Historic FG-1D Racers EXPANSION PACK

Historic FG-1D Racers EXPANSION PACK
Racing Histories
The F4U/FG Corsairs proved to be a wickedly high-performance aircraft in both combat, and post-war
air racing. This expansion package represents a wide variety of these post-war aircraft. Though untrue
to historic form, many of these aircraft which were not F4U-1/FG-1 aircraft are being portrayed in this
package for the enjoyment of the fellow hobbyist. Here I'll briefly outline the real-world counterparts
to these simulated representatives.
•
HISTORY
Type: FG-1A
Name: “Lucky Gallon”
Registration: NX69900
BuNo: 13481
Race: #92
Pilot: Cook Cleland
The name 'Cleland' became synonymous with air racing in the late 40's. 'Cook' was born in
Cleveland, Ohio, and this became his hometown. Joining the Navy just prior to Pearl Harbor it
was while serving that Cleland learned to fly the Corsair. Immediately upon his return to homelife, Cleland began operating out of a small airport outside Cleveland in Willoughby, Ohio.
Being much interested in participating in the upcoming National Air Races in '46, he purchased
a Goodyear built FG-1A Corsair, which was registered NX69900. He commenced in preparing
the bird for racing. It sported a 2,400 horsepower R-2800, and was given the name 'Lucky
Gallon', race #92. Cleland entered the aircraft in the main event, the 300 mile, 10 lap pylon race
dubbed the "Thompson Trophy". He qualified 6th at 361.809mph, and finished 6th at an
average speed of 357.465mph. Though impressive, Cleland was most dis-satisfied. We'll
pickup on the Cleland Corsair saga in just a bit...
This representation of NX69900 for the Aircraft Factory F4U Corsair depicts Cleland's first
Corsair, the Goodyear FG-1A which was originally produced with BuNo. 13481, and eventually
sold to Cleland in 1946. What took place prior to Cleland purchasing the aircfraft from the
Navy, is uncertain. It was registered as NX69900 , named "Lucky Gallon", and listed as Racer
number 92. In 1950 it was badly damaged in high winds on the ramp at Willoughby. In 1953 the
wreck was added to the Walter Soplata Aviation Collection at Newbury, Ohio. Since 2000, it has
been said that numerous main fuselage components of this aircraft still exist and are kept in
storage.
Race #92 “Lucky Gallon”, during race prep, in fresh paint, shortly before receiving markings.
Recreated within the realm of FSX. Hours of study of what very few color photographs which
exist of #92 were combined with custom artwork to re-create this historic FG-1A. It is
uncertain what the plans may be for the hulk of this aircraft.
Another item of interest, though a rumor, is that 'Lucky Gallon', was said to have actually been
one of the real BLACKSHEEP Corsairs, VMF-214, serving in late '44. Interesting?
•
HISTORY
Type: F2G-2
Registration: NX5577N
BuNo: 88463
Race: #74
Pilot: Cook Cleland
This is where the Cleland story begins to gain momentum. It was after the races of '46 that
Cleland, believing the Navy's honor was on the line, convinced his friend Admiral William
Halsey, about being allowed to purchase a monster Goodyear F2G Corsair. As it turns out, he
was able to purchase three of them immediately, two of which were race-modified in house at
the Vought factory in Connecticut! It is for these Corsairs that 'Cook' is most widely known. The
F2G was an extreme example of raw power and size, being powered by the Pratt & Whitney R4360 engine, of which only 17 examples would be produced. Cleland's ambition paid off in
1947. Once again being held at Cleveland Hopkins airport, the famous National Air Races
ensued with 'Cook' qualifying his F2G-1 race #74 in first place, at 401.787mph! He also went
on to win the Thompson that year in race #74.
In 1948 partner Dick Becker would assume the #74 ride, while Cleland would swap to race #94.
However, '48 would bring ill-fortune to the Cleland/Becker team as the aircraft would suffer
mechanical difficulty with their air scoops early in the race for the Thompson.
In 1949, Becker would qualify #74 first position at 414.592mph! However, upon finishing his
run, his gear reduction box would suffer failure. This would put Becker out of both the Sohio,
and fateful Thompson.
