FORMULA FORUM

JULY/AUGUST 2008

THE IF1 JOURNAL

FORMULA FORUM IF1 INC.

Volume XIX Number 4

Formula Forum © 2008 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

Articles appearing herein may be edited and are the opinion of the authors and not necessarily the opinion of IF1 Inc.

CONTRIBUTIONS Send contributions to: Editor, Lista Duren 3233 Via Alicante #48 La Jolla, CA 92037 Phone: 858-452-7112 Cell: 858-442-1811 E-mail: [email protected] All contributions remain property of Formula Forum.

MEMBERSHIP

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.

RULES

For IF1 Technical and Procedure rules, check on-line at:

WEBSITE

www.if1airracing.com

COVER PHOTO Gary Davis in John Hall’s RV-8, and Kirk Murphy in his Glasair, give two PRS students a tour of the IF1 Race Course.

EXECUTIVE COMMITTEE SMOKEY YOUNG President 13089 Peyton Dr. C136 Chino Hill, CA 92709 909-548-0974 [email protected] GARY DAVIS Vice President 11534 Merlin Dr. Sanger, TX 76266-3925 940-206-3079 [email protected] MARK A. JOHNSON Secretary/Treasurer 1670 Yosemite Ave. Simi Valley, CA 93063 818-519-6402 markajohnson59@yahoo. com

DIRECTORS STEVE SENEGAL Promotions Director 130 Lassen Dr. San Bruno, CA 94066 650-589-2043 ssenegal@sanbrunocable. com

TOM DEHART Technical Director 5220 Walton Dr. Klamath Falls, OR 97603 541-882-1589 [email protected] KIRK MURPHY Pilot Committee 6140 Christa Lynn Pl. Prescott, AZ 86310 928-445-8310 [email protected] JIM DEBUS Technical Committee 5601 Bancroft Ave. Lincoln, NE 68506 402-489-1205 ED DUTREAUX Procedure Committee 840 Jefferson Ct. San Mateo, CA 94401 650-347-6297 [email protected] WEBMASTER Jim Cunningham [email protected]

CONTENTS 3 6 8 9 10 16 18 20 21 22 23

President’s Report VP Report Pilot’s Notes Promotions Rookie Biographies PRS in Pictures I Remember . . . Odds & _______ Obituaries For Sale Calendar

Photo by Neal Nurmi 2

BOB BEMENT Operations Director 7320 Old Stage Trail Kelsey, CA 95667 530-622-1434 [email protected]

FORMULA FORUM, JULY 2008

Smokey Young Gary Davis Kirk Murphy Steve Senegal Birgitta Nurmi Neal & Birgitta Don Berliner

President’s Page

P

ylon Racing Seminar 2008 was a huge success, both for International Formula 1 and the rest of the racing classes. Operations this year were marked by increased scrutiny by the FAA. This in turn caused RARA to exercise a little more control over operations. However this did nothing to detract from the quality of training our new pilots received and in fact enhanced our operation. The organization owes a huge thank you to Kirk Murphy, our Pilot Committee Chair and his four PRS instructors Gary Davis, Jason Somes, Charlie Greer and John Housley. At Stead this year, I worked with the RARA staff to ensure we have a safe launch alternative if wind and weather conditions do not allow a takeoff from runway 08. You may remember that we have abandoned runway 26 operations and the old scatter pylon procedure. During PRS this year we

flight- validated our new procedure which has the racers launch from runway 32, then make a left hand turn, joining the course between pylons 3 and 4. Kirk Murphy flew the ruway 32 launch in his Glasair and Gary Davis flew it in John Hall’s RV-8. Both pilots reported that there is plenty of time for acceleration, and the turn onto the course is not difficult. Next Steve Temple flew the procedure in his GR-7 “Madness.” We got the same feedback from Steve. A vehicle parked midway along the second taxiway B intersection with runway 32 was used as a pylon to guide the racers onto the course. Once again the pilots reported no difficulty in spotting the guide pylon (vehicle) and during the races an actual pylon will be used. This guide pylon will only be erected for runway 32 launches and will be located inside of the course.

Smokey Young

Photo by Gary Dalleske

John Kokshoorn’s Outrageous, John Hall’s red cassutt, and Steve Temple’s Madness line up for practice at PRS.

Photo by Birgitta Nurmi

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If you have wheelpants that hang within 1/4 inch of the runway, you may want to consider increasing the clearance.

Once we had determined the launch from 32 and turn onto the back stretch was feasible we needed to determine how and where to stage our aircraft for launch. Runway 32 has a displaced threshold which can be accessed from taxiway A 1. The displaced threshold has recessed runway lighting which allows 32 to serve as an instrument runway. The lights consist of beveled aluminum plates which raise up out of the asphalt approximately 1/2 inch. The lights are about 8 inches in diameter and are set in series of three with a set along the left and right edge of the threshold and a set down the center. Gary, Kirk and I drove to the end of taxiway A then walked out onto the displaced threshold to see the lights first hand. We determined it was safe to attempt a launch over the lights with the trainer aircraft and Steve’s GR-7. All three aircraft were able to taxi and launch over the lights with no problems reported.

