March, 1996

FOR SALE
Ads are free as a service to members.
#2 N8EW Wagner "Okie Twister"
#6 N102 Cassutt "Okie Stroker"
#19 N119 Cassutto "Okie Streaker"
Contact George Budde. a (a05) 733-1449
#33 N6884 Cassutt "Sahara" 240
Robbie Grove Aviation: race winning
composite prop - $1500. Al. landing gear
Contact Robbie Grove:
a Work: (619) 562-1268
Home: (619) 669-0542
rn/h
Gold racer, race-proven engine and spare,
lots ofparts, cyl, cases, carb, props
Contact: Scott Morris:
a Work (319) 233-8449
Home:(319) 234-rc46
#40 N5381 Cassutt rrMiss USA"
Fresh restoration
Contact Patti Johnson: a (904) 423-7518
#56 N43RT Taylor, 'rTitch n'Ash"
with or without engine and prop
#57 N603R Cassutt IIIM " Knotty Boy"
Two wings, two horizontals, lots of parts
Contact Rick Todd:
a Work:(916) 333-4l l l
Home:(916) 333-1930
Aircraft Design and Analysis Selvices:
Everything from computerized airfoil design
to complete aircraft drawings and CFD
analysis using NASA's Pmarc-I2
Contact Gary James'e (817) 596-3278
National Aeronautics has Cassutt parts
including Al and Steel landing gear legs.
Contact [b or Sue Hansen :
a (303) e40-8442
Solid Graphite Propellers - Reno 1995
Qualifying: 9 of top l0; Gold: All but 2nd
Silver: All but 3rd, 5th; Brorue lst,5th,6th
Call Steve Hill, Owens Composites
a (s05) 832-1 148
Wanted: Cassutt, restorable for museum
display,less engine and prop. Contact Ed
Maloney, National Air Race Museunr" 7000
Merrill Ave., Chino,CA 91710.
a QV) 67s-229e
Information on things af IFI interest for
sale orwqnted should be sent to the Flitor
or IFI W Jon Sharp at 44210 Galion
Ave.,Lancaster CA.93536 805/723-7636
New Kelly FID Airframe less engine,
construction slot available; call for details
and price; Kevin Kelly:a (209) 532-4326
Bormula One Modification Central:
Whatever you need for speed. Wheelpants,
Canopies, Wings, Tails, Engine Work,
Airframe upgrades, Composite Specialist.
Call Kevin Kelly for quotes:
a (209) s32-4326
FORMULA FORUM . MAY 1996
15
March 1996
Volume Vll Number 2
F'#ftJKfULA
F#rt{IM
THE IF1 JOURNAL
Y&'
\
\
Brother Buddies, George and Bobby race Hoot Gibson
Al Wimer photo
in this composite picture
FORMULAFORUM
in IFI is open to
pilots, owners, crews, and
Membership
teohnical people aotive in Formula
One
Formula Forum O
1996
International Formula One Pylon
Racing Ino. All rights
Air Racing.
Members
$50,Associate Members $25.
Rules package and application
available fromtlre seoretary, Roger
Sturgess. For rules, send a check
for $7.50, payable to IFI to cover
cost of printing and mailing.
CLASS OFFICIALS
Formula Forum
publicatior of
is the offioial
Inter:rational
Formula One Pylon Air Racing,
Ino., A Texas
Non-Profit
of
Corporation. Member
the
International Counoil of Air Shows
and the Air Raoing Council of the
United States.
Artioles appearing herein are the
opinion of the authors and not
necessarily the opinion of
IFI
Inc.
Contibutions should be sent to &e
Editor, Bill Rogers at
926
Rawhide Place, Newbury Park,
CA
91320. Phone
or
FAX
805/498-0846, or via modem, PC
floppies in WP or ASCii. Typed
input (Courier) should be Faxed to
213/478-9589
after
oalling
213/258-1727
CONTENTS
3. 5th Column
Womans Wing
4. Reno Update
5. John Crocker
6. Odds &
1612 Merian Drive
PleasantHill, CA 94523
5rcfi27-2604
SCOTT GARLANI)
Operations Director.
P.O. Box 2831
Corona, CA 91718
9A9/693-2408
Air
reserved.