NX5577N wound up in the hands of the notorious warbird collector Walter Soplata. The
aircraft would remain in his collection until being purchased by the Crawford Auto Aviation
Museum in Ohio. It is there that wabird restorer Robert Odegaard would bring the lustrious
beauty #74 back to the skies, in full ground up restoration. In September of 2011 the skies
outside Reno fell prey to the gracious lines, and lonesome rumble of #74, as Mr. Odegaard
would once again allow the behemoth to turn the pylons in racing action. He would qualify
very respectfully at 380.664mph, in14th place of 28 qualifiers! In his first heat, Bob would
finish 4th place in the Unlimited Silver, followed by a nifty 3rd place the following day in Heat
2B at a stunning 398.694mph. What a splendid showing!
We lost our friend Mr. Odegaard, and his fine machine on September 7, 2012. He was practicing
his airshow routine at Barnes County airport in Valley City, ND.
•
HISTORY
Type: F2G-1
Registration: N5588N
Race: #57
BuNo: 88458? (starting in '48 it used BuNo from NX5588N, which was 88457)
Pilot: Ben McKillen (owned by Cook Cleland)
Though the reg. # N5588N would stick to race #57, in 1948 it was a slick way to get another of
the big Goodyear corncob corsairs into the competition. In '47 NX5588N belonged to a F2G-1,
owned by Cleland, and flown by Tony Janazzo. Unfortunately, Janazzo was killed during the
'47 Thompson. This however did not stop Cleland, who had obtained a fourth F2G sometime in
'47, under the stipulation that it would NOT be raced. So in effect, Cleland was under orders not
to race the fourth F2G that he had obtained, and apparently by swapping out the data plates, and
hence reg. #'s, he was able to pull it off anyway! He would have Ben McKillen race the new
N5588N for the '48 Tinnerman, and again at Cleveland in '49 qualifying 4th at over 395mph,
and finishing 3rd in the Thompson at 387mph. Of course, F2G's we're One-Two-Three in 1949.
Yes the Corsair is fast!
The history on race #57 is perhaps as famous as any other Cleveland era racer. The original
identity, while somewhat clouded, is currently believed to be the 5th production F2G-1, BuNo.
88458.
Today on-lookers can still see the glory of race #57 thanks to Mr. Robert Odegaard! Will miss
you Bob!
•
HISTORY
Type: F2G-1
Registration: NX5588N
BuNo: 88457
Race: #84
Pilot: Tony Janazzo (owned by Cook Cleland)
Race #84 was the runt of the litter in '47. Of Cleland's 3 racing Corsairs in '47, this black brute
would remain the most stock. It didn't receive the thin profile propeller that adorned the other
two, and it would receive the cheapest paint available. A satin black! In fact, this paint would
be applied directly over the factory navy blue scheme.
Tony Janazzo, being the youngest pilot to qualify for the Thompson, clocked in at 372.417mph
in 6th. This would put Janazzo and #84 into the final race, the coveted Thompson trophy on the
1st of September. Though being advised to use oxygen by team mates Cleland and Becker,
Janazzo went without. The F2G's cockpits were dreadfully high in carbon monoxide during
operation. During lap 7, #84 appeared to just drift off course, flying straight a few miles, before
meeting the earth. Tony was killed, becoming the first fatality of post-war air racing. The highrisk, adrenalin pumping action of air racing is something every pilot must reckon with potential
mortal danger.
•
HISTORY
Type: XF2G-1
Name: “Miss Port Columbus”
Registration: NX91092
BuNo: 14694
Race: #18
Pilot: Ron Puckett
The “dark horse”, being the only other owner of a F2G, was Ron Puckett and his XF-2G-1
“Miss Port Columbus”. In '47, a young navy Scruff, Mr. Puckett found his way to D.C., and
with the right wooing and swaying managed to purchase the Navy fighter, which was #4 on the
first official production run of a true F2-G. With the experience he had gained as a fighter pilot,
and what little he knew about air racing, Puckett began modifying his racer to compete in the
Thompson.
Puckett would qualify the monster Corsair for the Thompson at 371.415mph, earning 7th place,
behind the other 3 Goodyear Corsairs, a Cobra, and two Mustangs. Unfortunately when it
became time to race, Puckett couldn't get his engine to stay running, and the race started without
him. As hap-hazard as the Cleveland era was, Puckett and #18 managed to get started, and into
the race. With some controversy, and an extra aircraft on the course to boot, “Miss Port
Columbus” was in the skies and in the hunt. However, after managing to work up to 4th place,
the big R-4360 quit on lap 19, and Ron was forced to call it quits for '47.
