Planes of Fame Airshow does it again

The Planes of Fame Museum held their annual airshow the first weekend in May 2012. This year’s theme was “1942 – Turning the Tide” celebrating the 70th anniversary of our entry and participation in World War II. This is clearly one of the finest airshows in the US. And this year was no exception. 


The regular aerobatic acts including Hartley Folstad and Margie Stivers in their Silver Wings Wingwalking performance started the day off with beautiful “ballet in the sky”. Long time Chino regular, Tumbling Bear followed with his high energy aerobatic routine in the Zlin. Clay Lacy returned again this year with his Learjet Routine which is always fun to watch. 





New features this year included fan favorite and award winning performer Sean D. Tucker, who brought his amazing Oracle Challenger III Biplane to wow the crowds. His aerial high-jinx included his signature Double Hammerhead, Centrifuge, Helicopter Pass and the series of three ribbon cuts, all in different configurations – Right knife edge, Left knife edge and inverted. 


One criterion by which we judge an aerobatic act is the number of people who leave their seats and rush to the flight line to watch. No one was seated during Sean’s high powered routine. Sean has infectious energy and passion for what he does. And it shows in every single performance. 





Another aerobatic act which kept the fans standing was Stewart Dawson doing a graceful routine in Rod Lewis’ Tigercat called “Here, Kitty, Kitty”. His ability to twist and turn that giant plane was amazing. He took “Kitty” through a series of Loops and Rolls which we are more accustomed to seeing in a smaller, lighter aircraft with the twin engines just purring.  Seriously, this was one of my favorites of the show. 


The Horsemen were also in attendance. In previous years we have seen them in two or three P-51 Mustangs or in F8F Bearcats. This year, with Steve Hinton joining as their lead, Ed Shipley and Dan Friedkin remained in their P-51s while Steve led with the P-38 named Skidoo. The trio put on a wonderful combination of Warbirds, formation flying and aerobatics. 





The final aerobatic performance of the show featured Dennis Sanders in Argonaut, the R-2800 powered Sea Fury. This demonstration is different from all the others because it showcases wingtip Self-Contained Smoke Generator Systems. The fans love the way “Argo” creates smoke rings while doing a series of aerobatic maneuvers. Again, this show is a must see and a fan favorite. 


Intertwined with all of these wonderful performances, the Planes of Fame Museum put on an aerial display of their incredible warbird collection. For the 70th anniversary of the Doolittle Raid, three B-25s took to the sky to remind us of the importance of that event to “Turn the Tide” – the theme of the show.





A trio of Japanese Zeros made several passes during the show and provided the fans with a memorable experience. Bearcats, Avengers, Corsairs, Dauntless, Skyraiders, Texans, a Fairey Firefly and a Hellcat were just some of the aircraft taking part in the well orchestrated airshow. 


If you like jets, the Korean War Dogfight between the MIG-15 and the F-86 would have delighted you.  And the Heritage Flight included one of my favorites, the QF-4 from Holloman AFB and two P-38s and a P-51. The final low passes by the QF-4 were as loud and impressive as anyone airshow fan would want. 


One of the best ways to enjoy a show like this – if you’re not flying in it – is to volunteer. I spoke to easily 20 people who take vacation time from their jobs and spend their time volunteering for the show. There are also opportunities to help by sponsoring the airshow or at least becoming members of the Museum. 


If you haven’t made it to Chino and the Planes of Fame Museum and Airshow yet, what has taken you so long? See you next year? I hope so! 





Reno Updates


All indications point to a green light for the Reno Air Races this year.  As discussed in the past, there are several hoops to jump through and we are clear of all hoops, but two. Let me explain. 


The first thing we needed was the Reno Tahoe Airport Authority providing us with a Permit to hold the event. This permit was issued on May 17th. While in the past, the RTAA gave 5 year permits, this year they gave only one – and issued additional requirements for insurance and for RARA to comply with the NTSB recommendations made in April. 


The insurance requirement increased to $100million and the premium will now cost $2million to secure. This is an enormous increase for a onetime per year event, but is non-negotiable. 


The final hurdles include the FAA Waiver – which should not be a problem. The FAA has said if RARA adheres to the NTSB recommendations, they will grant their waiver. 


Another hurdle is actually paying for the $2m insurance premium. Which brings me to the final hurdle – getting people to come back to the races and start buying tickets, merchandise and setting up those hotel reservations. 


We understand that until now, most people still felt there was a level of uncertainty around the event in September. Hopefully, the above update will satisfy your fears and we can move forward and see each other again in September. 


