A Story About Air Racing

This month, I’m going to tell you a story. This story, like many others, has its ups and downs. There are heroes and there are lessons. Hopefully you’ll enjoy my story.

First, there was a guy named Jay Jones. Jay loved to fly. He loved to race. He loved to tinker with things to make them go faster. He was also the guy you could always go to if you needed a wrench, a kind word, or someone to fix your wheel pants (Jay’s specialty – it seemed).

Jay Jones in his Quadnickel

When I say Jay loved to fly – I mean he flew his IF1 Cassutt Racer from his home in Buena Vista, Colorado to Oshkosh – several times. That means about 1000 miles each way, in a plane that needs to land about every hour or two. Oh, and there is really no place for luggage. And there are no instruments to fly with – it’s basic stick and rudder flying.

We lost Jay on July 4^th. He was returning to his home airport after a fly-in about 100 miles away. His aircraft, a Seawind, had some sort of emergency, he radioed a mayday – but wasn’t specific about what type of trouble he was having.

He ended up trying to land in a small field while avoiding populated areas all around. It is largely believed he deliberately steered away from those more populated areas. Either way, he’s gone – but he’s not. There is much more to his story.

Jay had 2 daughters, Haley and Allison. His daughters were the apples of his eye. We all know Allison as she was part of our racing family and has been to the Races several times before.

Allison Jones was born with a defective leg. Her parents had to make some difficult decisions when she was born to remove her bad leg – knowing she would be better off with a prosthetic device. From that moment, I believe Jay was always coming up with ways to make that prosthetic better for her – whether the idea was to make it faster or more comfortable, his mind was always coming up with better, faster, lighter, smarter. Justin Meaders flying Quadnickel with his hand controls

Allison excelled in sports, mostly skiing and cycling. She will be representing the USA in her 8^th Paralympic Games in Rio this summer.  Jay was so excited – he wasn’t going to race this year, because he was going to Rio and watch her in her final Paralympic Games.

Now, the story gets even more interesting. Jay meets up with another pilot – a man named Justin Meaders.  Justin and Jay had many things in common. They were both skilled craftsmen, pilots and both were touched by disabilities. See, Justin lost the use of his legs in a motorcycle racing incident years ago.

Even as a child, Justin was a bit different. On his 5^th birthday, he received his first motorcycle. He learned to ride it that day and never looked back. From that moment on – speed became his drug. He was always looking for ways to make that bike faster or to make it handle better.

Unfortunately, during a motorcycle road racing event, he was launched off his bike, over the handlebars while traveling about 150 mph. The bike then cartwheeled in the air after him – probably pouncing on him several times. He woke up before medical assistance could get to him and knew he was in trouble. But, he certainly didn’t lose his spunk. While flying in the medical helicopter, he asked the pilot if he could ride up front with him. The pilot laughed and said, “Maybe next time”.  

His spunk has never left him. While his dad was a pilot, Justin didn’t get around to flying until after his accident. He stumbled onto the International Wheelchair Aviators group and found they were based in TX – where he lived. He drove down and met their president, Mike Smith. Mike helped Justin understand the types of hand controls available for certified airplanes, how to install them and use them. After a few lessons with Mike, Justin then found a school closer to his home which worked with him on his hand control needs.

Through many delays and truckloads of paperwork, he was granted his FAA Medical and now the sky is no longer the limit.

Team Quadnickel

Justin had been following IF1 for several years before. He was introduced to the Air Racing Family in 2013 when he crewed for another Justin – Justin Phillipson. When he started to talk to other IF1 pilots about building his own race plane which could be flown without the use of legs – they were all quite interested – Jay especially.

Justin’s airplane wasn’t going to be ready in time for the Races this year. And since Jay was heading to Brazil to watch Allison – it took Jay about 5 seconds to say – “How about we put your hand controls into my race plane, Quadnickel?!” – And that’s all it took.

The next thing you know, a group of IF1 pilots and crew headed to Midland, TX to the Flyboyz Race Camp to install the hand controls and get Justin ready for PRS – Pylon Racing Seminar – aka “Rookie School”. He probably had more time in Quadnickel than most first time Rookies at PRS. His first flight had everyone at the airport standing by cheering him on. We’re still cheering him on!  

  

Justin Meaders is now a Race Pilot. He is a member of our Racing Family and we are happy to have him and his infectious enthusiasm.  

And Jay lives on in our hearts, minds and in the air – with Justin at the controls of his Quadnickel.

That’s my story.

Photo Credits:

Tim Adams, TimAdamsPhotography.com

Anthony Taylor, Warbirdfotos.com 

The Man Who Has Flown Everything – finally gets his chance in Strega.

Robert Lee Gibson, better known to Air Racing Fans as “Hoot” is one of the most highly decorated racers around. Will he finally get the chance to be a National Champion?

Hoot was born in Upstate New York, yet considers a town outside of LA to be his “hometown”. He, like so many others, soloed at 16 and earned his pilot's’ license at 17. He always knew he wanted to be a pilot – even at the age of 10 when his dad turned the Bonanza yoke over to his side and let him perform his first take off.  Both of his parents were pilots – and his dad was an Aeronautical Engineer. Flying and Aeronautics were a family tradition in the Gibson household.

He then entered the US Navy and was selected for pilot training in 1969. Between April 1972 and September 1975, Hoot served on the USS Coral Sea and the USS Enterprise flying combat missions over Southeast Asia. He had two tours in the F-4 and his final tour in the F-14.

In 1974 he saw a sketch of the new Space Shuttle. He decided then and there that he wanted to fly that Shuttle. Prior to that, Astronauts really didn't fly – they had capsules, not aircraft. But when he saw that sketch, he knew that’s where he wanted to be and to get there, he needed to be a Test Pilot first.

He is a graduate of the US Naval Fighter Weapons School, better known as “Top Gun”. Following service in South East Asia, Hoot returned stateside and was selected as an instructor in the then new F-14A. In June 1977, Hoot graduated from the US Navy Test Pilot School.

