FORMULA FORUM THE IF1 JOURNAL NOVEMBER / DECEMBER 2011
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 92037 Phone: 858-452-7112 Cell: 858-442-1811 E-mail: 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: www.if1airracing.com Jim Cunningham, Webmaster jjam_n262@netzero.net COVER PHOTO In an unfinished race week, IF1 s four top racers, shown left to right at the start of Heat 2A, are Vito Wypraechtiger in #50 Scarlet Screamer, Steve Senegal in #11 Endeavor, Jay Jones in #45 Quadnickel, and Doug Bodine flying #96 Miss Demeanor. Photo by Bruce Croft. EXECUTIVE COMMITTEE DOUG BODINE President 6299 East Highway #44 Rapid City SD 57703 605-393-7112 president@if1airracing.org BRIAN REBERRY Vice President 4632 W. Garden Court Boise, ID 83705-3985 208-724-6841 brian@reberryairracing.com DAN PETERS Secretary/Treasurer 1438 Morningside Dr, Longmont, CO 80504 720-308-1596 dan@route66raceteam.org DIRECTORS TAMMY DEHART Promotions Committee Chairperson 1871 Chamesia Ave. SE Los Lunas, NM 87031 541-591-1785 flyfastflylow@fireserve.net Volume XXII Number 6 TOM DEHART Technical Director 5220 Walton Dr. Klamath Falls, OR 97603 541-882-1589 flyfastflylow@fireserve.net BOB BEMENT Operations Director 7320 Old Stage Trail Kelsey, CA 95667 530-622-1434 rbement@wildblue.net KIRK MURPHY Pilot Committee Chairperson 6140 Christa Lynn Pl. Prescott, AZ 86310 928-710-3105 murphyk79@aol.com JOHN HOUSLEY Technical Rules Committee Chairperson 1020 Chesterfield Forest Dr. Chesterfield, MO 63005 314-518-8542 f1race43@gmail.com TOM WATKINS Procedure Rules Committee Chairperson 10120 Brookpark Blvd. #313 Calgary, Alberta T2W1E1 Canada 403-607-8457 ezetom@gmail.com CONTENTS 3 President s Page Doug Bodine 3 Election Results 4 IF1 2011 Race Report Bill Rogers 8 IF1 Awards 12 Fuel Pumps and Electronic Ignition Bill Rogers 13 A First-Hand Account Lista Duren 14 IF1 Marketplace 2 FORMULA FORUM, NOVEMBER/DECEMBER 2011
The Reno Air Racing Association has issued a check to IF1 for the organization s 2011 operating expense. The operations amount was 10% of the adjusted purse the adjusted purse was a $50,000 purse reduced proportionally in accordance with our payout schedule for less than a full field of qualified racers. No purse was paid to IF1 or any other class. As of this time, no intent to pay the purse in the future has been expressed by RARA. The IF1 position to pay the purse in accordance with our submitted distribution to all qualifiers through Thursday s completed race heats was not adopted by the RARA board. The reason stated by RARA CEO was to maintain financial solvency with the intent to pursue a 2012 race season. No official position has been offered as to the 2012 purse, but initial indication is to attempt to maintain the 2011 purse. IF1 s position is to manage the races to re-establish and maintain the $1M purse with the IF1 amount at $75,000. The IF1 board is continuing to operate in accordance with our bylaws as if the 2012 race season will be conducted as usual. We already have racers planning to attend PRS. In order to offset the financial impact of reduced and no purse to IF1 race teams, the board is exploring class sponsorship options, and welcomes any input from the membership. Please contact the executive committee, under the Directors tab at www.if1airracing.com Despite the tragedy of Jimmy s accident, the 2011 NCAR was well planned and executed by IF1 members. The quality of the race planes and pilots was evident during tech inspections, qualifications and the race heats. The tech crews brought their vast expertise not only to evaluate the racers, but also to assist the teams to safe, competitive performance. The ops personnel were on top of all developments and details, and put in many hours every day, thoroughly and expertly handling all matters and concerns. Kirk and John s efforts in PRS and pilot qualification over the years has resulted in another year of exemplary showing by the rookie racers. Our crews, pilots and planes performed like seasoned, professional racers, and the safety consciousness was noteworthy and recognized by key officials outside of IF1. Equally important for the IF1 membership was the exceptional response from members and volunteers. For example, our make-shift banquet lunch, and last minute awards ceremony highlighted the generosity, initiative, and positive spirit