November, 1999

FOR{WULA
FORUNI
JANUARY/FEBRUARY 1998
THE IF1 JOURNAL
FORMULA FORUM
X'ormula Forum O 1998
International Formula One
folon Air Racing Inc. All
Formula
frEL
r-
NUMBER
1998 CLASS OFFICIALS
SCOTT GARLANI)
AND DIRTCTORS
Operations Director.
45438 Clubhouse Drive
Temecula, CA 92592
1
rights reserved.
Formula Forum is the offrcial
publication of Internatianal
fflon
Formula One
tFl
VOLUME IX
Air
Racing. Inc., A Texas NonProfit Corporation. Member
of the International Council
tNC.
of Air
Shorvs and the Air
Racrng Council of the United
States.
EXECUTIVE
COMMITTEE
9091693-2408
sgarland@b*vip.com
JON SHARP
President.
TOM DeIIART
44210 Galion Ave.
Technical Director.
Lancaster.CA 93536
2121 Holabird Ave.
Klamath Falls, OR 97601
805/723-7636
Articles appearing herein are
DISCLAIMER
the opinion of the authors
and flot necessarily the
opinion of IFl Inc.
CONTRIBUTIONS
Contributions should be sent
to the Editor, Bill Rogers at
Rawhide Place,
926
Newbury Park,
CA
541/850-6083
DAVID EOOVER
DAVE MORSS
Pilot Comnrittee.
Vice President.
107 Williams Lane
Fosrer Ciry, CA 94014
41s/573-1323
GOFRENZY@aoI.com
775 Upland Road
Redwood City, CA 94A62
415/368-6599
morss@aimnet.com
WILL DENNIS
KIVIN KELLY
Secretary
Technical Committee.
3245 West Ave. J4
Lancaster, CA 93536
91320.
Phone: 805/498-0846, FAX:
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technical people active in
Formula One Air Racirrg.
Members $50. Non-voting
Associate Members $25.
l0 Main Street, Suite B
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COVER
PHOTO
mailing.
LAUGHLIN
Launch on course on the runway and turn
left at the Casinos.
George Budde and Dave Morss wait to
practice on
Bill Rogers Photo
Friday
FORbIAL,A FORUM, JANAARY 1998
DIRECTORS
GARY HUBLER
TRISH SHARP
Procedure Committee.
5011 Hubler Lane
Caldwell,ID 83605
Promotions Director.
44210 Galion Ave.
Lancaster, CA 93536
208/454-9585
ghubler@,hotmail.com
8A5/723-7636
Formulal(@aol.com
CONTENTS
President's
Jon Sharp
Editorial
4. Sth
Dave Morss
Pilot's
Laughlin
Bill Rogers
8. Scene at Laughlin
13, People Scene at Reno John Garrett
14. Odds &
15. For Sale
3.
5.
6.
Page
Column
Notes
Report
_
President's Page
HAPPY NEW YEAR!!!
Ieft... The turnout of racers was up from
'96 and forthat alarge THANKYOU.
By Jon Sharp
1997 was one ofthe busier, at least at
our house, than in recent memory. I
would like to thank every one for
supporting racing at Battle Creek, Reno,
Lancaster, and Laughlin. 1997 was also
the first year of an agreement with an
outside promoter. We started the year
with the hopes of an eight race series,
which would have been monumental in
air racing history. As with all things, if
you shoot for the moon maybe you'll get
offthe launch pad. We shot for the
moon... and we DID get offthe launch
pad. Let's review some of the ups and
downs of '97
.
Battle Creek began as the first race in
the series with high hopes of large
corporate sponsorship and TV coverage
of lFl racing. As the event drew closer
it was down-graded to a "demo" race
with reduced purse. Although the
fnancial tribulations of the series
continued, all the participants were
eventually paid the remainder ofthe
"demo" purse.
Reno, with all new management, did a
wonderfrrl job of getting the races back
in the "black". There was a new level of
cooperation and the event went, from an
IF1 per-spective, without a hitch and all
appears well
for
1998.
Lancaster was a blur to us here. The
offreally well even with no
support from the airport management
company. It was the second year for an
"intemally promoted and operated
eveot", and yes, Tricia still has some hair
event went
Laughlin was the first all up series race.
The venue was different than we have
ever experienced. Quite a treat!!! It was
also the first "interstate" tace with one
straight in Nevada and the other in
Arizona. We received 50% of the purse
money and the event went offsmoothly
even with a threat of rain and low
ceiling. We had a debrief Sunday
evening with series management, (Mr.
Kibbe) and IFI reps Sharp, Hoover, and
Bond. We received a NARS check for
the balance owed to IF1 in the amount
$27,500, with request that we "wait to
deposit for a couple of days". The
discussion of the debrief centered around
Mr. Kibbe wanting a signed agreement
from IFl for exclusivity for Laughlin
'98. We were unable to provide that at
that time due to lack of full Board and
/or Executive Committee presence. The
check was deposited into the IFI account
late on Wednesday the l0th, per our
agrcement. Mr. Kibbe wi&out
notification issued a stop pay on our
check (as well as others), sometime
before Thursday the 11'h. When finally
able to reach a human being (other than
an answering machine) we were advised
to stop calling "we would be receiving a
package from the NARS lawyer and all
conver-sations shall go through that
person". Will Dennis of IFI is currently
looking at our options. When you have
questions give me a call and I'll be
happy update you with "where we are
today" on this sensitive subject.
Continued on Page 5
FORMAL,A FORUM, JANUARY 1998
sth
Column - Editorial
Passing has become a hot issue again
with action taken by the Contest
Committee against a couple of people at
Reno and heated discussions on
overtaking techniques at Lancaster.
The rules read as follows: 4.6.5 Passing
/Overtaking: 4.6.5.1 The pilot
overtaking shall be responsible.for the
safety of the maneuver. 4.6.5.2 An
overtaking aircra-ft must hold it's true
course in order that it ma)r not impede
or inferfere with a faster overtahng
aircraft. 4.6.5.3 An aircraft overtalcing
a slower aircraft should not attempt to
pass between the aircraft and a pylon
unless the overtaken aircraft is J\ting
wide so that a sa.fe pass can be msde.
4.6.5.4 A safe disfance between aircra-ft
must be maintained at all times.
need good close
racing. But accidents
are worse.
1997 hadtwo racing midairs (UL and a
fatal FVl and the CC put it's foot down
at Reno, especially when it appeared that
people were not paying attention. The
personalities on a given CC obviously
affect what is considered and what
decisions are made. IFI tries to have at
least one race pilot on the CC - not
always possible, In my experience,
pilots tend to be on the more conservative side of a CC discussion. If you are
not racing, come anyway and offer your
services!
The other variable is the pilots involved.
It takes a bunch ofcar events to gain
experience - at least it did for me: air
racing is even more diffrcult, since races
are so short. An experienced race pilot
As a member of the Contest Committee
(CC), I have been much closer to this
issue than I want to be. It is a job
guaranteed to upset some of the most
intensely committed people one could
ever meet. Either the Committee is too
lenient or they are too strict; my
philosophy that the correct decision will
keep everyone equally p't***d is
just a racing incident, can scare the hell
out of a newbie. Who is involved then is
as much a consideration as what
guaranteed to alienate the maximum
happened.
will look at a situation differently to a
rookie, and I submit, is more likely to
make a correct decision. As pilots, we
spend lots of time avoiding other airplanes; what is to an experienced pilot
number of people.
IFI
Let's look at a few angles. There is no
doubt that behind #3, there are at least 8
m&. With reverse
starts, the ensuing scramble on takeoff
and the frequent passing are bound to
create more "situations" than in the
recent past. The IF1 organization
entrusts the CC to look out for safety
aircraft within 10
(The Prime Directive ) and to deal with
protests as they arise. IFI as an
organization cannot afford to suspend
large numbers of people; it is not good
press business to change results, and we
FORMUIA FORUM, JANAARY 1998
cannot ban inside passing. What are
you to do about an airplane low (and
slow) running down the dead-lines that
Dave Morss describes? You cant go
around him, you cant go under him, so
high and inside is the only way. Just
watch Steve Myers - he has it down to a
science, and I have heard no one
questioning his passing technique. [t can
be done safely.
The controversial race at Lancaster was
one of the most exciting [Fl races ever
held from a spectators viewpoint.
Pilot's Notes
INSIDE PASSES
By Dave Morss
I had a lot oftime to think about inside
ln a heat race I
ended up behind George Buddy who was
much slower but flying an oval course to
minimize his speed loss in the corners.
Because of the dead line and the power
lines I couldnt really get on the outside
passes at Lancaster.
of him and also I knew that Steve Myers
was somewhere near and above me. The
temptation was great to just blow by
inside of George on the straight but when
he would start his tum in, I wouldnt be
clear and he would have to modifu his
tum in because of my presence. The
only option was a high inside pass done
slowly so Steve could predict what I was
going and both Steve and George could
tell where I was going. This cost me
about 4 seconds of race time which is a
lot in a 6 lap race. I chalked it up to the
reverse show day start and that's racing.
Then in my final race Daye Hoover got
by me on the start and as our planes
were within one mph of each other I
spent 8 laps thinking about going inside
him on the exit of the tum so as to block
his tum in and pass. I didnt. I just ate
wakes for 8 laps and figured I really
need my other prop so I can get offthe
ground.
