Racing… Nevermore, nevermore?

“Gentlemen, start your engines,” is not a command I’ll get to hear this year. The race season, for me, has ended before the first swing of the propeller. I love the sport and I was rarin’ to go, my bags were half packed for the first race. It’s even a short season, but as it turns out, well, damn it, my checkbook is even shorter.

Two seasons of racing with family in tow, neglect of work in lieu of racing, a downturn in opportunity, and a long string of expensive “mechanicals” on Race 53 have tapped me out. I’m drowning in red ink.

I did my best to ignore reality, of course, but in the end, there was no escaping it. First, I toyed with cutting out just the more distant races. Then going to just the closest ones. But the more I looked at it, the more I realized that even that was out of reach.

I even considered running just one race, I probably could have afforded that, but I realized that for me, one race would be harder than none. Harder on my soul, that is. This racing, you see, is like a drug. You can never get enough. At least I can’t. One taste would just fuel the thirst for another, and another, and another.

And like any addict I’d no doubt take stupid measures to get my next “fix.”

So I packed it in. Called it off. Took my hat back out of the ring. Scratched the races I’d signed up for. I deleted the flight plans and erased the checkered race flags from the big wall chart in our flight lounge.

I’ll keep my League membership. Keep the big black and white “53” gumball on the wings and fuselage. But, for this season at least—and probably more—I’ll have to be content to be an armchair racer, watching from the sidelines, waiting for the times to be posted to see where my friends and rivals are placing, imaging where I’d be in the lineup. Seeing their championship points build on the leaderboard while hoping to catch glimpses of their trophies on Facebook.

Or maybe I won’t even have the strength for that. It might be too much like smelling the distant cookout when you are starving in the woods.

Do I have regrets? Sure. Plenty. I’m bummed we won’t be able to see how much better (if at all) the 0-200 Stroker delivers compared to Race 53’s old engine. Plus the Fac6 Category is really heating up. There’s some serious competition now at the bottom of the pack. Damn. That would have been fun.

This year, too, SARL has introduced a handicapped element to some races, leveling the playing field between production planes. Handicapping erases the element of the airplane itself. That leaves pilot skill as the only factor when it comes to winning or losing a race. In theory, in a handicapped race, Tessie could trump Mike Patey’s 400+ mile per hour turbine terror Turbulence.

Wouldn’t that be something to see?

Oh. Wait. So far, this handicapping thing is just for the production crowd and Turbulence runs in the Experimental Category. Still, it would have been interesting to see if me, or my friendly nemesis from last year, Charles Cluck of Race 35, is the “better” pilot. My mother and my wife are convinced I am, but that’s just family loyalty. That guy is a hell of a pilot. The Brits learned the hard way not to mess with men who wear kilts.

Still, I would have relished the challenge.

But I realized that if I tried to race there’d be no flying money for anything else. I’d fly ten trips in the year, most on credit, and Tess would end up being relegated to the lowly status of Hanger Queen the rest of the year. Better, I decided, to settle on racing a cloud every weekend than run a few sparse races and twiddle my thumbs most weekends.

So there won’t be a continuation of my Air Racing from the Cockpit series form GA News here at Plane Tales like I hoped, but I’m sure I can think of something to talk about.

And at least, while the ravens of racing are crying “nevermore” for me on the circuit, my blue and white bird will still continue to race around the skies.

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“Let’s race!”

Our last air race was… gosh… when? Let me check my author index over at GA News… Wow. Seriously? The AirVenture Cup? Last summer? And that wasn’t even in our own airplane!

No wonder I’ve been such a grump lately.

But to be honest, I wasn’t sure whether or not that would be my last race. Sure, I still wear my race jacket with it’s many patches and logos, and when strangers at cocktail parties ask me what I do for a living I tell them I’m an air racer, but in truth my air racing future has been in serious doubt. At the end of last season when I drove out for the Championship awards and my colleagues asked me if I’d race in 2018, my stock answer was: I will always race. At least some. Will I shoot for the championship again? I haven’t decided yet.