of people in IF1. Congratulations again to the 2011 award winners. Don t let the unplanned conclusion of the season diminish the significance of your award. You earned it! The 2012 membership drive is on. Please invite your fellow race fans and aviators to join IF1. Hand them a membership form, or let them know they can find it on under the Join IF1 tab on the website. Doug Jethro Bodine president@if1airracing.org ELECTION RESULTS Vice President: Brian Reberry Secretary/Treasurer: Dan Peters Operations Director: Bob Bement Technical Director: Tom Dehart Technical Rules Chair: John Housley Technical Rules Members: Dave Roelofs Dave Massey Procedure Rules Chair: Tom Watkins Procedure Rules Members: Bill Rogers Brian Reberry Pilot Committee Chair: Kirk Murphy Promotions Chair: Tammy Dehart President s Page FORMULA FORUM, NOVEMBER/DECEMBER 2011 3 Photo by Bill Rogers Doug Bodine The quality of the race planes and pilots was evident during tech inspections, qualifi cations and the race heats..
Reno 2011 Race Report The 2011 IF1 fi eld included teams from U.S.A, Canada, Spain, Switzerland and U.K. Photo by Lista Duren Twenty Eleven was the 10th anniversary of the 9/11 attack on our country and like everyone else we remembered that day. For us, Bill Eck called for a moment of silence during the big Sunday briefing in the Chairman s Club hangar. I remembered seeing that second airliner hitting the second WTC building on the TV news before coming out for the 7AM briefing only to be shut down with the rest of aviation. Then came Thursday and four Formulas and one Biplane were probably the only civilian traffic flying in the entire US, until someone noticed. On Friday the event was cancelled and on Saturday we sadly packed up, getting ready to leave. Who could have guessed that 2011 would be air racing s 9/11? During the final Unlimited Heat on Friday, as I watched from Pylon 8, Galloping Ghost suddenly pulled up sharply, with no mayday call, ran out of energy and plummeted straight down, splashing on the ramp just in front of the grandstand, killing pilot Jimmy Leeward and 10 spectators, while injuring dozens of others. Our hearts go out to the families of those killed and, to the injured, we wish a speedy recovery. In spite of ever increasing safety precautions, an accident had happened that involved spectators 10 seconds either way and the plane would have been away from the crowd, a few hundred feet north or south the same. Time will tell about the long term impact on air racing but the immediate effect was to cancel the races. Once again Formula One spent Saturday packing up. An original entry of 14 was even worse than last year, but promised two new prototype aircraft. The first, Dan Gilbert s DG2, similar to Shadow and Nemesis but with a smaller fuselage, is now owned by Lowell Slatter and called Fraed Naught. Lowell had only limited flight time in the plane and wisely decided he was not race-ready. Brian Reberry s 3M1C1R Warped had gotten as far as ground runs before he ran out of time. A dedicated racer, Brian convinced Reno-local Jim Whiteley to let him race Little Tony the Tiger #592, an immaculate stock Cassutt painted as a Flying Tigers P-40. Again we had 13 starters but with a decidedly international look. Vito Wypraechtiger was back with Scarlet Screamer, but Brian Reberry s N A- Rush was now owned by Guillermo Bill Parodi from Madrid, Spain and Thom Richard s Miss USA was flown by Stephen Partridge-Hicks from Norton, England. The ever enthusiastic Jay Jones brought another un-raced slab-wing Cassutt, Creighton King s Last Lap Player #15, and planned to race it in addition to Quadnickel. Philip Goforth brought his own #69, nicely repainted blue with white wings, and planned to fly as alternate pilot on Holbrook Maslen s Judy. Doug Jethro Bodine was down to fly Steve Senegal s Miss Demeanor since Yellow Peril is still in pieces. The Brits with Miss USA had decided to replace the short prop extension with one about 12 long, necessitating a new cowling. However late delivery of the engine had set the project back and they were unable to complete it before 4 FORMULA FORUM, NOVEMBER/DECEMBER 2011
