national air races

5/11/2018 National Air Races

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Contents 2Credits 3Introduction 4History 8PILOTSLowell Bayles 13Blaine Daring 16Jache Cochran 19Horatio Hellstrae 21Henry Red Eagle 23Rains Racing Security 2SAIR RACE COURSESIntroduction 27Zeppelin Run 27Canyon Run 29Open Skies 30Bendix Long Distance 30MANUFACTURERS &AIRCRAFTIntroduction 33Hayman Aerospace 35Hughes Racing 36Dawson Airplanes 36Osage Aviation Company 37Bendix Aviation Company 37OTHER ORGANIZATIONSNational Air Racing Group 39

National Air Racing Pilots AssociationNew Orleans Air PiratesThe Ninety-Nines

SPECTATOR'S GUIDE 10 AIR RACINGAir Racing Rules

General Rules - AircraftGeneral Rules - RacesMovementExperience Points

"RacingDevicesDrogue ChutesOil SprayersModified Harpoon RocketsModified Aerial Mines

Collisions and ''Rubb in " ,Placing Flak During RacesTethered AerostatsPylonsSky High CafeTow Cable UseRACING PLANESRP-1 DasherRP-2 StripeRP-3 StreakHughes HummingbirdHughes ChargerDawson DaggerOsage Black Dog 2

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Conceptualized and writtenby Jason Tudor

Cover, inside cover and rear cover artby Jason TudorOriginal Art on Pages 4,9,25,26, 35, 35, 36, 37 (top left), and 39

by Jason TudorPhoto and image manipulations

by Jason TudorSome manipulated images courtesy of the U.S. Air Force.

Other manipulated images are copyright of their respective owners.Layout and design

Jason TudorCopy Editing and Quality Assurance

Mark KinkadeJason Tudor

The author wishes to acknowledge the following people in the making of this manual:Daniel RainsJeramie BrownMark KinkadeJames Hayman Jr.Chip AaronEric TrautmannMike Blanton

Brian StryeBlake Radetsky

James Hayman Sr.Shawn ProsserPatrick Long

Mark KinkadeScott Towers

The author also thanks the many CS board game players who supported the idea and have downloaded this manualCrimson Skies is a Trademark of Microsoft Corporation. National Air Races is a Trademark of Jason Tudor Medi

This is an unofficial publication in no way authorized or blessedby Microsoft or anyone affiliated officially with the Microsoft Corporation.

Written material and some images Copyright Jason Tudor Media. ALL RIGHTS RESERVED.Published by Jason Tudor Media

7454 Rimhurst DriveSan Antonio TX 78250

E-mail: [email protected]. No list server subscriptions, please.Visit our Web site at: https/rwww.jasontudor.com

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mailto:[email protected]://https/rwww.jasontudor.comhttp://https/rwww.jasontudor.commailto:[email protected].


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The Pasadena IncidentB laz in g guns , h ig h -w ire fly ing se t o ff c row ds , ca rry B ay les to fir

It was my father who introduced me to the spectacle. 1was only 11 years old, but I remember the moment as thoughit was yesterday. There was the thunderous roar of the mas-sive engines, the circus-like colors, the dashing heroes astridetheir speeding steeds, and the airplanes soaring by scream-ing to another thrilling finish.

Those were the National Air Races to me. In the daysbefore the great schism of the United States, my father and Iwould travel from the California town of Stockton into Pasa-dena, then world famous for its aerodrome in 1929. The planeswould gather froni all around the country usually fresh fronia race in Reno or Cleveland, at that time the biggest of themall.

Dad and I would always go the day before a race, whentheplanes were on display. They were all there. The Gee Beeracers, all polished and shining. The Curtiss P-l, looking agileand smooth, ready to leap and dance in the sky. And, oh thosecrowds.

Sometimes, the Pasadena ai r show would gather asmany

as 400,000 people from the surrounding towns. The peolined up to see the acrobatics and, the grand [male, the SSpeed Dash, four times around the airfield.