But the truth was that I knew I couldn’t afford another try. Hell, I could barely afford the first try much less the last try. This racing is expensive, with the travel, the hotels, the food, the booze, and the wear and tear on the airplane. Last year, in my determination to win Gold, it was racing First for me all spring. I passed up the chance to refill my bank account teaching seminars in favor of empting it out with more racing. Then the maintenance issues started and I missed race after race after race after race while the money drained out of my checking account like water from a bathtub after a long soak.

It’s iconic. Last season there were a record number of races on the books, and a record amount of work available to me. This season, the number of races is modest and the work nearly non-existent. Had I only known, I could have taken last year off from racing, worked my tail feathers off, and have easily banked enough to pay for this season.

(((Sigh)))

Well, that’s hindsight for you, fickle little bitch that she is.

Anyway, this year I knew that work, not racing, needed to come First, and one of my jobs is teaching Rusty Pilot Seminars for AOPA. The seminars are three-hour gigs in various parts of the country, which almost always fall on Saturdays, the same day of the week as most air races. In advance of each quarter AOPA asks me (and the other instructors) which weekends we are available. Last season, I blocked out all the race weekends. That was a lot of weekends, and I didn’t end up teaching much. But, as I said, it was racing First.

When the racing season was announced for this year and I saw that, except for April, it was pretty much one race per month, I briefly toyed with blocking off all the race dates to keep my options open, but I stuck to my guns: Work First. Still, I drew the little race flags over each host airport on our big laminated wall planning chart, marked the race dates on our wall calendar, and penciled them lightly into my desk calendar.

Then I tried not to give them a second thought. I didn’t even check the league website every night at the dinner table to see who had signed up for each race, like I did nightly the last two seasons. I buried active thinking about air racing in some dark recess of my mind and pretended they didn’t exist.

The fly in the ointment was a commitment I made after reading my email following one to many glasses of wine. I promised one of the publications I write for that I’d go to Sun ‘n Fun, a stupid thing to do as the assignment will nowhere nearly pay for my costs of going. But still, it’s the one major aviation event Rio has never attended, so there’s the side benefit of being a good father.

But here’s where it gets complicated: The Sport Air Racing League (SARL) season kicks off with a race into Sun ‘n Fun. Given that I have to be there anyway, shouldn’t I race in?

Maybe. Maybe not. I can hop onto a Southwest Airlines flight and be in Florida in half a day. Flying Tess to Florida is a two or three day project, and arguably more expensive. What to do… What to do?

In the end, I decided to let Fate decide for me. I made no travel plans one way or another. When the days-available request for the quarter arrived from AOPA, I told them I was available every weekend except the weekend I’d be in Sun ‘n Fun, and that even that weekend I could teach one at Sun ‘n Fun if they wanted me to.

Then I waited. And waited. And waited. And didn’t think too much about the racing. I tuned it out. Then, just before lunch a few days ago my assignments came in for the quarter. Oh wait. Not assignments. Assignment. As in one. I think I mentioned that work was nearly non-existent this year. Ironically, this one one gig is on a race weekend, but it wasn’t in April. I was free to run the Sun ‘n Fun race.

And actually, there’s more than one race. There’s a short pre-race in typical “round Robin” SARL style launching from Sandersville, GA; followed the next day by one of the two cross-country races of the season, this one down to Sun ‘n Fun. So I could, quite literally, get two races for the cost of one. Plus, there’s the speed trial out of Sun ‘n Fun that I ran last year. It’s not sanctioned by SARL, so I don’t get championship points for running it, but it’s still a hoot. So I had the opportunity to race three times in nearly as many days. There was no work lost, but it would add to the cost. So what to do?