the FAA decided that as a major mod it had to be tested off-airport prior to racing and qualification. They put the old cowl back on and flew the plane to Beckwith Sunday evening, with the goal of completing the work there. They attempted to return Monday evening but were forced to turn back by a thunderstorm which settled to the north of the field after flying was finished for the day. On Tuesday early they tried again but had a magneto failure and finally arrived back on Wednesday after our qual session was complete. Crew chief Kevin Broughall together with veteran Steve Tumlin had to remove and replace one or other of the cowlings about eight times and figured they could do it in their sleep, which during this monster thrash they probably had to. Lesson learned: arrive ready to race! Other aircraft with issues were Philip Goforth s Knotty Girl which spent a couple of days lacking cylinders and his other ride #44 which kept delivering maydays. Larry Mashowski also spent several days eliminating various mayday-inducing gremlins. Some rules changes during the offseason allowed electric fuel pumps and electronic ignition, and a couple of our planes used them for the first time. (See sidebar on page 12). on Monday was cloudy and damp and we followed the Biplanes with a 45 minute session. Most people took the opportunity to fly but only #36 Bill Parodi and #20 Tom Watkins put times on the board. Jay Jones was ready to go but had a radio failure; Larry Mashowski did a partial pilot qual but had to return early complaining of loss of power. Phil Goforth took off in #69 but suffered carb ice and landed immediately on 14. Both Brian Reberry and Vito Wypraechtiger were complaining of high oil temperatures. The weather improved but it was still cloudy and cool for Tuesday s qual session and most people took times, with the hot shoes waiting till the last minute for warmer temperatures. Troubles continued for Larry Mashowski as he tried to complete pilot quals but loss of a mag caused him to shut down. Jay Jones flew #15, landed and then qualled #45. Phil Goforth took up #44, did half a lap and maydayed out, landing on 14 again with a rough engine. The final qual session on Wednesday was run jointly with the biplanes since we only had three planes without by Bill Rogers Lesson learned: arrive ready to race! Miss USA missed quals and got teched just in time for Heat 1B. The team won their fi rst IF1 race. QUALIFYING For most people Tech Inspection was completed Saturday with Sunday used for pilot and new aircraft qualification. We had an early session at 8AM followed by a 10AM general practice session which attracted four customers. The first timed qual session FORMULA FORUM, NOVEMBER/DECEMBER 2011 5
IF1 fi elded two new race planes at the 2011 races. Well prepared, both planes performed dependably through the week. They are shown here fl ying in Heat 3B. Qualifying Times (Official Results) Pilot Plane Time Speed 1 Steve Senegal, San Bruno, CA 2 Vito Wypraechtiger Anwil, Switzerland 3 James Jordan Las Vegas, NV 4 Doug Bodine San Bruno, CA 5 Jay Jones Buena Vista, CO 6 Guillermo Bill Parodi 7 Tom Watkins Calgary, AB 8 Philip Goforth Midland, TX 9 Jay Jones Buena Vista, CO 10 Brian Reberry Boise, ID Stephen Partridge- Hicks Norton, UK Holbrook Maslen Boise, ID Larry Mashowski Okotoks, Canada #11 Endeavor Arnold AR-6 N672DH #50 Scarlet Screamer Cassutt Mod N135R #54 Miss Min Cassutt N54ML #96 Miss Demeanor Cassutt N96SR #45 Quadnickel Cassutt IIIM N53014 #36 N-A-Rush Cassutt IIIM #20 Pooder Cassutt N2020J #69 Knotty Girl Stratocaster N591A #15 Last Lap Player Cassutt #592 Little Tony the Tiger Cassutt IIIM #40 Miss USA Cassutt #44 Judy Shoestring N5381 N44JW #78 Lime Lite Cassutt C-FNZP 44.845 255.881 48.116 238.486 49.585 231.421 50.816 225.815 51.051 224.775 54.479 210.632 57.624 199.136 58.667 195.595 1:05.532 175.105 1:12.331 158.646 DNQ DNQ DNQ The cold and humid weather knocked about fi ve mph off just about everyone s speed when compared to last years. Steve Senegal only lost 0.1 sec and Tom Watkins was an astonishing 20 m/h faster in Pooder. Photo by Naomi West Jay Jones piloted #15 Last Lap Player, the Cassutt built by Creighton King. Creighton has been crewing for IF1 for several years, and we can expect to see him in the pilot seat in the future. Brian Reberry raced #592, Litle Tony the Tiger, owned by Jim Whiteley. Brian s new racer wasn t race-ready yet, and he had already sold N-A-Rush. times. Miss USA, as noted above, still had not arrived back and was a DNQ. Phil in #44 