To quote Mike Houghton, “I am very pleased to announce that we have, indeed, secured our required insurance policy of 100 million dollars, and are absolutely confident that we are or will soon be in compliance with all airport authority stipulations.”


Looks good to me! 


June is PRS and I know I’ll be there to meet and greet the rookies. I hope to have a full report about all the new and exciting racers we will see soon! 


Also, keep checking the Air Racers 3D website to see when the IMAX film about the Reno Air Races debuts at your local theatre. 


Until then…. 
Fly Fast… 

(Special thanks to Anthony Taylor from Warbirdfotos and congrats on your first cover!) 

State of the Races

On April 10^th, the NTSB presented their preliminary recommendations during a well attended Press Conference at the Reno Tahoe Airport. Unable to attend in person, I was able to view the on-line version. I will say, the first time I really believed we were racing in September was after I heard the words of NTSB Chairperson, Deborah Hersman, state, "We are not here to put a stop to air racing, we are here to make it safer.”  With those words, I saw a bright light at the end of this long, dark tunnel. 

During the conference, several recommendations were addressed. I will review several here and give my comments.

Evaluation of Aircraft with Structural or Flight Control Modifications

Require aircraft owners, as a condition of eligibility to participate in the Reno  National Championship Air Races, to provide an engineering evaluation that includes flight demonstrations and analysis within the anticipated flight envelope for aircraft with any major modification, such as to the structure or flight controls.

What we know is when a new Unlimited Design is brought to the Races, (think Tsunami and Pond Racer) much scrutiny is lavished on the aircraft. But, because Galloping Ghost was a returning aircraft, had raced before in several configurations, was therefore considered to just be a modification and not a new design.  These modifications will now be viewed with a similar scrutiny as a new design.

But, what constitutes a major modification? The recommendation stated, “such as to the structure or flight controls”. This leaves some things to interpretation. We know that several of the Jets have had major power plant modifications – would this be a major modification under the recommendation?  It’s not specifically structure or flight control – but should be analyzed as well.

And about testing -- a specific point that was made clearly, "This pilot, in this airplane, had never flown this fast, on this course”.  While this is true, it is nearly impossible to test an aircraft within the race conditions, unless they are on the race course – with other aircraft. G-Forces, air pressure differentials, heat, winds, buffeting and the course design would all need to be replicated in a true test environment.

While I would concede that the Galloping Ghost should have been tested further. The ability to do that is not easy due to speed limits on aircraft under 10,000/18,000 feet and the inability to find true test environments.

NCAR Unlimited Class Course Design

Evaluate the design of the unlimited class course and safety areas to minimize maneuvering near and potential conflicts with spectators; if warranted by the results of the evaluation, implement changes to the race course

Over the years, modifications have been made to the race course as needed. It looks like RARA will be making additional changes to Pylons 4, 7, 8 and 9. Pylon 4 has been mentioned by several pilots as hard to see at race speed. I tend to believe Pylon 4 was going to be moved prior to the events of 2011. And, I wouldn’t be surprised if the relocation of Pylons 7, 8 and 9 may have also been on the list. My assumption is the deadline over at the Valley of Speed (Western edge of the course) will now be made larger.  This could also impact the flight path of the racers. The turn from 7, 8, 9 and home pylons has always been tricky – will it get even trickier?

I haven’t seen the old course and new course overlayed together to see how much the course will change, but I will share it with you when it’s completed and made available. Just assume there will be changes to the course.

Training and Mitigation Techniques for High G Operations

Provide high G training to pilots, including techniques to mitigate the potential effects of high G   exposure, as part of preparations before the Reno National Championship Air Races (NCAR) and during daily briefs at the NCAR.  Evaluate the feasibility of requiring pilots to wear G- suits when racing at the Reno National Championship Air Races; if the evaluation determines it is feasible, implement a requirement.

Most of the pilots who participate in NCAR each year are at least Aerobatic Trained, most are Commercial Pilots and many are Military trained. I can guarantee that we have all had conversations about G tolerances and have been exposed to high G maneuvers. You cannot get to this level of competition without this experience and knowledge.

I think it’s a great idea for us to have additional conversations about effects, exposure and preparation. I don’t think it’s feasible or practical for G-Suits to be required. We’ve done some research and a tank, systems and a G-Suit could be purchased for approximately $5k.Installation and design requirements would be additional - but, the weight is prohibitive to all classes except Unlimited and Jets.

As far as I know, the only racers who have worn G-Suits in the past have been in the Jet Class. Jets are more likely to already come with the systems necessary – which is why they were in use. I have never heard of anyone installing a system for racing.