I had to leave to beat the sun home and
didnt hear the final results but I was not
a happy camper. During the weekend
several people asked why there were two
sets of rules for our class. One set for
one competitor and one for everybody
else. We had a competitor who showed
immense class after being suspended at
attitude to help on the ground and not
once bitched or moaned even though
some of t}re flying going on was possibly
worse that what got him suspended. I
was very glad to hear that the Contest
Committee took some action, and I
applaud them.
I hope that all the pilots that agree with
this action will let the Contest Committee
know so they can take action again if the
circumstances warrant. As most know
I've been trying to curb the inside pass
issue for a long time and it appears that
this (encourage the contest commiftee)
might be a way to enforce the spirit of
the rules without taking away the
discretion to pass inside when conditions
dictate.
We all know it takes more time to pass
on the outside. You can gain a big time
advantage by passing inside. With as
much as speed costs, I don't feel its fair
for only one person to reap the benefits
of this. What do you think ? Let your
Contest Committee know before the race
and let them do their jobs.
High speed Dave
Pres Page Cont.
On the brighter side, it appears as 1998
will be even a better year for IFI than
97!!! I'll bring you up to date in the next
"fireside chat". So HAPPY NEW YEAR
TO ALL andto all more I.A.S. in
19e8!
t!
Sincerely,
Jon
Reno; he shows up with a positive
FOR]TUI,A FORUM, JANUARY 1998
Laughlin Air Races
Bullhead City Airpotl, NZ, Decembe:5-7,1997
And they said it couldn't be done.
Bill Rosers
closure was in question as late as l0
days before, but on the day it all went
Biplaners at Reno assured us that a race
at Laughlin, on the Colorado river at the
bgttom of Nevada, was impossible - too
many obstructions. Five or six casinos,
like clock-work; an excellent job.
across the river. With roads on two
sides, houses and the Airport Terminal
on the other two, the FAA mandated
It took an hour and five minutes to drive
from the Ramada Express Casino (base
camp for the show) to the airfield just
across the river, but after &e races you
had an extra hour of gamblingidrinking
time atthe Brew Pub in the Colorado
Belle thanks to the NV/AZ time change.
scatter radii skim the river baah the
main E-$f rcad andthe Post Office. The
remaining space gave us a 2.49 mile
course with a 150'elevation change and
assorted wires and ligtrt poles to clear;
providing the main N-S Highway 95 was
closed everytime we raced. Challenging,
but doable, if Lt. Schuhz andthe
Bullhead City Police could clearthe
crucial areas at the right time. This road
On Thursday the Stacey pylons were
lined up in a neat row and with Ron
Hawes working Tech, Ted Johnson
kindly volunteered his trusty 4WD Jeep
to tow them out to the designated spots easy except for #5 which was up a rocky
rutted track in the desert. After a quick
look just before dark, Bruce Bohannon in
his RV4 pronourcedthem acceptable for
practice the next day. A miracle
some 25 stories high, face the town and
airport at Bullhead Cty i" Arizona
occurredasthe 18 local
volunteers tumed out to be
most ofthe Reno pylon
judging team ably led by
Dave Lane, who we have
known for years. Several
had worked Lancaster and
= knew all aboutthe
complexities of starting,
raising and operating the
lighted pylons, and we were
able to gratefullytum over
the judging to their capable
u,*,
hands.
Dan Gilbert's Shadow in the pits with the Casinos just across
Rocky Mxnlain photo
the Colorado River
FORMWA FORUM,
1998
'AAWARY
Everyone had raced at
Lancaster, excryt Dan
Gilbert and Randy Howell
and both planes had fresh
motors. No changes were
noted on t}te others.
PRACTICE
To avoid closing &e busy road too long,
pradice sessions were limited to l0
minutes and racers took offin groups of
4 in what looked like a mini race. This
pleased the crowd and allowed our pilots
to find the course. The weather was
beautiful, but the dreaded El Nino was
pounding Sou&em California and it's
effects were expected 300 miles East on
race day. The only one with difficulties
was Ray Cote's "Alley Cat" which would
not run right and pulled offearly; he and
crew chief Dick Roberts (without #94)
changed the carb in response. No formal
qualifying was accomplished and the
grids for the Saturday races were set by
previous Reno and Lancaster times.
Roger and Grace Sturgess with Betty
Carrier as Finish Line Judge (an
important job as was apparent later) did
time the practice session and the
unofficial speeds are shovrn below.
UNOFFICIAL
SPEEDS
3 Jon Sharp, Lancaster, CA; 248.38
Sharp DO-90 "Nemesis" N18JS
95 GaryHubler,
Caldwell,ID,
239.39
"Mariah" NllXR
Speeds were down a little on the short
course as expected, but Dan Gilbert's
performance gave aotice that he was
ready again to challenge in the Gold, as
did Eric Matheson who had camped out
at Sun Valley, 9 miles south for a
serious tweaking session and flerv in for
the race. Randy Howell's new engine
was not delivering the goods, and David
Hoover was slower than expected. It
appears that with every lap timed by IFl,
nst much of a session is needed to
practice and qualify.
Saturday Dec. 6th,
Heat {, I laps
The 150'wide runway was inside the
course (see Nov. Forum). We launched
t}te races on course to the North, we
placedthree aircra*. og the runway, two
on the taxiway, and the unlucky 6th
picked a spot in the back. To avoid a
melee at pylon l, Contest Committee
leader V/ard Garland and his pickup
Gilbert DG-l
were placed on the inside of the runway
to act as scatter opposite pylon 1 forthe
nrnway folks, ratherthaa have t}remtum
out into traffic and &en go back around
pylon l
Owl OR-7l/Grove "Alley Cat" N1YD
96 Randy Howell, DscvryBay; 229.79
Grove GR-7 "Madder Max" N687RB
99 Dave Morss, San Carlos; 229.67
Cassutt, "Cool Runnings" N6884
89 Bruce Bohannon, Friendswd; 227.93
Miller JM-2, *Pushy Galore" N189BB
There was a slight sprinkle of rain 5
minutes into the count and as this
slackened, George Budde in #2 elected to
shut down, guessing that it would get
worse. The rest left to ttre flagging of
JeffGunn, correctly assuming the
opposite as it tumed out.
Cassutt/Hubler
39 Dan Glbert,
Belleville,Ml
238.34
"Shadow" N39ODG
92Eic Matheson, Canada; 237.52
N17517
Cassutt, "Yellow Peril"
4 Ray Cote, El Cajon,CA, 236.21
2
George
Budde,MidwestCrf; 225.34
Swinger"
Wagner, "Okie
44 Holbrook Maslen, Boise,
lD;
NSEW
Eric Matheson jumped into ttre lead with
223.93
Bruce Bohannon, Scofry Crandlemire,
Dan Gilbert and Holbrook Maslen
behind. Bythe end ofthe first lap, Dan
was on his way to the front past Scotty.
He stalked Bruce for a couple of laps
and on the third was carefully by and
N44IW
Shoestring, "Judy"
22A.73
11 David Hoover, Foster
N25VS
Hoover/Cassutt "Frenzy"
50 Scott Crandlemire, Meridian; 2rc.42
Cassutt, "Scarlet Screamer" N135R
City;
FO**TULA FORUM, JANAARY 1998
Scene at Laughlin '97
Bruce heads dawn river - Casino canyon
Bill Rogers photo
Blasting by the Belle - Bruce leads Dan into Four
Bill Rogers photo
FONUULA FORAM, JANUARY
1
998
]qs}r
Out of Three - David hangs on behind Gary
Eric approaches Six and the runway
Bill Rogers
Jrhoto
FORMULA FORUM, JANUARY 1998
lrunting the flyTng #92; a move over into
Nevada down the back put him in the
lead on the 5ft lap. Holbrook, fly.g
high, used his superior speed to pass
Scotty for real on the 5s lap. The finish
flags were apparently invisible since
several people put in extra laps.
HEAT
1
1, 39 Dan Gilbert
2 92 Eric Matheson
3 89 Bruce Bohannon
4 44 Holbrook Maslen
5 50 Scotty Crandlemire
6 2 George Budde
BA.64tnlh
228.38
222.27
214 75
208.80
DNS
Heat 2, 8 laps
The temperature dropped for the second
race but there was no wind. Predictably,
Gary Hubler stormed into the lead with
David Hoover on his tail, followed by
#99, #4 and 'T.[emesis" up high. Randy
Howell, a traditionally slow starter, the
only occupant ofthe second row was
last. By the end of the first lap Jon
Shalp was in third, then second on the
next lap and by Gary into the lead on the
fourth. On the short course, the top
speed advantage of !'Nernesis" was not
so apparent, and Jon finished only 6
seconds ahead. Garywas a joytowatch
as he did everything he could to hang on
to the leader, who was still lapping 10
m/h faster. Ray Cotels nesr carburetor
worked fine on the ground, but he soon
discoveredrthat the engine would not run
at hig4r power for any length of time at
all and pulled out on the third circuit.
Dave Morss heard a loud bang on
takeoffand expected engine failure at
any secmd; wtren nmhing happened, he
cmcluded it must have been a tire, and
got on with &e race - he would deal with
the landing later. He passed David on
the second lap and kept a solid third. In
turn, Randy slowly reeled in #l I and
provided an excellent race for the crowd
as he tried to pass David who held him to
the end. Dave's crippled "Cool
Runnings" waited until weryone was
down, touched on the right - OK,
touched the left - scrape, moved as far
right as possible and pulled offa skillful
landing on the hub; stopping 3 feet from
the edge with minor wheel pant damage.