Our next step was to find an area to marshall our aircraft prior to pushing them out onto the runway. Charlie Greer and I went out with Bill Eck, Shifty Peairse and other members of the RARA staff. The main issue was security requirements for the USAF Thunderbirds which will be on display toward the southern end of the ramp. We determined that we can marshall the aircraft at the same spot on taxiway A that we have previously used for runway 26 launches. Rather than push the aircraft out on to 26 we will just push them onto the displaced threshold of runway 32 and down toward the end of the runway. Finally Kirk, Gary and I sat down and discussed the best procedure to use for runway 32 operations. Moving our first row of aircraft 800 feet down the runway to stage for launch has the benefit of requiring none of our aircraft to takeoff over the recessed lighting. However it does not allow

John kokshoorn (left) buckles up for a tour of the race course with Kirk Murphy (right) in the Glasair. Rookie race pilot, Ed Johnson, behind the plane, helps close the hatch. Photo by Birgitta Nurmi

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enough room for acceleration prior to reaching the guide pylon. After much thought and deliberation we determined the best option is to place our first row of aircraft just beyond the runway threshold. This will place rows two and three in the displaced threshold. Row two can be staged between the center and outboard row of lights with a clear path all the way to the runway threshold. Row three will then be staged back and will possibly have to contend with one row of lights on takeoff. While taking off over the recessed lights is not optimum we did determine it is feasible. If you have wheel pants that hang within a 1/4 inch of the runway you may want to consider increasing the clearance. There will be no planned opportunity to practice this procedure at the races. If winds require a runway 32 launch we will brief the procedure just as we did scatter pylon in the past. The decision to use this procedure will then rest with each individual pilot. If a pilot elects not to fly we will look at rolling an airplane forward from a slower heat. Team Dog had a very unique opportunity earlier this month to travel to Europe and race with the Aero GP group. You may remember from my article last quarter that I have been working with Aero GP’s managing director to expand Formula 1 air racing through their venue. Flying Aces (Aero GP’s parent company) has just been awarded a contract to stage the 2009 World Aerobatic Championship in Turin, Italy. While racing in Romania last week I had the opportunity to discuss the possibility of including an air race with Jeff

Zaltmann, Flying Aces managing director. Our hope is to stage a Formula 1 air race as part of the world air games. This will be an exciting opportunity for some of us to travel to Europe and participate with French, British and Italian pilots in a series of races. It would involve crating your aircraft and then having it shipped overseas. Jeff and I will be working those details in the coming months. If any of you are interested please send me an email so I can put you on the list of potential racers. Bear in mind that this is not an IF1 sanctioned event. Rules and procedures will be developed through Aero GP. However my hope is that Flying Aces will eventually move their series to the US and Northern Mexico where we will have even more opportunities to race our aircraft. Look for an article next quarter on Team Dogs adventures in Romania and Blackpool, England racing in the Aero GP group in a Harmon Rocket II and Extra 300S. Last January I dealt with an individual who was using the Internet to propagate rumors that Formula 1 was disappearing. Nothing could be further from the truth. Formula 1 is thriving. With a larger Rookie group and more returning racers at PRS than any other Reno racing class Formula 1 has shown we are here for the long haul. Last year was our 60th anniversary and with new pilots and the possibility of new venues I have no doubt that we will be here for another sixty.

Formula I has shown we are here for the long haul.

Smokey

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Vice President’s Report Gary Davis

Photo by Bill Rogers

Gary Austin (center) helps with ground operations as Gary Davis (right) prepares to take Elliot Seguin (left) on a tour of the race course.

B

eing involved in the year round dayto-day operation of an all volunteer organization, you come to appreciate certain things that you might otherwise take for granted. First, of course, are the volunteers who make racing possible. Bless them all because none will ever get the recognition or thanks they deserve. Also IF1 is very fortunate to have two assets that few of the other race organizations enjoy. To my knowledge none have both: IF1’s own Formula Forum newsletter, thanks to Bill Rogers and Lista Duren; and the IF1 Web Site, thanks to Ray Debs and Jim Cunningham. I am, no doubt, prejudiced, but in my opinion these two gems put IF1 into a class by itself. Overall things are going well, with much progress in anticipation of race week in September. Jim Cunningham

is settling in nicely as the new Webmaster, with the help of Ray Debs, and intends to have the website ready to help showcase IF1 during this year’s race week. Not to steal Jim’s thunder, but if all goes as planned, and the world wide web cooperates, IF1 pairings and race results will be posted daily on the IF1 web site during race week. Finally, your family, friends, and fans back home can keep track of your successes during the week. With 2008 Pylon Racing Seminar in the history books, I would like to offer congratulations and heartfelt thanks to all involved for putting on an absolutely awesome PRS. Kirk Murphy, John Housley, Jason Somes, Charlie Greer, and I served as instructors. Jack Suierveld again put on a Crew Chief ground school. Gary

Photo by Birgitta Nurmi

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John Kokshoorn in recently purchased Outrageous, discusses safety issues with a firefighter and PRS Crew Chief, Jack Suierveld. In the background is PRS instructor, Charlie Greer.

