #50, Scarlet Screamer after a race. issues and any requirement for tech at PRS. The board assured us that this requirement will be for the races only. There are things you can do as individual racers to help deal with this situation. The requirement for tech prior to any activity was directly driven by Steve Dari s accident in 2007 and Erica s accident last fall. In the case of Steve Dari, several people, including the biplane class president, asked Steve not to fly the aircraft until it had been inspected. There were some questionable things about that aircraft, including weight and balance concerns, and conjecture that there was not a valid airworthiness certificate for the airplane. But the bottom line is he had every right to fly that airplane without a tech inspection. Would that have prevented his accident? We will never know. Please don t think that I am criticizing Steve. He and I were F1 rookies together. We loaned each other parts, we emailed back and forth during the year. Christine and I looked forward to seeing Steve and Meg at the races. I talked to him just before that flight. Chris Dickerson Chris Dickerson removes the breather faring on John Hall s #99 Bullitt at the end of race week. When I heard he was dead I walked back to my trailer, sat on the step, put my face in my hands and cried. I wish he had just taken a little more time to make sure the airplane was good to go. As racers and crew, make sure that you have a second set of eyes look over your airplane. Listen to what our tech inspectors have to say. Again, they are not determining airworthiness. You still have the right to fly the airplane. I am just asking that you respect their years of experience and concern for your safety. The next major area of concern was over hand propping. Again this was an FAA issue. In this case nothing has migrated into the rules; however there will be some changes to how we conduct business at the races. Photo by Lista Duren 6 Photo by Neal Nurmi FORMULA FORUM, MARCH 2009 Anyone who has ever hand propped an airplane, or for that matter watched
an airplane being hand propped, knows the potential for danger. The procedures employed by several of our crews have come under the direct scrutiny of the FAA. It s a fact that we have some folks out there doing some dumb things. Wearing hats or any other lose item while hand propping invites disaster. In addition some of the actual hand propping techniques have received direct criticism. Be advised, this is not an argument you can win. While I can think of no accidents involving death or dismemberment at the races attributable to hand propping, it will only take one accident in the new Reno environment to generate rules changes. Do any of you want to see a requirement for all planes raced at Reno to have a starter motor? My pledge to the FAA was that IF1 will conduct training prior to the races in hand propping. This will be an agenda item at our next IF1 board meeting. If you have any thoughts or ideas, please email me. The next item I will discuss is in relation to the documents we need to present each year to get our pilot credentials. The FARs require that in order to exercise the privileges of Pilot in Command, a certificate holder must, within the preceding 24 months, have satisfactorily completed a flight review in accordance with Part 61. Proof of this is generally in the form of a log book endorsement. For those of you who fly for a Part 121 air carrier, the requirement for the Biennial Flight Review is satisfied through the air carrier s annual training. When I flew for ATA, I used to take the simulator grade sheet and staple it into my logbook with an entry with the date of the simulator check. At the meeting it came to our attention that some air carriers have gone to a paperless system. Annual recurrent training is entered into the airline s computer database and pilots are not provided with any written documentation of training completion. The FAA will still require some form of written documentation to ensure that each race pilot has completed a Part 61 BFR. If your carrier has gone paperless, either work through your Principle Operations Inspector to get written documentation that satisfies the Part 61 BFR requirement or schedule a BFR with a CFI. The last item from the meeting I want to bring to your attention is the use of radios. When an airplane pulls up out of the race, rescue services go on high alert. There was some consternation at last year s races when airplanes pulled out with no radio communication. My point was that if nothing is said, there is no problem. That argument didn t sit well with RARA. Continued on p. 10 Tim Krueger and James Fraus check #37 Crown Jewel for oil leaks and loose parts after a race. FORMULA FORUM, MARCH 2009 7 Photo by Lista Duren There was some consternation at last year s races when airplanes pulled out with no radio communication.
