16
FORMULA FORUM MARCH/APRIL 2007 THE IF1 JOURNAL
FORMULA
FORUM
MARCH/APRIL 2007 THE IF1 JOURNAL
FORMULA FORUM, MARCH 20072
COVER PHOTO
Birch Entriken, IF1 President andrace pilot. John Garrett Photo
CONTENTS 3. Presidents Page Birch Entriken 5. Pilot Profile Birch Entriken 7. Screamer Pix Archer/Rogers/Peters 9. Reno Closeups Victor Archer 10. Pilot’s Notes Kirk Murphy 11. Sec/Tres. Input John Housley 12. 1946 Goodyear Rules 14. Odds and____ 15. For Sale
FORMULA FORUM
IF1 INC.
DISCLAIMER
CONTRIBUTIONS
MEMBERSHIP
RULES
Formula Forum © 2007
International Formula One
Pylon Air Racing, Inc. All
rights reserved.
Formula Forum is the official
publication of International
Formula One Pylon Air
Racing, Inc., A Texas Non-
Profit Corporation. Member
of the Air Racing Council of
the United States.
Website: http://www.
if1airracing.com
Articles appearing herein may
be edited and are the opinion
of the authors and not necess-
arily the opinion of IF1, Inc..
Contributions should be sent
to the Editor, Bill Rogers at
9 2 6 R a w h i d e P l a c e ,
Newbury Park, CA 91320.
Phone/FAX: 805/498-0846,
email text to milward@
roadrunner.com. Text on CD
in WP, Word or as .rtf.
Photos/.jpgs remain property
of Formula Forum.
Membership in IF1 is open to
pilots, owners, crews, and
technical people active in
Formula One Air Racing.
Members $60, Non-voting
Associate Members $35.
Applications are available
from the Secretary or on line.
For IF1 Technical and
Procedure rules check on line
at www.IF1airracing.com
EXECUTIVE
COMMITTEE
BIRCH ENTRIKEN
President
P.O.Box 3760
Truckee, CA 96160
530/562-1363
CLODAGH STOKES
Vice President
537 Hill St.
Prescott, AZ 86303
928-708-9482
JOHN HOUSLEY
Secretary/Treasurer
1020 Chesterfield Forest Dr.
Chesterfield, MO 63005
636/519-8648
DIRECTORS
SMOKEY YOUNG
Promotions Director
13089 Peyton Drive, C136
Chino Hills, CA 91709
909-548-0974
Webmaster - Ray Debs
VOLUME XVIIINUMBER 2
BOB BEMENT
Operations Director
7320 Old Stage Trail
Kelsey, CA 95667
530-622-1434
TOM DeHART
Technical Director
P.O.Box 1431.
Klamath Falls, OR 97601
541/883-3320
KIRK MURPHY
Pilot Committee
6140 Christa Lynn Pl.
Prescott, AZ 86310
928-445-8310
GARY HUBLER
Technical Committee
5011 Hubler Lane
Caldwell, ID 83605
208/454-9585
ED DUTREAUX
Procedure Committee
840 Jefferson Court
San Mateo, CA 94401650-347-6297
FORMULA FORUM, MARCH 2007 3
Presidents Page
Birch EntrikenIattended the annual RARA President's
meeting on February 9th.
There will be no change to our classcredential allocation. We will still beusing our own tow vehicles with thesame crew compliment. We may see a"crew chief briefing" a couple timesduring the week.
We asked to move our race times tolater in the morning, to allow more fansto arrive and see our races. As usual, werequested a 9 race format. There is apossibility that some of the heats earlyin the week could have a reducednumber of laps due to time constraints. Ireceived assurances that this will nothappen to final races. Remember,nothing is carved in stone until itactually happens on race week.
The RV lot spaces should be availablein the same size, numbers and at thesame price as last year. Due to theconstruction of hangars to the north ofthe lot, the adjacent road will berelocated which will probably cause theparking spaces to be rearranged to someextent. The power lines have reportedlybeen removed as a consequence of theongoing legal dispute. RARA plans toreinstall the power lines after litigationis closed.