I also want to say that a G-suit would not have changed things in the Galloping Ghost incident. Rapid onset of high G’s is rarely mitigated by these suits; they are more useful for sustained high G maneuvers.  Looking at the US Military Jet Teams, the Thunderbirds wear them and the Blue Angels do not.  The Angels do not wear the suits because of the potential for unexpected stick inputs when the suit “inflates”. If the pilot is bracing his/her arm on the top of their leg to have more firm stick control (standard) – this inflation could have an effect on the pilots’ ability to safely fly in formation close to other aircraft and close to the ground.

Fuel Truck Operations

Take the following actions to raise the level of safety for spectators and personnel near the race course: (1) relocate the fuel truck away from the ramp area and (2) in front of any area where spectators are present, install barriers more substantial than those currently in place.

This is another one that we have discussed in the past. The Fuel Trucks need to be available for Racers to obtain fuel prior to the races. But, they should probably not be between the Pit Area and the race course. Okay, I agree. However, the convenience factor needs to be considered.

What we’ve heard so far is that the Fuel Trucks will be in position between races and removed during all races. Okay, this could work and would be a happy medium between convenience and safety.

The Future

Mike Houghton said after the Press Conference, "I don't think any of these would have had an impact on the tragedy we experienced, but the association is open to changes that lead to a safer event.”  I agree with Mike and I know they are doing everything they can to keep us all safe and keep us racing.

This is what we know now. Believe me, we are constantly learning more. But, what I want to say now is, buy those tickets – because WE ARE RACING in September. And believe me; it makes me very happy to say that!

See you there!

Marilyn Dash

Records and Racing

Progress is being made, say officials for the Reno National Championship Air Races (RARA). Last month, RARA met with the Reno-Tahoe Airport Authority (RTAA) to discuss obtaining the permits needed to hold the event at the Reno-Stead Airport in September.

RTAA is the owner and operator of the Reno-Tahoe International and Reno-Stead Airports. It is governed by a nine member Board of Trustees.
In this meeting, Mike Houghton, president of RARA told the airport officials that he is "totally satisfied" with the direction the board is taking in considering the permits.


Only two people spoke up against RARA at the RTAA meeting, both have had previous anti-RARA episodes. One of their stated concerns was the NTSB will not complete its probable cause report before the planned September 12th start of the 2012 event. This is quite standard; the NTSB generally takes up to 3 years to investigate such an accident.

The permits from RTAA is just one of the hurdles RARA needs to manage before the Pylon Racing Seminar in June and the Races in September can be held.

The next hurdle is the Air Racing Waiver from the FAA. This allows us to create the airspace necessary to hold such an event. Waivered airspace allows us to exceed the normal speed limits, fly in “close proximity” to other aircraft, etc. These two key items are essential to holding the event. But, they are not the only things on the task list.

In March, the annual Presidents’ Meeting will be held to share the “State of the Races” with each of the racing classes. This meeting should shed additional light on the issues being faced. As news becomes available, I will share what I can.

Speeding and Climbing

In the meantime, Rare Bear has joined Steadfast in trying to break FAI records. We mentioned earlier that Will Whiteside in Steadfast set the 3km record in their weight class, previously held by the Hughes H-1 Racer.

Now, Rare Bear will also go for the 3km record in their weight class sometime this summer. Lyle Shelton set the record in Las Vegas on August of 1989. It currently sits at 528 mph/850 km/h. Lyle also set the “Time to Climb” record - standing start to 3,000 meters (approximately 10,000 feet) - in 91.9 seconds. We do not have word yet if this is part of the plan, but I bet it is. Having Rare Bear break its own record would be a terrific boost for the team. We wish them luck. 

Rare Bear out to break their own FAI Records 

But, Steadfast shall not be outdone. Will Whiteside will also be going for the “Time to Climb” record in Steadfast. He just set the “Speed over straight 3KM course – internal combustion engine, class C-1d at 669.53. Now, he is looking to topple the “standing start to 3,000 meters. The current record was set by Russell Hancock in a Piper Navajo Piper at 3:33 in 1978. The record has to be broken by 1%. 

Will Whiteside in Steadfast also breaking records

Keep in mind that Steadfast is much smaller than Rare Bear and that is why there are two completely different records to be broken. Both are under the Class C, for Internal Combustion Engine, but have different payloads.

Knowing the competitive nature of the Unlimited Teams, we’re wondering if Strega will come out of the hangar to see if she can snag the record away from Rare Bear. Or, maybe Czech Mate sees a future in record breaking. Only time will tell.