Debs was off to town for groceries and Lisa was teaching at the college, so my Council of War was limited to Rio and Grandma Jean. Over salads and red wine for lunch I laid out the situation. Mom didn’t hesitate, “Let’s race!” she said firmly, thumping her wine glass down on the table for emphasis. I turned to Rio, who shrugged one shoulder and said, “I don’t see any harm in it.”

Unlike the rest of the clan, he was never fully infected by the racing bug.

“OK,” I said, and went to the library to throw my hat into the ring. I went to the SARL website, pulled up the first race, clicked on the I Am Racing! tab and entered my name, race number, and class.

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I hit the return key to submit my entry, and a wave of pure euphoria swept over me.

I’m racing again.

The air race blues

Waves of heat pour out of the turbine’s giant twin exhaust pipes. The distinctive whine of the engine increases in pitch and the orange plane turns towards me, displaying her array of bright blue-white landing and anti collision lights.

The race is starting.

I didn’t make it off the ramp and back to race central in time. I tuck in next to the wing of a sad faded Comanche with flat tires to be sure I’m well clear of everyone’s props, and stand back to watch the show. One by one, the race fleet taxies by, a parade of power. The air quivers as spinning props shred it. It’s thrilling.

And thoroughly depressing.

The last race of the 2017 season is underway and, for the first time ever, I’m watching a Sport Air Racing League event from the sidelines. On the ground. Yeah, I’m still planeless. Well, not technically planeless. I still have a plane, it just doesn’t have an engine mounted on the front of it at the moment, so I drove to this event.

So why did I go to an air race if I can’t race? Well, it was the right thing to do. I’m still, believe it or not, the National Silver Champ for production airplanes despite missing a large chunk of the season. It would be bad form to not go and accept my trophy.

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The last plane passes, the pilot waving to me. I give him a thumbs up, then walk slowly across the tarmac to watch the fleet take to the air. They skim down the runway at 30-second intervals, lift off, turn right, and climb toward the course. One racer activates his smoke system, dragging an ash grey contrail behind him as he arcs up into the sky. It’s beautiful. I feel a pang of jealousy. I nearly succeeded in getting a smoke system, but last-minute problems meant it would have taken up more than half the luggage compartment, rather than being installed under the floor like I envisioned, and I couldn’t bring myself to lose that much utility for the sake of fun. Every great once and a while, I’m practical.

The last plane away, silence descends on the airport. I make my way back to Taylor’s Ford Hangar, where the race HQ is set up, to await the fleet’s return. All morning long a beehive of activity, the hangar is now nearly empty. Lonely. It was a great morning catching up with friends, colleagues, and competitors—most of whom I’ve not seen in many months. And it was wonderful being around airplanes again all morning. Soaking in their vibes, their varied lines, their smells, their sounds. But standing on the ground watching the action take off without me was hard. And now, shrouded in silence, my mood darkens to match the overcast sky.

Deep in my chest a dull ache starts, then somewhere in the back of my mind a spark of anger, mixed with unchanneled resentment, flares. I’m happy, sad, angry and wistful all in the same breath.

Damn, I know what this is. I’ve got the air race blues.

All good things (and times) come to an end

Well, hell. It’s over. I mean, I knew it was coming… But I didn’t know today would be the day. I sigh and set my phone down on the kitchen table. Drain my wine glass. A strong cold wind rattles the windows, matching my sombering mood. Maybe one more glass tonight, as a nightcap.

As a yearcap. Well, a nearly twoyearcap.

Yes, the final chapter of Air Racing From the Cockpit debuted online tonight at General Aviation News. I was checking the website on my phone because the battery on my FlightPad was low. Of course, that final chapter won’t appear in the print version until the October 5th issue, but the end of the journey is official, and damn, am I ever going to miss it.

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It’s been an extraordinary series for me—as a pilot, as a writer, as a person. Starting off as an assignment to write a few articles about what it’s like to join the Sport Air Racing League (SARL), for both the magazine and the website, Air Racing From the Cockpit blossomed into a mind-boggling 34-part series that dominated huge chunks of the publication, sometimes spreading over four full pages, my words illustrated by the work of my amazing photographer pal Lisa.