RAY SIIERWOOD
Promotions Director.
TOM DeHART
AI\{D
DIRECTORS FOR 1996
Technioal Director.
163 North Shepherd
Sonora, CA 95370
EXECUTIVE COMMITTEE
209/532-1357
BRUCE BOIIAI\NON
JIMIIARRIS
President.
I l0 Eagle Lakes Drive
Pilot Committee.
754 Harris Ranoh Road
Friendswood,TX 77546
Goldendale,
713/992-8989
509/773-4936
JON SHARP
ROBERT GROVE
Vice President.
44210 GalionAve.
Technical Committee.
3155 Vista de Chaparros
Jamul, CA 91935
Lancaster,
CA 93536
805/723-7636
WA 98620
619/669-0542
ROGERSTURGESS
BILLROGERS
Secretary/Treasurer.
2900 Sagamore Way
LosAngeles, CA 90065
213/258-1727
Procedure Cornmittee.
926 Rawhide Plaoe
NeuturyPark,CA 91320
Editorial
Linda Elliott
Jon Sharp
7.
805/498-0846
Pilot
Profile
Al Wimer
The Brothers Budde
10. The Owl Papers - Part 1l George Owl
The Fornrula One Mission
15. For
Sale
FORMUI,A FORUM
.
MARCH 1996
FIFTH COLUMN
For several years we were on a crew, but for
many more years the Formula One
orgarnzation has been our involvement. This
has frequently given the opportunity to
negotiate with race promoters. They are far
more interested in how many airplanes we
can guarantee than how fast we go. The
front runners always enteE but persuading
those last four people to come is the real
challenge. I recall Dave Morss'flight across
the mountains to ABQ with a racingprop in
the aft fuselage, after I begged, threatened
and guilt-tripped him into coming. It is the
support of people like Dave, who put the
group before their personal considerations
that keeps IFI going, and they have earned
my gratitude and respect.
It is interesting then to consider a team that
has provided so many entries; up to 25oh of
the field at Stockton. The Budde families
featured in this issue typifu this enthusiastic
dedication. With so rnany airplanes, they
also generously give others the opportunity
to learn racing; many pilots owe their start
to the Buddes. Their skill at picking race
pilots and the training and experience that
they impart has given us some excellent
racers and several Rookies of the Year.
They may not be the fastest, but they are
great racers all the same.
Thanks to everyone who returned the
surveys. We have not tabulated the answers
yet, since they are still coming in, but there
are lots of good ideas and comments and we
will report next
issue.
Editorial
WOMEN'SWING
RENO- ROOMS AT WESTERN VILLAGE
HOTEL & CASINO
secured special rates for IFl at The
Western Village Hotel & Casino for the
Reno Air Races. Ward and Sandy Garland
have stayed at this hotel for years and say it
is really great. There are 3 restaurants that
are open 24hours a day and a casino on-site
also. It is in Sparks and still convenient to
the races. This should be 100% better than
Motel 6. I have blocked out 45 doubles and
25 singles. The room rate will be $47.00 a
night. The rooms are on a first come first
serve basis. Ifyou are interested, please call
the hotel at 1-800-648-1170 to make your
reservations. You will deal direct with the
hotel, and they will require the first night's
deposit paid by check or money order 30
days in advance. The remainder of your stay
can be put oil your credit card. The hotel
will send you a brochure, just ask when you
call. The rooms will be held under International Formula One and anyone in reservations will be able to assist you. If you run
into any type of problem, their contact is
Group Sales Manager, Diane Martin.
I have
You Might be an Air Race Pilot......
Thanks for the entries so far, but we need
more. This is from Ken Mountain:
If your tail is always dragging, you
might be an air race pilot.
If your tail feathers never get ruffled,
you might be an air race pilot.
Linda Elliott
FORMULA FORUM - MARCH 1996
RENO
UPDATE
Thornton Audrain /Jon SharP
Discussions - February 5,1996
Hanger-The Hanger is intact and available
for us as before. There is, however,
discussion about moving Fl to a more
marketing-visible position with appropriate
shelter. Unknown about the timing of this.
Probably not for 96....
Comment: This is a win-win situation for Fl.