Photo by Birgitta Nurmi

Austin came as a certified racer and sat in on the Pilot ground school portion to provide input from his “I just did this last year” perspective. Smokey Young, also at PRS as a certified racer, ran ground operations with the able help of Jason Somes pulling double duty. Special thanks go to John Hall and Kirk (again) for their effort and expense in bringing their airplanes to Reno for race course orientation rides. The rookies took full advantage of this wonderful teaching tool that only IF1 offers. The resulting large crop of well trained, enthusiastic rookies bodes well for IF1. Perhaps a not-so-obvious advantage of IF1 presenting such a well done PRS program is the impression we leave with the FAA in Washington, DC. And yes, both local and national FAA reps were very much in evidence at PRS this year. Some may not realize that the FAA delegates the authority to

issue racing licenses to IF1 and they take this very seriously. To quote the FAA manual, “A fundamental principal of closed-course air race safety, including demonstration events, is that all of the participants need to be associated with an organization that is dedicated to the sport.” And “The structure and existence of a credible air racing organization provides an internal level of safety that would not otherwise exist.” IF1 is that credible organization, and creating and following our “safety operating rules” allows us to keep this authority. We are very fortunate that our IF1 predecessors earned the trust of the FAA, and it is very important that we remain vigilant in keeping it.

Special thanks go to John Hall and Kirk Murphy for their effort and expense in bringing their planes to Reno for race course orientation rides.

If you haven’t done so already, start flying fast. It’s going to be a great year for pylon air racing. September is right around the corner and I look forward to seeing you in Reno! ...Gary

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Pilot’s Notes Kirk Murphy

Photo by Bill Rogers

. . . no matter how well a flight went, there needs to be a proper debrief.

Neal and Birgitta Nurmi were there, interviewing and taking pictures, helping out Formula One, as always.

T

he 2008 Pylon Racing Seminar (PRS) came and went in a flash, and, as I’m writing this, we’re only two months from RACING! The Rookies are great! I never expected to see so many enthusiastic, quality pilots at PRS in one year. Thanks also to instructors and returning racers and crew who made PRS a huge success. Once again John Housley put on his awesome ground school presentation. This year was a little different and, I believe, better than ever. John ran his normal ground sessions, and there were other instructors in the “Peanut Gallery.” Jason Somes, Gary Davis, Gary Austin, and I sat through most of the ground school. We had many dynamic group discussions with the rookies, and it was a great learning experience for everybody. Of the 11 rookies, five brought planes, allowing them the ultimate value and experience PRS can offer. Some came from far away. Tom Watkins flew his X-WING Fighter from Canada. John Kokshoorn came from Australia as the proud new owner of “Outrageous.” John faced many obstacles getting to PRS, and he did it right. We all know how much work it is having a new airplane and becoming friends with it, and John did just that! He made multiple trips to Stead, all the way from Australia, and it showed! At PRS, he flew that airplane like he’d owned it for years. I wish everyone, including current racers, could take the time to “get out and fly.” Three pilots obtained IF1 Racing Licenses: John Kokshoorn, Elliot Seguin, and Tom Watkins. CONGRATS, you all earned it! Hopefully we will issue a bunch more early in September.

Five certified racers also brought their Formula’s to Stead for some proficiency and fun: Smokey Young (CA), John Hall (TX), Adrian Cooper (BC, Canada), Steve Temple (serving the U.S. in Germany), and Steve Senegal (CA). Unfortunately Smokey didn’t get any course time due to “cosmetic difficulties.” A destroyed wheel pant put him out for the week because it held his fuel vent and pitot tube. The other four pilots got many laps on the course every day. September is just around the corner! Hopefully everyone’s done with “off season speed mods” and out flying their machines. I look forward to seeing everyone. We may have a full field of 24+ airplanes! Different for all IF1 racers this year is the de-brief procedure. I believe, no matter how well a flight went, there needs to be a proper debrief. I am arranging a standard location and debrief times immediately after each heat or race. These will not be open to the public, friends, wives, crew members etc. ONLY the pilots from that specific race, representatives from the pilot committee, or ops personnel, will be involved. As aviation professionals, we are always learning and that’s why I feel a good debrief is necessary for all flights. If you’re “thin skinned” this sport may not be for you -- it’s all in the name of safety! Once again I want to thank everyone for their participation at PRS. I truly believe this was the best PRS ever and we’ll continue to grow every year. Fly Safe! Kirk Murphy

Photo by Lista Duren

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Promotions

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t’s Sunday morning after PRS’08 and elsewhere in the Forum others will give their official take on this year’s PRS. I attended as a “Certified Racer” and words cannot convey how strongly I recommend this program to other certified racers. Not only did the instructors passionately stress safety in the classroom and relay guidance on handling emergencies on the course; they were actually giving out techniques to fly a faster course! Gentlemen, there is only so much you can do to make your aircraft go faster, but knowledge is power. My sincere thanks to Kirk and all the instructors and volunteers. I look forward to seeing the same cadre at PRS’09. Now on to Promotions. Subsequent to the last Directors’ meeting, John Hall was appointed to the Promotions Committee. John is a soft-spoken, dynamic and highly intelligent individual who knows a thing or two about marketing, and has some great ideas to promote Formula One. John will be a great asset to the committee. Currently he is working on several promotional projects. One item that he hopes to have finalized by September will be outstanding if he is able to pull it off, so let’s all wish him luck. Speaking of the September Races, we have again arranged to have a merchandise sales trailer set up outside the Formula One Hanger. Like last year, teams that wish to sell merchandise from that trailer, and avoid the necessity of individually complying with RARA’s requirements, may do so. Also like last year, any team wishing to take advantage of this offer will be required to staff the trailer for a portion of the time.