Last year, another race class requestedthat they be given a portion of ourpurse. They argued that since they bringa full field, and we don't, that theydeserved at least as large a purse. Thatdidn't happen last year. This year, itwill. The Formula One purse will bereduced from $75,000 to $55,000. TheBiplanes will receive $10,000, whichwill raise their purse to $55,000. Theother $10,000 will disappear from thetotal purse to ensure a profit margin forthe air races. As a consolation, we willbe allowed to keep 100% of anysponsorship money we bring in, up to
the first $7500, instead of the usual50/50 split.
I had some advance warning that thiswas coming, so I had a chance toprepare a counter argument. I drafted adetailed four page letter to the RARAExecutive Committee, explainingnumerous reasons why this is not onlytoxic to IF1, but probably unhealthy forair racing in general. I argued the casebefore the RARA Board at the meeting.I tried very hard to make this go away,but ultimately failed.
I don't think I have to explain to anyonewhy losing nearly 27% of our purse isan enormous threat to the future ofFormula One. My biggest fear is adecline in participation. A diminishingfield could lead to further downwardpurse adjustments. It's a vicious cycle. Itseverely affects our ability to pay classexpenses. After years of a relativelysteady treasury, we face the prospect ofa balance sheet headed toward the red.
We can celebrate our 60th anniversaryand pat ourselves on the back for beingthe only thoroughbred racing class allwe want. Yet, the bottom line is, untilwe bring more to the table, i.e.sponsorship money, we are going tocontinue to have no leverage. YourPromotions Director, Smokey Young,has produced a top quality promotionalDVD and accompanying brochure. Heis aggressively pursuing sponsorshipdollars. However, the sponsorship questis an uphill battle with a vertical slope.We are foolish to expect one man to beable to dig us out of this hole. If everthere was a time to step up and helpyour organization, that time is now. Ifyou have even the thinnest lead onsponsorship, please follow up on it orpass it on to Smokey. At the very least,be prepared to donate some time thisyear during race week to help sell classmerchandise. This task has fallen to too
Bill Rogers photo
FORMULA FORUM, MARCH 20074
ClodaghStokes
few, for too long.
And on the bright side? Well, IF1doesn't pay up front to come racing likethe Jets do. This winter we have hadunprecedented interest expressed inPRS and the races. So far, I count 8airplanes planning on attending thatweren't there last year. They don'tusually start coming out of thewoodwork until much later in the year.
Hopefully, the purse reduction will notcancel out what was shaping up to be arecord attendance of IF1 airplanes. I cannot emphasize enough the importance ofa full field this year.
Birch Entriken [email protected]
Vice President’s Report
I would like to thank Charlie Greer forall the work he has done as PilotCommittee Chair. Charlie has recentlyresigned from this position due tofamily commitments, we will miss youCharlie. Kirk Murphy has accepted thePilot Committee Chair position. Kirkflew #40, Miss USA, at Reno in 2004.In 2005, he raced Sports Class and in2006, he raced in the Biplane Class. Kirk brings a enormous enthusiasm foraviation to the Pilot Committee Chairposition. He flies for a corporation inScottsdale, AZ and spends almost everyminute of his free time at the airportflying, fixing and talking airplanes. We look forward to a busy season forhim as new pilots continue to join therookie ranks.
Clodagh [email protected]
Bill Rogers photo
Birch Entriken, Reno 2006 Jan Peters Photo
FORMULA FORUM, MARCH 2007 5
Pilot Profile Birch Entriken
Birch Entriken Iwas born and raised in San Franciscoexcept for a couple of years spent
living in London, England in the early70s. After finding myself too restless tostay in college, I settled in the LakeTahoe area in 1975. Like many 20something males in the area, I earnedmy living working at ski areas in thewinter and doing construction in thesummer. As a kid I had always had apassing interest in airplanes and used tobuild lots of models. These usually metan untimely end after being fitted withfirecrackers and launched out of treesand second story windows. No doubt,the result of watching too many WWIImovies.