A cool run, and with Ray's spare wheel
and tire, the crew had the damage fixed
and painted for the next day's race.
Room with a View - Bruce cruises the Riverside
l0
FORMULA FORAM, JANUARY 1998
HEAT 2
7
Z
3
4
5
6
241.05 m/h
Sharp
95 GaryHubler 236.65
226.38
99 Dave Morss
222.43
ll David Hoover
96 Randy Howell 2?7.42
DNF laP 3*
4 Ray Cote
3
Jon
* Rough Engine
Ray's crew worked the fuel system some
more but determined that a cylinder was
leaking onto the induction system,
ruining the mixture. With no sPare,
insulation was added and the team
crossed their fingers. Also in trouble
was Randy's #96; dovm on Power, the
new engine had trvo bad cylinders, one
not so good, and only oae that was
working properly. Both planes fell back
into the Silver in Sunday's pairings.
The post race party at the Ramada was
interesting in that several important
people were not given tickets, including
sponsor, Bob Cannon; NARS Race
Coordinator, Carol Pannell; and the
Nemesis Team. Hotel security was
watertiglrt, and it was worth the price of
admission to hear Trish Sharp explaining
the error oftheir ways.
Sunday
Dee. 7th
With news of flooding in Orange County
on the Weather Charrrel, Stnday
moming looked dark and dreary, and bY
breakfast a steady dizzle was falling
with a light south wind; the radar showed
rain 100 miles west. As we gathered at
the airport, it began to clear and Airboss
Steve Brown, from Battle Creek, delayed
the show by one hour. This was easy to
cope with, if you used the old schedule
and changed your watch to Nevada time!
With lap times in the 36-40 second
range, it was suggested that finals be run
over 10 laps but the majority voted for 8"
Silver Final, 8 Laps
The threatened south wind never
amounted to much, so the scafier pylon
plan was never needed and all races
offas
tight
his
normal
front
on
offin
usual, set
launched on course. Bruce, fast
line with George and Scotty next.
Randy, sick engine or not, was
determined to have a go and was by #50
on the first lap, fo,rght with George for a
couple of laps and was on Bruce's tail by
lap 5. Randy was 4-5 m/h faster, but
with Bruce on the inside he could not get
by and was very close at the line; Finish
Judge, Betty Carrier, could not separate
them and declared a dead heat. The
historians found several instances of
identical times/speeds but only one real
judged dead heat - Cleveland
Consolation race 1969. Holbrook,
starting in the back, passed a cautious
Ray and headed out for the "Screamer"
with Ray in tow. They,both Passed
Scotly and Ray, feeling out the sick
engine but determined to finish, held on.
1
224.33 mlh
724.33
96 Randy Howell
224.82
George Budde
716.72
44 Holbrook Maslen
714.62
Ray Cote
50 Scotty Crandlemire 206.63
89 Bruce Bohannon
3 2
4
5 4
Gold Final, 8 Laps
The wealher cleared more, and the
airshow went off as scheduled with
YAK, Pitts, and T-6 aerobatics, with
10,000 ft ceiling even the F-15 from
Nellis flew its show. None the worse for
wear, Davetookthe lead with Gary right
behind. Jon was next but took both of
them on the Casino straight on lap 2. As
Dave held up Gary for a couPle of laPs,
Dan was approaching fast; both Gary
then Dan passed Dave oa lap 3 and we
were treated to a repeat of the
FORMI]ILI FORUM, JANAARY 1998
1t
--1imL
#891#96 race in the Silver. Dan, slightly
faster, tried everything he knew lap after
lap to shake the rock solid flyrrg of Gary
in "Mariah", catching on the straight and
losing as he went the long way around in
the tums. This time &ere was a spinner
between them, but we had to wait for
Beny Carrier and Roger Sturgess, the
timers, to tell us that Dan won the race
for second. A fine performance that told
everyone that "Shadow" is a force to be
reckoned with especially with a better
wing and a little less weight. The tail
end charlie" Eric, passed David on lap 3
and Dave on lap 5 for a solid 4th. Eric
must qualifii forthe most improved
performaace award. Ever since he found
how to make the carb work at Reno, the
airplane has been fast, and his careful
attention has made it faster. His lap
times were only a second offboth Gary
and Dan's and a better grid position
would have put him into close
contention.
1 3 Jon Sharp
2 39 Dan Gilbert
3 95 Gary Hubler
4 92 Eric Mathesoa
5 99 Dave Morss
6 11 David Hoover
238.17 r.r'lh
231 07
231.06
226.A6
223.32
217.54
In all an excellent event that went off
much more smoothlythan we expecfed.
The 15 minute road closures were no
real inconvenience, and the Casinos had
one ofthe best December weekends ever
and sold all their race packages. The
airport crowd was sparse but the crowd
ofthe river looked
good. It has been a while, flMenatchee,
WA, 1982) but there is nothing like
having F1 race around you. Many thanks
to everyone involved. .
on the Nevada side
Jon Sharp, higher than the Casinos for a change, lands after another Gold win
Bill Rogers photo
12
FORMULA FORAM, TANUARY 1998
People Scene at Reno '97
Jqhn Garrett nhotos
I
FORMUI-,4 FORUM, JANUARY 1998
I3
Odds and
Dan Gilbert and "Shadow" will be on
The 14h Annual Air Racing History
Symposium will be held in Cleveland display at the Motorsports '98
Exhibition at the Motorsports Museum
on May 1-3, 1998. Contact Tony
Anrbrose al4401255-8100 for details. at Novi, MI, on Jan2-3" 1998.
Bobby Budde has been helping with
the Deke Slayton Airfest in La Crosse,
WI on June 19-21, 1998. Unfortunately
he found no room for races.
According to his Christmas card, Bob
Drew (with son Brad dri"i"g) won the
Northwest in Formula Mazda
Champion-ship again and wentto the
Runoffs at Mid-Ohio!
The
Air Racing Council of the US held
ICAS in December and
Gary Hubler (in town forthe Ag Pilots
convention or was it the National
Champ Finals Rodeo?) represented IF1.
a meeting at
Topics discussed included insurance;
the other company that had been
approached could not provide coverage
for the small raciag classes and
ARCUS decided that it was not in the
best interests of air racing to make any
changes to the current program. Also
covered were Reno improvements, and
we should expect timing to be relocated.
Paul Poberezny has been told by
RARAthat his services will no longer
be required on the Reno Contest
Committee. He appareatly made some
comments to the press.
Rusty Wallace jumped a restart last
year and was given a stop-and-go
penaltyand droppedto 15th. In an
interview he described this as "Bull*"
and was fined $5"000. He had this
deliveredto NASCAR by Brinks truck 500,000 pennies! Don't try this with
Roger.
Bruce Bohannon and '"Pushy Galore"
spent time at two schools in the Reno
area prior to the races as part of
America's Educational Heritage
Foundation program. This Foundation
is sponsored by Aeroshell aad Allied
Washoe, a local Reno company.
Gary James' racer may be delayed
agatn. He showed up at Laughlin on the
Dan Gilbert crew in a rental truck wilh
an 80% complete Molt Taylor Imp
project in the back.
l0 Years Ago [Fl was
incorporated with Deke Slayton as
President, Jon Sharp, VP and Bill
Rogers, SeclTreas. W"e had 49
members (16 are still members). We
had races at Minot, Richland and
Reno. IFl accounts were in a check
register that cosr $5. 15 ! Now we
have 100 members and use a $3,000
computer.
Some of you may have noticed a
slightly different format for this
Forum. I felt that with all the race
report text last year, a more open look
would be an improvement. Since
every issue is filled. and I did nd
want to drop anything, the font size
has been reduced to 11. Let me know
how you feel about the changes. Ed.
Lori Love checked in; she is working
Bolivia-abusylady.
14
FORMALA FORUM, JANUARY 1998
on
her Masters, sub$itute teaching special
ed, flying the rice season and ferrying to
For Sale
AIRCRAFT
Ads are free as a service to members.
#2 NSEW Wagner "0kie Twister"
#6 N102 Cassutt "Okie Stroker"
#19 N119 Cassutt, "Okie Streaker"
Contact: George Budde:
c (405) 733-7449
Teledyne Continental Parts at Racer
prices - Mattituck Aviatior. Mention
IFI Contact Phil Haponic:
#27 N227RS Cassutto "Silver BB"
Race ready: Owl taper wing, Steve Hill
graphite prop, composite horizontal tail,
pistons & overhaul kit to assemble,
lower end yellow tagged, bores +.015,
new valves, seats, guides, & cast yalve
covers. $4,000 obo
Contact WillLarson:
* (805) 54s-8357
0-200 Engine Nice engine,
with trailer, $18,000
Contact Ray Sherwood:
needs
Cassutt Project on gear, needs covering.
For sale: Props - 54x57.5 Weibe
Stock wing completed. All new parts, with 54x65, 54x67,54x68, 7" prop
0-200 Engine, 67 hrs SMOH $8,500
extension, Carbon tail, Glass 24ft
Contact Robert Jones:
(209) 698-7484
wing, Stock Cassutt tail, 2 Cassutt
landing gear. C-85 and 0-200 cyls and
other engine stuff.
e
SERVTGES
Aircraft Design and Analysis Seryices:
Contact Daye Morss:
Every*ring from computerized airfoil
design to complete aircraft drawings and
CFD analysis using NASA's Pmarc-l7
Contact Gary James' * (S17) 596-3278
a'(415)368-6599
Custom Embroidery: Team shirts, hats,
jackets etc. at racer rates for l2pcs & up.