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The series was actually scheduled to run even longer, following all the races this year, which would have brought the total up to 40 installments, but my on-going engine problems cut that short. Actually, I’m the one who made the call to wrap up early. Sure, mechanical troubles are part of the story of airplanes, but I knew my readers were more interested in racing than wrenching. Fans of Air Racing From the Cockpit would quickly tire of Air Racing From the Maintenance Shop, so I felt a duty to end the series well.

Still, a 34-part series? Who the hell gets to write a 34-part series? I’m still pinching myself.

The entire body of work totals up to something like 60,000 words. That’s book length. About the same number of words that a typical novel has. So what about that? Will I turn it into a book?

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Clip art Courtesy Clipart Panda

No, I don’t think so. First off, that’s cheating. At least that’s how I feel about it. I hate it when a writer dusts off a bunch of old stuff, stitches it together, and calls it a book. Books need to be crafted as a single cohesive unit. I guess, since this is really one long story, it would read better than a book full of Dear Abby columns, but it still doesn’t seem right to me. It wouldn’t be an honest labor for a wordsmith. Plus, from a practical standpoint, why would anyone buy something they could read online for free? All the dispatches are right here, all you have to do is scroll back in time a few pages to get to the beginning.

Of course, there are a book-full of events, encounters, excursions, and escapades that happened between the pages of Air Racing from the Cockpit that didn’t make it into print. That’s a book I am considering. Writing the story of the story, as it were, using the Races as a scaffolding on which to hang a whole new work.

(So, if there are any book publishers out there interested, you know where to find me! Oh, and if you don’t, there’s an email link on the top left above if you’re on a desktop… If you are on a mobile device, it gets bumped to the bottom somewhere.)

Meanwhile, it’s not like GA News has kicked me to the curb. I’ve got some Reno coverage coming up and I’ll be writing about the season finale of the Red Bull Air Races. Plus, I’ve got an article that compares air racing to poker. Just wait and see.

But I’ll miss “my” series. I had the time of my life writing it, and I hope you enjoyed reading it. But it’s time to move on. All good things (and times) come to an end. What’s ahead?

I don’t know yet, but my editor had a suggestion. She wrote me, saying: “We’ll just have to find a new obsession for you to write about.”

Agonizing choices

It was the last straw in a pretty big haystack. The email from my mechanic read, “that might not work with our time limits,” going on to explain that the engine monitor I had chosen to protect our overhauled engine could take four weeks to get to him. Apparently they are airplane-specific devices, made and programed to order.

The time limit he was talking about was my return to flight deadline, and it was set by the race schedule. If I missed the mid-August race I’d be fatally behind in championship points, with no chance at all of standing at the top of the podium. Actually, to be honest, I really couldn’t afford to miss even a single race. With this new wrinkle, I would be missing four.

I got up from my desk and wandered back into the flight lounge. I stared at the wall-sized map. Gazed at the dry-erase checkered flags marking each race. Studied the calendar below the map.

What were my options?

The first flight of the overhauled engine needed to get to low altitude—and quickly—to set the piston rings properly during the engine break-in. I had planned to use the mid-August race in Urbana, OH, as the break-in flight. But now I wouldn’t have an engine monitor in time for that.

I could make the flight without it, and install it when I got back. But… no. That’s crazy. I don’t want to do the break-in without the benefit of a good engine monitor.

I could choose a different monitor. But I spent a lot of time looking at the options. I don’t really like any of the others. And I don’t want to spend thousands on a monitor I don’t like just to get back in the races.

So if I miss the Urbana race, what then? The next week I’m in Albany, OR, teaching for AOPA. The weekend after that is the T-bird race in Arizona, which requires a high altitude flight to reach—the very worst thing for breaking in the new engine. That takes me to September 9th. Galveston. A perfect venue to break in the new engine. But now I’m missing five races.