had an inoperative radio, forgot to rock his wings and failed to get a time as did Larry who oiled his plugs. Stephen Partridge- Hicks (SPH) finally snuck #40 back into Stead during someone else s session, and went through a rapid Tech inspection important since Wednesday is also the first race day. RACING Reno had introduced a rule requiring a minimum of five airplanes in a race, so pairings were set with the eight fastest planes in the A Heat and five in the B Heat, with fill-ins as required. Also it was agreed that everyone would fly three Heats and that there would be no Bronze Final on Saturday, a much better solution than last year when we attempted to fill a 24 plane field with 13 aircraft. As usual, all races were eight laps. The problem this year was that four aircraft had only two pilots and all sorts of slow flying was required to keep the planes in different heats. Apparently we need a rule requiring alternate pilots for multiple entries. Photo by Naomi West 6 FORMULA FORUM, NOVEMBER/DECEMBER 2011
Wed., Sept. 14th, 1:15 p.m. 80 F., wind SE @ 5 Everyone started and alternate Doug Jethro Bodine shut down. At the off, Phil Goforth flying Judy led Larry Mashowski, Stephen Partridge- Hicks, Jay Jones in Last Lap Player and Brian Reberry in #592. Almost immediately Larry pulled up and out of the race, landing safely with a rough engine. Phil started the clock, already gapping SPH, then Jay, already throttled back, ahead of Brian. By Lap 3, #44 had lapped #592 and the field was stretching out. Phil lapped Jay on Lap 4 but on the next tour he pulled up with yet another mayday, this time with smoke in the cockpit. In the meantime, SPH in his first race lapped Jay once, Brian twice and won going away; a satisfying victory after all his troubles getting to race at all. Pl Race Pilot Speed 1 40 Stephen Partridge- 209.545 Hicks 2 15 Jay Jones 160.523* 3 592 Brian Reberry 143.118** 4 44 Philip Goforth DNF*** 5 78 Larry Mashowski DNF**** * #15 7 laps ** #592 6 laps *** #44 DNF Smoke in the cockpit **** #78 DNF Rough engine Heat 1B Stephen Partridge-Hicks 44 40 78 15 592 96 (Alt) Starting Grid Photo by Naomi West Heat 1A front row in motion: #54 Miss Min, #50 Scarlet Screamer, and #11 Endeavor Wed., Sept. 14th, 2:00 p.m. 85 F., calm, overcast Phil Goforth s #69 did not push out since the engine was in pieces. At the flag drop Steve Senegal in Endeavor led Jim Jordan, Doug Bodine and Vito Wypraechtiger, with Jay Jones in Quadnickel ahead of Bill Parodi and Tom Watkins, last year s slow qualifier now in the Gold Heat! Steve started the clock and won pulling away even after a 16-sec penalty for a pylon cut on Lap 0 ( apparently the announcer s new name for the pace lap), lapping everyone up to 4th. He was lapping consistently in the 45 sec range and I caught one at 45.2 sec. Best of the rest, Vito had made it past Doug and Jim by the start of Lap 1, and held on for an easy second place although three seconds a lap slower than Steve. Doug held third and avoided being lapped. Following in order were Jim, Jay, Bill and Tom who could not avoid being lapped a second time by the flying red #11. Pl Race Pilot Speed 1 11 Steve Senegal 237.328* 2 50 Vito Wypraechtiger 234.260 3 96 Doug Bodine 217.461 4 54 James Jordan 216.538** 5 45 Jay Jones 211.646** 6 36 Bill Parodi 193.854** 7 20 Tom Watkins 181.075*** * #11 cut pylon 2 on start lap ** #54, #45, #36 7 laps *** #20 6 laps **** #69 DNS Heat 1A Steve Senegal 11 50 54 96 45 36 20 0 Starting Grid Photo by Birgitta Nurmi FORMULA FORUM, NOVEMBER/DECEMBER 2011 7
2011 IF1 Awards Rookie of the Year Guillermo Bill Parodi #36 N-A-Rush Bill attended PRS in 2010 but didn t race. He came back in 2011 after buying N-A-Rush from Brian Reberry who also became his mentor. With family and an experienced crew, he battled an oil leak problem all week, and made the no-fl y decsion more than once. Crew Chief of the Year Kevin Broughall #40 Miss USA Photo by Naomi West Kevin headed up the crew for Stephen Partridge-Hicks #40 Miss USA team at PRS and at the races. Photos by Lista Duren except as noted. 8 FORMULA FORUM, NOVEMBER/DECEMBER 2011 After completing the FAA required fl y-off of the new cowling and missing quals because of weather delays and magneto problems, the team settled down to the regular business of racing. Starting at the back, they won their fi rst heat.
