May, 1993

May 1993
Volume IV Number 3
FOR]VIULA
FORTTM
THE IFl JOURNAL
The Ultimate Owl - Bill lppolito in "Alley Cat"
I
Neil Nurmi photo
FORMULA FORUM
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E.
Formula
--7
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available from the secretary,
Roger Sturgess. Send a check
WARD GARLAND
Forum@ tr93
International Fonrrula One
Air
Racing.
for $7.50, payable to IF1
cover cost
Formula
$lon
STU LUCE
Promotions Director.
101 Buckingham Rd.
San Dirnas, CA 91773
7141599-4066
Formula One
lnternEional
\.Ef,
in IFl is open to
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technical people active in
of
to
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and
rnailing. Members $50 Associate
Members $25.
CLASS OFFICIALS AND
Operations Director.
42528 7th St. East
Lancaster, CA 93535
805/945-5583
DIRECTORS FOR 1993
DAVE MORSS
Pilot Committee.
reserved.
1004 Springfield Drive
Formula Fonrm
E)(ECUTIVE COMMITTEE
San C.arlos, CA 94070
4151593-t4r',8
BRUCE BOHANNON
DUSTY DOWD
President.
Technical Committee.
P.O. Box 924
Air
Racing
publication
Inc. All rights
of
is the official
International
Forrrula One $lon Air Racing,
Inc., A
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Corporation. Member of the
International Council of Air
Shows and the Air Racing
Council of the United States.
Articles appearing herein are the
opinion of the authors and not
necessarily the opinion of IF1
Inc. Contributions should be
sent to the
Editor, Bill Rogers
st 926 Rawhide Place,
Newbury Park, CA 91320.
Phone or
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or
via PC floppies in WP
ASCii.
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HOOT GIBSON
SCOTT GARLAND
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Houston, TX 77058
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CONTENTS
3 - 5th Column
4 - President's Page
5 - Odds and -----6 - Reflections
Syracuse,KS 67878
7t3l33t-8w7
I 11 Bill Rogers I 12 Bruce nona*on I tf I 14 Al Wimer I 15 -
Pilots Notes
Tech Tips
Stuff
Dave Morss
Bill Rogers
Roger Sturgess
Secretarial
Sec/For Sale
Race Run-Down Stu Luce
The Wise George Owl
FORMI]LA FORI]M - MAY
1993
FIFTH COL[MN
Editorial
Every ten years or so the Rogers family gets
to visit a car dealership, whether we need it
or not. It was my furn this year since the
trusty Supra first visited Reno in '83.
However, Carol skipped a turn by igniting
her red Le Baron; you may remember it Scatter at ABQ, Slon 3 at the Stocktons.
She was OK but it was totalled even when
they got the fire out immediately. We
looked at a few replacements with an
outstanding reliability reputation, but even
for the same product, the difference in sales
approaches at different dealers was striking.
Old style car sales - crowded, dirty, noisy,
dingy and high pressured.
Modern
dealership - opefl, airy, bright, friendly, but
ready to back off to give you time to make
up your mind. You know where our money
went. The lesson in this for International
Formula One is in the sales approach that
works. We have an excellent product, but
we must make our marketing look good and
feel good to our potential customers. Bruce
and Dan are working on professional promo
material and dealing with SPONSORS; not
with airshows as much as we have in the
Shows just don't have the kind of
money we need. With money from a
past.
sponsor we can pick the show that we want
and sell them a free race. You can bet our
airshow customer will feel good about that.
You will read later of an outstanding
promotional event that they have put
together. It will provide great exposure and
a much needed infusion of capital into IFl
to finance additional promotional efforts
with potential sponsors.
In our constant quest to provide maximum
value for your IFl subscription, the
following information is provided free of
charge to help you in your next, when we
get out of the recession, new car purchase.
Consumer Report for $11 will sell you a
print out of the dealer invoice price for the
vehicle of your choice. It is much easier to
deal up from that and save money than their
way! By the way, Carol got another red car
so as not to confuse the pilots when they are
looking for the pylons.
t=
L
:1
_
l;.',
,?--1Li;
Mick and George Richardson, #3O - Stockton
FORMULA FORUM - MAY
1993
91
Al Wimer photo
PRE,SIDENT'S PAGE
It is now official, the 1993 Aeroshell Speed
Dash will take place during the EAA
Convention at Oshkosh this year. Five of
the fastest Formula One aircraft from Reno
'92 were selected to participate in a group
assault on the 3 km speed record, class C-
1.A during the airshow or the showcase
session.