No coming back from that far behind.

I curse under my breath as I realize that my chain of decisions on our engine problems has led directly to this moment. A moment of failure. A moment in which all I worked for is wasted. The flags and the calendar show only five races left after Galveston. To make up the lost points, I’d need to defeat ten planes in each race. Not going to happen. There just aren’t that many people racing in my category and class.

It’s over.

My quest for the Gold is finished.

Now what? I decide to go to Galveston. It’s a perfect engine break-in flight. The race is a cool zigzag back and forth across the bay. Plus Debbie and Rio love the city. And of course, I need to go to the final race of the season. I have enough points that I’m pretty sure that this late in the season I can count on coming in second place nationwide. At least I’ll be a two-time National Champion, and there’s nothing worse than a 2-time champ not showing up to receive his trophy.

But the other four races? They really aren’t worth the money it would cost to get to them, with no chance of moving into the top slot. As much as I love racing, I just can’t justify the cost without the chance of reaching my goal.

I pick up the eraser, and one by one, erase the races. From my map.

From my world.

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Hot Property

For Sale: Five year old Air Race. Nice time of year. Mild climate. Good location at large airport. Held during major air event. Viewed by over 200,000 attendees. For more information, call Craig Payne at Sun ‘n Fun.

OK. So I totally made up that classified ad. But what it’s selling is totally real, and you can buy it tomorrow, if you want. The Sun 40 Sprint—an aircraft speed trial that actually launches out of, and finishes at, Sun ‘n Fun’s Lakeland Linder Regional Airport during the expo’s daily showcase—has been re-classified by the expo’s brass as a “sponsorable” event.

That means you can buy your very own air race. Which is not as crazy as it sounds.

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Let’s suppose you own a small company that has a great aviation product that you want to sell to pilots. You’ve got your website ready to go and your inventory is just begging to be shipped. Now all you have to do is get the word out. Sure, you have a Facebook page, but like us here at Plane Tales, you only have 32 “likes.” (And we love every one of you.) So you need to advertise.

The traditional approach would be to buy an ad in one of the aviation magazines, but this is not for the faint of pocketbook, and certainly not for the bootstrapper. For instance, a 1/6 page black and white ad in AOPA’s Pilot magazine costs $3,080—and everyone who knows anything about magazine advertising knows you need to be seen again, again, and again. For a two-color ad the rate jumps to nearly four thousand bucks. Want a color photo in your ad?

Cha-Ching. $4,840 at the cash register, please.

For one ad.

So what about a booth at one of the aviation expos instead?

Sun ‘n Fun would actually be a good place to start. It’s neither as expensive nor as overwhelming as AirVenture, but it’s a huge leg up over a local airshow or fly-in. The annual Florida event draws nearly a quarter million aviation enthusiasts from all over the country who are in a nice warm location following a cold winter back home, and they are ready to take to the skies again with their hearts and wallets.

How much would a booth at Sun ‘n Fun set you back? Looking at this year’s rates, the cheapest outdoor booths are $1,390. That price includes six exhibitor badges and one parking space. If you want to be indoors, the rate is $2,350. If you need internet, it will be more. Of course, larger booths and premium locations command yet higher rates.

Still, it sounds like a deal and a half, huh? Hell, it’s cheaper than the stupid magazine ad.

Or is it? Because that’s just the cost of the empty booth. You’ll still need signs, display materials, and tradeshow giveaways. And that’s just the beginning. The show runs the better part of a week. You’ll need to pay for hotel, rental car, and food. And unless you have amazing stamina, you’ll need help.

And you have to get there, too.

This is why some companies choose to have a remote presence instead. Ben Sclair, publisher of Sun ‘n Fun Today (the show’s daily newspaper) told me that some companies find it cheaper and just as effective to advertise in his paper to reach the attendees, rather than to take on all the costs of coming in person.

Or you could buy the air show. Even I gotta admit that the Plane Tales Sprint has a nice ring to it.