Meanwhile, fast forward to 2003, whenNadia and I were married. We metprofessionally. I was looking for a coldbeer, and she was the bartender. We areexpecting a boy in August. Finally,some help with oil changes.
There was no aviation background inmy family, so no one bothered to tell meI could fly airplanes. That, combinedwith the onset of nearsightedness at age6 did not exactly put me on the path toan aviation career. I happened to go toan air show in 1977, when it dawned onme that maybe I could learn to fly. Iwent to the local FBO to inquire andthey told me that for $400 I could get allmy books and ten hours of dual. Since Ihad $450 in my checking account Idecided it made perfect sense to sign upright away.
After constantly running out of moneyand taking over two years to finally geta private license, I flew recreationallyfor several years. During this time Ibecame increasingly fed up with theway I was earning a living, so I decidedto go get the rest of my ratings and seeif it would be possible to get a job flyingan airplane, any airplane. This was quiteliterally a New Year's resolution kept.
Thus began a long period of total poverty and great adventure.
My first job was a summer of towinggliders with a 182 at Truckee, CA. Thedensity altitude and attendant rate ofclimb made it easy to count the cowsgrazing in the meadow. I decided Iwanted to be a crop duster, so I went toa crop dusting school. I failed at findinga job doing that, so I worked as a flightinstructor in southern California for awhile. Needing to acquire multi-enginetime, and being a perennially lazy jobseeker, I advertised myself in Trade-a-Plane. That turned into a job flyingnight freight in Beech 18s in Chicago. Ihad a good ten minutes actually inside acloud in my logbook when I arrived inthe midwest in February. I had actuallyread about airframe icing somewhere.The first two weeks of that job were.....educational. They didn't care about myabysmal lack of multi-engine/weathertime. They only cared that I had tailwheel time, and had a 50/50 chance ofkeeping the machine on the pavement.
Night freight was the bestapprenticeship and survival training Icould have ever wished for. My time inChicago also allowed me to log time inan old King Air 90, an early Citation,and a couple of ancient Lear 24s. Theturbine experience got me in the door ata commuter airline flying Dornier 228s,which I doubt anyone reading this hasever seen. The first Gulf War killed thatjob, and after a brief stint in Alaska, Ilanded another commuter airline jobflying Beech 1900s (stretched King Air)back in the midwest. When I leftCalifornia for Chicago I planned onstaying for one year. Six years and fourjobs later I somehow managed to talkSouthwest Airlines into hiring an ex-skibum, ex-freight dog, commuter airlinedude, who really wanted to move backout west. That was 13 years ago.
FORMULA FORUM, MARCH 20076
I had been going to the Reno Air Racesas a spectator since the late 70s. In someidle moment I had concluded that theonly way an average guy could afford togo air racing was either in the FormulaOne or Biplane classes. To me, thechoice was clear as I surveyed thehangar. The Biplanes lookedlike.......Biplanes. The Formulas lookedlike RACING MACHINES. I joined IF1as an associate member so that I couldreceive the Forum and start learningabout the class. By 1998, I couldn't takeit anymore. As my old friend and futurecrew member, Patrick Callaghan, and Iwere leaving Stead after the UnlimitedGold final that year, I told him I wasn'tcoming back until I could figure out away to play the game.
By the following spring the scheme hadbeen hatched. I had signed up for somesort of racing school in June. The leastexpensive airplane for sale in the Forumwas something called a "Shoestring"named Spud Runner. Jack Suierveld,Patrick and I flew up to Idaho to getSpud that July. By September we hadher racing at Reno. We weren't whatyou would call actually ready to goracing; we just went racing. Race week
was less than perfect, with Spud and meending up embedded in the sagebrush ina cloud of dust. But, I was hooked. In 2000, while practicing in ScarletScreamer, I managed to take another trip through the ditch, in what proved tobe my continuing steep learning curve.