One contestant
will fly
each day and weather
permitting, the two fastest times of the week
will be allowed another attempt during the
last two days of the show. If anyone breaks
the existing record of 261 m/h set by Phil
Fogg in an Owl Racer in 1983, they will be
awarded a new World Record. If more than
one contestant breaks the record, the fastest
pilot claims the record. IF1 Vice President
Hoot Gibson will be the announcer and MC
of the Dash. Our sincerest thanks to Ben
Visser of Shell Oil Company for helping
make this opportunity a realrty.
IFL owes a grat debt of gratitude to two of
its members for designing the Aeroshell
Speed Dash and making it happen. This
event is the product of Dan Bond's fertile
imagination (he really needs a job) and his
relentless selling job on yours truly. When
Dan first approached me with the concept I
didn't feel it was a saleable product, or in
the best interests of IFl. Dan persisted until
I realized the ffemendous publicity this one
event could bring to IF1. When people read
the sparse coverage of the Formulas at Reno
they are somewhat impressed by the speeds
that we are able to generate from the modest
horselrcwer available; but when they see
the snaight line speed neressary to produoc
the Reno numbers, we will open more than
a few eyes.
4
Bruce Bohannon
The other person who contributed heavily to
this project is Gary Hunter, crewchief of
Race 89 LTD's .Pushy Galore". Gary who
is a resins and composites expert employed
by Shell, did an immense amount of work
helping design, polish and deliver our
presentation to Shell executives. He then
spent the next 45 days or so following up,
answering questions, and helping direct
Shell's efforts to a positive conclusion.
Mega-dittos Dan and Gary.
The 1993 Aeroshell speed dash is not an IFl
sanctioned event nor is it intended to appear
so. This is a promotional event to help sell
Aeroshell Oil and is between Shell Oil and
the participants. However, it was designed
to benefit IFI through a massive amount of
exposure beginning prior to Oshkosh and
running right into the ICAS Convention in
December. Coincidentally, the convention
will be held in Reno instead of Las Vegas
this year. This event could lead directly to
a major sponsor for IF1 and to an exciting
air racing series for our members.
Bruce
One persondeserving enorrrous
creditfor all
this is conspicuously absent in the above
writeup. That is of course Bruce himself. h
is a boW leadership initiuive and canrnt but
help but to improve the race (or lack of)
siruaion. We shorild congratulate ourselves
on an excellent clnice of President! Ed
FORMULAFORI]M - MAY 19q]
/
ODDS AI\D
Hep Porter has sold #M
"Judy-Sitting
Duckn to Tom Hoffman, owner of Pacific
Helicopters on Maui. Crewchief will be
Vince Deluca, 1975 Reno wioner who
previously worked with Don Beck. Hep is
hoping to build a new racer.
Bob Hirsch, of 8439 Dale St., Buena Park,
CA 90620, the definitive source for 3-view
drawings
of
Formula One aircraft
has
completed a book on Schneider racers and is
now back to
F1s. He is looking for
pictures, dims, and scale drawings of the
following 40's and 50's racers with #'s:
8(Pitts), 19(N 16N) , 2l (N 12lW),
21(NX52120), 26(Falcon), 33(Dawson),
40(N1210M), 41(Dixon), 48(N33N),
50(N60298), 52(N5489N), 54(NX1W),
55(G.8.), 60(N5E), 77(N42M), 64([-ove),
84(N1305V), 87(PAR), 88(N31E),
89(Falck), 95(NX67893), 96(Skymouse),
1O0(Snake)
Air Racing Association
(FARA) from the UK tells us that five races
are planned for '93.
05 June, Meaux, Fr
26lune, Compiegne, Fr
05 Sept, Manston, UK
19 Sept, Cranfield, UK
The Formula
TBD,
Swansea, UK
Randy Coppernoll is looking for a set of
Shoestring plans, previously available from
Condor Aero, Vero Beach. Please contact
him at 317 W.High, Jackson, MI, 49243.