The closer we get to the crowd the better it
is for Fl present & future sponsors. Now is
the time to increase visibility!
1".
2. Purse -The purse is the same as'95, no
anticipated changes.
Comment. With all the clamor of RARA
losing money, we are holding our own? so
far. The attendance was down thousands
which has been primarily attributed to
ineffective marketing of the event. This is
where we, IFl come in. They want and need
you/our help. We have shown that we are
more organized, more active than the other
groups, but we are about 10a/o lhere. Youlwe
are required to do more PR. We'lltalk more
about that later. But food for thought, how
many of you racers, tech, women's wingers
have passed out race promotional brochures
and/or called local newspapers about the
Reno Races?
3. Entry Fee/lnsurance -Same as in 1995.
4.Radios -As stated in the 1995 Reno Info,
all racers must have a radio for 1996. This is
firm.
The requirement is being pushed to fruition
on several fronts. The safety/crash rescue
Jon Sharp
people along with race control are unaware if
one of our planes has a Mayday or what the
intentions of the pilot are. If crash rescue and
race control are aware of your intentions, in
an emergency, the reseue teams can be
dispatched to the correct area to provide you
assistance when you need it the most.
The other concerned party pushing this is the
insurance company covering the event. This
is not the liability people we have, but the
people who cover the complete event. They
see this as a safety issue also. The cost of
insuring the Reno event is directly tied to
RARA's ability to make money.
5 Television - On the brighter side, we have,
at this point, a verbal agreement to have
stand alone TV coverage of IFI in addition
to the normal Reno ESPN coverage. What
does this mean? If we, I Fl, put ourselves in
a position to do so we can bring in our own
ESPN production crew to televise I F1
quali$ring, racing etc.
6. Concessions - We agreed upon working
co-promotions with the concessionaires.
Example: Beer ll2 price if Bobby Budde
wins his race. This generates spectator
interest in what F-l does, they care about
who wins, they get excited...that's good for
us.
7. Visibility - We requested and received
concurrence that the Fl championship racers
and planes be towed to show center for plane
and pilot introductions prior to the Gold
finals. This gives our sponsors visibility and
lets the people in the stands see the planes
FORMULA FORUM
-
MARCH 1996
and hear the pilots discuss race strategies,
etc. All in all, the meeting with Mr. Audrain
was very productive. RARA is relying
heavily on us to promote ourselves at the
Reno event. This is the best insurance we
have of a successful future. If we sit back
and assume that the crowd will just show up
because we are going to be there...guess
what, soon we won't be there. Each of you
must get personally active in creating interest
in Fl racing. Here some ideas on places to
start:
a. Call you local EAA chapters and schedule
talks and presentations about your racing
experiences.
b. Display your plane at fly-ins or airshows
with PR materials about your plane, history,
racing schedule, etc.
c. Shopping malls would love to have your
plane on display. This is a gteat time to pass
out PR materials and race schedules, etc.
d. Call your local newspapers and invite
them to talk about what you do and take
photos.
e. Participate in charity events, parades,
children hospital appearances, service clubs,
etc.
f. Invite local news, TV and newspapers for
coverage when you have a test flight
scheduled. They eat this up.
g. Work on the package appearance:-Make
the plane presentable; Paint your trailer...add
graphics; Make your plane easier to
assemble, disassemble, for display purposes;
Put together an information poster, brochure, or info sheet about you and your
plane, including race history, sponsors etc.;
"Spiff' up your flight suit; Get ball caps with
your logo on them; Tee shirts; Set up video
of a race, it really helps to educate people as
to what we do. IFI has a promo tape, old
but still OK; borrow it and duplicate it.
FORMULA TORUM
-
MARCH 1996
JOHN CROCKER
We regret to report the death of John
Crocker on February 5th. John left Hollister,
CAo in a restored Convair 440 with 3 other
people on a flight bound for Mexico. After
an overnight stop at St.Johns, AZ, the
aircraft crashed immediately after takeoff
into the only open space in town, killing all
on board. The aircraft was seen
maneuvering to avoid inhabited structures
prior to the impact.