Tribute to Ops & Tech LD LD LD LD NW Top Row, L to R: Rick Turnbull, Tech Inspector, doubles as EMT during races. Jeff Gunn serves on the Ops Committee. VP Gary Davis leads pilot meetings. Pylon Judge Hep Porter also provides feedbck to the IF1 Pilot Committee. It takes a lot of heroes, mostly unsung, to make our races happen. Here are just a few of the volunteers who tech the planes, qualify the pilots, oversee the starts, lead pilot briefs and debriefs, and capture the stories for posterity. Far left: Gary Austin monitors qualifications. Left: Bob Bement leads the Ops Committee. That s pilot John Hall behind Bob. LD Photos by Lista Duren (LD) and Naomi West (NW) 8 LD FORMULA FORUM, MARCH 2009 Above: A RARA official holds the official red flag for race start. Left: The Tech Inspectors pull double duty and help with Operations. Here the crew watches the race after getting the planes off to a safe start. In the truck: Mark Johnson, David Craig, RARA official, Bob Griffiths, and Guy. Tom DeHart and Buck Lambert stand at the back of the truck. Not pictured but central to IF1 operations: Roger Sturgess, Tech; Grace Sturgess, Administrative Support; Ed Dutreaux, Operations; and Ron Hawes, Operations and Tech.
LD LD Top Row, L to R: Scott Garland is on Ops Committee. Technical DirectorTom DeHart talks with Tech Inspector Frank Benko. Bill Rogers captures the play-byplay on tape and serves on Tech and Ops. Below: Birgitta Nurmi provides press coverage at race starts. Bottom: Buck Lambert techs the beautiful #22 Dancing Queen. LD WR LD Above: Tech Inspector Bob Griffiths Right: Tech Inspector David Craig with the tech cart. Below: Photographer Neal Nurmi (R) shares a prize pylon photo with Buck Lambert (C) and Buck s friend, Guy (L), also on Tech Committee. LD LD LD Photos by Lista Duren (LD) and Bill Rogers (WR) FORMULA FORUM, MARCH 2009 9
Get those planes out of the hangar, or off the trailers, and start flying them. Don Waters, Paul Remaley, and Brian Reberry troubleshoot #13 N-A-Rush after the plane would not start for Heat 1B. President s Page (cont.) In any emergency the first thing you do is maintain aircraft control. We all know that. What is helpful in the environment at Reno is that once you have the situation under control, state your intentions on race control frequency. This will either allow rescue to relax or send them scurrying out to help you. Radios have been required at Reno for several years now. I was honest with the board and told them our radios are really ineffective at race RPM. However, once the power is back and you are up out of the pack, key the mike and let everyone know what is going on. Bill Eck has been a great friend to IF1 during my tenure as president. Letting people know whether or not you have a problem is very helpful to him in maintaining a safe and controlled race environment. If it helps Bill in his work with rescue services, then we need to try and do a better job with this. Now that the class presidents meeting is over, the next event for all of us to focus on is PRS, which will be held June 17-20. Kirk Murphy is in charge of IF1 operations at PRS, assisted by John Housley and Gary Davis. There have been some minor changes on a board level as to how PRS will operate. The number of students signed up determines the number of instructors funded by RARA. Funding for additional instructors must be approved by the IF1 board. Kirk will select a group of instructors in advance. He has a budget to work within. If you are not specifically requested as an instructor by Kirk, IF1 will not fund your presence at PRS. This is simply a budget driven decision. Many people show up during PRS and all have something to offer our new racers. Kirk will decide what he needs and IF1, along with RARA, will fund the event. In addition, flights in our training aircraft will be paid for in advance by our students. RARA will then forward the money to IF1 for disbursement. This is a much more equitable way of reimbursing our instructors who bring their own aircraft to PRS. I want to encourage everybody to start thinking about Reno. Get those airplanes out of the hangers or off the trailers and start flying them. Steve and I are getting Sly Dog out for its monthly run tomorrow. It feels good to get in that uncomfortable little thing, start the engine and be deafened by the noise, roast in the cockpit with the canopy closed, and scare myself silly whipping around the airfield at 200+ mph. Sounds like fun doesn t it? 10 Photo by Lista Duren FORMULA FORUM, MARCH 2009 Once again, if there is anything I can do to help get you to Reno this year shoot me an email. Smokey Young