Following his dream, he was selected by NASA to be an astronaut in January, 1978. He met his future bride because of NASA – she was also in the class of 1978. So, he joined NASA to meet women?

While at NASA, Hoot flew 5 times in various Space Shuttles for a total of 36.5 days in space. His first flight was as Pilot of Challenger on STS-41B in February 1984, which is best known for the first test flight of the Manned Maneuvering Unit, the self-contained backpack that allowed Astronauts to fly untethered outside the Shuttle.

His second flight and first as Space Shuttle Commander, was STS-61C in January of 1986, the last successful flight before the Challenger was lost in an accident. After the Challenger accident Hoot worked on the accident investigation team and worked on the redesign and recertification of the solid rocket boosters.

Hoot greeting his friends from MIR

Credit: Hoot’s private collection

Hoot’s ride from 2011 to 2014

Credit: Anthony Taylor WarbirdFotos

Hoot’s Ride for 2015 – Go Hoot

Credit: Anthony Taylor WarbirdFotos

Following the Shuttle’s return to flight Hoot was selected to Command STS-27 the second Shuttle Flight after Challenger, which he did in December 1988. The details of this mission, flown in Space Shuttle Atlantis, were classified by the Department of Defense. The mission was so secret at the time that after the flight the crew received special medals from the CIA but were not allowed to take them home.

In September 1992, Hoot flew Endeavor on mission STS-47, which carried the Spacelab laboratory. This mission was a cooperative venture between the US and Japan and included the first Japanese Astronaut.

Hoot’s 5th and final NASA space flight came in June and July 1995 when he commanded, Atlantis on STS-71. This was the first mission to dock with the Space Station MIR. Hoot, a guitar enthusiast and collector, actually brought guitar strings with him to MIR as a gift to the Russian Cosmonauts. Apparently they had a guitar on MIR – with no strings.  It could be said that his guitar strings melted the Iron Curtain.

Once his NASA flying career was over, he served as Chief of the Astronaut Office and as Deputy Director of Flight Crew Operations until leaving NASA in November 1996 to fly a more regular schedule with Southwest Airlines. 

Hoot has flown well over 100 different types of aircraft. This includes everything from single engine piston aircraft like his personally owned Cassutt and a J3 Cub to Helicopters and to several Gliders – known to some as Space Shuttles.

Unlimited Air Racing

In 1998 he started racing Riff Raff at the Reno Air Races. Riff Raff is a Hawker Sea Fury owned at the time by Mike Keenum.  Mike sold Riff after several years campaigning her with Hoot or himself at the stick. In 2012 he was asked to take over as pilot for 232, another Hawker Sea Fury. This one owned by Rod Lewis.

Unfortunately, the fact that 232 had won at the Air Races in the past – didn't count for much. The closest he came to the winner circle was in 2012 with a 2^nd place finish. The last 2 years made him an expert on deadstick landings instead of a National Champion.

Strega

Tiger knew that 2014 was his last year -- his final retirement. He also knew that he needed a "ROCKSTAR" in the cockpit. And he found one in Hoot. (I did mention that Hoot plays guitar - right?) 

Tiger made the announcement in March at the National Air Racing Group Annual Dinner Meeting. Many raised an eyebrow – but not me. I immediately called Hoot to confirm – and he said YES! I could not be happier for Tiger, Hoot and for Strega.

2015

So now it is “The Kid” – Stevo Hinton in Voodoo and “The Astronaut” – Hoot Gibson in Strega. Both are amazingly skilled pilots. Both are crowd favorites and both are hungry for a win. 

Let’s see how this goes. Pass the popcorn – see you at Reno!

Marilyn Dash

Ruby Red Racing

Pylon Place

Hoot's List of Awards and Honors

• Awarded the Fédération Aéronautique Internationale (FAI) "Louis Blériot Medal" (1991 and 2004)
• Awarded the "Yuri A. Gagarin Gold Medal" by the FAI
• Awarded the Experimental Aircraft Association (EAA) "Freedom of Flight" Award (1989)
• U.S. Astronaut Hall of Fame (2003)
• National Aviation Hall of Fame (2012) 
• Established FAI world records for "Altitude in Horizontal Flight," Airplane Class C1A in 1991, "Time to Climb to 9000 Meters" in 1994 and "Speed over a closed course" in 2004.
• Awarded the William F. Shea award for contribution to aviation from the University of Nebraska-Omaha Aviation Institute (2012)
• U.S. Space Camp Hall of Fame (2012)

Military awards include the:

• Defense Superior Service Medal
• Distinguished Flying Cross
• Air Medal
• Navy Commendation Medal with Combat "V"
• Navy Unit Commendation
• Meritorious Unit Commendation
• National Defense Service Medal (2)
• Armed Forces Expeditionary Medal
• Humanitarian Service Medal
• Vietnam Service Medal
• Vietnam Campaign Medal

Operation - Bring Elsa Home

I thought it would be fun to do a column this month about a personal experience. After racing in the Biplane Class for eleven years, I decided to look into purchasing a potential Sport Class Racer. I’ve always said the perfect two airplane family would be an “upside down” airplane and a “go places” airplane. So, Ruby may now be just for “upside down” flying – and we would need something faster, with some luggage space – to “go places”.

I started in the usual way, perusing ads on Barnstormers and Trade-a-Plane, etc. I found a few older Glasairs and RVs, etc. And then through mutual friends, I heard about an RV-6 which I immediately knew was going to be mine.

This is almost exactly the same experience I had when I was looking for Ruby. Searching and searching and then – someone you know, just happen to know someone else, who just happens to have exactly the right airplane for you. Serendipity, I say.

This road led me to Texas. A friend of mine (and future co-pilot) was available to do a pre-buy inspection, which ended in about a two-hour flight. I think he liked it. He sent a dozen or so pictures and gave me a detailed report. I was smitten – but haven’t seen her yet.

Phone calls were made; remuneration and a long distance handshake sealed the deal.

Dasher and Elsa in Blythe

Now, to get her home…

Trying to fly a small aircraft from Texas to California in the middle of winter is not an easy feat. While I only have weekends available and I wanted her home ASAP – we lucked out and had a break in the weather – and during a weekend.