And speaking of Shoestrings, the following
appeared in Fast Flyer, the newsletter of the
Eastern Region of USARA.
ttSnoShoo"
The prototype airframe and design rights for the SR-1
"SnoShoo," the ultimate evolution of the Shoestring
Formula One racer, have recently been purchased from
l2-time Formula One champion Ray Cote by Alan Van
Meter and A. J. Smith. Aerosmith Consulting &
Engineering will help finish the prototype SR-l.
Tentative plans are to display the racer at Oshkosh'93, set
Class C.l altitude and speed records and race at Reno.
SnoShoo (a play on words, derived from "it's no
Shoestring") is an improved, lighter, trimmer evolution of
Shoestring, the most famous Formula One racer of all
time. A complete set of
drawings and construction
history is currently being assembled and planned for sale,
making the SR-l virtually the only Gold race competitive
Formula One design available for the homebuilder.
Parallel development of a 2-seat version with a
sport/aerobatic wing, optional nose gear and several
engine options are being considered, pending response
from interested builders. Inquiries and comments are
welcome and should be sent to: Alan Van Meter, 1625 S.
Rock Road, Suite 129, Wichita,
FORMULA FORUM - MAY
1993
KS
67207.
REFLECTIOI\S.
.
Al Wimer
TIONS. . rrorqs. .rrcNs
THE WISE GEORGE OWL
Any serious consideration of Formula One
aircraft model types reminds us that most,
over the years, have been one of a kind.
Others of a single design or model
designation have appeared in a variety of
modified configurations from a mere one or
two, to the almost countless numbers
spawned by the two original Cassutt designs.
However, these many variations were
accomplished by the indMdual builders on
their own and were not the result of ongoing
model improvement from the drawing board
of the original designer
almost without
exception. . ..those few exceptions, of course,
being such "one-of-a-kinders' as Jim
Miller's "LITTLE GEM" and Bill Falck's
"R[VETS,, but they were rare.
One can easily conjure up memories of the
small design changes that appeared on some
of the better known early models...the
Cosmic Winds, Art Chester's oSpecialso,
Garland Pack's alphabetical models, the
Nimmo and Argander designs; ffid, of
course, there was the major one, the illadvised unsuccessful surgery on the Cosmic
1949. But these were
Wind "Minnow'
performance
more cosmetic than
enhancing
unless weight was also significantly reduced.
rl
Of all the serious F-1
yesteryear,
only
Owl made
College alumni to design and build the PAR
@arks Alumni Racebuilders) Special, a
radical pusher design that was somewhat
nfarout' for its time. In addition to a half
buried tandem main gear, one of which was
it
a
V-shaped
steerable,
employed
empennage with a vertical fin mounted
beneath the fuselage, which, because of the
limited ground clearance
at the tail,
necessitated a variable incidence wing that
allowed the pilot to change the angle of
attack without rotating the fuselage.
Although unique and seemingly ahead of its
time, the PAR Special raced with but modest
success in the '50 and '51 racing seasons,
and was retired. The PAR Special was
indeed an Owl collaborative design, but it
shouldn't be confused with his subsequent
successful line of sleek and graceful tractor
style racers with an obvious common
heritage....though each was an improved
model over its predecessor.
After Owl moved to California in '53 to join
North American Aviation, he ultimately
became an avid Formula One designer and
George
repeated
ongoing improvements to a
basic design in succeeding
models of that original to
overcome performance
shortcomings in
the
previous one. His was a
considered approach.
6
designers of
Owl first became interested in air racing in
the immediate post WW II years by the
design challenge of the Goodyear racers
while he was at McDonnell Aircraft in St.
Louis. He joined with two other Parks Air
Y-TAIL PUSHER RACER by Parks Alumni
Racebuilders in 1950 (PAR-1) was turned
into Mace-Trefethen "Seamaster" by Al
Trefethen and son. Power is Continental
60 GPU converted to 90-hp.
Fiberglass float, under 94-lbs, has 1850Packett
lb displacement. Span 20-ft, length 25-
ft. Empty 728-lbs.
FORMT]IA FORUM . MAY
1993
i...j-
sl-;:;
'' l-g{\':
'
,{.
Trophy Races?
it was in these latter day efforts that he
achieved his most notable successes.
The first in the line of 6 Owl racers was
Model OR-65-1, #87, 'POGO' built by
John Alford in '68, and each succeeding
plane represented a significant link in the
evolutionary chain. The first one utilized a
short lGfoot span wing and a long fuselage
incorporating a more rounded cowling,
rather than the usual bug-eyed shape, to
reduce interference drag.