John was involved in air racing since 1969 in
all its aspects, as a race pilot for many years
(Reno Unlimited Champion in 1979 in
Sumptn' Else) and as a Board member of the
National Air-racing Group. He has
represented NAG and the Unlimited DMsion
at the Air Racing Council of the US. During
his involvement in the administrative side of
racing he was always supportive of the other
classes and was a friend of Formula One.
John flew for World Airways as a Captain on
DC-10 until his retirement and used his
extensive warbird experience as an instructor
and ferry pilot. A memorial will be set up at
the Planes of Fame Museum at Chino and
contributions in lieu of flowers may be sent
to "John Crocker Memorial",c/o The
Museum, 7000 Merrill Ave., Box 17, Chino
Airport, Chino, CA 91710. A tribute by his
friends was held March 3rd at the Western
Aerospace Museum in Oakland.
John is survived by his wife OlMa, daughter
Ashleigh, and son John and to them we send
our condolences.
ODDS AND
This spy photo was received with a Caldwell,
ID postmark. It apparently shows a liberal
interpretation of the rules where an O-200
case was melted down and remachined to
take 5 cylinders. The resulting 20olo increase
in power should frighten Jon Sharp. It
obviously frightens the pilot who is provided
with a quick-eit canopy.
that did 30,407 ft. Congratulations. Bruce
used nitrous for the last part of the flight,
and his article will appear in Sport Aviation
soon. Steve Myers will attempt a world
speed record attempt in Smiddy's Firefly at
the PtD( show March29-31.
The Aeroshell Speed Dash at Sun'n Fun will
pit all piston engined aircraft
against Bruce to 1000m (3280ft).
Qualified contestants will drag race
in pairs. A helicopter at the altitude
will pick a winner to go to the next
round, with the fastest racing Bruce
for $5,000. Fun idea!
I)ave Morss wrotg an excellent
article in "fn Ffght USA' on the
achievement of one of his lifelong
dreams, a carrier launch from the
USS Carl Vinson (CVN-72) via
Grumman Wildcat to a landing in
Hawaii.
The Fox Field
IFI
race is still on
track for Nov 1-3, Jon Sharp
reports.
Bruce Bohannon does it again! Another
three world records are awaiting ratification
by NAA/FAI. On Jan. 23rd Bruce took
"Pushy Galore" to 33,800 ft for a new
absolute altitude record for Class C1.A
beating the previous best of 30,798 ft set in
an Interstate Cadet in 1972. On the way up
he took the 9000m time-to-climb from Hoot
Gibson (also in Pushy) by well over 10 mins
and the Altitude in horizontal flight at
33,300, beating a local (Camarillo) Yai-eze
Serge Cholot, of APAF in Europe,
announces manifestations of Fl's at Royan,
France, on 13-16 June and at Duxford in the
UK on T9-21hiy.
The entry form at the Ilaytona 500 required
the winner to donate his car to the Speedway
museum after the race. The tech crew
impounded it out of victory lane complete
with Dale Jarrett's helmet, gloves, earplugs,
and an ABC camera on the roof. Fun idea!!
T.ORMULA T'ORUM - MARCH 1996
PILOT
PROFILE
The Budde Brothers by Al Wimer
Too often in our world, history focuses on a
Napoleon or a Lincoln...a Michelangelo or a
Churchill. And in our more limited arenq
the modern day world of sports, it's the
winners or the winning teams.
Far too often those who labor faithfully in
the vineyard, in the shadow of others on
whom the spotlight shines, contribute
enormously to a chosen endeavor with little
reward beyond the personal satisfaction of
having fought the good fight in a sporting
activity held dear. But these people make a
difference.
In motor sports they are numerous, and
sadly, all too often almost nameless as well
after a few years absence from the starting
line. They seldom make it to the Gold Race,
but they toil at every meet and are the
sustaining force from within and below in
every field of entrants that taxies to the
Qualifying line. But it's a mistake to think of
them as "also-rans"..in all their numbers, they
are the heart and soul ofthis racing class.
Among this group are two "Golden Oldies"
whose lives since childhood have literally
been devoted to things that fly at the expense
of all else...the Budde brothers, a pair of
20,000 plus hour pilots with competitive
drives that belie graying temples and cornerof-the-eye wrinkles garnered from endless
cockpit and flighrdeck hours.