I had asked my friend to accompany me – someone to talk with, share the flying time, discuss flight planning – things like this are always better shared. The friend I chose just happened to be a long time pilot, ATP and an IA. So I knew he could fly and if something broke, he could probably come up with a fix. He also did the pre-buy and knew the previous owner, had a few hours in the plane, etc. Excellent choice, if I must say so myself. ;-)

Flight planning would take us across Texas, New Mexico, Arizona and then nearly all of California. Approximately 1800 nautical miles and my time estimates were close to 9 hours of flight time. This was the plan. This was not how it went. Headwinds added a few hours to the trip – but nothing the three of us couldn't handle.

Our launch time was delayed while we ran power to the second GPS. Redundant Redundancy is my middle name. We had charts, we had VORs, and we had 2 GPS units - 1 panel and one portable – and my iPad and my Android – both with navigation software and full charged. We were certainly not going to get lost.

Midland…

Because of the delay, we only made it to Midland on day one. Luckily, my long time Crew Chief lives in Midland and took us to his favorite BBQ place for dinner. A full on “hole in the wall” – with great food and the type of ambiance you can only find in Texas.

Launching out of Midland on Day 2, we knew we would need an early start and to get some luck to make it to our final destination before sunset.

Deming…

Our next start was Deming, NM. Their motto -- "Welcome to Deming: Home of Pure Water and Fast Ducks".  A quick fuel stop, stretch our legs and check weather. I spent some time looking for fast ducks – didn’t see any, but did get a chance to sample the water. We also noticed pictures on the wall of planes and pilots we’ve known. It seems Howard Pardue had been to every airport between TX and CA.

Launching out of Deming and continuing our westward adventure, we passed over Davis-Monthan Air Force Base and the Boneyard. Not as impressive from 8500 feet, but still massive. We continued west and to our first stop in California – Blythe.

Landing at Blythe we noticed a few aircraft in the transient area. One was an Apache with Geronimo tail modification – which my co-pilot remarked may be the exact plane he earned his multi- in many years before. Aviation is a small world – for planes and for people.

One of the other transient aircraft just happened to be flown by a lovely couple who were taking a quick break while waiting for a ride to town. We started talking and they mentioned they have gone to the Air Races with their friend and Biplane Racer, Aaron Burhoe. Aaron purchased their Pitts several years ago and invited them to join him on his crew while he raced it. I’m sad to say I don’t have their names – I gave them my card, but they didn’t give me one… SORRY!

Before leaving Blythe, we noticed Howard Pardue was on the wall at again. We almost felt he was watching over our flight. If so, thanks, Howard!

Final Leg – and Home

The final leg was about to begin… just under 450 nautical and one more landing. This leg was over familiar ground – I’d flown most of these miles before so I was happily looking at recognizable landmarks.

West Coast Ravens - RV Formation Team

We landed just a few minutes before sunset and were happy to push the new girl into her new hangar. Cash Copeland, my previous Crew Chief and an RV-6 owner himself, was there to greet us. A few more airport friends came by to check out the new metal. A quick look around and congratulatory remarks and we were done for the day.

Next Steps

Within 48 hours, I was signed up for the West Coast Ravens. The West Coast Ravens are a group of pilots who fly their RV airplanes in formation at air shows and various other aviation events.

Next up for us will be formation flying clinics and IFR training. It’s time to extend the circle of places I can make within one day of flying to see where I can visit for long weekends.

If the Air Races happen in September, maybe we will be there in the Biplane Class or the Sport Class – options are open at this time. But for now, I’m happily learning new skills and am thrilled with the new member of the Dasher Air Force.

Until next time…

…

What does it all mean…

If you keep up with National Championship Air Racing (NCAR) news during the off season, you probably have read several press releases about the Unlimited Division of the National Air-racing Group (UD-NAG) and a Safety Stand Down for the 2013 NCAR. This was followed quickly by the announcement of the new Unlimited & Warbird Racing Class (UWRC). My goal in this column is to present to you a little history and hopefully answer some questions about the future of Unlimited Racing at Reno.  

History of NAG

The National Air racing Group was founded in the 1970’s by several Northern California air racing enthusiasts. Originally called the Northern Area Group of the Professional Race Pilots’ Association (PRPA), they later split off from PRPA and started their own group.  This organization grew to be the largest and most active air race organization, with over 2000 members scattered throughout the world. A recognized member of the International Council of Air Shows, NAG is a non-profit California corporation.

NAG offered their services to various racing classes, basically providing them with legal protection, support with race responsibilities and administrative matters as well as training officials, officiating, erecting pylons, facilitating negotiations with the FAA and assisting in designing and certifying new potential race venues.

Over time the other race classes left NAG and developed their own associations, (PRPA for Biplanes, Racing Jets, Inc., T-6 Racing Association, International Formula 1 Air Racing, and Sport Class Air Racing). The Unlimited Division is the only race class still directly associated with NAG.

At some point, NAG developed into more of a Fan Club for Air Racing, except for the Unlimited Division, which supported Unlimited Racing. UD-NAG is the governing body for Unlimited Racing. They are accredited by the FAA to speak for the race class. They are responsible for training and certification of the members for their class; they have their own rules, their own technical specifications and inspections. They operate as an umbrella organization for Race Pilots and Race Aircraft Owners and have fought for many years for the continued safe operations of Unlimited Racing.

How does this differ from what the Reno Air Racing Association (RARA) does? Well, RARA provides the venue. They provide overarching rules and structure and manage the event.

In a perfect world, these organizations would work together to bring exciting racing and a safe environment to the racers and the fans. As one race pilot said, “Keep the racers safe and you keep the public safe”.

A line up of P-51 Mustangs via Rob "Phred" Miller

What changed?

After the horrible Galloping Ghost crash of 2011, the FAA and RARA stepped in to alter the Unlimited (and Jet Class) Race Course. The changes were made to create more of a barrier from the deadlines, the areas that mark the outer boundary of our race course, and to allow for a great distance from the spectators.  