1948 would bring even worse luck. Puckett had a partner ferry the aircraft to Cleveland.
Apparently, someone with little corsair experience, for he deployed the emergency gear upon
landing, and circumstance rendered the aircraft officially 'broke' during race week. Puckett was
unable to make repairs in time to qualify and he would have to wait yet another year for his
glory.
In '49 Puckett would qualify for the Sohio race, and as an alternate for the acclaimed Thompson,
with a speed of 373.523mph. The organization within the racing was somewhat different for '49
and this gave Puckett a chance to work through the Sohio Trophy, gaining needed practice for
the Thompson. He finished 2nd behind Bill Odem and “Beguine”.
The lineup for the '49 Thompson was impressive to say the least. Among the 10 aircraft were 3
of the F2G's, Beville's “The Galloping Ghost” P-51D, Tuckers exotic #30 P-63, the gorgeous
“Wraith” P-51 flown by Jim Hagerstrom, Wilson Newhall in his P-51K, a slick P-51A flown by
James Hannon, and the two scoopless mustangs, #45 with Anson Johnson, and William Odem
flying Jacqueline Cochran's highly polished and exquisite P-51C #7 “Beguine”.
The race would conclude 1-2-3 with the Corsairs. Cleland, Puckett, McKillen. Pucket's 2nd
place would be at the average speed of 393.527mph.
Had the tragedy of Odem and the '49 races never happened, it is hard to imagine how
'Unlimited' air racing might have been through the 50's, and eventually into modern time. Most
of the post-war Cleveland Era racers became derelict after the races ended, some being sold for
scrap, others for school workshops. Some found their way into the hands of collectors such as
Walter Soplata, who though it's been hard to see the many machines lying waste on his estate, it
was his vision of at least keeping the birds which has allowed us some of the fine restorations
that have emerged in the last several years. Never again would the F2G bring serious
contention to the arts of Unlimited racing, with the exception of an old 4360, and a few kids in
Chino... But then again, that's another story, and another book.
•
HISTORY
Type: FG-1D
Name: “JOE”
Registration: NX63382
BuNo: 88086
Race: #90
Pilot: Thomas Call, Frank P. Whitton
Purchased by Dave Weyler in the summer of 1946, “JOE” became prepped for the '46 Bendix
Trophy race, a cross country event from Van Nuys, California, to Cleveland, Ohio. Weyler hired
Thomas Call to pilot the bird, and a race strategy of heavily leaning the fuel mixture in efforts to
fly non-stop the 2,048 miles to Cleveland. Unfortunately Call was forced to land prematurely in
Toledo, with very dry tanks. By the time he made it to Cleveland he was an hour and a half
behind the winner, Paul Mantz, who flew his P-51C at incredible speeds. Call would finish 15th
out of 23 who started. His average speed was just over 325mph.
In 1947 Weyler again decided to enter “JOE” in the Bendix race, but now hired pilot Frank P.
Whitton, and changed the number to 99. The number 90 would be worn in '47 by Call's slick
black P-51D named “Magic Town”, and flown by Joe DeBona. For the '47 Bendix it is unsure
if Whitton was forced to make any stops. He only managed to get 7th place. His final time was
even slower than Call's the year before. This would be the end of the cross country racing career
of NX63382.After the 'Cleveland era' of air racing, this aircraft made it's way into the hands of
Vought Company, Bridgeport, CT. The 'x' was dropped from civil registration, and it now wore
a red and white paint scheme. Many details on the history of the aircraft are unclear, however it
eventually was sold to none other than Paul Mantz, and was stationed at Orange County. Later
transferred to Tallmantz Aviation/International Flight & Space Museum, Santa Ana, CA, then
to. Jack M. Spanich, Detroit, MI, 1969-1980. Finally, and for the benefit of all, the aircraft was
purchased by Kermit Weeks/Weeks Air Museum, Polk City, FL. This Corsair is currently
undergoing a ground up restoration in Australia, and will be returned to flight worthy!
N63382, when owned by Vought in the 1950's
N63382 at Orange County airport, when owned by Paul Mantz.
•
HISTORY
Type: FG-1D
Name: “Big Hummer”
Registration: N194G
BuNo: 92050
Race: #94
Pilot: Robert Mitchem
What would become the worlds fastest R-2800 powered Corsair, never was much to look at!