I’m sure the details are negotiable, but Payne tells me he’s looking to find someone to sponsor next year’s show for around three thousand dollars. Where would your money go? To trophies and food for the racers, and to help support the event and Sun ‘n Fun’s educational mission. What would you get for your money? Well, you’d get your name out in a big way. It would be in all the adverting, all the media coverage, and if you went to Sun ‘n Fun yourself, you’d hear your company’s name again and again during the hour-long event, which is covered live by an announcer just like a baseball game.

If I had something to sell other than words, I’d jump at this opportunity in a second. I think magazine ads are great. A booth at a trade show lets you interact one-on-one with potential customers. But both are expensive. Also, there’s virtually no limit to the number of magazine ads out there, and Sun ‘n Fun has hundreds of booths. In other words, you’re part of a crowd. It’s hard to stand out.

But there’s only one Sun 40 Sprint. It’s never been for sale before, and it could be all yours—all yours. That’s what I call a hot property.

 

Here’s Craig’s email: yakman285@gmail.co

 

Wicked jets, shark-mouthed warbirds, and… a pink race plane?

The gull-winged Vaught F4U-4 Corsair of Black Sheep Squadron fame, arguably one of the most beautiful war planes of all time, is painted a deep glossy blue—nearly black. She sits near the hangar door, wings mimicking praying hands, folded upward towards the heavens.

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The man who taught me my commercial, instrument, and mountain skills—Gil Harris—flew one of these as a Marine pilot in the Pacific during World War II. Every time I see one of the iconic fighter planes I think of him.

But now, with the spinner high above my head, I’m struck once again by just how damn big the thing is, especially for a one-man fighter. It’s over 33 feet long from nose to tail. Unfolded, the wings stretch to 41 feet. But most impressively, the top of the engine stands nearly 15 feet off the ground. This one, with her wings reaching upward literally towers over me.

And it bears my Race Number: 53.

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Funny the way the aviation world is so full of connections. But it’s chilly inside the massive 64,000 square-foot-hangar, so I cut short my communion with the past and its links to the present, and move on to the next exhibit, a rare two-seat P-51 D Mustang named Friendly Ghost. Next on the flight line is a shark-mouthed P-40 Warhawk, the same type the Flying Tigers flew, but this one is in Army Air Force colors.

On the tail of the plane, a cowboy is urinating on the Rising Sun.

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I admire the moxie, but I sure wouldn’t want that on my tail if the Japanese shot me down.

I turn, and in the shadow of a gleaming black twin-engine, twin-tailed P-38 Lightning is another old friend. Painted bright, cheerful yellow, a tiny Piper Cub manages to hold it’s own among the massive warbirds. A sign in the windshield says that it’s a 1937 model, and that it’s the oldest flyable Piper airplane in the world.

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And that’s what makes this museum special. The War Eagles Air Museum prides its self on keeping its collection aloft. Under nearly every one of the thirty-seven planes in their main hangar sits an oil pan. That’s not something you see in most air museums, where former denizens of the air are often shown as “static” displays, permanently grounded, shot and stuffed birds in a natural history diorama.

Airplanes are born to fly. I like museums that keep them flying, which is no easy thing to do. It’s much cheaper to park a plane and dust it off once a month than to keep it airworthy. It takes extra dedication to keep a collection aloft.

Next to the Cub, on a stand, is a cub engine. A 40-horse Continental A40-4. Ridiculously improbable as an aircraft engine, it’s small and simple. It looks like it belongs in a lawn mower rather than in an airplane. I have a vision of being able to tuck it under my arm and carry it to my mechanic for maintenance (although according to the internet, it weighs 150 pounds, and I’m not that strong).

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Looking down the isle, it’s airplanes as far as I can see.

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This world-class museum is in the unlikely location of Santa Teresa, New Mexico, population: 4,258. The village sits 30 miles west of El Paso, Texas, and six miles north of the Mexican border. Santa Teresa is Spanish for Saint Teresa, one of the patron saints of pilots.