Top Wrench Willie Diaz #69 Knotty Girl P&M Trophy Not this year We had an abundance of Pissers and Moaners, and we re not done yet. The committee decided to hold this award for one more year. Photo by Naomi West Two planes, one with an engine in pieces, the other running rough and landing with smoke in the cockpit. One race completed, and the team won it. Willie s wrenching worked again. Top Crew #54 Miss Min There were more people around this pit than any other because of the entertainment: The team installed four video cameras inside of Miss Min, and showed the footage in their pit. Photo by Lista Duren FORMULA FORUM, NOVEMBER/DECEMBER 2011 9
Heat 2B Jay Jones 15 44 78 592 36 96 fill-in fill-in Starting Grid Photo by Bill Rogers Thursday, September 15th, 8:30 a.m. 70 F. Calm Thursday was another beautiful day with added luxury of having the Bipes lead off the day s events. Phil s #69 was still down with no cylinders, so Bill and Doug volunteered to run as fill-in behind the rest of the field. At launch #44 led #78, with #592 surprisingly ahead of Jay in #15 who had some fuel starvation issues. Bill and Doug followed along behind, staying out of the way. Again Larry in Limelite pulled up and out before the end of ap 0; later they thought that they had solved the electrical issues and now engine roughness and power loss was due to problems with the vent on a new tank. Again Phil led lap 1, only to mayday out again with a rough engine. This left Jay leading Brian but trying to fly as slowly as possible to avoid bumping himself up into the Gold heat. Not one of our finest performances with a race-winning speed not seen since the 60s. Pl Race Pilot Speed 1 15 Jay Jones 156.629 2 592 Brian Reberry 151.476 3 36 Bill Parodi 150.626 4 96 Doug Bodine 150.564 5 44 Philip Goforth DNF*** 6 78 Larry Mashowski DNS** 7 69 Philip Goforth DNS* * #69 DNS ** #78 Pulled out, lap 0, fuel starvation *** #44 DNF, lap 1, rough engine Heat 2B front row in motion: #15 Last Lap Player, #44 Judy, and #78 Lime Lite Heat 2A Steve Senegal 11 50 96 54 45 40 36 20 Starting Grid Photo by Birgitta Nurmi Thursday, September 15th, 9:30 a.m. 72 F. Calm Doug was first off ahead of his plane owner Steve in Endeavor. Vito was ahead of Jay who got the jump on Jim from row two with SPH, Bill and Tom following. Steve and Vito passed Doug around the bottom of the race course to start the clock and the race settled down with race positions matching grid spots. The exception, of course, was Miss Min who had been bumped from her front row position in the first heat, and was now jammed up behind a slightly slower Quadnickel. Jay is never easy to pass and always holds a tight line, so Jim spent the entire race trying unsuccessfully to get by, but had to settle for fifth. The front three lapped the back three which provided a little passing action. Finally we got to see a normal race with no maydays. Pl Race Pilot Speed 1 11 Steve Senegal 252.874 2 50 Vito Wypraechtiger 241.902 3 96 Doug Bodine 224.583 4 45 Jay Jones 223.067 5 54 James Jordan 222.222 6 40 Stephen Partridge- 212.375 Hicks 7 36 Bill Parodi 203.106 8 20 Tom Watkins 192.971 *#40, #20, #36 timed for 7 laps Photo by Naomi West 10 FORMULA FORUM, NOVEMBER/DECEMBER 2011
Friday, September 16th, 8:00 a.m. 57 F. Calm Before the race, Larry scratched #78 since they were still working Lime Lite s problems and Phil pulled Judy since, with #69 flyable, he could not fly both aircraft in the same race (insert alternate pilot here). The ever-helpful Doug and Bill were joined by SPH as fill-ins. Weather was much cooler. Jay took the point from the pole and held off Phil until the second time by pylon 1. Phil was going well and trying for a good speed good enough to put him into the Gold on Sunday lapping everyone but Jay on his way to victory. He was his usual exuberant self with a vigorous wingrock after finally completing a sucessful flight. Jay followed in second, a minute behind, then Brian and the fill-ins. SPH passed Bill on the first lap; then they raced bunched up behind Little Tony. On the last lap, Bill pulled up in