Another, though slightly improved OR-65
model
was
completed by
Jerry Mercer
in1972, being
de si g nate d
OR-65-2 with
significantly
reduced wt in
the aft
fuse
This
truss.
was
#74,
,EXORCIST
JR', that first
raced at Reno
and
in '78
was much
Pogo - the first true Owl Racer in OR-65-3 form
FORMULA FORUM - MAY
1993
modified by
Jeff Sawyer to
&''t
"
G
#7
4 modified from an OR-65-2 with a high aspect ratio wing
an almost unrecognizable Owl profile in '84.
Another improved model OR-65 was the
Ralph Wise built oR-65-2-1, #22',SIERRA
HOTEL' that first flew in '71 which had but
minor mods over the Mercer model that had
been started earlier (though not completed
wfi:['72)....thus the later model designation.
On his next major step forward, George Owl
reasoned that almost half a pilot's time on
the race course was spent in furns so he set
out to limit the induced drag caused by high
G turns. This meant longer wings. Thus
his next model, OR-70-1, #11, 'FANG'
built by a group of 5 builders for Jim and
Bernie Stevenson in 1971 had a 20 foot
spffi, a modified cowling, a fuselage
shortened 10', and a CG moved farther
forward so relatively small tail surfaces
could be used.
The follow-on improved example in this
distinguished line was Vince Deluca's
model OR-71-1, 'LIL QUICKIE" which he
n
April'72. This model had a
completed
CG located between those of POGO and
FANG, thE
fuselage was
reduced in
length
an
additional 10"
beyond that of
FANG,
tlte cowl
and
was
modified
urther to
f
provide
an
annular
cooling inlet
#22 Ralph Wise's OR-65-2-1. Ralph is the builder most closely a n d a
associated with the Owls. He also built the Owl Trophy for design controllable
air exit flap.
FORMULA FORT]M - MAY
1993
#11 The Stevenson's OR-70-1
a
:
{i
)4n
o
a,.,ttl
#71 Vince DeLuca's OR-71-1. 3km Record Holder with Phil Fogg
#4 Ray Cote's interpretation
FORMULA FORUM. MAY
1993
of
Owl #71
9
Performance was another notch higher.
Deluca won his first race at Pt. Mugu in
'72 and an Owl finally won a National
Championship when Deluca finished first in
the Gold Race at Reno n'76.
Ever the perfectionist, though, George Owl
took his ongoing design improvements one
step further with his last Formula One
model, his OR-71-2 (sometimes listed as
OR-718), #7, 'WISE OWL', that Ra$h
Wise completed in early '79. The one
significant advance from the earlier models
was in the use of a laminar flow wing
design, though additional mods to the engine
cowling and propeller were also incorporated
minimize cooling
Further
performance increases were thus achieved.
to
drag.
Owl in designing his series of Owl Racers
was a firm believer in two aerodynamic
fundamentals not commonly accepted by
race plane designers, namely:
(1) that the profile or parasite drag of an
airplane is primarily related to surface area
and not frontal area, and (2) that cowling
frontal shapes (as opposed to frontal area)
are of extreme importance in cowling
design.
This quiet, soft spoken authority on the
subject of high performance airplanes was
truly one of air lxsing's most knowledgeable
consultants, ffid was a major force in
bridging the chasm between the amateur
designed midgets of the early years and the
composite computer marvels that we're
I
,*<'
Wise Owl OR-71-2. 1Skm Record Holder with Kirk Hanna
race meet at Mojave in '79,
Wise qualified at 233.474, a record "first
time' quahfying speed for a Formula
One....a record (of sorts) that was to stand
for 12 years until topped by Jon Sharp in his
'NEMESIS" at Reno in '91.
At his first
One additional Owl OR-65-2 (#2, G-AYMS
"RICOCHET') was built in England in
1971, but was crash destroyed on 13 June
'71 enroute home after its fust race. .George
10
seeing in increased numbers. He was indeed
without peer, and his contributions to the
sport we know were immeasurable during
those latter years of his life. We're better
for his having been among us.
The accident to G-AYMS was caused by a
prop failure which resulted in thc engine
detaching. George's concern over this
resulted in the safety cables we appreciate
tday. Ed.
FORMUIA FORUM - MAY i993
I
PILOT'S NOTES
Dave Morss
WHY ARE WE HERE?