Contact A11 Star Wrbirds, Sharon
Sandberg I (612)7 83 -57 28
Formula One 50th Anniversary Tee
Shirts
High quahty Hanes, White or Black
with beautiful 5 color 50e custorn
logo. Only a few left, check for sizes
available. Perfect Gift at $20
Contact Karen Morss:
(415)368-6599
e
PARTS
Graphite Props from Owens
Composites - Oshkosh'96 - Nemesis
record; Reno '96 - Nemesis
qualification record. Jan'96
3 Pushy Galore climb records.
Contact Steve Hill: a (505) 832-1148
speed
National Aeronautics has Cassutt parts
including Al and Steel landing gear legs.
Contact Ib or Sue Hansen:
a'(303) 94A-8442
Prior
fo purchase
ofcny aircraft,
please corltact the Technical Directar
for any IFI Rules compliance items
that may apply
Information on things of IFl interest
.fbr sale or wanted should be sent to
the Editor, or IFI W David Hoover.
107 Williams Lane, Foster City, CA
91401 4t 5/57i-1323
FORMULA FORAM,,IANUARY
1
998
T5
The Maestro at work - Ray Cote at Reno
'97
Neal Nunr
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COVER PHOTO
The Race of the Week - Heat 2A, Reno '99
David Hoover leads Ray Cote and Gary
Photo John Garrett
Hubler
FORMALA FORAM, NOVEMBER 1999
CONTENTS
3. Demos and Possible Races
4. 5th Column
5. Reno Report'99
10.
15.
16.
17.
14.
15.
Reno '99 Pix
More Reno '99 Photos
Unison Awards
Letfers
Odds
For Sale
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7341699-5649
Formulal@aol.com
Membership in
MEMBERSHIP
VOLUME X
NUMBER 6
For rules, send a check for
$7.50, payable to IFI to cover
Jim Vliet
Editorial
Bill Rogers
Anita Infante
Birch Entriken, Dan Bond
Demos and Possible Races
Jim Vliet
FV Training and Practice
Seymour, lN, Oct 1-3, 1999
This is from Formula Vee's Jim Yliet.
It has some useful tips for practice and
demo races. Dan Gilbert was
scheduled to attend, but did not, as he
had hurt his motor at Reno and wasn't
ready.
Will Dennis
something more weighty. 55 gallon
drums would be ideal, but then we
would need a truck to haul them
around....gotta see what we can come up
with for next year. Our inflatable pylons
don't work too well on top of crops; we
may have to revert back to the PVC ones
for future Seynour sessions.
Willits, CA, April/May 2000
The FV training and practice at Seymour
went OK with a few minor glitches. We
had a new FAA monitor who was a
stickler for all the details...things went
much smoother on the last day when she
wasn't around. We had a problem with
the farmers who rent the airpolt property
to grow crops - we had asked expert
advice back in March and selected a date
right after the crops (corn & soybeans)
were harvested. Unfortunately no expert
could anticipate this summer's drought,
which slowed up the crop growth about
2 weeks - just enough to be a problem.
The crops were still in the fields, and we
had to forego the last two practice
periods on Sat. because the farmer chose
that afternoon to harvest his corn. We
w€nt out to See him to offer him some $
to wait a half hour - he laughed at us and
said it cost him $400 per hour to rent the
harvester, and he needed to get the corn
harvested that day before dark. The next
day we were able to continue. We had
three planes and four pilots (3
experienced and one rookie) on hand the 3 experienced pilots renewed their
letters of competency and ttre rookie got
his fust flights around the course, but
was not ready to take the full rookie test.
We did have a race and got qual. &ruce
times, so we have something at least to
go into the NAA record book for this
Will llennis has been working with the
city of Willits, CA on a demo race to be
held late ApriUeady May. Biplanes will
be invited. He has been through one
level ofapprovals and the event is
probable. Willits is 80 miles NW of San
Francisco on Hwy 101.
Chanute AFB, lL, June 2000
A multi-class air race at Chanute AFB in
central Illinois in June 2000 has been
proposed. Their representative has been
in touch with Class leaders. The
Unlimiteds, T6's, IFl and FV are invited
- they are asking for a 16-plane field for
each class. This may be an incentive for
all the inactive FVs to get dusted offand
back into the air. Jim Vliet is attending
the Performance Racing Industry tade
show in Indianapolis on Nov. 18-20, and
may be meeting with these people while
he is in the area (they are about 80 - 90
miles NW of Indy). We do not think
that they have &eir sponsorship in place
yet...perhaps they will have to wait until
June 2001, so don't get too excited??
Reno National Championship Air
Races September 14-17, 2OO0
season...
World Air Games, Madrid, Spain,
June 23 - July 1, 2001
Another problem we had was with the
breeze knocking over our security signs
and barriers - we will have to devise
Presidents Page info will go out
separately after the Director's meeting.
FORMUI^A FORAM, NOVEMBER 1999
sth
Column - Editorial
lnternational
Fiually we put the "Internationaf' back
into International Formula One at Reno;
this was the first visit by an Engiish crew
(I was going to say European or Briq but
"kat may not be PC judging by the
philosophy.
though this "R'o is several feet higher
than the plane of the pylon tops and hard
to see untii you are close, passing
beneath it was deemed to be low flying.
The result was fines (up to $300) for
some Bipe, Sport, and Fl pilots. I asked
the Qirectors for gr1ld-elines for Conlest
Committee action, and they threw it
back to me to make a proposal. [f
anyone has comments about this, please
let me know.
Stephen Alexander attracted attention
Format
prominent Cross of St.George being
clisplayed) since 1987. The aircraft itself
was at Reno
il
i983 with Steve
Thompson. What was interesting was a
couple of nansatlantic differences in
from some US pilots and eventually the
IF 1 Contest Cbmmittee for his "cut ond
thrust" racing technique; the "Michael
Schumacher School of Air Racing'
it.
American Fl race
pilots on thq othel hand, are trained to be
smooth and consistenf to make no
radical moves and any inside passes are
method he called
carefully scrutinized. In 1983, Steve
Thompson's success was based on flying
a tight course around everyone at 100',
while his rivals thrashed around at 30'.
Robin Voice and Simon Willbourn were
at San Diego in '87, but I don't recall
strdden moves fhqe. It may tre q
function of the smaller fields now usual
in Europe that make it ultra aompetitive.
Another cause for surprise was that the
lFl Contest Committee was prepared to
take action without a formal protest
from another competitor. This has
always beer the case for a Tech
lnqpectiqn viglpliol heqe, but actionp
have been sometimes taken on flying
concerns. It does take some of the
potential personality conflicts befween
pilots out of the equation (bump-drafting
not being an option in Fl), but it may in
fact increase the overall number of
penalties levred.
Fines
Reno's Contest Committee waq buqr
too, their concern, however, was the "R"
of RENO on the home pylon" Even
FONWAII FORUM, NOVEMBE R 1999
The Reno format seemed to work well.
(See the race report pg.lz) Everyone
competed with their peers and
consistency was rewarded.
Dan Bond has a proposal for a 1000
mile race on page 17. If a 10 lap
procession gets boring, W 323 especially if the only person who knows
what is happening is the scorer. The
excitement would be "will he get down
tlom the mayday" like the Unlimiteds.
The problem we have with our format is
not the "fonnat" bui that we do not have
enough different winners or airplanes
that run at the same spqed, If we had
more individual races like the Hoover/
CoteAlubler duel, we would have a
better product. Now if we used reverse
starts for all races, we would really have
some exciting events!
In the past we have been asked to take
off from the beach, from streets lined
with kerbs a.nd light poles and e.vep for a
figure I race, but have had the sense to
decline. We cannot put on a NASCARstyle freight train, so my suggestion is to
give the sponsors who want drastic
changes to the Sport class and keep
looking for one who understands what
Fl is about.
Reno Report'99
Bill Ragers
The Entry
The last race of the Millennium was the
only race of 1999 and entries were again
below average. RARA announced a
purse increase of 4olo but that was almost
balanced by an increase in the entry fee.
Races were eut back from 9 to eight
which gave a challenge to those
responsible for pairings - at least it
would have if we had provided 24
racers. On Saturday, in the Unlimited
Gold heat, Miss Ashley II disintegrated
and pilot Gary l*vitz was kille{
scattering debris into a populated area a
block from where Dick Roberts' plane
landed last year. It remains to be seen
what impact that will have on the races
in future. On &e plus side, both our
pilots involved in incidents were unhurt,
the event was again held in perfect
weather, and we filally had a different
race wimer in a Gold Heatl
From the original entry of 22, the
mythieal Kelly Kikkert again failed to
show in spite of attending the Reno
Rookie school in June, while fellow
student, Chuck Coleman just could not
complete his new plane in time.
Stars of the show were the Royal Aero
Club Racing Team fi'om England with
pilot/comedian, Stephen Alexander in
command of "Lumpy Custard" the exSteve Thompson #7 Cassutt, which was
second here in 1983. Another welcome
return to Reno was the immaculate exPat Rediker #24 "Spud Runner" now
owned and flown by Birch Entriken.