Finally, in 2002, we managed to getthrough race week in one piece,finishing 6th. In 2003, a fresh Lyconengine led us to our best ever finish,3rd. My most memorable race however,was a 4th place finish in 2004. In tryingto stay ahead of Jason Somes andCharlie Greer, I adopted a tight and lowline that earned me a low flying penalty.Never, ever fly low! But, if you getnailed for it, make sure it happens onSunday. Jason bagged me at pylon 5 inthe last turn, but that race was thehighlight of my F1 racing career so far.
Besides the race plane, I also feed aSuper Cub and a C-45. The C-45 is likea piece of art deco sculpture that youfly. The only thing that sounds betterthan a radial engine is two or more ofthem. The Super Cub is just pure simplehonest fun at 90 mph. When the daycomes to get rid of them all, it will be
the last to go.
Formula One has been acollection of incrediblehighs and lows. Butwhile I originally camefor the airplanes, I havestayed because of thepeople. I will always begrateful to those whowere good to me when Iwas a rookie. I have metsome incredibleindividuals and madesome friend-ships in thelast 8 years that will lasta lifetime.
Birch
John Garrett Photo
FORMULA FORUM, MARCH 2007 7
2002 - First Time at Reno with the “Screamer” - Patrick Callaghanholding the tail and Jack Suierveld with the crewchief headset.
Screaming round the Reno short course in 2006 - note the aft fuselage fabric deflecting.Jan Peters photo
Bill RogersPhoto
Scarlet Screamer
FORMULA FORUM, MARCH 20078
Scarlet Screamer in 2004
The “Screamer” flaunts her nose art - Reno ‘06.
Victor Archer Photo
Bill Rogers photos
Reno 2005
FORMULA FORUM, MARCH 2007 9
Reno 2006 Closeup
Victor Archer Images
We will miss Charlie Greer and “Miss-B-Haven”.
Gary Hubler and “Mariah”the Team to Beat.
Scotty Crandlemire and “Outrageous” Always Competitive.
FORMULA FORUM, MARCH 200710
Pilot’s Notes
Kirk Murphy
PRS 2007 is approaching rapidly andwe’re looking forward to meeting
the new faces coming to IF1. As mostof you know, I have taken over thePilot Committee chair from CharlieGreer and hope to do half as well asCharlie has the last few years. Thiswinter has shown lots of excitementfrom pilots looking to join in this smallgroup of air racers and shows promiseof a full field in September. From ourearly estimates there is the possibilityof over eight pilots attending PRS inJune.
RARA has promised that theapplication for PRS will be posted ontheir website March first. So by thetime you are all reading this, we hopethat your applications are beingcompleted and on their way to Reno.Last year, Formula One had threestudents signed up by the deadline andfive late entrants; this is a situation wemust avoid. PRS will be held on June13 through the sixteenth, a littleth
different than years past toaccommodate for Fathers Day. Allentries are due by the 11 of May. Theth
cost this year will be $750.00 for theseminar, $500.00 for returning racerslooking to get some hot laps, $350.00for guests/crew, and all late applicantswill be charged an extra $100.00. Weencourage any and all pilots seriouslyinterested in racing to come includingcurrent racers looking to polish theirlines. Remember PRS is here for all ofour safety.
Instructing this year will be done byJohn Housley and Ed Bowes. I shouldalso be there to support them ifnecessary. Last year Ed and John did awonderful job, and the new IF1 PRSsyllabus and manual was an invaluabletool. We have decided to make itavailable for those planning to attendto PRS prior to coming. The cost is
$125.00; sounds like a lot but that is our cost; it is well worth it and willmake your experience in June evenmore pleasurable than it already will be.PRS truly is a wonderful time filledwith excitement, friends and airplanesthat all will enjoy.