This month's column has little to do with
or everything to do with it
depending on your point of view. I
remember a few years ago when Bill Rogers
said he couldn't wait for the day when a
stock Cassutt wouldn't make the field. Well
that day is here, and it scares me. I see IFl
heading in a bad direction. I see rookies
spending 20 to 30 thousand dollars on new
wings, engines, etc., all to make the Silver
race, or forty and up to make the Gold.
When I started racing Formulas, it was
because I couldn't afford a new engine for
my biplane, and I could build an entire IFl
for less than the biplane engine. Since then
I've built four IFI's and never spent more
than $10,000 on any of them, most of them
would run high Bronze or low Silver.
piloting
I hope that it doesn't sound like I'm against
technology or sponsors pumping in lots of
money. I'm not, its just that I don't want
t}re fun to go out of racing. That happened
already to this class - it was called IXL.
These are some of the warning signs. Five
found a good cam shop.
George was rebuilding Kathy's engine, and
I mentioned this shop to him and ended up
getting a discount on the job because we got
four cams ground at once. I went back to
that same shop last week and was informed
that there was a secret grind, and I had to
give him my name. He would then check
with the person who he did this grind for,
and if that person gave him permission to
grind me a cam, I would pay a royalty to
him as well as the shop. Another warning
years 8Bo,
I
is misinformation. I've heard two
instances of competitors giving
sign
Why are you here? I've won races at Reno,
most of them I can't remember. I even set
a world record on the pylons at Reno, can't
remember that race at all. \Vhat I do
remember is Dusty helping us reset the wing
on Miss Try and getting 5 mph; or everyone
staying up all night putting a new engine on
the plane; some great races with Robin Reid
when our two Shoestrings seemed to be
exactly matched; or taking five laps to
finally get past Bruce.
I
feel that these type of experiences are
being passed up by some who only seeing
winning. Walk through the pits and see who
misinformation to competitors. When people
spend thousands of dollars, have sponsors at
stake and it all comes down to an eight lap
race, how far will some one go to win.
Why are you here? Myself, I'm now
building another racer and if you thought
Fast Lane was weird, dragging a wing on
takeoff and landing, wait till you see my
new plane. I hope that this column will get
everyone - even those who are only here to
win - to examine the process and try to
make it rewarding; for after its all done,
those will be your best memories.
is smiling and who is having fun. I'm
afraid that when people feel that only large
amounts of money qualfy you to race, then
the whole class looses. Remember the joy
Dave
everyone felt when Rick finally passed
someone. To me that is racing.
FORMULA FORI]M
-
MAY
1993
11
SECRETARIAL STUTF
Well it is that time again - the Honorable
editor is in his demanding mood again.
Since nothing has really happened since I
last wrote to IF1 Inc. I guess I can't
complain. I should, as everyone else is, but
all that I have found out is that this year is
as bad or worse than last. Very depressing!
The number of airshows has declined by
almost a third from last year - as is the
asking price for most acts. As we are
probably the most expensive act that any
show hires we must look for a new direction.
The cost to any
organization to
accommodate 16 IF1 aeroplanes under our
present thinking involves $16000 for the
aeroplanes, $6000 in hotel rooms and a
hanger with unlimited access, lights and
power. Then we will turn up - hopefully
with the required number of aircraft. Add
all this up and we are in the $25000 or more
ftmge. Bill Rogers, Deke Slayton and some
others did, over the years, ensure that IFl
put their hands on some excellent purses
which I think spoilt those that were involved
at the time. As we don't seem to have
much enthusiasm to run for nothing, we
must provide our own basic money for
prizes and just take the hotel rooms and
hangers. To do this we must have a
commitment for, say, six races from the
aeroplane owners. firis will allow the
President to find some sponsorship for a
series. The series should be organized as a
separate, but wholly owned, subsidiary to
IFl Inc. The Executive committee of IFI
organize the
should have the power
Tlte
rules for the
IF1PRO as it sees
organization should be made and maintained
by IFI Inc. and its board of directors. The
aces, prize money, advertising etc. must be
fit.
t2
q
Roger Sturgess
provided by IF1PRO with, if necessary,
seed money from IF1 Inc. This also
protects the non-profit status of IFl Inc.
This is a litfle different in method, but not
much dffierent in objective, to the proposal
that, then president, Jim Miller put out for
comment last year. We have to do
something and atthe present moment
to eat cake" aint it!