Robert Mitchem, of Broomfield, Colorado (not California as printed elsewhere) purchased the
aircraft sometime in '63. He began to modify the aircraft extensively for pylon racing sometime
thereafter. He first attempted to race in 1967, but upon approach into Stead the engine began
tearing itself apart inside. With two broken rods, Bob made an exotic emergency landing at
Reno. He wouldn't return the aircraft to Reno again until 1970, when the aircraft would sport
some interesting modifications. The biggest noticeable change was the 'scoop' on the top of the
cowling, which provoked un-educated spectators to begin questioning Bob if he had put a '3350'
engine into the aircraft. Bob, being sarcastic by nature, would say..."Sure...but keep it a secret!"
He loved to play on this, and would tell fans that the beast under the cowling was indeed a
Wright R-3350. (Which until this day, has never been installed in any Corsair, anywhere). In is
unsure how the myth stuck so well, but even now it is published as fact that N194G sported a R3350! In fact the reason for the scoop was because Mitchem had in reality installed a P&W CB17 from a DC-6B (Rated at 2,500hp!). This engine utilized the downdraft carburetor, thus the
need for the different intake setup. In '70 Mitchem would qualify at 362.989mph, respectable
and good enough for 7th place. He would get 4th in his first heat race, and later 3rd in the Silver
Consolation behind a Hawker Sea Fury and a Bearcat!
Bob would return in '71, however during a late qualifying run he cut a pylon, and did not have
enough time to re-qualify. Reno 1972 would be the highlight year for Mitchem and "Big
Hummer" as he would qualify 7th place at 367.500mph, and finish 5th in the Championship at
over 341mph.
Modifications to race #94 included the CB-17 engine fitted with an oil cooler from a R-4360
and spray bar supplied by a 100 gallon tank. The 2,500hp engine turned a Skyraider propeller
with a spinner from a P-51H. The wings were significantly clipped, and wing area surfaces
metalized. The wing retraction system was removed, and the flaps sealed. The end result still
wasn't pretty, but you gotta hand it to Bob for starting a legend!
James Axtell would purchase the aircraft in the late 70's. Axtell would perform several other
changes and modifications to the aircraft, which would never see the race scene. The aircraft
went on loan to the 'Wings of the Rockies' air museum, where it was stored for many years. In
January of this year the Warbird Heritage Foundation announced that they had acquired the
aircraft and had it moved. The airplane was disassembled in Denver and transported to Tab-Air
of East Troy, Wisconsin, where it will undergo a full restoration to air-worthy. It is expected that
we'll once again see this FG-1D, but in historic military glory!
•
HISTORY
Type: F4U-4
Name: “Lancer Two”
Registration: N6667
BuNo: 97259
Race: #22
Pilot: Eugene Akers
It began with an aspiration to go racing... Eugene Akers was one of the first to bring a Corsair to
the pylons since the record breaking days of Cleland at Cleveland. N6667 first appearing in '67,
looking quite un-complete, and un-dainty...
But to back track a little, the first post-Cleveland, Reno era Corsair to turn pylons was a FG-1D,
N4719C. It was lost in a fatal accident during practice for the '65 Los Angeles races. Next, in
'67 a F4U was entered by a Robert (Lynn?) Garrison, in a cross-country event between Palm
Springs and Cleveland. But the aircraft never manifested.
Reno 1967 would see the arrival of two, FG-1D 'Big Hummer', and F4U-4 "Lancer Two'. With
Bob Mitchem and 'Hummer' dead on arrival, Mr. Gene Akers would be the first to race a
Corsair in the new era. The speeds for #22 in '67 were nothing to write home about, however
Gene had mentioned to press that this being his first year of racing, he was only getting his feet
wet, but would intend to return later as a 'serious' competitor. No doubt Mr. Akers had drawn
some hope from the success of the bent-wing bird during the Cleveland races in '47-'49.
In 1968, Gene arrived with fresh coat(s) of paint, however the aircraft was mis-named, as the
painters were told to name the bird 'Lancer's Two', for the Pilot/Mechanic combo... Guess things
don't always go according to Hoyle when your sponsor is painting the aircraft....
Gene would finish third in the Reno Consolation race in 1968 at a mere 301.537mph.