Of today's active racers, only Jim Miller and
Ray Cote have lengthier spans of competition than Bobby, and no one has done so
longer with the same plane. Bobby and his
FORMULA FORUM
-
MARCH 1996
EL BANDITO are entering their 29thyear
of racing, tieing the longevity record cf the
incomparable Bill Falck and his RIVETS,
and retirement is not in his plans.
Barely 19 years after those other flying
brothers, Orville and Wilbur Wright, had left
their milestone with that first flight at Kitty
Hawk in 1903, Bobby Budde's interest in
airplanes became evident wheq as a curious
2year old, he twice wandered away from his
parents at a country fair in Ontario, WS and
both times was ultimately located clinging to
the tail feathers of a barnstorming Jenny. His
life's focus was set...it was all skyward
thereafter...first flight at 14, and first dual a
year later. And like many other future World
War II pilots, the government's newly
introduced CMlian Pilot Training Program
of the late'30's was the means for achieving
Private and Commercial licenses and a CFI
rating prior to 4 years of WWII flying.
There followed an active 5 year post-war
period as an FBO with on-the-side work
crop dusting and instructing before a long
and successful career with United Air Lines.
Like so many of his WWII compatriots,
Bobby's interest in air racing was so
stimulated by the origin of the 190 Cubic
Inch Class that he drove to Cleveland to
witness the Goodyear Trophy Races during
their entire 3 year run from '47 ta'49 and
launched an effort to build a delta design
racer, but his interest waned with the
cesession of racing at Cleveland following
the'49 Unlimited tragedy. However, like a
true air racing junkie, he couldn't dispel the
dream and bought the Cathaway Special,
CA-5 FIFANELLA, aRussell Cathaway
design started by Jim Dewey and sold
incomplete to B. H. Frenzel and George
Seikert. (Frenzel completed the plane after
Seikert was killed fly,ng aU-2). Budde
purchased the plane in'65, renamed it EL
BANDITO and, after a number of mods,
appeared at his first race meet at Reno in
'68...and there has been no looking back.
He became a regular on the circuit and his
unbounded enthusiasm for the sport soon
infected brother George who served on his
crew for four years in the early '70's before
he, too, became an addict, buying a racing
Cassutt, the former Jim Wilson built PLIIM
CRAZY, renaming it the first of the OKm
STREAKER'S and entering Reno in'76.
Like his older sibling, George, too, was
hooked on flying at a tender age getting his
first flight in an OX-5 Standard in'37 though
he didn't solo until early'42. As was the
familiar pattern of the time, there followed 3
years of Air force flying and ensuing 6 years
as a partner with Bobby operating the airport
at Sparta, Wisconsin and doing crop dusting
and instructing, all the while flying in the
Minnesota Air Guard. Recalled in'51 for 2
years during the Korean War, he subsequently flew with Mississippi and Oklahoma
Air Guard units while an airline pilot before
settling in as an FAA Inspector-Instructor
far 29 years prior to retirement in 1990.
Unlike brother Bobby who has campaigned
for 28 years solely with his beloved EL
BANDITO, George marched to a dif[erent
drummer in his competitive zeal, and has
owned and competed over the years with a
seven plane (overall) stable and currently
races his latest three, his OKIE S'es.
Racing in the same class, it was inevitable
that these brothers wculd ultimately go headto-head in the same race, and indeed that
direct competition first came about at
George's baptism under fire during his first
race meet at Reno in '76 in the Medallion
Race....and from that initial confrontation to
their latest, the Silver Race at Phoenix in '95,
it has recurred 23 times.
Although the racing succes$ of these two
remarkable brothers from America's
heartland would best be described in a
critical sense as modest, they have to be
judged in a broader view. Their totally
focused but low key approach to racing has
resulted in immeasurable contributions to the
life of this racing class. No other two people
in the sport's history have introduced as
many new pilots to air racing, lor used their
own time and treasure to check out so many
in Formula One aircraft, nor helped so many
get seats or acquire planes in which to
compete. That number is now in double
digit figures and is likely to keep growing
since neither has any plans of retiring.