'Wing
On a different tack, Grace, Ward, Sandy
and I went to Phoenix to watch the CART
races (as a Limey our Nige didn't do to
well). It was most enjoyable, if somewhat
warm. The Phoenix area is now the ninth
largest, and fastest growing, metropolis in
the nation. The whole crty and all the
organizations in it rally round to support any
event in the neighborhood something we
rarely see with airshows. Grace and I had
dinner with new member Steve Meyers and
his wife in Scottsdale which passed away
several pleasant hours. The only thing I
couldn't find was a listing for iazz. If you
are into country music its a great place I
think!
The treasury stands at about $6800 at the
time, I expect a few more
memberships but very little further income
for the rest of the year, unless we get lucky.
present
Stu Luce and I went to Reno to beg. I
guess I didn't rattle the tin cup hard enough
as things will remain the same as last year,
with the exception of an extra $500 for the
officials. I only asked for $2000 on the
purse but was shaken off. I'm going to firy
and find a couple of thou to make a pnzn
breakdown that will be given in this page.
Over the years the fixing and fudging of the
payout, based upon $4O000 in 1980 has
FORMULA FORI]M
- MAY 1993
produced some anomalies and gaps that need
tidying up. If don't get this payout to
RARA in time they will send out last years
again. Incidentally they should be mailing
in early May with a return requested at the
end of July, if you don't have an entry by
May 15th give me a call.
I
Qualifying:!st-$750 7th-$345 13th-$305 19th-$275
2nd-465 8th-335 14th-300 2Uh-270
3rd-410 9th-325 l5th-295 2lst-265
4th- 375 10rh-320
1,6th-290 22nd-260
lTth-285 23rd-255
5th-365 llth-315
6th-355 12th-310 18th-280 24th-250
Heats:- All
Finals:-
heats pay $250 per aeroplane.
Bronze
Silver
1st $1330
2060
2nd 1225
3rd ll75
4th 1130
5th 1090
6th 1055
7th lo25
1865
3&5
1775
1690
1610
1535
3125
2800
Strr
1400
1000
Gold
5250
2&O
2495
2365
2250
t465
This adds to $8000 for quals, $12000 for
heats and $47000 for the final races.
Cheers Rog.
FORMULA FORUM
-
MAY
1993
FOR SALE
Information on aircrffi for sale or wanted
shouW be sent to IFI VP Hoot Gibson a
18522 Barhila Lane, Houston, 7X77058
713/333-1820
Gem 260 and Pushy Cat The complete kit
manufacturing program for the above
aircraft; this includes all tooling, drawings,
data, design and manufacturing rights.
Contact Jim Miller:
c Home: (512) 493-7516 after 5:30 PM
#27 N22TRS Cassutt IlM, 'Silver BB'
Trailer for 2 ruce planes, 1978 Pace Arrow
motor home (all new interior) Everything
you need for the 1993 season only $4O,000
Contact Ray Sherwood:
a Home: (510) 827-2ffi
Nemesis molds for wing, fuselage, and
horizontal stabilizer. Includes drawings and
templates sufficient to build a replica.
Offers around $10,000, call for details.
Contact Jon Sharp:
a Home: (805) 723-7636
Robbie Grove aviation wants to sell a race
winning composite prop - $1500. He is also
now building aluminum main landing gear
legs to order.
Contact Robbie Grove:
a'Work: (619) 562-1268
lr Home: (619) 669-0542
t3
?ECH TIPS
Tom DeHart graciously yielded his space
this month to the Editor.
BiltRogers
about flight testing and utilizes the
experience of some of Uncle Sam's most
expensively trained people.
Formula One rules are designed for Formula
One
The Tech Inspection
Procedures and Processes that have been
developed over ilumy years are, as far as
possible, making aircraft safe for racing at
the time they are approved. We lack
procedures to assure us that aircraft remain
acceptable as they age or improve their
performance.
racing.
What they do not do is assure safety during
a high qpeed record attempt. Our aircraft
probably fly fastest in races at the end of the
back straight at Reno as they start to turn on
Pylon 4. The air is thin, the course is 3.2
miles and it is slightly down hill. Several
aircraft have experienced flutter there.
Speeds are probably 20-25 m/h faster than
the lap speed i.e.,250 to 275 m/h for the
quicker machines.