N-A-Rush with oil on the windshield. Pl Race Pilot Speed 1 69 Philip Goforth 189.390 2 15 Jay Jones 167.081 3 592 Brian Reberry 159.567 4 40 Stephen Partridge- 159.477 Hicks 5 96 Doug Bodine 159.477 6 36 Bill Parodi DNF 7 44 Philip Goforth DNS 8 78 Larry Mashowski DNS *#44 and #78 DNS #592, #40, #96 timed for 7 laps ** #36 completed 6 laps oil on windshield Heat 3B Philip Goforth 15 69 592 -- -- 36 40 96 fill-in fill-in fill-in Starting Grid Photo by Bill Rogers In Heat 3A, #11 Endeavor rounds the east end of the course while the ever-watchful emergency crew camps in the foreground. Friday, September 16th, 9:00 a.m. 63 F. Calm The oil issues that Bill experienced in the first race got worse as he ran the engine so they elected not to start. Tom s Pooder had what sounded like a mag problem so they also did not start; It turned out to be an intermittent mag switch. This time both Doug and Vito got the jump on Steve, but he managed to pass Doug prior to the start and got by Vito on the first lap. In a repeat of Heat 2A, Doug ran a lonely third and Jay held off Jim for another entire race. SPH ran a steady 6 th while Steve lapped him on the 6 th tour and passed both Jay and Jim on the last lap. This looked like a preview of the Gold and the question remained: would Jim in Miss Min figure a way around Jay in Quadnickel? Pl Race Pilot Speed 1 11 Steve Senegal 251.174 2 50 Vito Wypraechtiger 240.481 3 96 Doug Bodine 222.343 4 45 Jay Jones 219.128 5 54 James Jordan 218.752 6 40 Stephen Partridge- 208.469 Hicks 36 Bill Parodi DNS 20 Tom Watkins DNS * #20 DNS mag switch ** #36 DNS oil leak *** #45, #54, and #40 timed for 7 laps. Heat 3A Steve Senegal 11 50 96 45 54 40 20 36 Starting Grid Photo by Lista Duren Photo by Birgitta Nurmi FORMULA FORUM, NOVEMBER/DECEMBER 2011 11
the impact of the accident on the future of the race is yet to be determined RACING WRAP-UP The accident happened during the last race of the day and it was soon apparent to Reno that the event could not continue with the grandstand focal point now an NTSB crash investigation site, so the final two days were canceled. After some delay, on Saturday we were allowed back to the hangar to pack up and awards were made based on Friday s heat results. Another year of short fields and again enough people stepped up and flew fill-in so that starts were interesting and we provided enough planes to satisfy Reno s requirements. Most unusual were two aircraft which had mechanical issues which defied solution and prevented them from completing races; this compounded our problems with a short field. Perhaps this was a indication of insufficient flight time prior to Reno. With all its various dimensions, the impact of the accident on the future of the races is yet to be determined. Possibilities include continuing as in the past, reducing participation of fast, heavy aircraft or complete cancellation. It is worth remembering that after Cleveland shut down, Formula One alone carried the air racing torch and continued racing, albeit with a short hiatus. Bill Stead had a Formula airplane and started the National Championship Air Races. Let s hope it does not come to that again. Fuel Pumps and Electronic Ignition Technical Rule changes approved last year were in effect for 2011, and a couple of airplanes were modified to take advantage of the advancements. Dave Massey, crew chief on Jim Jordan s Miss Min, tried electronic ignition but decided not to use it during the races. What he did install was an electric fuel pump for improved fuel system reliability. Dave told me that the pump itself was a Facet 48108, modified with AN fittings for Light Sport use, and obtainable from Aircraft Spruce. It was mounted on the lower firewall and, in the event of failure, has a flowthrough capability so that the traditional gravity feed (4 ½ - 5 gph) is still available. A safety switch in the oil pressure line turns off power to the pump when the pressure drops below 7 psi. Electrical power is provided by a Lithium-Ferrous racing motorcycle battery about 4 ½ X 4 ½ X 5 in. mounted behind the instrument panel