The goal was to “soften” the course and to keep things safer. What the pilots found, however, was that the course led to higher g-forces, instead of lower. They also found the old “Valley of Speed” was being tightened, especially as aircraft made the critical turn from pylons 7-8-9 to home.

The other issue was a maximum altitude restriction of 250’ (or 314’ on some areas of the course). The racers felt this altitude ceiling created an added complexity, as one of them put it – “We’re racing in a donut”. The minimum altitude is 50’ the max is 250’ so, 8 aircraft race inside a 200’ donut in the sky. So far, so good – until you consider that the average wingspan of an Unlimited Racer is between 40’ and 50’.

I use the example, Gold Heat 3A 2010, Strega’s average speed was over 473 mph and Here Kitty, Kitty and Bossman – two F7F Tigercats, were averaging 342 mph. So, as Steven Hinton in Strega was coming around the course, he was closing in on two Tigercats, both with over 50’ wingspans, with a closure rate of 130 mph. Pylon on the left, deadline on the right and a new maximum altitude ceiling above – where does he go?

When I asked what a racer was to do in that situation, I was told that “the overtaking racer should throttle back until he/she felt it was safe to pass”. This comment comes from someone who clearly doesn’t understand the fine line of detonation that is an Unlimited Racing Engine. We slowly move the throttle up, but we do not adjust up and down during the race. It’s all out, full throttle. It is unrealistic to “throttle back” – especially when you’re coming up on traffic at that incredible speed. And then, to be able to throttle back up – this scenario would certainly cause engine problems all over the course. Also, the how much time does it take an Unlimited Racing Engine to slow down 130 mph - who knows. 

The Issue

All the UD-NAG asked is that this wording is added to RARA’s Rules of Competition to say:

 “All racers are advised that deviations above the maximum race altitude will not result in a rules violation or penalty if such maneuver is deemed to be in furtherance of flying safety by the pilot in command and if such deviation is followed by a safe and reasonably prompt return to the maximum race altitude.”

Yep, that’s it. They wanted it to be in writing that if they needed to go above the 250’ AGL max for a safe passing line, or to get out of prop wash, or for whatever reason, that they would not be disqualified. They did not want it to be left to chance, they wanted their racers to know they could deviate if necessary, and they would not be violated. They also wanted to have the Unlimited Class provide input to the Contest Committee in case of an altitude deviation. The Unlimited Class knows the course, and the Contest Committee, while a professional and significant group of individuals, does not.

Unlimited Gold via Rob "Phred" Miller

What this means to racing

As UD-NAG has been saying since February, they wanted an answer by June 14, 2013 or they would convey to their members that they do not believe the course is safe. After safety discussions broke down, the UD-NAG Board voted unanimously to call for a Safety Stand Down. They told their members that the current rules proposed by RARA and the FAA may lead to an unsafe and potentially dangerous racing venue.

Absent the requested safety deviation rule, the UD-NAG believes the risk of another accident is too great to shoulder and therefore RARA, the FAA, UWRC and the UD-NAG Racers are on their own.

RARA countered with announcing the new Unlimited and Warbird Racing Class. It had to be done. Ticket sales were in jeopardy, questions about the safety stand down were flying and some kind of move had to be made.

But, what does it mean for September?

There are some unanswered questions. Is the new UWRC accredited by the FAA? Will they fly the course as it is without any changes?

Who will be on the Board of Directors for the new organization? The press release mentioned Bill “Tiger“ Destefani will be the President. But, who else will be involved? Is this organization part of RARA? If so, is that a conflict of interest?

How will the new organization certify racers? Will there be another PRS just for the new group? Who will join, who will not. What about the purse?

Who will be on the ramp in September? Who will stay home? When will we know?

Unlimiteds being towed out via Tim Adams

What happens next…

Right now, we wait and see. The hope is that this will all shake out and there will be Unlimited Racers on the Ramp in September.

Stay tuned, until then… fly low, fast and turn left – but don’t go over 250’ AGL. 

Marilyn Dash
Ruby Red Racing
The Pylon Place

Advanced Warbird Training

The last few months, we’ve been talking about hat Air Racers are doing in our off-season.  I mentioned how Will Whiteside and Steadfast are working to own several speed and time to climb records. We talked about Team Ruby looking to get into some fun Auto Racing activities.  And this month, we’re going to talk about Dan Vance and Rob Gordon – and their new venture.

Dan Vance is the son of long time Reno Racer and Warbird Owner/Pilot, Art Vance. Art acquired Speedball Alice in 1976. He rebuilt it in 1982 and named it Million Dollar Baby (at least!), and changed the name in 2000 to Speedball Alice in honor of Captain Don H. Bochkay from the 357^th. The artwork with the “winged ace” is from Bochkay’s aircraft.

Art raced Speedball as well as two Sea Furies, Baby Gorilla and Furias. He was the Check Pilot and President of the Unlimited Division at the Air Races for many years. He also flew cover during qualifying practice sessions. He had a way of teaching with humor and boldness that resonated well with our community. At the time of his death, he had well over 11,000 hours and was a mentor to many of us.

You would think growing up with Art has your father would be an enormous challenge, but Dan Vance took to flying like his father’s son. Art and Dan both flew for the airlines, both enjoyed restoring and flying warbirds, and then Dan started flying at Reno. He has flown both P-51s and Sea Furys, most notably #911, September Pops, owned at the time by Mike Brown. Since then, he has taken his father’s place as one of the Check Pilots for the Unlimited Division. I have watched Dan mature over the years from a young man to a highly qualified, distinguished warbird pilot.

Rob Gordon took a different path. He learned to fly when he was quite young, but decided to follow a career in Law Enforcement instead. However, his love of all things aviation continued, causing him to buy a T6 and a Stearman over the years. He would work with Dan and Art over the years, learning the art of restoring and maintaining warbirds as well as continuing to progress as a pilot.