Like I said, the universe is full of connections.

The collection of planes, like that of many airplane museums, is heavy on both military aircraft and World War II aircraft; but there is a handful of biplanes, two helicopters, a number of early fighter jets from the 50s, and a lovely DC-3. The museum is comfortably crowded, unlike the Mid-American Air Museum in Liberal, Kansas, which is uncomfortably crowded. War Eagles also has an interesting array of aviation artifacts—mementos, photos, uniforms, models, and more.

For car lovers, the museum includes a collection automobiles. In fact, they have more autos than airplanes, with more than fifty cars ranging from a 1908 Overland to a 1984 Jaguar, along with a great collection of antique gas pumps.

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Rounding a corner under the wing of a twin-engine Douglas A-26 light bomber, an unusual airplane catches my eye. Suspended from the ceiling in one corner is a Cessna 140.

And it’s Mary Kay pink.

I stop and rub my eyes, then look again. Yep. A lovely shade of pastel pink. Not normally a color you see an airplane painted. Her nose and wheel pants are painted a darker pink, as are her wing tips. She’s also sporting a Race Number: 22.

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Tickled pink, and I couldn’t wait to learn more about this unusual airplane.

Briefly, this is the story of Race 22, a.k.a. the “Cotton Clipper Cutie:” The small Cesena was the First Place winner of the 1954 all-women’s air race. Variously called the Women’s Air Derby, the All-Women’s Transcontinental Air Race, and today known as the Air Race Classic; the press at one time dubbed the long-running women’s cross country air race as the “Powder Puff Derby,” a moniker that different generations of women pilots have alternately either embraced or shunned.

The pink plane was piloted by Ruth Deerman and Ruby Hays of El Paso, now both sadly deceased. They were no strangers to the arduous race. They competed in the 1950, 1951, 1953 races without scoring a major victory, but their luck changed in 1954.

Flying from Long Beach, CA to Knoxville, TN, with nine intermediate stops, the women covered the nearly 2,000 mile route in five days, clocking an official speed of 123.9 miles an hour for the course, taking the first place slot in the 8th running of the race, and beating out fifty competitors.

The Women’s Race is a “handicapped” race, a system that places all the planes in the race on an equal footing. The winner isn’t the plane with the biggest engine; the winner is the plane with the best crew. Winning speed comes from precision flying, smart planning, finding and taking advantage of winds, and apparently, being fast on the ground, too.

According to the display, Hays, the copilot/navigator, related that—wearing a dress, nylons, a hat and gloves—she dashed from the plane at one of the checkpoints to get their log stamped and “took a spill” on some loose gravel, sliding right under the table!

She called it ignominious. But they won.

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The ladies donated the historic race plane and their trophy to the museum in 1994, along with a collection of memorabilia that includes a great photo of the two women lying on the ground waxing the belly of the plane with Wonder Earth glass wax.

So did Race 22 win the derby wearing pink? Sadly, no. She was painted pink in later years. A faded period B&W photo shows the polished silver plane as she looked crossing the finish line.

But now in the pink, she’s quite the eye catcher.

 

The Flight of the Phoenix

The final installment of Air Racing From the Cockpit just hit the streets. It’s part twenty. Can you believe it? I can’t. I’ve been writing professionally for nearly 40 years and I can assure you I’ve never had a gig like this! Aside from regular columns, I think the largest series I’ve ever written on one subject was four-part series.

Plus, each was given generous space and was lavishly illustrated.

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That’s over with now, but don’t be sad: I have good news. Air Racing From the Cockpit is coming back next season! Each story will be slightly shorter–web stats show modern readers don’t finish longer articles anymore–but every single issue from March until the end of the year will feature a new race adventure.

There are 18 races scheduled so far this year, and three more in the works. It will be a long and tough season. Will we score the Gold? Follow me on the pages of GA News to find out. The second season of the series starts March 23!