The 3 km record course length is just under
2 miles with about a 1 mile run in. Record
attempts will involve accelerating for 3 times
the distance that we normally do in racing.
Find and wear a high speed
parachute.
Make progressively faster, shallow dive tests
at altitude. Clear the airplane to a speed
faster than you can possibly go in level
flight, even after 3 miles of acceleration. I
would suggest 50 m/h faster than your best
lap, or 25 mlh faster than the fastest speed
indicated on the backstretch at Reno.
it,
is it possible to break
the C-l.A/O record for aircraft with a max
gross takeoff weight of less than 660 lbs.
That is a 500Ib airplane with 4O lbs of fuel
and oil and a 120 lb pilot.
While you are at
Records are not easy to break that's why
they are records. All of us in Formula One
wish the record breakers all tha very best of
luck. It is time that the record was raised
by the fastest Formula and that we give
people an idea of the true capability of our
planes.
greater risk of flutter
(proportional to velocity2), risk of engine
over speed and associated prop failures.
Result: much
There is enormous potential publicity from
a successful record attempt in front of
several hundred thousand people. The same
applies to someone having a flutter problem.
It is imperative
that a careful test program
be accomplished by everyone involved prior
to Oshkosh. Before you do that, reread the
Design Guide, Section 3.3. which talks
t4
FORMI]LA FORUM - MAY
1993
RACE RI.I\-DOWN
Roger Sturgess and myself met with the
Reno Air Race Association's Thornton
Audrain. The discussion, of course,
concerned prize money. Because of the
recession and the increased cost of putting
on the race, the prize money will be exactly
as it was last year. The good news is that
there could be some additional sponsorship.
On Monday night during Reno week there is
going to be Bonanza owners banquet. We
will need two tech people and two pilots
available for tour guides and aircraft
protection. This was set up by Reno to
promote air racing. Kodak will once again
have its booth at Reno, and I will need
volunteers to srgn autographs.
I recently had a chance to meet with some
power boat racers at Puddingstone Iake.
Their boats cost from $75,000 to $150,000.
When they race the winner gets $3,000, 2nd
and 3rd place receive $2500 and all others
$1500. But they have sponsors that pay
$3,000 per race to the drivers/owners. The
way they get their money is through
sponsorship. They create interest by
displaying their boats at stores and malls.
Vic Davies flies Formula One aircraft in
England. He owns a Taylor Titch and a
Luton Beta aircraft. His Taylor Titch has
been modified with wing tip fuel tanks to
give the aircraft a 19 gallon capacity, and a
ftmge of 350 miles. It is 16 feet long with
a 19 foot wing span.
Lately Davies has been using his Taylor
Titch which is radio equipped to set inter-
FORMULA FORUM - MAY
1993
Stu
Irre
national records. He holds the record for
Class C-l.A flights between london/Berlin,
London/Madrid and London/Paris just to
name a few of his 52 record flights. All52
flights by Davies have been recognized by
the Federation Aeronautique lnternationale
(FAr).
We are still talking to the I-ancaster people
about a race at Fox field. The story line is:
'We only spend $18,000 on the whole
airshow and where would we get more
money for IF1?' The Phoenix people are
being bombarded by all kinds of promoters
pushing Untimited racing. We won't know
how this one goes until next year. Rumors
of the Edinburg, TX race keep surfacing,
but nothing is happening in that arena yet.
There was another rumor started about an
airshow and race at Air Force Plutt 42 n
Palmdale. It seems that a reporter was
present at an airport Advisory Committee
meeting, when Laird Doctor (T{ racer) told
them what it would take to put on an
airshow. Of course it was reported in the
paper as a fact and a lot of IFI guys got
excited!
Tentative 1993 IFl Schedule
hrly
29-31, Record run
September
Oshkosh,Wl Firm
12-19 Reno,NV Firm
Note to othcr ptblicaions: Most of the
daes slwwn here are tentative; they are for
IFI mcmbership planning purposes only.
They slwuW not be pblished elsewhere
unless indicaed as Firm. Ed.
15
Owl OR-7O-1 #11 "Hell's Angel" - Reno
'83
Al Wimer photo
PYLON AIR RACING. THE WORLD'S FASTEST MOTORSPORT
FORMTILA FORT'M
International Formula One Pylon Air Racing
926 Rawhide Place,
Newbury Park, CA 9l3.2A
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