Gene would enter the Harold's Club Transcontinental Trophy Dash, which was a cross-country
race to kick of Reno in '69. The race was between Milwaukee to Reno. In similar fashion to the
'Bendix' races of the late 40's. Akers would finish after the deadline, and only ahead of a
Bonanza, which was flown by none other than Judy Wagner, famous Formula 1 race pilot.
For the pylon race Gene would qualify at 281.25mph. In those days the pairings were mixed
between fast and slow qualifiers, so Akers would face some pretty stiff competition in his Heat,
and finish 6th of 7. This was not enough to advance into further racing that year.
In 1970 he wouldn't make it to Reno, but entered the California 1000 at Mojave airport in
November of '70. He would qualify 15th of 20, at 282.82mph. During the race he finished 55 of
the allotted 66 laps, and this put him in 14th place.
While other Corsairs began to surface, and post speeds well over 300, it seemed Akers just
wasn't cuttin' the mustard, for whatever reason, with "Lancer Two". Maybe all that fancy paint
added too much weight!?!
For 1971 Gene returned the aircraft to a stock military looking paint scheme, and entered the
US Cup Race at Brown Field in CA. In similar ways to Mojave, the US Cup was a 1000 mile
endurance race, and the aircraft flew a right hand, clockwise lap. Gene took his now no-named
corsair to a impressive 6th of 13! But the race was bittersweet, as the life of Mike Geren was
lost in the fiery crash of Ron Reynold's #44 Bearcat. Reynolds, Who had flown the 'Cat for the
first stint of the race, later regretfully said that given the difficulties experienced, and the way
she was going through oil, they should have called it quits during the pit stop.
The California 1000 in '71 was reduced to 1000 kilometers, out of concern for the stamina of
the pilots. Akers would have Carl Birdwell fly #22, and he did very well, finishing 38 of the 41
laps in 5th place! And at an average speed of over 314mph. Maybe it really was the Lancer
paint?? Or the name?
Gene and his partner would sell the aircraft. It would appear at various shows for several years,
but eventually went to the EAA Museum. Now 'NX6667', 97259 resides with EAA, in Oshkosh,
WI.
•
HISTORY
Type: FG-1D
Name: “Wart Hog” (Also known as “Sky Boss”)
Registration: N4716C, N4715C, N97GM, N83JC
BuNo: 67089
Race: #22
Pilot: Mike Wright (owned by Don Davis, and Tired Iron Air racing)
The Tired Iron Racing Team Corsair.
Nothing fancy here... Mr. Mike Wright flew the aircraft at Reno in 1982, qualifying 22nd at
304.038mph. Though technically too slow for the field, after Dan Martin dropped out (who
qualified 6th but had a rough landing following his second heat, and that's to say the least..) Mr.
Wright was allowed into the field. He would complete the Bronze race in 5th at 275.610mph
after Leeward and 'Cloud Dancer' had to pull out.
Wright would fly the aircraft in Canada at the Moose Jaw air races in 1984, but he would be illfated, having to mayday out of the Silver 'practice' race, and later not start the 'Petro Canada
Cup'.
In '84 he would up his speed an inch to squeeze in and qualify at 305.667mph, and later finish
the Bronze in5th after being lapped by the leading aircraft.
The Corsair was later sold to Gary Meermans in 1986. Registered as N97GM, and given the
name 'Sky Boss'. It Did make an appearance at Reno with Gary at the controls in 1988.
However, he qualified too slow to make the field. She was given race #111. Today 'Sky Boss' is
based in New York State , and is actively flown. And yes, it's a darker, and perhaps more
accurate shade of blue today!
This project is in memory of Lowell P. Thompson, 7/12/1955 – 3/2/2013
Whose never ending air race and warbird resources, including personal stories and recollections,
and with 50 years of his own collection has been left in legacy to his sons Benjamin and Joseph.
- Miss ya dad!
Lowell and Joseph, Reno 1993.
This concludes our brief real-world history on the aircraft represented in this expansion
package. If you would like to add to what we've contributed here, feel free to post on the:
FASA FORUM!
Special thanks to: Howard Gribble, Don “Bucky” Dawson, Rodney Williams, Gary
Williams, Kevin Grantham, Nicholas Veronico, David Jones, Robert Odegaard,
Edward Keller, and the Reno Air Race Association.