Other news

The Trailer for Air Racers -3D is now available. You can see it on You Tube and the trailer will likely be playing at local IMAX theaters to gather some momentum. The last word we received was an April 5th release date in the USA. I know we are putting together a viewing party the minute it hits my area. I will keep everyone posted about details like when you can see this movie and where to get more information about seeing it in your area. It should be amazing, flying with Steve Hinton in Strega in 3D!

Also, Pete Law will be speaking at this year’s NAG (National AirRacing Group) Banquet. Pete has a long history with air racing and aviation. He started in the business with Lockheed in 1959 to work on the F-104. He was then recruited to Skunk Works to work on such famous aircraft as the SR-71, U-2 and the F-117. Darryl Greenamyer recruited Pete to join air racing and we are sure glad he did. Pete is a fixture in the Pits each year helping nearly all the teams with their ADI systems. 

Pete Law meeting with Tiger and Bob Button

As always, we look for good news from RARA and in the meantime, we’ll keep and eye on the records and events coming up.

Until then, Fly low, Fly fast and Turn left.

Marilyn Dash

Tim Adams - Photographer

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.

Two Different Futures 

Last month we talked about what will happen next with the Air Races and the Racers. I mentioned that one of the Race Planes was rumored to be for sale. Well, it has been confirmed that Bob Button has decided to sell Voodoo and move on.

I've known Bob for many years and have seen his passion for Air Racing peak, and then start to wane.  At one time, he was racing his L39 in the Jet Class and Voodoo in the Unlimited. He had the world’s biggest smile on his face and was driven to win.

Since he purchased the plane, she has been raced by many pilots including Bob Hannah, Sherman Smoot, Matt Jackson, and Button himself. She was plagued by jumped starts, deadline cuts, blown engines and the infamous Bob Hannah trim tab incident of 1998.

Will Whiteside and Voodoo

Credit: Anthony Taylor 

In 2008, he took off his helmet and handed the job to Will Whiteside. Will campaigned Voodoo in 2008 to a First Place Bronze finish after the engine had to be changed mid week. In 2009, Will qualified fifth and ended up with a DNF in the Sunday Gold Race. At this point Bob was ready to win, he wanted that one last chance to take it all.  

The winds of 2010 cancelled the Unlimited Gold race, Voodoo was stuck with the 8^th place finished based on a DNF on Saturday. Bob said, okay – one more year. Although, I believe if we raced that Sunday, he would have made the decision one year earlier.

2011 was to be the year for Voodoo. He had the team, he had the engine program and he had the pilot. The story had it this way: it would be Strega vs. Voodoo – Merlin vs. Merlin – Young Gun vs. Young Gun. But, with the events of Friday’s race which cancelled the rest of the season, Bob finally decided that this was it.

The bottom line is this - there is a wonderful aircraft, with a great pedigree which has been plagued by bad luck, wind, timing, etc., over the years. But, it has a great crew and it’s ready to go. If there was ever a “Turnkey Air Racing Operation” – this is it. If you have a couple million dollars lying around and want to be in the Unlimited Gold, I have a team to show you!

The Taj-Ma-Tent can be part of the sale!

Credit: Bruce Croft

I would like to wish Bob Button the best of luck with whatever he chooses to do in the future. He has been an entertaining character and a faithful participant in the races for many years. He has put together a loyal team and fan base. The Purple Princess should race again.

Will Whiteside and Steadfast

And while we are talking about Will Whiteside, he has decided to focus on watching other records fall during our off-season.

In October, Will took his YAK 3U, “Steadfast” to Wendover, UT – near the Bonneville Salt Flats to attempt a new 3km speed record. The previous record was set in 2002 by the Howard Hughes designed H1 replica Racer. And prior to that, was “unofficially” held by Howard Hughes himself in the original H1. This is for C-1e, Landplanes with takeoff weight between 5,000 – 5,600 pounds.

Howard Hughes set the record in September 1935 on a course near Santa Ana, CA. His speed of 352.322 mph was an aviation marvel for the time. If you have ever seen the movie, The Aviator, you saw the Hollywood version of the record attempt. Unfortunately, Hughes checked the wrong weight category for his plane, and the time was never “official”.  Hughes went on to set additional records, actually filling the paperwork in correctly.

Steadfast's record breaking flight

Used with permission from Team Steadfast

Jim Wright built the replica H-1 in Cottage Grove, OR. It was so close to the original the FAA actually gave it Serial #2. You may have seen Wright and his H-1 at airshows around the country in 2002-2003. On September 13, 2002, he flew to a new speed record (in type), of 304 mph. Sadly, Jim and the replica H-1 were lost in a crash over Wyoming in August of 2003.