Jay Jones again brought "Quad Nickel"
but although he had flown it, he still did
not feel comfortable racing it and put
Eric Matheson into the seat. After a
great recovery from his heart attack,
George Budde was raring to go, but even
FAA-vet George could not persuade
FAA to give him his license back in time
to fty. Regular alternate, Ray Sherwood
got the call and flew both #19 and the
beautifully prepared #2. Holbrook
Maslen's "Flying Dutchman"
reappeared, and they proceeded to hy to
fit a new tail in the hangar. After
struggling with it all week, they too ran
out of time, and Chuck Vollmann was
not able to make a flight or qualifr.
David Hoover also ran out of time on
his new plane, but wisely left it at home,
dusted off #11 and fitted the hot engine
destined for the new bird.
Most aircraft were unchanged, but Ray
Cote had made major changes to the
cowl, oil cooling system and revised the
incidence of an enlarged horizontal. He
also had a new Owens prop. Dave
Morss also had rcworked the front end,
with a 9" spinner, reduced fuel tank size
and removed the 4 into 1 exhaust he
added last year. The Wrights had
developed a sffeamlined tail wheel. Dan
Gilbert had eliminated the wing endplates. Engine work had been necessary
for Holbrook Maslen's'Judy", but the
Tech Team found that tlre cam timing
was off. Eric Matheson had a rebuilt
engine but due to some miscommurrication, stock rings had been fitted with
no time to correct the performance
deficit.
i.i
.,
anxiousty awaited: landing gear
support structure had been damaged
wfien the aircraft left the runway in
July and by the time &antii repairs
had been completed. there was no
,.:
'F
,i.tb$iifi;i.;1i;..
Houston, blew up the tow vehicle and
iented a U-haul truck, After a
*"."tho, 7?-hour drive they nnatli
FORMULA FORAM, NOWMBER 1999
Qualifying
A failout from the June Rookie school
was a Reno requirement to add a special
session for new Pilots on SundaY
morning. This forced Tech to start a day
early on the new planes of JaY Jones,
Birch Entriken and Stephen Alexander.
Eric Matheson completed the flight qual
of #45 "Quad Nickel" and Birch and
Stephen finished their license
requirements.
timer's papers ia the middle of oul
session. When Gary Hubler flew uP
under the influence of the turbulence,
they stopped the watches a lap early, but
Gary was allowed to requal next day'
Steve Alexander has new respect for
dust devils when he met one on landing
and scraped a wingtip. It was expected
that quantities of lumpy custard had to
be removed from various parts of #7 as
a result
ofthis incident.
The regular sessions began Monday and
were more active than usual since Tech
had been completed a day earlier. A
couple qualified but Scott Crandlemire's
attempt was missed by the timers, much
to his delight since the plane was not
running wel1. Dave Morss smoothlY
aborted his takeoff with lack of fuel
flow, reportedly due to an modified fuel
tank being mourted backwards. Jim
Miller was not so lucky when the nose
gear would not extend properly on
Ianding from his practice flight and
"Pushy Cat's" left wing rose high in the
air, and he slid off the runway on the
right, quite close to the Fl staging area
and tore out the main gears and a
runway light. Jim was unhurt, but done
for the week, which was especialiy
disappointing since 1999 represented his
50th year of Formula racing. The
accident was thought to have been
caused by a sheet of lead ballast coming
loose and sliding forward. The second
Monday session was delayed by another
runw'ay accident, this fime to an
Unlimited YAK on takeoff. Five more
qualified including Ray Cote in..Alley
Cat" who was l0 m/h faster ald cooling
too much. "Nemesis" practiced at only
6 m,& faster than Ray's time. Reno also
decided to no longer allow photographers at the startline or staging area.
Tuesday saw 6 more aircraft qualified,
but a series oflarge dust devils in the
afternoon demolished the home pylon
crew' s shelter, almost disemboweling
the Chief Pylon Judee and
in,r the
FORfuTULA FORUM, NOVEMBER
lggg
'TheNumhgrsr,G-4mB,,,,
'' :
.
..
"MiOnight OiP' ran,into ptoblenrs
with,tho,tirr.rers wheu they sould':not
read hisnumber. They dou't
::
,
cata
itfuokg lito, what color it is, or,',
unytfri"g else - only the number
comt$ fur quatiflrifis I was.4p$aed 1,,
w,hen Tony'W.right'showed me thst it,
,wes legal pe{ oxr rules,( Ishould
w,hat
.
:.
ktrow better'than t0 take oa a
lawyerl). Reno requires 30'lugh
w"itlr 2.5'' strske on the verticall, .The
original Goodyear rules had no
requirement, but by.the early'70's, :l
24" X3" block fi.rselage uumbers in
contrasting colors were defined. In
1977 the
IXt
draft rules called for
l8u X 3" but IFM wanted "as large as
practicable in conu'asting." ln I985,
when we went International wi$ the
rules, a European 250mm (9.8") X
100mp (3.9') became the:surpiise
definition. Expect Ward Garland and
the ProCedure Rules Committee to
fix this for 2000.
lmm;;H'
..
t."1
-;p
f.
{r-..*
:.
'.
:1..
^-
-
14 Jim Miller,San
On'Wednesday the final 3 aircraft
qualified, althougJr Gany fitted the wrong
prop in the monring. and had to retry in
the aftemooil. He also flew #45 in case
Eric Matheson ended up ifi the same
race. Last year Sherwood qualified #19
slowest to win the set of plugs from
Champion for the slowest qualifier.
This year he won again by being the
"most improved" plane - 40 mlh faster.
QUALIFYING TIMES
3.1 10 Mile Course
3 Jon Sharp, Lancaster,CA; 263.188*
NlBJS
Sharp DR-90, "Nemesis"
4 Ray Cote, El Cajon,CA; 252.219
Owl OR-71/Cote, "Alley Cat" NtVD
1l David Hoover,Foster Cty; 243.869
Hoover/Cassutt, "Frenz5/" N25VS
95 GaryHubler,Caldwell,ID; 243.075
Nl lXR
Cassutt IIIM, "Mariah"
39 Dan Glibert,
Belleville
DG-l "Shadow"
241.971
N39ODC
2 Ray Sherwood, Pleasant Hill;238.264
Wagner. "Okie
NSEW
50 Scott Crandlemire,Meridian; 232.042
Cassutt/Kelly "Scarlet Screamer"N 1 35R
44 Holbrook Maslen,
225.635
N44JW
Shoestring 'oJudy"
92EricMatheson,Canada; 224.639
Swinger"
Boise
Cassutt "Yellow Pedl"
Nl7517
99 Dave Morss,RedwoodCty; 221.265
Cassutt IIIM, "Cool Runnings" N799DM
5TRobertJones,Tranquility; 218.246
CassutVGrove, "Aggressor" N603R
17 Sonny Swenson, Conroe; 2L5.557
N45889
Cassutt IIIM, "Annie"
43 John Housley, Chesterfield. 212.287
N14SJ
Cassutt, "Aero Magic"
19 Ray Sherwood, Pleasant Hill;209.624
Cassutt IIIM, "Okie
Ji1102
7 Stephen Alexander, England; 201.295
Cassutt, "Lumpy Custard" G-BKCH
Antonio; Ftew, DNQ
Mi7ler JM-2, "Prrshy Cat'i
N41 A\,1
38 Chuck Vollmann,Emmett; DNQ
Dutchman"
Cassutt "Flying
96 Kelly Kikkert,
Antioch;
Grove "Madder Max"
N38Z
DN Show
N687RB
9 Chuck Coleman,Chesterfleld;DNShow
Coleman, "Varuna"
*New Recortl
N14IBC
Jon Sharp pushed the all-time qualifuing
rccord up to 263. 188 m/h from 26 1 set
at Phoenix in 1995, Other improvements
came fiom Chris Ferguson, plus 13m/h,
with Ray Cote and David Hoover both
l0 m/h faster. Losing ground were Eric
Matheson and Dave Morss. ln 1983
Thompson qualified at226 m&, but the
team was unable to {ind that kind of
performance this year in spite of
following Steve's old notes. With only
18 aircraft quali{ied, the pilots agreed to
run four sets of 9-aircraft races, two/day.
Wait
till Next Year
With Chuck Coleman's Ken
Blackburn-designed plme,
"Varura''and David,Hoovef :s oew
low wing aircraft almost complete
and the NeXT Nemesis well on the '
way, next year promises to be very
interesting., Alberto Ro$si, who' last.
competed in 1993. was aJ Reno, and
promised a return in an even better
aircfaft. Undeterred by the accident
to'-'Spud,&unaet'l, Biieh Eatrike* has
"scarlet Screame/', who has, in tur&
b'ought David Hooverls very fast
Strealer"
24Birch Entriken, Truckee, 204.382
Shoestring, "Spud Runner" N24ML
26 Ctnis Ferguson, Reno, NV L99.929
*Midnight Oil" N64397
Cassutt IIIM,
45 Eric Matheson, Canada 183.391
N53014
Cassutt "Quad Nickel"
Thursday Sept. 16fr,
Heat 18, 8 Laps
70"F, Calm; Takeoff was uphill towards
the East on atl races this year.
The first race was held for a while as
FORMULA FORUM, NOVEMBER 1999
Thunsday
Heats
removal of the East end windsock was
discussed; since aircraft have good
speed by the time it is reached, the race
was launched. Sonny Swenson was first
off, followed by Robert Jones, John
Housley, Ray Sherwood (#19), rookie
Birch Entrken, and Stephen Alexander.