Rob started flying Lady Jo, a very famous TF-51 in our area, owned by Daryl Bond. The reason Lady Jo is so popular, is most people who have had “dual” time in a Mustang on the West Coast did that time in Lady Jo.  The TF- is a Dual Control Mustang theoretically designated for training. Originally, only ten were built during 1941-1945. After WWII, several more were converted.  They are still very rare and very highly coveted. Lady Jo was a rebuild made into a TF around 1989.

So, Rob is hanging around the airport, flying his T-6 and then gets the chance to fly Lady Jo. But, he still hasn’t made the jump to Reno yet. His luck changed when one year, Robbie Patterson – who usually races Lady Jo, was unable to make the races. Daryl turned to his new “Young Gun” and that year, Rob Gordon attended PRS. He then gets the opportunity to Lady Jo in 2007, and Speedball Alice each year after that.

Lady Jo and Speedball Alice at Reno

Gordon Edwards – Photographer

Now, these two Air Racing Veterans have decided to take the knowledge they have gained over the years and have joined forces with Dragonfly Aviation out of Santa Rosa, CA to provide Advanced Instruction in their Warbirds. Specifically flight training in their PT-17 Stearman and their AT-6 Texan. For the average pilot, this is an opportunity to get some advanced training which will challenge you and make you a better pilot – not matter what your daily flyer is.

I have signed myself up to be one of their first students. I can’t wait to put on my helmet and get some oil in my hair behind a round P&W Engine.

Other News

Unfortunately, our French competitors with Big Frog suffered an engine failure at the end of January. Their pilot, Christophe Delbos, was able to bring their NXT to a successful off-field landing. “Bobos” is okay, but the aircraft is a total loss.

The Big Frog Program was a testing ground for a prototype SMA engine, a 230 horsepower turbocharged diesel. The idea was that this engine would be “greener” and provide better reliability. They are back to the drawing board tonight.

Big Frog, the French NXT

Tim Adams - Photographer

It is the place of Air Racing and especially the Sport Class to become a proving ground for new technology. We grow by pushing the envelope and learning where the edges are.

We wish them well and look forward to seeing them again at Reno.

Early Air Racing

Prior to World War II, air racing was the number one outdoor spectator sport. During this time aviation was in rapid development and it represented the leading edge of technology. The audiences were captivated by the engineering marvels, as well as the courageous pilots. Some things have not changed; we still do see developments made because of air racing. More likely today we use racing as a proving ground for new developments, which will slowly make their way into mainstream aircraft. And, we certainly have courageous pilots still, however, where have the crowds gone? Have they become so bored with flying that it is no longer remarkable? Or, do they just not know we exist?

Events

The first record of an air race I could find was one held in St. Louis, Missouri in 1908. There were only 4 airships - you know, blimps - in the US at the time and all of them participated. Two pilots were blown off course due to the high winds, and the other two finished, sharing the $5,000 prize.

Bennett Trophy

In 1909, The Gordon Bennett Trophy in Reims France was the first major international air race. Pilots from all over the world attended. American, Glenn Curtiss beat Frenchman, Louis Bleriot by five seconds and was named Champion Air Racer of the World. Because of this win, Curtiss was awarded the first pilot's license in the US. That is a great trivia question right there.

  As it happens in many international competitions, the winning pilot's country will host the following year's competition. Because Glenn Curtiss won the previous year, the second Gordon Bennett Race was held in Belmont Park, Long Island. It then moved to England and the France again. The sixth and last Bennett Race consisted of 62 mile straight course. There were competitors from just the three countries who had won in the past, Great Britain, France and USA. The rule was - if a country won three times in a row, they could retire the trophy and the French did in that year.

Gordon Bennett was quite famous at the time as a balloon enthusiast and car racing fan. There is still a Balloon race with his name on it and at one time he sponsored a car racing trophy as well as the air race.

Schneider Trophy

Air racing started to catch on and in 1911, Jacques Schneider announced his version of a race, The Schneider Trophy was for seaplanes. The first race was held in 1913 in the waters off Monaco. The series continued until 1931 and provided great advancements in aerodynamics and engine design. Speeds went from 45 mph to 340 mph at the end of the stretch.

The National Air Races

The Pulitzer Trophy Races went from 1920-1925. These are considered to be the forerunner of the National Air Races at Cleveland. Established by newspaper publisher, Ralph Pulitzer, the first race was held at Mitchell Field in Garden City, Long Island. Four laps of a 29 mile course. The first year, 38 pilots competed. Most were military pilots with just a few civilians. The average winning speed increased from 156 in 1920 to nearly 250 mph in 1925.

  These races morphed into the National Air Races and the Thompson Trophy Race. The Thompson Trophy was a closed course pylon racing event sponsored by Cleveland manufacturer Charles E. Thompson. This was the final event of each year's National Air Races in Cleveland and was the premier closed course event in the world. This would be the equivalent of the Unlimited Gold Final on Sunday at Reno.

These events brought the excitement of wing tip to wing tip racing while the competitors took to the air at the same time. All previous races had the competitors taking off at timed intervals. But, the action at Cleveland was thrilling for the fans.

The National Air Races consisted of both Pylon and Trans-continental races. These events started in 1920 and ended in 1949 when Bill Odom crashed during the race. These years were again defined by technological advancements in reliability and engine power.

Powder Puff Derby

The All-Woman Transcontinental Air Race (AWTAR) was dubbed the Powder Puff Derby by humorist and aviation advocate Will Rogers.The First Power Puff Derby took place in 1929 from Santa Monica to Cleveland. Each of the women pilots was to have logged 100 pilot hours and enter an aircraft with horsepower "appropriate" for a woman. One competitor, Opal Kunz, owned and flew her own 300 hp Travel Air and it was disallowed since it was deemed "too fast for a woman to fly". Um, okay.

  Twenty women started that first Derby. Louise Thaden, Amelia Earhart, and Pancho Barnes were among them. Thaden won with Blanche Noyes and Gladys O'Donnell right behind her.
The Power Puff Derby started again in 1947 and continued on until 1977. Several similar events are run on a smaller scale today, without the hoopla and large crowds.