and connected to a switch. The battery weighs 3 lbs. and produces 28 amp-hrs and 500 cold cranking amps. It powers the 1.2 amp pump and also the impressive four-camera High Definition 1080P video system. Although probably unnecessary, Dave charges the battery after every flight. by Bill Rogers Vito Wypraechtiger s #50 Scarlet Screamer has long been a test bed for innovation, and this year was no exception. Vito had installed a Light Speed Fngineering (http://www.lightspeedengineering.com) electronic ignition system. Vito explained that he chose that system based on experience with his aerobatic plane. Like dual magnetos, it consists of two independent systems using crank-angle pickups behind the spinner, a manifold pressure transducer and a control unit in the left wing root area. This drives small sending units for each plug and timing is adjustable from the cockpit for each system independently. For redundancy, each system has its own 10 amp-hr battery and a third is used for telemetry. The system was developed over two days on the dyno at LyCon and showed significant power improvements. Early in the week when I talked to Vito, results were not so encouraging in the aircraft using 31-32 deg. advance; TAS was the same but speed was lower than last year. As usual, aircraft drag and prop efficiencies dominate. As an aside, Bruce Bohannon told me that when he was doing time-to-climb records with Pushy Galore, using nitrous, he saw power levels on an O-200 of well over 200 hp with no improvement in his 250 mph top speed. However, judging by other people sissues with magneto ignition, the reliability improvement offered by an electronic system is probably worth the cost. 12 FORMULA FORUM, NOVEMBER/DECEMBER 2011
A First-Hand Account Before the Unlimited Gold racers took the course on Friday, RARA closed the press photographers plaform at the end of the T-hangars as a safety precaution: the sterile ramp for the Unlimited Gold. I used my press pass to gain access to the box seats, and found a good vantage point in a front row box very near home pylon. Like most race fans, I was especially interested in watching Galloping Ghost. Early in the third lap, I jumped up when the Ghost suddenly jerked upward off the course. The near-vertical climb looked wrong. The plane wobbled strangely. It was over the deadline, and from my angle it might have been headed for the participants parking lot. Then it flipped over backward and started down, falling as steeply as it had climbed, the forward momentum carrying it straight toward me. In a couple of seconds I was staring right at the moving prop coming in my direction. It was starting to level out, and first I thought the plane might miss the crowd and belly into the ramp. Then I realized it was going to crash right where I was. I dived for the ground. Lying face down on the astroturf, I heard it pass and then hit behind me with a loud oomph, the sound of something heavy crashing into sand. When I stood, the world had changed. The neat rows of box seats had become a disaster area. The fan-shaped debris field stretched onto the ramp, the edges of it about 10 feet from my chair. There was nothing that looked like a piece of an airplane it was as though the Ghost had vaporized. People in the crash area were covered with reddish muck. A few were hysterical. A couple only a few boxes from me were lying lifeless on the ground under their chairs. Within 30 seconds after the crash, there were at least a dozen emergency vehicles on the scene. The announcers, who were also extremely close to the point of impact, shifted immediately into their rehearsed response: calling for medically trained personnel to come to the scene of the crash and asking all others to leave. As I turned to go, I finally saw the crater, about 50 feet away in the asphalt behind the first row of boxes. I was dazed and shaken and surprised to be alive. My companions were scattered Gene in the stands near the IF1 hangar, and my godson Zach out at the pylons. Neither one knew where I was. Like 60,000 other people, I picked up my cell phone. I