Chris Ferguson in #26 sputtered and
pulled up inside the course and Dave
Morss and Eric Matheson in "Quad
Nickel" brought up the rear. By the start
of the first lap, Robert was moving on
Sonny and Dave had run cooly up into
5e. Lap 2 saw the "Aggressor" in front
with Dave in#99 closing fast. Behind
them John was using his "Magic" to haul
in Sonny, while Birch was taking lessons
from "Okie" Ray; Chris had recovered
and was by #45 by Lap 4. By lap 5
Dave had stormed to the front and John
had moved into third; this was how they
finishe{ but Chris's pylon cuts (2/3
counted) moved him back.
Birch in his new "Spud Runner" was
unlucky to be a little tight landing
behind Stephen, who, after his encounter
with the devil, was making sure the
airplane was really slow before moving
to the slow side of the runway. With not
enough room to pass, Birch moved onto
the dirt on the left and the sagebrush
grabbed him, removing the landing gear.
Luckily he was unhurt and apparently
undeterred.
I 99 Dave Morss 22014A $lh
2 57 Robert Jones 215.941
3 43 John Housley 212.071
4 L7 Sonny Swenson 207.249
5 19 Ray Sherwood 198.432
6 24 Birch Entriken l97.Ll7
7 7 Stephen Alexander 190.381*
I 45 Eric Matheson 172.008*
9 26 Chris Ferguson 165.559**
* 7 Laps
** Cut Pylons | &.2, Lap
1; 7 Laps
Thursday Sept. 16*,
Heat 1A, I Laps
Density Altitude 7900" 80'F
Ray Cote was frst off and was never
passed or perhaps the headline should
read "Nemesis loses a raee". Either way,
it has been many years since Jon has
failed to take his seat in the back of the
Parade car. But I am getting ahead of
myself. At the start, David Hoover's
strong engine pulled him into second
behind Cote and ahead of Gary Hubler,
who was immediately under pressure
from Jon Sharp. Dan Gilbert was a solid
fifth, with Ray Sherwood (withNO
number on#2) Scotty Crandlemire, Eric
Matheson (back in his own #92)
Holbrook Maslen last off. As Cote
sketched his lead, Gary held off Jon for
a couple of laps. At the back, Eric and
afi
Holbrook passed Scotty. Jon was third
by lap 3 and by David for 2od the next
time roun{ 7 seconds behind Ray. He
closed slowly, as the leading pair drew
away from dre {ield as it sretched out.
Dan inched up to his old rival Gary and
mcved around him on the 7tr tour. The
leading pair came up on Holbrook and
Scotty on the last lap and in the
confusion as they overtoolg Scott
repassed Holbrooh Jon went inside
them both and cut pylon 5 in the
process. At the finish Jon was within 6
plane lengths of Ray but the pylon cut
dropped him back behind David in the
final standings. To chants of '*The fat
man rules" Ray received a standing
ovation on his return to the hangar.
I
2
3
4
5
6
7
8
9
*
FOEMULA FORUM, NOVEMBER 1999
244.949 $/h
Cote
Hoover 236.1,47
234.343*
Jon Sharp
?33.622
39 Dan Gilbert
95 Gary Hubler 231.964
7 Ray Sherwood 724.128
4
ll
3
Ray
David
92 Eric Matheson 220.796
50 Scotty Crandlemire 272.A52**
44 Holbrook Maslen 2ll.24A**
Cut Pylon 5 Lap 8 ** 7 LaPs
Friday Heats Friday Sept. 17e,
Heat 28, 8 Laps
so he did a sharp Ess tum to avoid a cut.
Wind calm, DA 7200'
Scotfy and Holbrook fell back into the
slow Heat on Friday, but Scotty took
advantage
ofhis poll position and
excellent takeo{f perfonnance to jump
into a lead on the break and proceeded
to draw away from John. John spent
most of the race down low (but not too
low), successfully holding off Holtrrook
until "Judy''broke the spinner and
pulled up on lap 7. Behind them, a
lonely Sonny, Ray Sherwood in #19
Stephen, Chris and Eric in his Alternate
Pilot hat in#45, stayed in order and their
race was only enlivened by the leaders
lapping them. Holbrook added to his
misery when a wheel pant parted
company on landing, and they found
metal in the oil screen, resulting in an all
nighter for the crew. Scotty's joy was
mitigated somewhat by a stifffine for
flying below the "R" at home, but results
were not changed.
1 50 Scott Crandlemire 228.2631n/h*
2 43 John Housley ?l3.L3l
3 17 Sonny Swenson 203.513
4 19 RaY Sherwood 196.338**
5 7 Stephen Alexander 193.287'f*
6 26 Clris Ferguson 185.435**
7 45 Eric Matheson 175.779**
B 44 Holbrook Maslen DNF***
* $27j fine for low flying
**
7 Laps
'** Spinner failed
That he pulled this off says a lot for his
skill and the handling characteristics of
his Owl, but it was hazardous flying for
the rest of the people involved and the
IF1 Contest Committee fined him $500
and put him on probation following the
race. In the confusion David moved
wide, but had enough speed to pull into
the lead around 3. By lap 2 Jon had
overtaken Gary and by lap 4 he was
through into his nomal spot in front.
From Lap I to Lap 6 we were feated to
one ofthe best races ever for2'd; all
three planes diced wing-tip to wing-tip,
mere feet apart (See John Garrett's great
shots), a battle that only ended when
Ray maydayed out when the engine quit
momentarily. I must confess that this
race was so riveting that my notes on the
rest of the field are very limited. Dan
stafied eight and was 5e by lap 4, slowly
catching Gary; Eric, Dave and Ray #2
were ahead of Dan at the starl, but fell
back in order. Robert brought up the
rear but again was fast enough not to be
lapped. A-fter the race Ray Cote's crew
replaced the carb.
1 3
2 ll
3
4
Jon
Sharp
Hoover
David
Hubler
Gilbert
242.056 tn/h
235.266
235.112
95 Gary
39 Dan
232.826
92 Eric Matheson 226.939
99 Dave Morss ZZZ.glj
5
6
7 2 Ray Sherrvood 219.6A5
8 57 Robert Jones 212.650
9 4 Ray Cote DNF Lap 7*
* Engine missed - carb.
Friday Sept. 17e,
Heat2A, g Laps
.. +..
i
Calm, DA 7600'
.,,
..,t,
Ray Cote was deterrnined to repeat
Thursday's success a*d was first offinto
one ahead of David, Gary and a hardcharging Jon pulling up to his high
cruise position. Ray pulled too hard and
saw that he would pass inside pylon 2,
ll
FORMALA FORUM, NOYEMIIER 1gg9
Reno Images '99
Silver Winner, Robert Jones the Aggressor
A L*Jelcome Return - Birch Entriken's Spud
t{}
{OR,M{]LA P{}RU/],,I, NOE/EMBER I 999
Runner
John Garre* phoros
Eric Matheson in Jay Jones' Quad Nickel
t%
/-'--*-
lnternational - Stephen Aiexancier's Lumpy
Gustard
rohn Garret phoros
FORMULA FOR{]M, NOVEMBER
1999
l1
Saturday
Heats
Saturday Sept. {8h,
Heat38, 8 Laps
Cloudy, Calm, Cooler
As a DNF on Friday, Ray Cote was
obliged to start from the back of the grid
in the slower heat, but by pylon 1, he
only had Robert and Sonny ahead; he
started the clock at the end of the pace
lap and never looked back, lapping the
entire field in a quest for a fast time.
Holbrook's crew completed the rebuild
just in tirne for the start, and he was
fourth off. He pulled around Sonny for
third at lap 1 and spent the rest of the
race behind #57. Stephen, Ray
Sherwood in#19, Chris and Eric
followed in trail, until a fuel line began
to leak on Eric's flight suiq and he
landed out of lap 2. Witi Eric out and
Cote passing everyone, the excitement
was provided by Holbrook trying
unsuccessfully to pass Robert the
climb through the field. Lap 3 saw Jon
in his traditional spot and he pulled
away from David and Gary who had a
long dice for second, Gary final1y
passing on the iast lap. Dan made it
through and was behind #t 1 and #95 by
lap 5, butjust failed to catch David at
the finish. This time David was the
center of attention for the Reno
Committee who also disapproved of his
altitude at Home.
1
2
3
4
5
6
7
8
9
3
Jon
Sharp
Hubler
95 Gary
11
39
92
99
50
2
43
David
Hoover
Gilbert
242.811m1h
236.840
235"334*
233.111
226.829
Dan
Erip Matleson
Dave
226.AA0
Morss
Scott Crandlemire 224"808
Ray Sherwood 221,874
209.344**
John
Housley
*$300 Fine for low flying
**
7 Laps
aggressor.