Congratulations for all of the new pilotsbringing airplanes to PRS. Hopefullyeveryone is getting familiar with theirairplanes inside and out, both in the airand in the hangar. Neither June orSeptember is the time to show up withnew equipment that isn’t proven, anddefinitely not the time to becomecomfortable with your airplane. Ourgoal for PRS is to have new pilots showup comfortable with the core skills offlying these wonderful machines. Forthose unable to bring an aircraft, we arelooking at the possibility of bringing aplane or two to use for instruction, butat this time we can’t make anypromises.
As for flying, now is the time for all ofus to be practicing. Pull your airplaneout of the trailer, dust off the flight suitand go fly. Practice some formation, gosimulate an engine out approach, dosome rolls. If you can’t fly your racer,go fly something else, attend aformation clinic or get your buddies totake you flying. We must remember thatwe are always both learning andforgetting, but we must stayPROFICIENT. We are here to help eachother so feel free to call myself or theothers listed in the front with anyquestions, comments, or suggestions.With such a promising year we must notlet the enthusiasm die.
Thanks, Kirk
FORMULA FORUM, MARCH 2007 11
John Garrett photo
Secretary/Treasurer Input
John Housley
Welcome to new member LarryMashowski! Lawrence hails fromAlberta, Canada…The IF1 group “upNorth” continues to grow!
IF1 has issued 2 new race numbers: 98and 99. These will go on aircraft thatmember John Hall is preparing. We’lllook forward to seeing what “Bullit”and “What’s Up Doc” do on the racecourse soon.
Formula One taxes have all beencompleted and we remain in goodstanding with the IRS. If you plan toreport your race winnings through acorporation return instead of yourpersonal returns, please advise theTreasurer of your corporation’s tax IDnumber before Reno. That will save ushaving to prepare the individual 1099-MISC forms in the future.
Last year after Reno there was somediscussion about the method used tocompute prize money. Each racerreceived a detailed explanation of theprocess at the annual general meeting aswell as with their prize payment check. If you have some suggestions toimprove this process (or if you like theprocess we used in 2006), please sendme an e-mail. The Board is open toideas that will improve the prize planand ensure that the competitors feeltreated openly and fairly. We will haveto submit our prize plan to RARA inMay for their concurrence (as we didlast year), so please share your ideassoon if you want them to be consideredfor this year. I plan to use the sameprocess we did last year unless theBoard hears otherwise from you.
In a few months we will be sending outletters soliciting nominations for newBoard and Committee members.Positions that will be up for election thisSeptember include the Vice President (2
year term), Secretary (2 year term), allDirectors and Committee Chairs (1 yearterms), and two positions each on theTechnical and Procedure RulesCommittees (2 year terms). Membersreceiving at least 2 nominations will beplaced on the ballots to be mailed inAugust and collected/counted at theSeptember General Meeting. Based onthe results of last year’s call fornominations, there may be a lot ofpeople who are willing to help theorganization (nominating themselves),but they may not have gotten the wordout to other members that they areinterested, and so failed to receive asecond nomination. If you’d like tohelp out and introduce newideas/enthusiasm, or just “do your part”for IF1, please let folks know you areinterested. Talk to whoever has theposition you‘d like to volunteer for soyou can find out what the job entailsand be thinking of ideas you could bringin calendar year 2008. Reno is a greatplace to “tie-in” with the prior officerand get some on-the-job training.
During our membership renewal weasked people if they would be willing tomentor others in IF1 racing (pilot skills,Reno racing, crew duties, enginebuilding, etc.). Some of our mostexperienced and talented members havevolunteered to do this. If you’d like tohave a mentor, please send me orClodgah a note and we’ll pass yourname on to a mentor. This is a greatopportunity to increase your fun andlearn at the same time.