Will destroyed the record by over 100 mph. On the first day, his time was 407 mph. The following day they went 416 mph. Many of the Steadfast team were on hand to lend their assistance and to celebrate the record. Jason Schillereff was there to provide cockpit video.

The amazing power to weight ratio of Steadfast may lead to additional records being broken in the coming months. Look for additional news in the future.

Personally, I’m impressed with Team Steadfast and with Will for not sitting around and asking about the future for Air Racing. Will has decided to write his own future. Good luck and congrats!

Team Steadfast
Used with permission from Team Steadfast

For more information on Team Steadfast, go to http://teamsteadfast.com/index.html

Aviation Calendars 

Don't forget your favorite Aviators this Holiday Season. The Team Ruby Aviation Calendar is for sale, as well as other Ruby Gear. http://www.cafepress.com/aviation_calendar

Until next time, 

Marilyn Dash

Ruby Red Racing

What Happens Next?

It’s just over a month since the horrible incident which ended the 2011 National Championship Air Races at Reno. My email has been filled with requests for information about the future of Air Racing.

To tell you the truth, I don’t know – yet. But, I will tell you what I do know.

The Reno Air Racing Association (RARA) has been putting together a top notch event for 48 years. This is over twice as long as the Cleveland Air Races. They have seen other competitive races come and go over the years. Through good times and bad times, they made it work.

RARA has leaned heavily on the use of Volunteers. Very few people are actually paid employees of the Races. Many Volunteers are highly trained, including the Timers, Pylon Judges and Scorers. The Contest Committee is led by a retired USAF General, Ron Fogleman. The Board is filled with Retired Military and local business leaders. At one point I heard they use over 1500 Volunteers each year to make it work.

And then we have the Racers and our Crews. While we don’t work for the Races, the event wouldn’t work without us. And of course, we have the fans. They are possibly the most passionate fans of any sporting event in the world.

Recently a letter came out from Mike Houghton, President and CEO of the Reno Air Racing Association. In this letter, Mike offered a refund for tickets from Saturday and Sunday – since the races were cancelled after the events of Friday afternoon. He also said that many fans had asked for their refunds to be used to help fund the races for next year.

To me, this is good news - because RARA is looking forward to 2012. Since they are a non-profit organization that lives year to year on the ticket sales, the future of this event likely relies on the fans to forgo their refunds and help fund the future. I think this a great idea and hopefully the majority of the fans will agree.

Other Information

While we have heard relatively little from the NTSB as to the cause of the accident, they are busy doing their investigation and will release the findings when they are complete. If you hear someone say they talked to someone in the NTSB and they said this or that – they are probably not telling the truth (or lying – your choice). The NTSB is a closed lipped organization and they will only release facts – when the facts are known.

The FAA has nothing to do with the accident investigation. They take the NTSB findings and make decisions based on those reports. The FAA is critical to the future of the Races because they provide us with the Waiver. Without that Waiver, we are a really cool Fly-In.

The Racers and Crews are all dealing with the events in the best way they know how. Many of us have reached out knowing that we can heal better together. I’ll include my photographer buddies in this group, because they are part of the overall “Crew” at Reno. I know I’m doing much better because of our conversations and I hope you all are also.

The Future

So far, I have heard only one Race Team Owner who has decided to not return. He has decided to sell his racer – and I’m hoping he changes his mind, so I rather not state who this is. I’ve talked with 100s of crew members and racers and maybe two or three have said they will not return. Of the fans, even those injured – actually especially those injured – nearly all of them are ready to be there again in September.

The consensus is, if we get the green light from the FAA, 2012 may be the Biggest Reno EVER!

I know that Team Ruby is working in the off season to tweak the changes we made last year. We have ordered some parts and put together a plan and we are focused on coming back. I have been telling people that it’s easier for us to put the brakes on than to speed up the train – so we’re assuming all systems are a go. Plus, the changes we are making to the racer will only make her a better aircraft.

Thank you to everyone for your kind words and comments. These events hit me harder than I expected. We continue to send our healing thoughts and prayers to the fans and the families affected by the events of last month.

Aviation Calendar

As many of you may know, Team Ruby did an Aviation Calendar last year which was very well received. Well, we just completed our 2012 version – just in time for Holiday Shopping! Please see our website here to place your order. There is also a link on the Pylon Place Blog Site.

Thank you!

Until next time, fly low, fly fast and turn left.

Marilyn Dash
Ruby Red Racing

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