MacRobertson Air Race

Another very popular trans-continental was the MacRobertson Air Race from England to Australia in 1934. The de Havilland Comet flown by C. W. A. Scott and Tom Campbell Black won that race. There was a mediocre TV Movie called "The Great Air Race" made about the MacRobertson starring Barry Bostwick as Roscoe Turner and Helen Slater as Jackie Cochran.

Bendix Trophy

The Bendix Trophy was named for Vincent Bendix, founder of the Bendix Corporation. This began in 1931 as part of the National Air Races and the final Bendix Trophy Race was flown in 1962. The initial purpose of the race was to entice engineers into building faster, more reliable and more durable aircraft. The route went from Burbank, CA to Cleveland, Oh - except for two years when the route went from NY and ended in LA.

  James Doolittle won the first Bendix; Amelia Earhart was the first woman to enter the race, taking fifth in 1935. However, in 1936, Louise Thaden and her co-pilot Blanche Noyes won the race, with Laura Ingalls finishing second. At the time, there were separate purses, one for the winner and one for the fastest woman. Louise and Blanche won both!

Reno National Championship Air Races

And that's how we got to where we are. Hopefully you enjoyed this brief history of early aviation competitions.

  Until then, fly low, fly fast and turn left.
Marilyn Dash
Ruby Red Racing

The Women of Reno Air Racing

Last month, we talked about Women in Aviation and I shared with you some of my mentors along my path. This month, I’d like to share with you a little about the women who have raced at Reno.


No Surprise - Formula One has had the second highest number of women racers

Since there is really no definitive source on all of this, I’m relying on the facts I have been able to gather through RARA and through conversations with other racers. If any of this is incorrect, I apologize – and contact me with the correct information.

Through the years

The numbers are not remarkable, Over the 47 years of Air Racing at Reno – 24 women have raced. The Biplanes take the lead with 9 women; Formula 1 has had 7; Sport Class has had 2; T6 had 3; Jets have had 2 and Unlimited – just one. Several others have attended PRS and have been listed as racers, but have not actually put up a qualifying time or completed a race.

The first woman to race at Reno was Connie Marsh in the Biplane Class. Connie started in 1969. She was about 90 lbs soaking wet with dimes in her pockets and the Biplane Class decided her size was a benefit for her. They required her to be weighed and decided to add ballast to her aircraft to make up for her diminutive size.

Another Biplane Racer at the time was also under the 150 lbs arbitrary number the Biplane Class chose. He told me about going into town and getting as many silver dollars as he could and he wore a heavy leather jacket with many pockets to hide the coins he used so he didn’t need to add ballast to his own aircraft.

Her first year, Connie flew Lowers Special – a Smith Mini Plane. This model is rarely competitive in the Biplane Class and all of the angst was for nothing, really. The next year, she returned with the Hill Mong and was more competitive. But, she broke the barrier and slowly but surely – women started to become Air Racers.

In 1970, Connie was joined by Joan Alford. Joan flew in the F1 Class in Pogo for two years. In 1971, Joan was joined by Judy Wagner flying the Wagner Solution. She became the first woman to win a Formula One race – actually any race at Reno. Judy raced the Solution from 1971 until 1981. This plane was renamed Judy and has returned to Reno with new owner Holbrook Maslen.

Colene Giglio was the first woman to race in the T-6 Class starting in 1974. T-6's raced at Cleveland in the late '40s in the Halle Trophy Races with all women pilots. Colene raced until 1977 and last I heard she was running a Flight School at Long Beach Airport.

Erin Rheinschild is the sole Unlimited Racer. She raced from 1990 – 1992 in Miss Fit. She won the Bronze in 1990. Then in 1992, she qualified, and her husband Bill ended up racing the airplane. I’ve always wanted to meet Erin. I understand she was highly respected by the “brethren”. Bill continues to race but Erin has not returned. Bill owned the Sea Fury named Bad Attitude and still owns Risky Business, a beautiful P-51 Mustang.

Lori Love raced the in the F1 Class from 1983 to 1995. The Scholl Special was owned by Chuck Wentworth. She showed up her first year with an all female crew. She later raced Flying Dutchman for Tommy Aslett. From what I’ve been told, she was highly respected as a pilot and enjoyed her years racing. She moved on to other flying adventures after her racing days concluded. In 2007, her plane was lost while flying over Western Africa.

In 1985, Patti (Nelson) Johnson joined the races. She flew Spring Fever and then Miss USA in Formula 1. Adding the Biplane Class to her resume in 1992 – she flew Full Tilt Boogie, winning the Biplane Gold in 1993, 1995 and 1996. She was a member of the U.S. Aerobatic team in 1980-82, winning one gold, three silver and two bronze medals. She was also Women’s National Aerobatic champion in 1982.


Over the years, Biplanes have attracted the most women racers

In 1987, Peggy Penketh decided to race in the Biplane Class. Her husband at the time, Mike Penketh, had been racing for a few years and had recently built a new racer. His old racer was her way into the game. She flew for three years in Biplane #4 (same number I have now) called Passion Pitts. Peggy is now married to long time racer Tom Dwelle and can usually be found in the Dwelle Pit Area.

In 1987, Katharine Gray joined the Formula Class in Pogo – the same aircraft Joan Alford raced in the early 70’s. In 1994, Katharine moved over to Geronimo, a GR-7 designed by Robbie Grove.

Also in 1987, Linda Finch joined the T-6 Class. She raced until 1992. In 1997, Linda participated in a recreation of the final Amelia Earhart Flight in a 1935 Lockheed Electra 10E. Wisely, Linda’s Electra was outfitted with a GPS and was modified to carry 1800 gallons of fuel, compared to Earhart’s estimated 800 gallons. It took her 10 weeks to make this trip.

Madelaine Kennedy flew in the F1 Class from 1990-1994, in Video Cassutt (cute play on words) and later Fandango. I believe she still owns her Cassutt.

Bonnie Warner may be a name you will remember from the Winter Olympics. She competed in the Luge and Bobsled. After the 1988 Winter Olympics in Calgary, Bonny received a $10,000 scholarship and decided to earn her pilot’s license. She added the Reno Air Races to her resume with the coaxing of fellow racer Randy Howell. She flew only one year.