Fly safely,
John [email protected]
FORMULA FORUM, MARCH 200712
With Gary Davis’ work on the rules, we thought it would be interesting to republish the originalspecifications that designed the aircraft that were our predecessors. Our thanks to Don Berliner forproviding a copy. It is interesting to see that fuel injection was allowed, any fuel was allowed andwing loading was specified. I also have a set of 1948 rules, modified with the experience of an actualrace, and these rules introduce the 66 sq. ft. area requirement - obviously the Tech crew got sick ofcalculating wing loading! The 1948 rules also expand vision requirements and take up 3 pages. Ed.
NAA SPECIFICATIONS FOR GOODYEAR TROPHY RACE1946
Motors - Not to exceed 190 cc. in. piston displacement. Must carry A. T. C. and are not to bealtered structurally or otherwise except as approved by the manufacturer. May be run at anyspeed desired. Motors will be subject to an inspection by the technical committee of the P.R.P.A.and if found altered other than as mentioned above, will be disqualified. Fuel injection isoptional.
Propellers - Must be fixed pitch in flight. Adjustable type (on the ground) permitted. Any type of material may be used.
Wing Loading - Not to exceed 12 lbs. Per sq. ft. gross weight, including that area displaced bythe fuselage but not including fillets and stall strips. Wing area to be figured by the technicalcommittee. Pilot weight of 170 lbs., chute 20 lbs., gasoline 90 lbs. (15 gal), manufacturer’srecommended oil capacity at 1.9 lbs. Per quart, to be used in all cases. Lift increasing flaps onwings are not allowed. Fuselage drag flaps permitted.
Minimum Weight – Ship must have minimum dry, empty weight of 500 lbs. plus or minus 1%.
Landing Gear - Non-retractable type. Tricycle if desired. Brakes compulsory. Wheels must be5.00 x 5 or larger. Point of contact of the main wheels must be at least 15 degrees forward of theC.G. of ship when in flying position.
Nose-over Structure - Substantial protection for pilot must be provided either fore over or aft ofpilot cockpit. Room for crash helmet must be provided in cockpit enclosure.
Vision – At least 30 degrees downward from pilot’s eyes to top of wing, and 5 degrees to top ofcowl when in flying position.
Fuel Tanks - Must have a minimum capacity of 15 gals. Any type of fuel may be used.
Parachutes - Parachutes, safety belts, shoulder straps and crash helmets are compulsory.
Materials and Workmanship - Must conform to aircraft standards or equivalent
General Design - It is recommended that a three view scale drawing and basic data be submittedto the Technical Committee of the P.R.P.A. for criticism and approval before construction ofplane is started. This information will be held strictly confidential and committee will consist ofnon-competitive members. Such material should be marked “CONFIDENTIAL” and addressed
FORMULA FORUM, MARCH 2007 13
to Technical Committee, Professional Race Pilots Assn., 0500 W. 73rd St., Los Angeles 43, CA
Flight Requirements - Before being permitted to engage in actual races, each ship will berequired to demonstrate the following flight characteristics before the Technical Committee ofthe P .R. P. A.
1. Take off at full throttle without veering more than thirty feet to either side of a straight line marked on the ground directly into the wind.
2. Pull up from straight and level flight (shallow starting dive permitted) to a minimum of 6-G acceleration. Pull ups to be done at 5,000 ft. altitude and at 175 MPH or the maximum speed of the aircraft, whichever is lower.
3. Make dive at 1.3 maximum speed of ship in level flight.
4. Make at least three tight turns or at least l20 degrees at 5,000 ft. and at full speed, without any appreciable loss of altitude.
5. Make three laps of an established race course at normal racing altitude, making the turns at full speed as in a race.
Each ship successfully demonstrating the above will be issued a numbered certificate ofregistration by the P.R.P.A., which will remain in effect for the life of the ship or until changes ormodifications, likely to effect the flight characteristics are made. In such cases anotherdemonstration will be required. This will not be the racing number of the ship.