Hello Racers! Again another winter is going by and it seems like we were at Reno last month. Just this week I finally got the last of my tools unloaded and accounted for from the trip in September and before I know it we ll all be packing up again. PRS (Pylon Racing Seminar/Rookie School) is less than four months away! I am beginning to plan this year s training events as you read this. Last year PRS was a great success. I can not believe the participation we had it was awesome. This year we are so lucky to have John Housley back to teach the ground school. For those of you who have not seen his presentation, it s wonderful. It is still too early and nearly impossible to forecast at this time how many students we will have, so I am not quite sure as of yet who the instructors will be, but I am planning on attendance similar to last year, so we will be staffed appropriately. PRS is not just for rookies it is one of the most valuable experiences any racer can get. I urge anyone who can to bring their airplane up and practice. Though run at the highest level of professionalism, PRS provides a relaxed atmosphere without all the time constraints we face in September. There is plenty of time to fly lots of laps. Last year we had many veterans and I hope to see them all again. is due in by the 15 th of May (updated information on p. 14.) Enrollment is $800.00 for rookies and racers out of currency, and $600.00 for current (certified) racers. IF1 will have instructor aircraft again this year. The price per ride has not been determined as of this time but will be very reasonably set to help defer some of the cost for fuel and the insurance policy covering passenger liability. RARA has also set aside a block of rooms. We are back at the Grand Sierra again at a price of $70/night for their Summit rooms (details are in the PRS application package.) Please remind all of your friends about PRS and sign up sooner rather than later so we have time to plan and make this the best experience possible for everyone! Now get your airplanes out and go fly! I haven t talked to all that many people since September, but I am sure most of us have done nothing. I know there are a few guys flying their Formulas; Smokey said he s made it a point to fly at least once a month and Jay Jones is probably flying all over the country in his. It s not only good exercise for the pilot; it s good for these machines to leave earth on a regular basis. Most importantly it s FUN, so go fly and be safe! Kirk Pilot s Notes Kirk Murphy Photo by Lista Duren John Kokshoorn, John Hall and Steve Temple line up for a practice race at PRS 2008. Eleven rookie racers and five veterans participated in PRS, and nine of them brought their race planes. This year s dates for PRS are Wednesday, June 17 th through Saturday the 20 th. The entry packet is now available for download at RARA s website (http://www.airrace. org/2009prsentrypackage.pdf) and Photo by Birgitta Nurmi FORMULA FORUM, MARCH 2009 11
Photo by Naomi West by Lista Duren It s your Mother s job to give you your roots and your wings. The team offering to the gods of speed. 12 Pilot Profile: Steve Temple Steve Temple started flying as a teenager. They took my driver s license away because I was wrecking too many cars, so I went to the airport and learned to fly he says. That led to ROTC in high school, Air Force Academy, USAF pilot training, and seven years in the Air Force. His first commercial airline uniform came on his 30th birthday, when he started flying for United. He also continued in the Air Force on Reserve status, and he s now stationed in Germany. In 2004, Steve was flying the air show circuit in C-141 #60177, the Hanoi Taxi that took the first prisoners out of Vietnam. He says, We were at Show Central in Oshkosh, and Jay Jones was right across the way from us with a race airplane. Sitting in QuadNickel and talking to Jay convinced him he wanted to race a Formula One because it looked like fun and he liked the piloting challenge. I could teach guys how to fly instrument approaches in giant airplanes into giant airports -- that s essentially what I do, he says, but I wasn t using my stick and rudder skills. I was ready to hone those skills and see how good I was against these