New this year, the teams that sell from the trailer will share the cost of the trailer and RARA administrative fees on a prorated basis. That means that if two teams sell merchandise from the trailer, the cost will be divided two ways; if five teams participate, it will be divided 5 ways etc. If you wish to take advantage of this program please give me a call or drop me an email and I’ll provide you with a more detailed estimate. One final note about merchandise: remember that the RARA Logo and the Formula One Logo may not be used without written permission. Several teams have asked if the IF1 Logo can be used on team merchandise. Unfortunately the answer is NO. We use it with permission, and cannot allow it to be used on team merchandise. We’ve already had one instance which put IF1 in an embarrassing position, and we cannot allow another.

Steve Senegal

Photo by Birgitta Nurmi

. . . words cannot convey how strongly I recommend this program to other certified racers.

See you in September! Steve Senegal Promotions Director

Race pilot John Hall (right) talks with PRS Crew Chief, Jack Suierveld about takeoff procedures. Photo by Birgitta Nurmi

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Rookie Biographies MICHAEL KENNER

Photo by Birgitta Nurmi

Philip Goforth (left) and John Hall discuss racing at PRS.

“Don’t take this plane up again” was the stern advice Michael received while watching the oil pour out of his engine after he had flown on the course at this year’s PRS. But despite these troubles caused by a broken hydraulic lifter, he remained undaunted. The enthusiastic 62 year old, who works as a key grip on movie sets and television series (such as “Loveboat” and “MASH”), has purchased “Blackjack”, #21, to make his dream of becoming an air racer come true. He first attended the Reno Air Races in 1991 as a spectator and has come back as a race pilot 17 years later. Michael flew his first airplane out of Hayward Airport when he was 16 years old. He did work as a professional contract pilot for a while

but had a family to support, and a “twin engine Yellow Cab” wasn’t paying the bills. So he did the logical thing (when one lives in Hollywood), and turned to the movie business for a job that would support his flying habit. His job, especially while with the “Loveboat” crew, took him to many different places, and in each location he would visit the local airport. He learned to fly gliders in New Mexico and Hawaii, seaplanes in Seattle and Miami, and has logged time in Holland, England, Greece, Hong Kong, and Australia. Michael believes that Formula One is the purest motor sport, where good wrenching and good flying can put you in the winner’s circle. He is looking forward to September!

Photo by Birgitta Nurmi

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by Birgitta Nurmi Philip, age 35, got “the Sickness” from his father who was a private pilot. He started flying at age 14 and started work as a bush pilot at age 20 in Alaska where he was raised. His circumstances changed dramatically about a year ago when he and his wife decided that they were ready for a change and Philip found work as a corporate pilot in Midland, Texas, where the Goforth family now enjoys much warmer weather. Philip has known about the Reno Races “forever” but unfortunately due to his work schedule, there were no “While still in the crib my first word was ‘Spitfire’” said Thom when asked where his love for aviation came from. But other than that this enthusiasm for aviation seems to have been there for all of his 35 years, he does not know exactly how that came about. Thom was born and raised in Sweden where at the age of 16 he began flying gliders. Later on, he flew taildraggers and did aerobatics even before obtaining his pilot’s license. But his real love was warbirds. Thus it was not surprising that after he moved to the U.S. on his own at age 17, and he

easy opportunities to come and watch. Nevertheless he knew he wanted to be a race pilot. He explained: “I like to go fast”. As his current job allows him more time away from work, the first race that he will be attending will be the event that he participates in. Philip did not bring an airplane to PRS but two months ago he did purchase a historic Cassutt that he has called “Knotty Girl”, which was “Scarab” # 99. “Scarab” raced in Cleveland in 1968 and in Reno in the early nineties and was parked after that. finished his education, he started flying T-6’s at age 23. Soon he was teaching others how to fly these romantic trainers. Three years later, in 1998, he opened his own T-6 flight school called “Warbird Adventures” in Kissimmee, Florida which to this day has remained a successful operation. Thom decided not to race a T-6 however because “I fly T-6’s every day and I wanted to do something different. The IF1 is a more pure racing class.” Then he added with a grin “And it is affordable.”

PHILIP GOFORTH

Photo by Birgitta Nurmi

THOM RICHARD

Photo by Birgitta Nurmi

PRS Crew Chief, Jack Suierveld, checks with Steve Senegal before he takes off in Endeavor. Photo by Birgitta Nurmi

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Rookie Biographies (continued) ELLIOT SEGUIN

Photo by Birgitta Nurmi

GREG JASPERS

Photo by Birgitta Nurmi

The 25 year old Elliot comes from a Michigan flying family. His father’s enjoyment was to pilot a Globe Swift and “we flew it a lot when I was a kid”. Oshkosh was an annual family event -- Elliot loved meeting air racers. Elliot learned how to fly at age 15 and was active in aircraft restoration throughout his high school and college years. He was also a competitive swimmer and won the National Championships in 2005 in the 100 yard freestyle. In 2006 he graduated with Greg has known about air racing, in particular the Cleveland Air Races, for many of his 52 years as he spent 28 years in the military flying fighter type aircraft. He explained that there was a connection between the Cleveland Races and Military History. He joined the Air Force so that he could fly and has dreamt of racing ever since. Greg retired from the military in December 2006 and now works for a technical services company as a program

an engineering degree from Union College in New York State following which he moved to Mojave, California to work with Jon Sharp on the Nemesis NXT project. He has been on the Nemesis NXT crew for four years now and works at Scaled Composites. Elliot’s Cassutt project “Wasabi”, race # 68, has not flown before but with a great deal of help and support back in Mojave he managed to ready the plane on time to bring it to PRS.

manager in Las Vegas, Nevada. Greg had heard about the Reno Races and in 1991 he decided to travel to Reno with a couple of friends to attend the event. It did not escape his notice that IF1 was a more affordable class to realize his dream of becoming a racer. He is in the process of purchasing a racing Cassutt that has raced at Reno before. If all goes well we hope to see Greg at Reno in September.