Pilot Requirements - Pilots must have had at least 500 solo hours, unless they can show certifiedtime of 10 hours in the ship they propose to race for every 100 hours short of the 500, but in nocase shall they have less than 200 solo hours, 10 of which must have been in the six months priorto the race in question.
All pilots must have had at least two hours in the ship to be flown in the race or another ship of identical design, and have made at least 5 take-offs and 5 landings, prior to qualificationattempt but not earlier than 90 days before the race in question. Certification of the above isnecessary unless witnessed by a committee of the P.R.P.A.
In case a pilot has had no previous closed course racing experience, he must fly the shipto be used in the race at least eight consecutive laps of the prescribed course, at least two ofwhich must be at a speed in excess of the required qualifying speed for that particular race.
Pilots must be familiar with, and abide by, the rules and regulations governing all closedcourse racing.
It has been recommended to the National Aeronautic Association the disqualification ofany pilot who, through drunkenness, hang-over, recklessness, or otherwise is deemed a hazard to other pilots be disqualified. Such pilots will be suspended for a period of time, or may bebarred for all time from all meets sanctioned by the N.A.A.
FORMULA FORUM, MARCH 200714
Odds and ___
John Hall of Texas has purchased the ex-Dave Morss “Cool Runnings” and plans tobe at PRS.
This month’s logo for the 60th
Anniversary of Formula One/GoodyearRacing is by that well known “Alien”photographer Victor Archer. If you areinterested in his photographs or graphicswork, check outhttp://www.pbase.com/marauder61http://www.cafepress.com/aaphotography.com.
Ed Fisher is rebuilding #97 “DenightSpecial” for the Society of Air RacingHistorians for display. They need a longlist of parts. Bill Brennand, winner of thefirst Goodyear Trophy race at Clevelandwill be featured speaker at the annualSociety Symposium May 4-5.
The Sport Class has created Super Sportfor their Gold racers, allowing 1000 cu.in.engines and unlimited fuel additives butthey still require five kits. The regularSport planes still keep the 650 cu. in.motor and no additives.
February 6 was a bad day for air racing;th
Vince Kirol who raced with us from1986-90 flying Cassutts for Dick Lauterswas killed in the crash of a King AirMercy Flight aircraft that he was flyingnear Bozeman, MT. Also killed were aParamedic and a nurse. Vince, from GreatFalls is survived by his wife Diane andsons, Kip and Andrew.
Steve Brown, active in the Biplane Class,was also killed that day when his Pitts“Tonapah Low” left Carson City and didnot return. The wreckage was found on afrozen lake just East of Tahoe. Steve’s father, Stan raced and managed theBiplane class for many years. Oursympathies go out to both the families
Close readers of the Pilot Profile willdiscover that Birch and NadiaEntriken are expecting their first childin August. Congratulations to the happycouple.
IF1 Twenty Years Ago
1987. Deke Slayton was President, JonSharp VP, and Bill Rogers wasSecretary/Treasurer. The newsletter wascalled “Fly Fast, Turn Left” with JonSharp as Editor.
We raced 9 airplanes at San Diego inMay - won by Allan Preston. KathyGray resurrected “Pogo”for San Diego,which was also the first race in whichmetal props were outlawed. Preston alsowon the race at Pueblo, CO, over the 4 th
July weekend against 7 other planes. AtMinot, ND, Bob Drew Race #2, finishedfirst after Preston could not get hisengine started - only 7 made it that farNorth. Sadly, in August, we lost JeffSawyer and Tommy Aslett in testingaccidents.
Reno had 22 airplanes and was wonagain by Allan Preston. In October ‘87we were back in San Diego again for thefirst race of the ‘88 season and with thehelp of two Brit aircraft we fielded 14.Preston won again; Sonny Swensoncompeted in all the events. Anotherpretty good year!