1 4 Ray Cote
743.266nih
2 57 Robert Jones 212.667*
3 44 Holbrook Maslen 2n995*
4 17 Sonny Swenson 200.800*
5 7 Stephen Alexander 192.584*
6 19 Ray Sherwood 190.821*
7 26 Chris Ferguson 185.242*
8 45 Eric Matheson DNF Lap 2**
** Fuel Leak
E 7 Laps
$aturday Sept. {8ft,
Heat3A, 8 Laps
Wind 5 m/tr from SE, DA 6700'
This race returned to form with Cote
missing, and the aircraft quick off the
ground led into the first lap, with David
leading Eric who was just ahead of
Gary. Dave and Scotty held off Jon for
a short while, with Ray #2,Dwand
John attheback, Bythe secondlap,
Gary was second and Jon, high on the
outside as usual, had grabbed third. Dan
had passed Ray and began a steady
12
FORMULII FORUM, NOWMBER 1999
The Heat pairings up to the final day had
been based on Qualifiiing and the
previous day's perforrnance as has been
usual, but this year a new format was
tried for the Finals. The Gold and Silver
{ields were set using the best race speeds
recorded in any heat, thus keeping the
fast racers in the Gold and not forcing
them back for a last heat DNF which
makes the slower races a walkover. To
avoid a "sandbag" situation in the heats,
points were awarded for qualifoing order
and finish position and these were used
to determine choice of grid position in
the {inal races. Jon with # I qualifier,
two firsts and a third in the heats held
six points and had first choice on the
Gold erid; even though Ray Cote had
two faster heat times, his DNF 9'h place
on Friday andthus l0eon Saturday
grid choice. This
lack of consistency was to cost him
pushed him back to
dearly.
51h
Sunday
Finals
Sunday Sept. {9th,
Silver, {0 Laps
Sunday $ept. 19fr,
Gold, 10 Laps
Wind calm, 72"F
Eastwind at 5Kt, 80"F, DA 7200'
Robert Jones has had his "Aggressor'
for sale for some time, but his
convincing wire-to-wire Silver win,
lapping ttre majority of the field with
225 rnlhlaps may make him reconsider.
Holbrook's run of bad luck continued as
With "Alley Caf'clearly on form again,
and'Nemesis" faster than ever, but
perhaps slower than usual oo takeofi the
question as to whether Ray Cote could
he was pushed
offthe &oat row of the
grid at the last minute, after losing a
maglreto. At the flag drop, Robert took
the lead and steadily drew away from
John artd Sonny, who in turn distanced
themselves from the rest of the field
until the end. The action was behind
them. Going into the race Ray #19led
Chris, Stephen and Eric, trailing, in
"Quad Nickel". These fust three haded
places through the race in a controversial
dice that continued for most of the race.
On the pace lap, both Chris and Stephen
got by Ray, r,vho bafiled back past
Stephen on lap 2. With a faster airplane
and, for Americans, pretfy aggressive
tactics Stephen repassed on the inside on
lap 4. As Ray dropped back, Stephen
caught and finally passed Chris on the
9e lap using the "bank-and-yank"
technique to slide the yellow plane
tkough the inside once more. Chris
began to slow as the race drew to its 10
lap conclusion, and Ray was able to
sneak by at the end. The lF1 Contest
Committee was concemed about all &is
and, after the race, fined Stephen $500
and put him on probation.
L 57 Robert Jones 22A.559 mlll
2 43 John Housley 217.496
3 17 Sonny Swen$on 208.240
4 7 Stephen Alexander 194.128*
5 19 Ray Sherwood 190.675*
6 26 Chris Ferguson 189.016*
7 45 Eric Matheson 183.158*
8 44 Holbrook Maslen DNS**
* 9 Laps
**
Lost Magneto
repeat Thursday's stunning result was
rapidly answered. Offthe ground Ray
was back in fourth, behind the
astorurding red #11 of David, Eric, and
Gary. Jon came next, just ahead of
Scotty, Ray S in #2 with Dan closing
fast and finally Dave. At the beginning
of lap 1, Ray C was third on Eric's tail
and Dan was by "Okie Swinger'. Dave
lost interest at this point and pulled up.
In the middle of this they rolled the
crash trucks, but it was for a couple of
the Northern Lights who had come
together on the other runway and Dave
landed safely. On the second lap Ray C
was pushing David with JorL now into
third, hot in pursuit. Dan made it by
Scott and set out after Eric who was
steadily dropping back after his excellent
start. Lap 3; Ray went under David
while Jon was over the top, fouth was
Gary, then Eric, Dan, Scott and Ray S.
With laps at248 m,{h Ray held on till lap
5 when Jon went around as usual and
pulled away to win by 8 seconds after 10
laps. At the same lap, Gary passed
David for third, but Dan could not catch
him and settled for 5ft. Eric just held
off a charging Scotty at the end, but only
Ray S. was lapped.
1
2
3
4
5
6
7
8
9
3
4
Sharp
Cote
95
Hubler
ll David Hoover
39 Dan Gilbert
Jon
Ray
Gary
243.513 tn/h
239.595
238.797
235.9A9
234.182
92 Eric Matheson 226.874
5A Scotty Crandlemire 226.567
2
Ray
Sherwood
212.48A*
99 Dave Morss DNF lap 1*r'
* 9 Lap ** Lost Interest
FORMULA FORUM, NOWMBER 1999
13
It is the ffade-marked Team Nemesis
credo to set goals and to accomplish
them without worrying about the
competition. Jon Sharp successfully
achieved the absolute Quali$ing record
this year, but the competition improved
significantly too, David Hoover's new
engine, Ray Cote's new cooling system
and prop, and Eric Matheson's stock
rings all seemed to provide a faster takeoffthan before and left'oNomesis"
further back at the start than is usual.
The 10 lap final allowed the #3 more
time tc exert it's dominance, but Cote's
grid position prevented his normal
rocket fast start. The new Roger
Sturgess/lVill Dennis format was
successful in keeping the planes with
their peers, while penalizing poor heat
perfonnances. The nine aircraft field
did not appeff to be a problem on the
3.l l mile course, but a 2.5 mile
Laughlin track might still be & concem.
RoyalAero Club Team -Stephen Alexander,
Bob "Shakespeaf Winsper and Crew
Too many bent airplanes, too many
penalties, but some great races at the last
race of the century.
Fr
O
o
q0
o
Jon Sharp and Team Nemesis took the Qual record and the race
l4
FORMULA FORU*{, NOI/EMBER 1999
\39
- .rf
John Garrett
Qualifuing
Hot Ship
photo
Waiting
&
?0
rJg
Bill Rogers photo
John Garrett photo
FOWIULA FORUM, NOVEI{BER 1999
15
Unison Awards Press Release
Anita C. lnfante
(847) 872-7863
Unison Increases Sponsorship of
International Formula One Air
Racing - Jacksonville, FL As a part of Unison lndustries'
introduction of the Autolite@ Aviation
Spark Plug, the company has increased
its sponsorship of International Formula
One Air Racing. At this year's Reno
National Championship Air Races,
Unison recognized the outstanding
efforts of 12 of Formula One's brightest
champions. Eight pilots and teams
received recognition and prizes
according to their flnishing positions in
the final Gold and Silver level races. ln
addition to sets of Autolite@ Aviation
Spark Plugs, Slick magnetos and Slick
ignition hamesses were also awarded to
the wirrning teafirs.
Unison also recognized the efforts of
newcomers to the class and those
working hard to improve performance,
by awarding product and cash prizes to
the two Rookies-of-the-Year, Most
Improved Aircraft and Best Effort Lowest Qualifier. In all, more than
$4,000 in cash and prizes were awarded.
According to Leslie Henatd, General
Aviation Representative for Unison, "It
is very gratifying to see the growth in
popularity of lF I and the air races, and
to know that Unison is contributing to
that growth."
Unisou, the leading manufacturer of
engine electrical systems for the general
aviation market, introduced the
Autolite@ Aviation Spark Plug as a
compliment to its indus&yJeading Slick
magnetos and Slick ignition hamesses
for piston aircraft engines, The
Autolite@ Aviation Spark Plug product
line is manufactured by Unison and sold
through Unison distributors worldwide.
The FAA-PMA approved Autolite@
Aviation Spark Plugs are available for
Textron-Lycoming Teledyne Continental
Motors, Franklin, Pratt & Whitney,
t6
FORMUIA FORAM, NOVEMBER 1999
Curtis-Wright and Jacobs aircraft
engines.
UNISON is a world leader in the design
and manufachre of engine electrical
systems for aircraft, industrial, marine
and space uses. Proprietary technologies
and products include ignition systems,
electrical power generation and control,
signal and control harnesses, and digital
engine controls. Headquartered in
Jacksonville, Florid4 LINISON operates
manufacturing facilities in Floridq
Illinois, New York and Texas. In
addition, the company operates an
international sales office in London,
England, and international airline support
facilities in The Netherlands and
Singapore,
Unison Reno Sponsorship Prize
Recipients:
Gold Race
Jon Sharp - set of Slick Magnetos
Ray Cote - set of Autolite Spark Plugs
Gary Hubler - Slick Ignition Harness
Dave Morss - Slick Ignition Harness
Silver Race
Robert Jones - set of Slick Magnetos
John Housley - set Autolite Spark Plugs
Carl Swenson, Jr. - Slick Ignition Harness
Stephen Alexander - set Autolite Spark
Plugs
Rookie-of-the-Year:
Stephen Alexander - set of Slick Mags
1o Runner-up, Rookie-of-the-Year:
Birch Entriken -- $200 cash
Best Effort - Lowest Qualifier: Jay Jones,
owner (Eric Matheson, pilot) *$200 cash
Most Improved Aircraft: George Budde,
owner (Ray Sherwood, pilot) - $200
cash.
Thanks, Anita,.for setting this up and the
Aeroshell oil
Ed.
Letters
Birch Entriken
Greetings from Russet Racing, home of
Spud Runner. We would like to thank
all of you who helped us recover the
airplane from the sagebrush on Thursday
afternoon at Reno. Many of you we
thanked individually, but there were so
many people out there it was impossible
to get to everybody. All the offers of
help and technical suppofi that we
received confirrned what we already
knew: that the Formula One group is full
of wonderful people, We are underway
with the rebuild project, and plan to have
the airplane back nextyear, looking
better and flying faster.