other very skilled pilots. Steve bought #57 Aggressor from Charlie Greer and, with guidance from mentor Randy Howell, he rebuilt it with a new tail, vertical rudder, spinner and redesigned propeller. Then he flew off the required time, attended PRS and raced in 2005. Steve described his first IF1 plane as slippery and difficult to slow down, but fun. Later that year, after blowing an engine, he went shopping for his next IF1 racer. FORMULA FORUM, MARCH 2009 The Boyd GR-7 that became Madness had been languishing in Antioch, CA for five years when Steve located it. Based on Robbie Grove s design, it had already been proven by several serious IF1 pilots. In four race seasons (one in Aggressor and three in Madness) Steve has experienced many of the things that can go wrong at the races, and he s gained an appreciation of the work that needs to be done ahead of time to prepare the plane for racing. Steve s mentors now include Hep Porter who has a hangar next to his in Minden, NV, and crew chief Chris Dickerson who is already working to prepare the plane for the 09 races. Based on his experience finding and maintaining IF1 planes, Steve says, It s important to sell to the right people, then mentor those people to keep the sport going. In touch with he European race community, Steve is considering building a GR-7 to race in Germany. Steve s mother, Kathy Temple and brother, Don Temple supported the team at Reno this year, His mother sent him off to the Air Force Academy with the words, It s your mother s job to give you your roots and your wings. Photo by Lista Duren
and #87 Madness Robbie Grove designed and built the Grove GR-7 prototype in 1988. Already a master at producing wings that were better, lighter, and stronger, he teamed up with Jim Bumford to design, build and race a better, lighter and stronger plane. Why? Because I wanted to ever since my first trip to Reno, he says. The result was #55 Bummer s Bullet, the first all-composite IF1 race plane. Bumford raced the prototype for five years. He was fastest qualifier the last three years, placing third or fourth in the Gold Finals. In 1993 Bill Larsen raced it as #55 Pocket Rocket. Late in 1995, it was demolished when new owner Greg Riddle crashed it. Lagging a few months behind Grove, Bob Boyd built the Boyd GR-7, which is now Madness, using Grove s plans and templates. In 89, 90, and 91, the two GR-7s raced each other in the Gold, but the prototype consistently out-performed the Boyd version. When somebody else builds from your design, they like to use their own ideas and modify it. Boyd s airplane weighed almost 100 pounds more than mine did. Grove explains. Jon Sharp was the first person to race Boyd s plane at Reno in 1989, as #96 Blue Streak, after he sold Aero Magic and before Nemesis was flying. Dan Gray raced it as F/X, Kathy Gray renamed it Geronimo, Randy Howell and Kelly Kickert called it Madder Maxx, and David Hoover raced it as MacDaddy. The plane disappeared from the race scene after 2000, but in 2005, Randy Howell helped Steve locate it in Kelly Kickert s barn. Photo by Neal Nurmi Through this series of owners, the cowling has been replaced, but other modifications have brought the plane closer to its original design. Robbie Grove did several of those modifications, including straightening the wings and replacing landing gear. The problem is the takeoff performance it s heavy and slow off the ground, says Grove. With this plane, you need the piloting ability to pass people easily and close, or you ll never get to the front. A problem that plagued the Madness team this year was that, in Grove s words, the plane wasn t prepared to race. The team had to redo the throttle linkage because it wasn t going full throttle. They were also changing the mags. You can t go to Reno and make the plane go faster. Grove advises, You have to run what you brought. Steve battles Gary Davis for third in Heat 2A at Reno 2008. Gary won the duel by 0.26 sec. Photo by Tim Adams A unique profile and paint scheme identify Madness, the Boyd GR-7 built from the same plans and molds as Bummers Bullet. FORMULA FORUM, MARCH 2009 13