For these two lifetime flyers in their autumn
years, the aviator's experience has been a
profound one with a lasting impact as
addictive as a narcotic. Despite the cost in
human terms, the financial constraints, the
inconvenience and uncertainty of schedules,
the short nights and long days trailering a
plane to some distant race site, and all the
other negatives, they race...and in the
ultimate balance, when all their assets and
liabilities are spun out in the centrifuge of
some last judgement, I don't think they will
have lost. But were they not to do so, it is
we who would be the losers.
FORMUI,A FORUM
-
MARCH 1996
George Budde
John Garrrtt photo
Bobby Budde
The Budde Brothers go head to head - 1990 Reno
TORMULA TORUM
-
MARCH 1996
AllYimer photo
AlWimerphoto
THE OWL PAPBRS - PART
THE FORMUT"A ONE MISSION
It is believed that greater benefit
can be
obtained by making drag comparisons on an
item by item basis to search out the best
design solutions in each area. Before
comparisons can be drawn to evaluate the
merit of alternative choices il is necessary
to define a "mission profile" on which the
competitive designs can be compared. For a
Formula I this mission profile can be represented as a repetition of two basic legs; a)
acceleration down a straightaway in level
flight and, b) a 180 degree constant radius
decelerating turn around 3 pylons, followed
by repeat of a) and b), etc. An additional
mission leg of critical interest is acceleration,
from a standing start, over a distance
arbitrarily assumed to be 6,ooo feet.
Advantages gained on one leg must be
weighed against losses on another.
Owl
Geo
11
Use of a constant radius 180 degree turn
around three pylons is only one of many
possible techniques for getting around the
course. It has the advantage in this case of
berng simple to analyze and is believed to be
a valid basis for comparison as well as being
near optinnrm in reality.
Examination of the dimensions of a typical
three mile course, Fig. 5, reveals that the
distaace flown on the straights is very nearly
equal to the distance flown in the turns. For
the analyses that follow, these distances were
arbitrarily made equal in order to simplify
computations. A matrix of configurations
was selected which included three gross
weights, four wing spans and three max.
speeds (thirty six "point designs"). Performance on critical mission less was
calculated at sea level and 5,000 feet for
enough of the above designs to permit
plotting and cross plotting their relative
performaace.
53BOt
--l--
-
lz70'
z?-oo'
TY
P.
1293'l R
Lo" typ.
T
4.lro
PAI'H.
Figure 5
l0
Typical3 Mile Course
FORMULAFORIIM - MARCH 1996
Definition of the turn radius (Fig. 5) as 1293
ft., permits calculation of the required
airplane load factor or "G" load vs,
instantaneous speed as illustrated in Fig. 6.
For any aircraft in lifting flight there exists a
drag increment over and above the minimum
profile drag which was illustrated in Fig. 4.
This drag results from the generation of lift
and is called "drag due to lift" or "induced
drag". Fig.7 illustrates how this drag builds
up with increasing lift (g's) at constant speed.
Note that a fourteen foot span has twice as
much induced drag as a twenty foot span, at
equal values of lift. The magnitudes shown
(at 5,000 ft. &24A mph) will decrease with
increased I.A.S. ( as with increased density ).
Fig. 8 illustrates the excess thrust characteristics for those "point designs" having max.
speeds of240,250,and260 mph. The
excess thrust results when the aircraft is at
full throule at speeds below V max. because
the aircraft drag (at 19) decreases while
propeller thrust increases.
Once the excess thrust and induced drag
characteristics are established for a given
design it becomes possible to calculate the
speed vs time history on the race course
"legs" discussed previously. In order for a
stabilized condition to exist, the speed at the
end of a turn must equal the speed at the
start ofthe straight and the speed at the end
ofthe straight must equal the speed at the
start ofthe turn. For the race course
dimensions given, the average airspeed on
course must be, approximately, the speed at
which the average deceleration, in the turn, is
equal to the one "g" average acceleration on
the straight. This occurs at the speed where
the average induced drag in the turn is equal
to twice the average excess thrust on the
straight. Solving for the induced drag
FORMULA FORUM
.
MARCH 1996
requires also that the correct g's be
established. This is best accomplished by
graphical iteration at three arbitrary speeds.