Smokey Young points the way for Elliot Seguin in Wasabi. Photo by Birgitta Nurmi

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by Birgitta Nurmi Jim is a 57 year old corporate jet pilot from Los Vegas with a long history of loving everything about flying including historical aspects, the thrill, the glamour, the danger and the romance. Jim is especially interested in aviation of the WW II era. When Jim was drafted, he knew that he wanted to go into something associated with aviation. While in the Military he worked as an airplane mechanic and when discharged he used the GI bill to take flying lessons. When fuel prices escalated as a result of the 1974 fuel crisis, Jim decided that he might as well fly to make a living and landed a job for a small commuter airline shuttling fishermen between Mexico and California in an old Twin Beech. He progressed from there and Along with Dan Chrapczynski and Adrian Cooper, the 30 year old technologist for an oil service company is a PRS “veteran”. This is their second year to attend this event. This year it is Tom’s turn to race the Cassutt which he co-owns with Larry Mashowski who raced “Limelight” successfully in September 2007. Tom had been hoping to bring “Limelight” to PRS but ran into some difficulties and decided to bring his Vari-eze instead. Tom, much like the other PRS participants, has a long love affair with aviation. When Tom was still a youngster he went for numerous rides in his cousin’s airplane and “caught the bug”. He took up engineering in college and at age 19 obtained his private pilot’s license followed by his commercial license. His job allows him to take summers off which he uses

now he is very proud to be at Reno as a race pilot. Jim came to Reno 18 years ago (1990) as a spectator. With an ear to ear smile, he exclaims “But I never anticipated I could do this. To be part of a small group of aviation enthusiasts, and to be part of a sport that few people have experienced, is the thrill of a life time for me!” Jim likes the IF1 class as it is not only more affordable than other classes but it is also the oldest racing class.

JIM JORDAN

Photo by Birgitta Nurmi

After he completed PRS Jim has decided that he won’t race in September 2008. Instead he intends to accumulate more time in his recently acquired Cassutt so that he will feel utterly comfortable and ready for PRS and the check ride next year. specifically for flying. He especially likes to be around people who “fly fast and fly low”. He thoroughly enjoys “doing things outside the box” and loves formation flying. In 2006 Tom came to the Reno Air Races as a spectator. He wandered around the pits, realized that race pilots are people too and then he knew “I can do this too!” Immediately upon his return home in Calgary, Alberta (Canada), Tom connected up with Larry and they started looking for a suitable airplane. Meanwhile they started practicing by flying off the corners of a farmer’s wheat field. This gave them the feel of the race course, but after attending last year’s PRS, Tom realized that unlike the Alberta wheat fields, the Nevada desert is not flat. But that did not clip Tom’s wings. He’s back again for more.

FORMULA FORUM, JULY 2008

TOM WATKINS

Photo by Birgitta Nurmi

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Rookie Biographies (continued) DAN CHRAPCZYNSKI

Photo by Birgitta Nurmi

ED JOHNSON

Photo by Birgitta Nurmi

Dan, a 56 year old medical systems engineer, came to his love for aviation early in life. He was born on an air force base when his father was in the strategic air command at Fort Worth, Texas. When he attended the Cleveland Air Races in the late sixties, he enthusiastically decided to build a Midget Mustang from the plans. This turned out to be a 25 year project. This year is the 60th anniversary of the Midget Mustang’s first race. Dan hopes to celebrate that event by racing

his homebuilt Midget Mustang for the first time at Reno. Although not a pilot by trade, he obtained his private license in 1985, and his instrument rating in 1994.

Ed Johnson, a 56 year old Bryan, Texas resident, has been flying since he was 17. He retired from a 21 year career in the Marine Corps in 1997 but found that flying was in his blood. In 2003 he started working as a contract pilot. He also trains corporate pilots in emergency recovery procedures in Class D simulators. His full time job as financial advisor helps pay the bills. And as anyone in aviation knows there are bills. His hobby is rebuilding old

airplanes together with a group of friends. In 2002 they had rebuilt a Stearman that they took to Oshkosh. They are now working on a Stinson SR5 1934 model and an Aeronca Champ.

In 2007 Dan attended PRS and there he met Larry Mashowski and Tom Watkins who had just bought a Cassutt to go racing. They asked Dan to be “Limelight’s” crew chief for the September 2007 races. That’s when he became really hooked!

In 2005 Ed found himself on the “Midnight Lighting” crew and loved it. That’s when he decided “I am going to do that.”

Photo by Birgitta Nurmi

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by Birgitta Nurmi “I love flying” explained Dan (35) when asked what brought him to PRS. With a smile he added “By the time I could walk I was always carrying a toy airplane around.” Flying fascinated him then and it still does. He feels that exploring the clouds in the sky far above where daily life and living takes place, transports him into magical and otherworldly places. Airplanes make the exploration possible. At age 16, while living in Corpus Christi, Texas where he was born and raised, the local crop duster/flight instructor taught him how to pursue his passion. He obtained his pilot’s license the following year. In the same year Dan moved to Boulder, Colorado to take aerospace engineering at the University of Colorado. While still in College, a 1941 Aeronca became his first airplane. Dan recalled “I John loves aviation and that’s a good thing because this 48 year old resident of Gold Coast, Australia has already spent 120 hours on commercial flights in order to put his racing venture together. John attended the races in 2007 and became acquainted with Jay

Photo by Neal Nurmi

John Kokshoorn rounds a pylon in #12, Outrageous, at PRS 2008.