Lynn Getchell raced one year, 1994, in Okie Twister. She was the wife of popular warbird pilot Ellsworth Getchell who owns one of the remaining Bristol Centaurus powered Sea Furys.

Mary Dilda joined the T-6 Class in 1996. She and her then husband, Steve,shared flying duties for Two of Hearts for years until she won the coin toss and he bought Felix. She first one the Gold in 1997 in Mystical Power. Later she won again in 2005. She also raced in the Jet Class from 2002 – 2004 – winning the Gold in 2003. Mary is the only woman to have won Gold in two different classes at Reno. Jackie Warda raced Biplane from 2002 – 2004; leaving to fly airshows.

Vicki Cruse and I attended PRS together in 2003. Vicki raced her Glasair intermittently between 2003-2006. When she wasn’t racing at Reno, she was preparing to fly at the National Aerobatic Championships to complete her other goal of being the USA’s National Aerobatic Champion. She accomplished this in 2007 and was killed in 2009 at the World Aerobatic Championships. Before her untimely death, she was being touted as a front runner for Steve Fossett’s LSR Driver. She was a racer and a competitor all the way.

In 2006, Leah Sommers, Erica Hoagland and Amber Applegate were all Rookies in the Biplane Class. Due to a paperwork issue, Amber was unable to compete that year, Leah and Erica finished in the Bronze. Later Leah would come back and I believe will race again in the future. Erica left the Biplane Class and moved to the Formula 1 Class in 2008. She was unfortunately lost during a training flight that year. Casey Erickson joined the Biplane Class in 2008.

In 2010, both Heather Penney, daughter of John Penney – and Vicky Benzing attended PRS. Heather raced in the Jet Class and Vicky raced in the Sport class in Vicki Cruse’s Glasair as a tribute to her late friend.

That’s it, in a nutshell - the 24 women who have raced at the Reno Air Races since the beginning. I can only hope this is just the beginning and women will do more for the sport in the future.

Until next time .. Fly low, Fly Fast and Turn Left,
Marilyn Dash
Ruby Red Racing

**Thanks again to Tim Adams Photography for the use of his incredibly photos.**

The Beginning of Biplane Racing at Reno

The first Air Races in Reno started in 1964. Most of you know the story of Bill Stead and his dream to recreate the Cleveland Air Races in the high desert. But, not many of you know how the Biplanes became part of the project.

Legend has it that Bill Stead went to the Merced Antique Fly-In in 1964 and met up with Sandy Sanders. Sandy was there announcing for several of the Air Show Acts. Bill was there to promote the upcoming Races and to look over some of the acts with an eye on booking them for the Races. Bill told Sandy about the event and asked him to come up and assist with the announcing duties.

Clyde Parsons was also at the Air Show. Bill talked Clyde into bringing his Knight Twister Biplane up to race it in the inaugural Sport Biplane Race. At the time, it was called the Midget Biplanes because the Races also had Stearman Races – and compared to a Stearman.. we are Midgets!

The Knight Twister is a Homebuilt Sport Biplane designed by Vernon Payne. Clyde was heard saying that the bathtub in his home was bigger than the Biplane – and it probably was.

Clyde Parsons went on to win the first Biplane Race at Reno. He flew his Knight Twister at a speed of just under 145 mph in the Gold Final. Clyde finished second in 1965 and was the first President of the Professional Race Pilots Association – Biplane Division.

The Knight Twister dominated that first year at Reno with the top three finishers. By 1966, the Twister in its basic configuration was outlawed based on the new rule for wing area. Interesting fact, of the planes which flew in that first race, none of them were Pitts, which now dominate the class.

The competitive nature of racers made it essential for rules to be established. Paul Poberezny, then President of the EAA, assisted the Class in developing the Rules. The wing area minimum was 75 square feet, as it is today. Fixed pitch props, fixed gear, and maximum of 290 cubic inches are all the same; these rules are close to the way they are today, except our engines are now up to 360 cubic inches.

The Class was intended to serve the purpose of being a relatively inexpensive way to go racing. Our speeds have increased over 100 mph in the 47 years since that first race. The size of the engines, the closed canopies, and several safety features have also changed. But, we should probably thank Clyde Parsons and the other four competitors that first year, for going racing.

Aviation Calendar

Ruby Red Racing Calendars are available this year. We put together a collection of our favorite Air Racing Photographs over the last year or so and created a wonderful first edition Calendar. Buy one for your favorite aviator and one for yourself – here…

Thank you and have a great Holiday Season. We’ll be back next year with more. Until then, be good to each other, and don’t forget to fly low, fly fast and turn left.

Speed, Angels and Rookies

Pylon Racing Seminar took place in the Northern Nevada Desert around the middle of June. The attendance was higher than expected with lots of Rookies wanting to join the ranks of Air Racers. I will do a quick rundown of who, what and where in this month’s column and expand on it once the attendee lists are out for the races.  
 

Everything is a moving target at Reno, except the pylons, of course. So be patient and expect late breaking news – as it always happens. Today, let’s talk about the Rookies.

 IF1

The IF1 rookie race pilots this year certainly underscored the word “International” in their name.  Completing training were British pilots Peter Fabish and Stephen Alexander who will be shipping their racers over later this summer.  From Spain they had Guillermo Parodi who recently purchased Brian Reberry’s highly competitive Cassutt, N-A-Rush. And finally Swiss pilot, Vito Wypraechtiger, the new owner of Race #50, Scarlet Screamer, was there getting the feel of his new ride. 

All of the new pilots were able to get course time and did exceptionally well. The returning racers continued their international theme.  Canadian Tom Watkins flew daily on the course in his Cassutt and Aussie Lachlan Onslaw took his racer, Outrageous, on to the course to prepare for this September.