The 80's were interesting in that we hadseveral different winners. Those of youracing now must contend with GaryHubler’s five straight RenoChampionships; the ‘90's belonged toJon Sharp and Nemesis, but in the ‘80'syou did not know who would shine. Inorder from 1980 - Parker, Cote, Sharp,Wentworth, Cote, Sharp, Preston,Preston, and Cote again; it was prettyexciting.
FORMULA FORUM, MARCH 2007 15
For Sale Ads are free as a service to members
AIRCRAFT
Prior topurchase ofany aircraft,please contactthe TechnicalDirector forany IF1 rulescomplianceitems that mayapply.
PARTS
2001 Cassutt , well-built for a largerperson, O-200, Wilson wing, ready to flyor race. Red, $25,000 Firm. 11/06Contact: Ray Sherwood F(530)626-6106 [email protected]
1994 Cassutt 111M SPORT 125HP Lyc.0290, 256 smoh, 141 Airframe, 8-05 insp,Basic instruments, Elecs, $13,900 10/05Contact: Mike Stewart F (770)978-8930
Cassutt Projects & InventoryCassutt 111M 90% complete - needs cowl& wing finished, with engine 4/06Cassutt 111M frame, wing needs skins,Cassutt 1M wing complete. Airframe/Engine parts (three O-200s), 2 sport props,enclosed trailer $25K for all.Contact: Gary/Linda Elliott F(619) 442-1056 [email protected]
Cassutt Parts. National Aeronautics hasCassutt parts including Al and Steellanding gear legs. Contact: Ib or SueHansen: F (303) 423-0780
Teledyne Continental Parts at Racerprices Mattituck Aviation. Mention IF1Contact: Phil Haponic: F (1800) 624-6680 [email protected]
RCAT Full Telemetry System completeand up to date with latest software. $1250 Contact: Scotty F (208)371-7530.
Race engine just rebuilt with new 1/07cylinders. A package with very trickheaders and Color VM1000C with datalogging for $20K. or may sell separately.Props: 53/66 and 53/68 Owens props ingreat condition $1200 each. Super secretLipps prop $1300. Several sets of spark plugs, some intake spiders, and trick set of Matco wheels and brakes with small
carbon wheel pants available. CarbonHorizontal Stab with elevator by RobbieGrove for a SnoShoe racer, very wellbuilt & light, $1600. Contact: Charlie Greer F(858)[email protected].
New Composite Parts 9" Composite Spinners - $100, 9" alum.backplates - $35, Wheel Pants - $350,Cassutt Tail Feathers. Contact: Ray Sherwood F(530)626-6106 [email protected]
Graphite Race Props by TwistedComposites- Run One or Follow One.All-composite, race proven, recordsetting race props. 55x62, 55x64, 54x65Contact: Steve Hill F (505)[email protected]
Continental 0-200 Engine Newcrankshaft, cam, pistons, rings. Threecylinders chromed. $4800, locatedMiami, FL, Call 352-365-2929 3/06Contact: Jeff Johnson F (786)385-4527
RCATS Wireless airborne telemetrysystems for your racer. 11 Channelsand up, incl. airspeed, G’s, GPS track.Contact: Mike Luvara F(408)292-9794 [email protected]
Custom Embroidery: Team shirts,hats, jackets, etc. at racer rates for 12pcs +. All Star WarbirdsSharon Sandberg: F (763)[email protected]
Aircraft of Air Racing’s Golden Age1928-1939 By Robert Hirsch. 2 Vols.1071 pages, 158 scale dwgs. $75 + $10shipping. Checks to Robert Hirsch,8439 Dale St. Buena Park, CA 90620
If you have aircraft and other items forsale, please email me at [email protected] or call 928-708-9482 andupdate me with any changes. Clodagh
16
Birch Entriken with “Spud Runner” at Reno in 1999 - the first heat ended up inthe sagebrush. John Garrett Photo
PYLON AIR RACING - THE WORLD’S FASTEST ENGINESPORT
FORMULA FORUM926 Rawhide PlaceNewbury Park, CA 91320