DANIEL PETERS was rodeoing at the time and the joke among my friends was that I traded two horses, one trailer and a girlfriend to buy the plane”. He also discovered gliders and participated in glider cross country racing which takes place on a 300 mile course. After College and working at Boeing in Seattle, Dan is back in Boulder, Colorado and working as a systems engineer for a medical devices company. Meanwhile he discovered the Reno Air Races in 1997 and has been attending annually ever since. In January 2008 he started to turn his dream into reality when he purchased Ken Gottschall’s “Pooder” which he intends to rename “Route 66.” The plane was not quite ready for PRS but Dan has every intention of being here with his plane in September. Jones. When John climbed into Jay’s airplane to see what that would feel like he immediately realized “This is me”, and proceeded to purchase Scotty Crandlemire’s modified Cassut “Outrageous.” John’s father was a private pilot and when his dad was learning how to fly, young John did not pass up the chance to come along and occupy the backseat. He started hang gliding at age 15 and has not looked back since as he progressed to ultralights and other airplanes. Last year, John and his wife Tina who is also a pilot (she flies a Yak 52), flew the entire Australian coastline. This wonderful adventure took them one month. Now John is embarking on a new adventure with Jack Suierveld as his most capable crew chief.

FORMULA FORUM, JULY 2008

Photo by Birgitta Nurmi

JOHN KOKSHOORN

Photo by Birgitta Nurmi

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With multiple trips to Reno, and practice at PRS, John Kokshoorn looks very comfortable flying the course in Outrageous.

Below, John Hall executes a perfect wheel landing in his red Cassutt #98.

Photo by Neal Nurmi

Photo by Birgitta Nurmi

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PRS in Pictures Left: Michael Kenner got some practice in Blackjack before he was grounded with an oil leak. Below Left: Experienced pilot Adrian Cooper, attended PRS for practice on the race course.

Photo by Neal Nurmi

Photo by Neal Nurmi

Below Right: Jim Jordan trains at PRS in “Midnight Lightning” which he purchased from Gary Davis.

Photo by Neal Nurmi

IF1 PRS Participants -- an Outrageous group: Back Row: Michael Kenner, Dan Chrapczynski, Ed Johnson, Tom Watkins, Jack Suierveld, Reed Abraham, Jim Jordan, Charlie Greer, Adrian Cooper, Jack Pomerleau, Greg Jaspers, Jason Somes, Kirk Murphy, Tom Hall, Daniel Peters, Steve Senegal, Elliot Seguin. Front Row: Gary Austin, Philip Goforth, Thom Richard, Gary Davis, John Kokshoorn, John Housley.

Photo by Birgitta Nurmi

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I Remember . . . Seeing Jim Miller’s First Pusher

Don Berliner is an internationally known aviation writer and has written more than 300 magaizne articles and 25 books on aviation history, space and UFOs. He is a member of the Experimental Aircraft Association and the International Association of Aviation Historians. He is editor of Golden Pylons, the newsletter of the Society of Air Racing Historians.

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I had known Jim Miller since the late 1950’s when he was flying out of Ft. Wayne, Indiana, and could even vaguely recall his debut at Cleveland in 1949 in #14 “Little Gem” (later Bob Downey’s “Ole Tiger”) with its decidedly low-tech, cut-down Luscombe wings. Since then, I had watched the progress in that airplane, especially the new thin all-metal wings created by a true craftsman, Miller. But I could never have imagined the surprise that was in store. Rumors began floating around in the early 1970’s of a really interesting new Miller midget, but he was being unusually cagey about it. Not a word of description had leaked out, let alone a drawing or photo. Finally, in July, 1973, Jimmy agreed to let me see his new machine and to do a story for Air Progress. I flew down to San Antonio from Washington, DC, and met him in his office. We chatted idly about this and that, and he finally said he had some matters to attend to and suggested I take a walk out into the hangar for a look.

In those days, Miller was making a name for himself designing speed kits for production airplanes and building them from honeycomb-reinforced, vacuum-molded fiberglass. The only other person doing much with composites in that era was Burt Rutan. I left Jim’s office, walked around the nose of some light twin and stopped dead in my tracks. There, among the King Airs and Twin Comanches was this impossibly sleek bullet-nosed creation, all in soft-finish gold. It was the size of a midget racer, but had a canard surface sticking out of the nose, a retractable nose wheel, and a widechord shroud around the rear-mounted propeller. There wasn’t a blemish on any surface, as if it had been sculpted out of a single block of some previously unknown and probably priceless material. I stood and stared, only slowly absorbing the extent of Jim’s courageous leap forward. Despite the long, sad record of midgets with pusher props, he had chosen to go this route, and had almost certainly solved