The Formula 1 races this fall will be anything but predictable with three of the top four finishers from last year either changing hands, changing pilots or not being raced. Invictus, last year’s Gold winner will have a new driver, Philip Gofroth.  Last year’s second place airplane, Scarlet Screamer, will be flown by rookie racer Vito Wypraechtiger.  The third place airplane, Madness, is still in the capable hands of veteran racer Steve Temple. While Race #3, “Sly Dog,” last year’s fourth place airplane will not race this year.  

  

Credit Josh Martes

Caption: Lachie Onslow in Outrageous

Bipes

 Six very capable Biplane Rookies attended the Pylon Racing Seminar last month. Father and son team, Jake and Mike Stewart, flew their BiListic Biplane. Both of them will see flying time this year. Robert Caster  will be racing Jeff Lo’s Miss Diane which means that we will likely see Jeff Lo’s Miss Gianna in September. Great news for Biplane Fans! Rob flies for FlexJet and has many hours flying skydivers over the years.

Karl Grove continues the international theme mentioned above. He’s from the UK and now resides in Southern California. He raced Motorcross in his youth and just purchased Drag Racer from veteran Biplane Racer, Dennis Vest. While we are sorry to see Dennis go, we wish him the best and welcome Karl to the team.

Aaron Burhoe, another California based Rookie also raced motorcycles and will be there in September for the first time with his Pitts Special. Eric Zine recently purchased Jeff Watkin’s old plane, Devil in da’ Skies, and will be there in his newly christened, “Motorboat” in the fall.

Credit Josh Martes

Caption: Aaron Burhoe in his new racer

T6

The T6 Class had only one Rookie attending PRS this year. Ted Nixon is a FedEx pilot based in Memphis and will likely be joining the ranks in September. Several veterans joined in to hone their skills including Carter Clark, Dennis Buehn, Chris Rushing and Bruce Mayes. Jim Booth and Rick Seigfried did the instruction.

Tight racing is the way in T6, so we expect another good year from this class.

Sport Class

The international theme continued through the Sport Class with two Rookies from France joining us for the first time. Cristophe Delbos and Willy Gruhier will be flying a Diesel Powered NXT in September. They have been working with Kevin Eldredge, pilot of Relentless, to iron out their skills and get ready for Reno. There is a video of the Diesel NXT Racer on Kevin’s Slo Air, Inc. website – if you want to learn more.

Vicki Benzing and John Crow brought their Extras up to PRS to get certified. However, the Extra is not a Sport Class Aircraft. I understand they are looking for a competitive ride, now that they were bitten by the racing bug.

Returning racers working on their skills included Vince Walker, Tom Reynolds, and Dave Sterling in their Lancairs; Mike Dacey and Tony Crawford in their Questaire Ventures and George Giboney and John Parker in their Thunder Mustangs.

Wait until you see the spiffy new canopy on George Giboney’s Rapid Travel. It’s reminiscent of RotoFinish of days gone by. It looks like lots of little tweaks have been made during the off season by many teams. Can’t wait to see how this works out in September.

Credit: Ken Linde

Caption: Vince Walker, low and fast across the desert floor.

Unlimited

Four Rookies who are anything but Rookies in Warbirds, joined us for Unlimited PRS. Jay Consalvi was flying Doug Matthews gorgeous Corsair. Jay is no stranger to fame, being one of the stars in the movie, Speed and Angels. This is a film touted as the “real Top Gun” taking two young Navy Officers through their two and a half year journey from dogfights to their first wartime deployment. It’s a great film, I own it and have seen it several times. If you haven’t seen it – do so before September and then ask Jay for his autograph!

Credit: Ken Linde

Caption: Jay Consalvi with Rod Lewis hot on his tail

Rod Lewis, owner of Rare Bear was there in his TF-51 La Pistolero. He flew incredibly well and the hope is he and Stu Dawson will bring two Tigercats, Big Bossman and Here Kitty Kitty in September. Remember how you were hoping to see Bossman turning the sticks again? Now, you get TWO Tigercats. Thank Rod Lewis when you see him!

Chuck Greenhill, new owner of Furias brought his recently acquired P51, Lou IV (was American Beauty). Chuck wanted to see what the fuss was about, and he loved it! Mark Watt, veteran Warbird driver, pilot for Air Canada, Photographer and owner of Warbird Depot and all around great guy was a Rookie in Dreadnaught. The original idea was to have Mark fly Argonaut this year, but that may not be in the cards due to a chip light illumination. We are hoping that Mark gets to fly something in September, perhaps Chuck’s Lou IV. I’m quite sure Mark will find a ride. He flew a great line and had a terrific time at PRS.  

Credit Ken Linde

Caption: Mark “Rockstar” Watt in Dreadnaught

Stu Dawson has been listed as the Alternate Pilot for Rare Bear for years. He finally flew The Bear at PRS in June. He did great. I still give his first landing a 7 out of 10 although Stu scored himself lower. It was nice to see Rare Bear in the air. John Penney was there giving Stu tips and hints. It was a great time for everyone.

Jet

The Jet Class had more rookies than any other class. And, the new jets are interesting and fun to watch. Two Iskras were there and a Jet Provost named Spud. Thom Richards (of Sweden – keeping our International theme), last year’s IF1 Gold Champion attended in one of the Iskras. And Kiwi, John Kokshoorn, another IF1 transplant was there in his new L29. 

A very familiar name to Air Race Fans, Heather “Lucky” Penney, daughter of Bear Driver, John Penney was there in a friend’s L29. She flew a nice, tight course and will be there in September.

The Jet Provost, a fan favorite at PRS, was flown by veteran Warbird pilot, Steve Picatti. Although this is his first time at Reno as a pilot, he worked for several of the Unlimited Teams in the past, including Strega and Sumthin’ Else. 

The Jet Class will no longer be a L39 parade, there should be something for everyone in the class now. 

Credit: Ken Linde

Caption:Steve Picatti in Spud, the Jet Provost

Finally

Pilot Registration ended June 30^th. Next month, we will review some of the happenings in the classes. I can’t wait. It’s really shaping up to be another exciting year.

Did you buy your tickets yet? Did you get your hotel rooms?

Until next month, fly low, fly fast and turn left!

Marilyn Dash

Ruby Red Racing