tried to call Gene, but I could not get through. On the long way back through the pits, I walked with weeping IF1 families. I found Gene, who was nearly frantic trying to find me. We went to the Media Center to meet Zach s bus. Press members were crying. Many knew Jimmy Leeward, and most of us had followed the plane. We headed back to the hangar to our IF1 community. Nancy Glidden was taking status of the teams, and we were all accounted for. How had our world changed? We came together as a community in remembrance of Jimmy Leeward and the accident vicitms. We gathered on Saturday for a pot luck lunch and an impromptu awards ceremony. Then we packed up and went separate ways, not knowing if pylon air racing would ever happen again. In the weeks that air racing was offline, I thought about IF1 and what keeps me coming back: the initiative, enthusiasm and dedication of all involved. This has been a vibrant community for 65 years, even though we gather infrequently. Forum contributions eventually dribbled in the race report in late October; photographs in November, December, January, February; and Doug s report after the RARA meeting. Gradually we are coming back together, and the future of air racing is starting to take shape. With this issue, your Forum is back. Please write and let us all know how you are. by Lista Duren FORMULA FORUM, NOVEMBER/DECEMBER 2011 13
IF1 Marketplace AIRCRAFT FOR SALE 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) 346-6967 ssenegal@sanbrunocable.com PROJECT PARTS & PRODUCTS Prior to purchase of any aircraft, please contact the Technical Director for any IF1 rules or compliance items that apply. FOR SALE: Cassutt Sport/Racer Copyright, Manufacturing Fixtures, Inventory New Twisted Composites Prop - racing 16 cylinders 0-200 2 cases and 1 core 0-200 5 cranks 0-200 6 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 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 email for parts list and details. Contact: Gary Davis at texasflyer@hotmail.com 940-458-5515 (home); 940-206-3079 (cell) 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 303-833-1560 brent@collision-craft.giz http://www.cassutt111m.com/ Cassutt Racer Aircraft Kit/Project Plans. One piece wood spar. Welded fuselage frame (factory welded). Rudder complete Horizontal Stab to be completed. All wing ribs complete. Aircraft plywood for wing covering. Fiberglass canopy frame. Steel landing gear with Goodyear brakes, tires & tubes. Sufficient aircraft tubing, wood and plywood to complete the project. $3900 Contact: Laslo Zamolyi, Jr. Home: 610-746-2618 Cell: 610-746-2618 zamalama@aol.com EAA Chap. 70, EAA Technical Counselor 14 FORMULA FORUM, NOVEMBER/DECEMBER 2011
Ads are free as a service to members 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 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: $300.00 plus ground shipping Contact: Tim Neubert 727.538.8744 TNeubert@airportnac.com 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 CASSUTT WANTED Looking for an entry level, basic Formula One airplane to race at Reno. Must comply with IF1 technical rules. Contact Ira Saligman: (610) 324-5500 (Philadelphia) isaligman@saligman.com 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 If you have aircraft or other items for sale, or updates to your listing, please email Brian Reberry: brian@ reberryairracing.com Grob Glider Also Volkswagen Beetle, Mill, Lathe, Camper, Engine for the Corba Kit Car project he started. Contact: marylemmond@yahoo.com. CASSUTT PROJECT Stock wing, aluminum gear, Cleveland brakes. Contact: George Budde (405) 733-1449 patbudde@earthlink.net RACE PROP FOR SALE Twisted Composites 54 x 66 composite racing prop, $1800. Contact Smokey Young 909-614-3576 or email smokeyshra@aol.com AIR RACING BOOKS by Robert Hirsch 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 FORMULA FORUM, NOVEMBER/DECEMBER 2011 15
WR NW ZW NW BC NW LD ZW FORMULA FORUM 3233 ZW Via Alicante #48 La Jolla, CA 92037 LD LD Photo Credits: WR: William (Bill) Rogers; NW: Naomi West; BC: Bruce Croft; ZW: Zach Whalen; LD: Lista Duren