FORMULA FORUM, JULY 2008

by Don Berliner the vibration problems encountered with the six-foot extension shafts on all previous pusher racers. But that was only part of this picture of true originality, which extended from the pointy nose to the four-bladed wooden prop inside the shroud, which included small rudders at its sides and the wider top which served as the horizontal fin. Jim rolled it out and fired up the O-200 while I stood next to his open cockpit, and we were able to talk even when the engine was running at high rpm, thanks to the sound-reducing effect of the shroud. Then we were joined by a local enthusiast, whose negative comments directed at this amazing contraption would have proven embarrassing, except that the guy’s name was Tom Cassutt. No one knew more about the aerodynamics of the Formula One speed range. In Tom’s view, the canard surface would produce some unwanted sideeffects on a race course (it did, and

was promptly removed). And the shroud would prove a detriment, once the airplane had reached 200 mph (it did, and the elevators and horizontal stabilizer were then re-located to the top of the vertical tail). Moreover, there was no way the shroud could fit close enough to the prop tips to give maximum benefit because the four-cylinder engine’s vibration, even at high rpm, would cause the tips to scrape the inside of the shroud unless there was so much spacing that any benefit of the shroud would be lost.

I stood and stared, only slowly absorbing the extent of Jim’s courageous leap forward.

While Jim insisted his goal was a two-seat, kit-built sportplane, the fact that his JM-2 “Texas Gem” fit the F/1 class specifications suggested he still had racing fever. After the predictably long de-bugging period, he began racing N74M and then N414M with rapidly increasing success, ultimately winning at both Cleveland and Reno to firmly establish himself as the only person in air racing history to make a radical design work.

Left Page: Texas Gem, JM-2. Right Page: Jim Miller (in the plane) consults with Tom Cassutt. Photos by Don Berliner

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Odds & ________ 24th Annual Air Racing History Symposium from Don Berliner

The Society of Air Racing Historians conducted its 2008 International Air Racing History Symposium on the May 2-3 weekend, in Cleveland, Ohio, near the site of the historic 1929-1949 Cleveland Air Races. Unlike previous symposia with special themes, this one offered a variety of illustrated talks. John Gaertner described the origins, restoration (which he supervised at the EAA Museum) and future of the late-1930’s Bugatti 100P. Michael Schratt took a similar approach to the story of the Pond Racer. Gus McLeod, known for flights to the North Pole in a Stearman, described learning to fly in heavily segregated Mississippi, thanks to his father’s friendship with Roscoe Turner. During a quiet moment at the International Air Racing History Symposium, 1964-65 Reno F/1 champion Bob Porer (left) talks with Dr. Aaron King, member of Society of Air Racing Photographers and active racing official in the 1960’s and 1970’s.

Aaron King, long-time official and assistant to Mike Murphy, entertained the gathering with stories of some particularly interesting personalities. Barbara Ganson talked about some of the women who raced during the 1930’s and the special obstacles they faced. Following dinner, Ed Maloney gave us some insights into the 1938 Pacific International Air Races, at Oakland, California.

The auditorium at the Holiday InnAirport was decorated with panels of photographs, large and small scale models, posters and other colorful reminders of air racing’s long history. The 25th Symposium -- May 1-2, 2009 -- will be a celebration of the Centennial of the very first air race, held at Reims, France. For more information, see the Society’s website at www.airrace.com or contact Don Berliner at 703-548-0405.

Fire Survivors from Bill Rogers

Long time IF1 tech inspector Rick Turnbull lives in Paradise, CA, center of recent wildfires. He and his wife Karen were evacuated for two days, but returned to find their home safe. Not so lucky were 75 other residents.

Air Race Insurance Cannon Aviation Insurance and Specialty Aviation Underwriters has decided to SPONSOR the air race liability premiums for all our race clients that carry annual coverage with us. This is our way of saying “Thank You” to all our race clients who have been so loyal to us over the years. Please contact Angie Harris @ 800-851-2997 or e-mail her at [email protected].

Runway 32 Launch Videos from Gary Davis

The following URLs will take you to the videos of the Runway 32 launch that a few pilots flew at PRS: http://www.youtube.com/ watch?v=9SA7HBEBBQw http://www.youtube.com/watch?v=O6s VzqITCLA&feature=related Odds & ______ continues on page 23 Photo by Don Berliner

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Obituaries Don Connelly

Gladys Cote

When Nevada cattle rancher and unlimited boat racing champion Bill Stead renewed the sport of air racing at Reno in 1964, he brought along a friend and member of his unlimited championship boat racing crew, Don Connelly, to work on his F8F Bearcat, “Miss Smirnoff”. On Sept. 20th, 1964, Mira Slovak, flying Stead’s Bearcat, won that first unlimited race and today Stead’s Reno dream lives on.

Ray Cote’s wife of 56 years, Gladys Myrtle Cote, passed away on June 23, at age 94. A Navy nurse, Gladys met Ray in 1951 when he was in for a brief hospital stay, and the rest is history -- three kids, many flying adventures, and decades of air racing. Gladys was central to Ray’s race team, as cook, tail-holder, photographer, and on several occasions, costumemaker. She was a member of the IF1 Women’s Wing for several years, known as the one who could provide “anything from a band-aid to a piece of string on the spur of the moment.”

After Bill Stead’s unfortunate accident while testing the #39 Sorensen Special, “Deerfly”, at Clearwater, FL, in early 1966, throughout the 70’s, and into the mid 80’s, Don remained deeply involved in air racing. Eventually he became crew chief for Oregonian Ken Coe on Tom Wrolstad’s #12 Cassutt, “Trick Chick”, and Denny Polen, pilot of the #14 Jim Miller designed “Little Gem”. Don was also involved in major modifications of #31 “Miss San Bernadino”, working with Ron Haas before moving onto Phil Fogg’s #4 “Aloha” OR-71B Owl Racer team in the 80’s.