Odds PRS Entry Packet Change If you are planning to attend the 2009 Pylon Racing Seminar and downloaded the PRS Entry Package prior to March 13th, you need to return to the RARA web site and download revised page 12. Complete and sign the new forms (explanation highlighted in red) and send that revised page to RARA by the application deadline, May 15th. This will meet the FAA requirement that RARA verify you have a current Flight Review, and are current if flying passengers, prior to participating in PRS as a pilot. Get the form on the RARA web site or at: http://www.airrace.org/2009prsentrypackagev2.pdf Forum Publication Schedule The Class Presidents meeting is not the only reason this issue is later than usual. Your editor is on an extended work assignment in New Hampshire. The May/June issue will be published late in May. The July/August issue will be published in late July so that we can include PRS coverage. The September/October issue will be out in very early September so you will have it in time for your trip to the races. Reader Photos Send us your best IF1 photos for publication. We ll feature photos from our teams and fans in the next issue. Email to lduren@pacbell.net by May 1 Congratulations! Brian and Sherawn Reberry, and daughter Kelsy have a new family member, Elizabeth (Elli) Mae Reberry born on 21 January. She weighed in at 7 pounds 9 ounces, and 21 inches long. Brian says, Both the baby and momma are doing great. Kelsy and I were able to help Sherawn and I was even able to deliver Elli an experience that I will never forget. Ads Start Here CASSUTT WANTED Looking for an entry level, basic Formula 1 airplane to race at Reno. Must comply with International Formula 1 technical rules. Contact Ira Saligman: (610) 324-5500 (Philadelphia) isaligman@saligman.com AIR RACING BOOKS by Robert Hirsch Mar 13 May 4 May 15 June 17-20 Sep. 16-20 2009 Calendar PRS application, p. 12, revised by RARA (see details, top of this page) Deadline for contributions to the May/ June Formula Forum Application deadline for Pylon Racing Seminar. Entry packets at airrace.org Pylon Racing Seminar at Reno Stead Field. Reno Air Races Aircraft of Air Racing s Golden Age 1928-1939, 2 Volumes, 1071 pages, 158 scale drawings: $75 + $10 S&H Wedell-Williams Air Service $20 + $3 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 90620 Contact: Maria Hirsch (714) 828-7369 14 FORMULA FORUM, MARCH 2009
Ads are free as a service to members AIRCRAFT Miss Demeanor, N96SR, Race 96 $35,500 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. Lots of potential. Sport fly during the year, race at Reno in September. Win the Silver, fly in the Gold! Contact: Steve Senegal (650) 346-6967 ssenegal@sanbrunocable.com Cassutt Parts National Aeronautics has Cassutt parts including Aluminum and Steel landing gear legs. cassutt.lornet.com Contact: Ib or Sue Hansen (303) 940-8442 cassutts@aol.com Cassutt Project Stock wing, aluminum gear, cleveland brakes. Contact: George Budde (405) 733-1449 patbudde@earthlink.net Graphite Race Props Run One or Follow One Twisted Composites, LLC www.twistedcomposites.com Contact: Steve Hill (505) 832-1148 or (505)321-6467 carbonprop@mac.com For Sale Prior to purchase of any aircraft, please contact the Technical Director for any IF1 rules or compliance items that may apply. Cassutt IIIM With O-200. Built in 1975. Suitable for a pilot 5 9 or less. Contact: Charles Lemmond (918) 645-6228 PROJECT PARTS & PRODUCTS NEW COMPOSITE PARTS Light Weight 9 Spinners, $90 Wheel Pants, $350. CASSUTT PARTS: Assorted Tail Feathers, call for Quote. LED Flashlights:Super Bright, Compact Size. Up to 155 hrs of run time on 2 AA Batteries, $32. 10% Discount to IF1 members Contact: Ray Sherwood (530) 626-6106 rayyjayy@aol.com Carbon Wheel Pants. Complete with Wheels (Clevelands, machined down to fit Lamb tire size), Axles, Lamb tubes/tires (approximately 15 TOL s). $975.00 Also, one 54/66 Twisted Composites, carbon propeller. $1500 Call 208-371-7530. Cassutt Projects and Inventory Cassutt 111M, 90% complete. Needs cowl and wing finished. Includes REBUILT engine. Cassutt 111M fully welded with tail assembly. Cassutt 111M wing needs skin. Cassutt 111M wing complete. Misc inventory: engine parts (3 O-200 engines), airframe parts and instruments, one sport prop. $15K for all. Contact: Gary and Linda Elliott for pics and inventory list: 972-264-3857 lfelliott@att.com If you have aircraft or other items for sale, or updates to your listing, please email Gary Davis: texasflyer@hotmail. com FORMULA FORUM, MARCH 2009 15
PYLON AIR RACING THE WORLD S FASTEST ENGINESPORT Jack Pomerleau anchors #9 miss t witchie during an engine test early in race week, 2008. Photo by Birgitta Nurmi FORMULA FORUM 3233 Via Alicante #48 La Jolla, CA 92037