Recently I was asked if I thought that a
of standardized radio procedures
would have made a difference in my
partieular situation. First, I believe that
the current procedures have worked for a
long time and will continue to work as
long as they are adhered to. However, I
also think that any communication
set
enhancement can only add to safety. lf I
had known that the aircraft ahead of me
was still on the hot side during my flare,
when I can't see the runway ahead, I
might have initiated a go around sooner.
If the aircraft ahead of me had known
that I was on short final behind him, he
might have made a more timely move to
the cold side. Another instance when
radio procedures would be helpfirl
would be when aircraft are landing on
different or opposite runways. Radio
use would have to be starrdardized and
required in order to be effective, but it
might help reduce reliance on the
trzditional wing waggle. Obviously,
there me limitations, given the high
noise levels in our aircraft and the low
power of our radios. Frankly, I can live
with it either way. However, if RARA
is going to force us to have radios,
maybe we should utilize them.
We can't wait to see you all again next
year.
Birch Entriken
Feedback Please'. Dan Bond
I have been talking to several potential
series sponsors, and one thing that they
consistently ask for is a more interesting
format, one that can maintain interest
over a series. Here is one I've come up
with, but not yet proposed. Let me know
what you think.
IFI 1000 A 1000 mile race held
over 4 stages. Each stage 250 miles
over 4 heats in 2 days. Entrants limiled
to 20 ga"llons of fuel per stage. First heat
begins like any other race, and lasts until
the last plane pulls offor 25 laps
whichever comes first.
(250 miles at 3.1 milesflap:80.6laps)
The
Engine must be rururing at touchdown,
or plane is bumped to last starting spot
in the next heat. Clock stops for each
racer when he pulls off the course at the
home pylon. Pulling off at any other
spot will be considered a mayday (back
ofthe pack for next start).
Subsequent heats are started on a time
delayed basis. Starting time for
subsequent heats is determined by trme
behind the leader + (your average lap
speed times # of laps behind)" 2 heats
per day, with at least one day run aknost
back to back, with an airshow act in
between to give time to refuel,
Field would obviously tle limited, but
turfles could compete with rabbits. Prize
moiley would something like $20 per
mile.
Dan Bond
New Address:
Despite our misfortune, we had a great
time at Reno this year.
1600 w 38th, #205, Austin, TX 78731
home: 512 303-5050 wk: 512 451-4289
FORMULA FORAM, NOWMBER 1999
17
Odds and
Election results from the AGM are as
follows: David Hoover was reelected
\?, with \ilill Dennis as Secretary. Jon
Sharp continues as President for 2000.
Directors for
1
year tems are:
Tom DeHart, Tech Director; Scott
Garland, Operations and Trish Sharp,
Fl racing. Forhis
Promotions, were reelected; "New" faces
are, Tech Rules Committee, Ray Cote,
Dan Gilbert, Procedure Rules, and Dan
Gilbert, also Pilot Committee! This may
chauge after the Directors meet.
Dave Morss in his Lancair 4 won the
Sport Class race again and also quali{ied
a YAK slowest in the Unlimiteds.
Robert Jones rushed back and forth to
his Biplane and made 4n in the Gold.
Tech Rules Committee members (2year
terms) Gary Dalleske and Zorn Blythe
joining David lloover and Roger
Sturgess. On the Procedures side, Scotty
From Noel Bertevas, French Formula
One director, FAI technical adviser"
"Could you inform all American Fl
teams that the World Air Games 2 will
Crandlemire and JeffGunn combine
with Bill Rogers and Gary llubler.
take place in Spain, Andalucia, in 2001.
Opening ceremony: June 23th 2001;
are
Past and present pilots seen at Reno
included Bruce Lockwood who won the
Untimited race again, Hoot Gibson and
AIan Preston, also in UL, Hep Porter
worked the Contest Committee, Bruce
Bohannon in his new TV commentator
role, and Randy Howell in his MIG. Ib
Hansen, Alberto Rossi, John Parker,
Dennis Vest, Greg Doster and Kathy
Gray also stopped by.
The BBQ was another success, serving
300 hunry folks in 30 minutes thanks to
dedicated selling by Tristan Crandlemire;
a very professionaljob by Bob and
Rhonda Bement of Bement's BBQ,
Rick and Susie Todd and Jacksons
Catering; the new Nemesis sponsor
"Arrogant Bastard Ale"!, Bob llolbrook
with Miller kegs, all coordinated by the
Women's WinS.
The annual awards were presented except
the Points, Crewchief, Owl Design and
the coveted P&M trophy. A special
award was made to Jim Miller in honor
t8
of his 50 years in
dedication to the Rookie Orientation
David Hoover won the Bob Downey
Award. Rookie of the year was Stephen
Alexander. The Women's Wing
presented to Grace Sturgess, the
Woman of the Year trophy.
FORMUL, FORUM, NOVEMBER
T999
Closing ceremony on July lst in Jerez.
Participation of Formula One air
racing is agreed. Next meeting of
General Aviation will be in Toronto on
November 1lth to 13th, 1999',
RESULTS from ISSOIRE 99,
SEPT 4fh and 5e, 1999
GRAND PRIX de la ville d'ISSOIRE
1 - #8 - William LOBET- Cassutt Spl
2 -#46 - Vincent MARTINEZ - Cassutt
3 - #75 - Herv6 de Bruss - Shoestring
4 - #XX - Bernard JONQUIERES Cass.
5 - #53 - Pierre FRANCK - CP 80
GRAND PRIX d'AUVERGNE 99 des
Avions de Formule I
I - #8 - William LOBET- Cassutt Spl
2 - #46 - Vincent MARTINEZ - Cassutt
3 - #75 - Hervd de Bruss - Shoestring
4 - #XX - Bernard JONQUIERES Cass.
5 - #53 - Pierre FRANCK - CP 80
Bruce Bohannon broke the C-l.b
9,000m time-to-climb record at Oshkosh
at2 mn 20 s in his Exxon Flying Tiger.
For Sale
Ads are free as a service to members.
#2 N8U,W Wagner "0kie Twister"
#19 Nl19 Cassutto "Okie Streaker"
Prior to purchase Contact: George Budde: a" (405) 733-1449
of any aircraft,
AIRCRAFT
please contact the #39 N390DG DG-l
"Shadown'
1'echtical
2M at Lauglin, fast and softed, with trailer
l)ireclor.for any
IFI
Rules
Contact: Dan Gilbert
a
(3
t3) 699-5649
compliance item.s
#40 N5381 Cassutt "Miss USA'
that maj,'apply.
Rebuilt and raced by Patti Johnson in '96
Race engine, parts and props. S19,500
Contact: Chas. Parsons; a (630)231-6634
Graphite Race Props
Run One or Follow One
Owens Composites
Contact: Steve Hill: e (505) 832-1148
S2H@aol.com
#57 N603R Cassutt 3M "Aggressor"
'99 Reno Silver Winner
New Grove wing, Great Trailer
Spare canopy, parts andprops. $38,500
Contact: Robeft Jones: I (559)846-8403
Teledyne Continental Parts at Racer
Aircraft Design and Analysis Services:
SERVICES
Everything from computerized airfoil design
to complete aircraft drawings and CFD
analysis using NASAs Pmarc-12
Contact: Gary James: a (817) 596-3278
CSJAMES@ix.netcom.com
LAUGHLIN Race Videos - EAA Copies
520.00 inc. P&P
Contact: Trish Sharp: (805)
jackets etc. at racer rates for 12 pcs & up.
Contact: A1l Star Warbirds,
Sharon Sandberg: 6 (612)783-8728
Carbon Cowling Molds by Robbie Grove.
National Aeronautics has Cassutt parts
including AI and Steel landing gear legs.
Contact: Ib or Sue Hansen:
636
section aux tank.
Contact: Clu Colvin: (918) 605-3953
luscombS@aol.com
Accessory case blanking plates.
Contact: Stu Luce: I (909)599-4066
scotfyc@cyberhi ghway. net
23 -7
Wanted: Cassutt, but first, FOR SALE:
1998 Starduster II, 0-360 Lyc., Beautiful
red/white Stits, 100 TT + 31,49rI. Ceilter
Parts for Sale: Cassutt ailerons for slab
wing, horizontal, elevator, rudder. Good
welding and powder coated. $125 OBO.
Complete set with intake scoop.
Contact: S.Crandlemire; a (208)884-0448
7
Formulal@aol.com
Custom Embroidery: Team shirts, hats,
PARTS
prices - Mattituck Aviation. Mention IF1
Contact: Phil Haponic:
e (1800) 624-668a
info@airplane.com
Wanted: Plans for a Cassutt Wilson Wing
Contact Harold Jackson:
7A4-434-0699
P.O.Box 1741, Shelby, NC 28151
I
lnformation on $ings af IF'l interest
sale or v,ctnled should be senl to the
Editor, or IFI VP David Hoover.
fol
107 Williams Lane, l"'oster Ciq), CA 94101
650/573-1 323
s.(303) 940-8442
FONUUUT FORUM, NOVEMI}ER 1999
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Unison Winners: Stephen Alexander, the Jones boys, Leslie Henard (Unison),
Anita C. Infante photo
Ray Sherwood, George Budde and Birch Entriken
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FORTUIULA FORUM
926 Rawhide Place,
Nevribury Park, CA 91320
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