Together Ray and Gladys were central to the Formula One community, hosting BBQs and hangar parties, setting up services when somebody died, and welcoming those who were new to the sport. Many of today’s IF1 traditions are a continuation of activities Ray and Gladys helped to establish years ago.

A huge bear of a man, Don knew everyone in the aviation community, and introduced many into our air racing community. He also was a recognizable part of the politics of air racing during those turbulent PRPAIFM-IXL reorganizational war years, playing a role, in part, as one of the committee members that helped establish the basis for International Formula One class rules in the early 80’s at the London meetings. Don Connelly was 79 as he passed over and into the horizon on May 13, 2008

Gladys Cote helps Ray prepare for a race Photo by John Garrett

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For Sale

Ads are free as a service to members

AIRCRAFT Prior to purchase of any aircraft, please contact the Technical Director for any IF1 rules or compliance items that may apply.

El Bandito El Bandito #10. Has raced in the Gold. Race ready. Spare O-200 engine, parts and props. $30,500 Contact: Bob Budde (320) 743-4938 [email protected]

Cassutt IIIM With O-200. Built in 1975. Suitable for a pilot 5’9” or less. Contact: Charles Lemmond (918) 645-6228 If you have aircraft or other items for sale, or updates to your listing, please email Gary Davis at [email protected]

PROJECT PARTS & PRODUCTS Cassutt Projects / 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, 2 sport props, 1 enclosed trailer. $22K for all. Contact: Gary and Linda Elliott for pics and inv. list: 972-264-3857 [email protected]

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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 [email protected] Cassutt Parts National Aeronautics has Cassutt parts including Aluminum and Steel landing gear legs. Contact: Ib or Sue Hansen (303) 940-8442 [email protected] Cassutt Project Stock wing, aluminum gear, cleveland brakes. Contact: George Budde (405) 733-1449 [email protected] Custom Embroidery Team shirts, hats, jackets etc. at racer rates for 12 pcs & up. Contact: All Star Warbirds, Sharon Sandberg, (763) 856-3148 [email protected] Wedell-Williams Air Service by Bob Hirsch and Barbara Schultz, $19.95 plus $2.00 S&H Contact: Raceplanes by Hirsch 8439 Dale St. Buena Park, CA 90520. (714) 828-7369 Graphite Race Props Run One or Follow One Twisted Composites, LLC Contact: Steve Hill (505) 832-1148 or (505)321-6467 [email protected]

FORMULA FORUM, JULY 2008

Odds & ________(continued) Steve Temple Writes: I really enjoy my Formula Family more than most of you will ever know. Germany is going great. I am a Lt. Col. with Third Air Force (3AF), the numbered Air Force that owns the personnel and equipment of United States Air Forces Europe (USAFE). My job is working in the current operations department of a staff in the 24-hour center for reporting and recording the movement of the “iron” and “pax” (airplanes and personnel). I enjoy working something other than the long haul cargo operations that have kept my bags packed for the last 20 years. I may get a 6 month to 1 year extension depending on the funding for the war, but I don’t expect immediate changes. The flying end of me has slowed down, that is for sure. I joined the Coleman Aero Club out of Coleman Army Barracks in Mannheim Germany -- they have C-172’s and one 152. Keeps my hand in it at least and, hey, it’s flying. For racing, I was counting on a heavy duty sponsor who says they want Formula racing from the UK, France, Italy, and possibly the UAE. Sounds great , but the reality is they need more qualified racers over here to pull that off and they just don’t have them. He said he would air ship Madness here and I could race it in France, and possibly the UK. The British Formula Air Racing Association (FARA) is gearing up for racing school in Sept o8. Great news. Dust the Cassutts off and let’s get after it! I met with Steve Alexander and the President of FARA this weekend and we had several

lively discussions about the state of racing in the UK. We were all at an event hosted by Aero GP in Blackpool England, and it was somewhat of a forum for getting the ball rolling again in the UK. PRS was again great. Madness ran well and it seems like every year there just isn’t enough time on the course. It is parked in the RARA hanger and my crew chief is working a few issues so it will shine in the Gold in September. Regards, Steve T

Photo byBill Rogers

Steve Temple traveled from Germany to attend PRS for some practice in Madness.

Dave Roelofs Writes: I am sad to say that Miss USA has a new owner and would like to request that you remove it from the “For Sale” section of the Forum. I am happy that her new home is with Thom Richard whom I have enjoyed meeting and believe will be a great addition to the IF1 family. Regards, Dave

Pierre Yout Dies in Practice Pierre Yout, leader of France’s APAF F/1 association, was killed early in June in a one-plane accident while practicing prior to a race in Castries, France. He was 60 years old. Please send remembrances to the Forum editor for publication in a future issue.

2008 Calendar June 30

Applications due to RARA for September races. Entries after this date are “conditional.”

Aug. 1

Full entry packets due to RARA for September races. Go to airrace.org for downloadable Pilot Entry packet.

Sep. 10-14

Reno Air Races

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Photo by Birgitta Nurmi

PYLON AIR RACING —THE WORLD’S FASTEST ENGINESPORT Jack Suierveld, PRS Crew Chief Instructor, preps John Kokshoorn to fly a practice run in #12 Outrageous.

FORMULA FORUM 3233 Via Alicante #48 La Jolla, CA 92037