Fig. 9 illustrates the speed-time history for
four point designs difEering only in wing
span, i.e. having equal top speeds and
weights. This plot clearly shows the effect
ofthe increasing induced drag as wing span
is decreased. Similar computation was
accomplished for the other point designs
which resulted in graphs similar to Fig. 10
and 1l for two additional gross weights. To
arrive at course average speeds from the
solutions which gave average T.A.S., it is
necessary to correct for the added distance
flown in excess of the course straight line
distance of three miles. The distance flown,
on the example mission profile, is approx.
3.10 miles which would indicate that the
course average should be about .97 x
average T.A.S. Use of this value resulted
in unrealistically high predicted course
averages for several acfual aircraft whose
characteristics are known by the author.
Use of the relationship -- course average
speed .935 x average T.A.S.-- resulted in
much better correlation and was accordingly
used to develop this and subsequent data.
:
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FORMULA FORUM
FIG.'I
-
MARCH 1996
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.
MARCH 1996
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FrG"ll
- MARCH 1996
FOR SALE
#2 NSEW Wagner "Okie Twister"
#6 N102 Cassutt "Okie Stroker"
#19 N119 Cassutt, "Okie Streaker"
Contact George Budde: a (a05) 733-1449
#33 N6884 Cassutt "Sahara" 24A rnlh
Gold racer, race-proven engine and spare,
lots ofparts, cyl, cases, carb, props
Contact: Scott Morris:
e Work: (319) 233-8449
Home:(319) 234-W46
#40 N5381 Cassutt "Miss USA"
Fresh restoration
Contact Patti Johnson: a (904) 423-7518
#56 N43RT Taylor, "Titch n'Ash"
with or without engine and prop
#57 N603R Cassutt frfM tt Knotty Boy"
Two wings, two horizontals, lots of parts
Contact Rick Todd:
e Work:(916) 333-4111
Home:(916) 333-1930
#69 N55X Ex Cassutt, "Miss Reno"
Gold racer, winner 1983 ,with trailer, $27K
Contact Crewchief, Bill Schwantes:
'rE Home: (408) 358-1633
#96 N687RB Grove GR-7 "Geronimo"
Gold racer, Top qualifier 1989, at242m/b
Contact Kathy Gray: r(209) 277-3259
Ads are free as a service to members.
New Kelly FlD Airframe less engine,
construction slot available; call for details
and price; Kevin Kelly:a Q09) 532-4326
Formula One Modification Central:
Whatever you need for speed. Wheelpants,
Canopies, Wings, Tails, Engine Worlq
Airframe upgrades, Composite Specialist.
Call Kevin Kelly for quotes:
e (209) s32-4326
Robbie Grove Aviation: race winning
composite prop - $1500. A1. landing gear
Contact Robbie Grove:
E Work (619) 562-1268
Home: (619) 669-0542
National Aeronautics has Cassutt parts
including Al and Steel landing gear legs.
Contact Ib or Sue Hansen :
c (303) 940-8442
Solid Graphite Propellers - Reno 1995
Qualifying: 9 of top l0; Gold: All but 2nd
Silver: A1l but 3rd,5th; Bronze: lst,5th,6th
Call Steve Hill, Owens Composites
e (s0s) 832-1148
Wanted: Cassutt, restorable for museum
display, less engine and prop. Contact Ed
Maloney, National Air Race Museum, 7000
Merrill Ave., Chino, CA 917rc.
a (714) 67s-2299
Aircraft Design and Analysis Services:
Everything from computerized airfoil design
to complete aircraft drawings and CFD
analysis using NASAs Pmarc-l2
Contact Gary James'e (817) 596-3278
FORMUT,A FORUM - MARCH 1996
Information on things af IFI interest for
sale orwanted should be sent ta the Editor
or IFI VP Jon Sharp at 44210 Galion
Ave.,Lqncaster CA.g3536 805/723-7636
15
Budde Racing at Paso Robles
-
1994
AlWimer photo
PYLON AIR RACING - THE WORLD'S FASTEST ENGINESPORT
FORMULA FORUM
lnternational Formula One Pylon Air Racing
926 Rawhide Place,
Newbury Park, CA 91320
3(fl#.=
nternatlonal
Formffia One
I
TI