Itwas during the 1929 show that I met Lowell BayConfident, brash and gregarious, Bayles was a tall man wa smile as wide as the San Fernando Valley and a pencil-tmustache. A former Navy war hero, Bayles wore a wbrown bomber jacket, its sheepskin collar yellowed fage and cigarette smoke. What caught me most wasskull-and-crossbones on the left sleeve, and the words "1Rogers" stenciled on the back. He was a conversationalstriking up talks with anyone who would walk by hisplane.

A slender machine with a fat, yellow nose and curlike a belly dancer, the Charming Charlesie was a racplane. Its silver body seemed to run down the entire tarmglass cockpit glinting noon sunlight and blue skies.Pratt and Whitney Wasp' engine gleamed, freshly cleaand not a speck of oil on or near it, giving it the appearanc

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a showroom appliance or a new toy at Christmas. It was inthis plane that Bayles had broken the speed record at justover 367 mph on the Shell qualifying course. He'd flownfrom Ohio to Texas in record time on a bet with millionaireHoward Hughes. And to think he'd shot down a slew of fight-ers over Germany just years before.A CAPTIVATING PRESENCE

Bayles captivated audiences with his war stories. I re-memb er him talking about shooting down three Germanfighters on four of 12 cylinders, using only two of his eight.30-caliberweapons, and a shattered cockpit. He would gababout his flaming fmish in Boston; the time he bailed out inCleveland; the dashes atReno, Dallas, and San Diego. I stoodand listened; a young man glued to every word, awestruckand captivated by his pure charisma and charm.

Compared to Bayles, the other racers didn't come closein performance or sheer charisma., And on the day beforethe race, while acrobatic planes dipped and dived in the sky,leaving whispy trails of white smoke and writing names ofadvertisers among the clouds, it was Bayles who broughtmarquee status to the show.

The day of the race was electric. The usher tore myticket and I crammed the stub onmy pants pocket, never look-ing back to thank him. I ran toward the stands, my fatherpacing behind yelling my name. I reached my seat just intime to hear the announcer click on he PA system and beginthe day's events.

"Good afternoon, race fans!" he said, and the crowdcheered. I yelled as loud as could, so the armouncer, Baylesand my mother back home iil Stockton would hear me. Icould see the planes -- there must have been 100 of them-with their checkered tails, girls painted on their noses. I lookedand looked for Bayles' plane, and there it was, near the frontof the pack. I could see him giving the aircraft the once over;a white scarf billowing in the breeze, goggles perched atophis head.

" .... And they are ready to start their engines, folks. Solet's get 'em goin'!" I heard the armouncer say. The firstone to start his motor was in a Seversky P-35. I watched thepropeller spin around slowly, then a "POP!" blasted fromthe exhausts, followed by black, oily smoke. After a hiccupor two, the motor whirred to life and it was up and running.Almost in succession, I watched the others fire to life on the

flight line, each a similar dance to awaken the racing daI looked overjust intime to see Bayles lower the gog

over his eyes and raise an arm into the air. It was as iwere waving to me, so I waved back nervously, thinkingmight see. Then, the prop spun around and his P-1 croato life. The noise of the dozen or so aircraft drownedmost of the normal sounds. The warm wind of the engblew in our faces, and the smell ofbumt fuel filling our no

The planes started to move toward the runway alooked at my dad. He smiled down at me, patting me onback of the head. "This oughta be a.good one, huh son

"Yeah, Pop. Real good!" I shouted over the growmotors of the first few aircraft leaping into the air. I watcthem soar out past the first red-checkered tower, and crinto the distance, preparingfor their warm-up laps.THE RACE BEGINS

It wasn't too long before they all gathered, 12 airplahumming along like massive, angry bees in a cluster almtwo miles away. The marshal stood up in the tower, hing a large, green flag as the planes approach. I couldBayles'plane inthe middle of the pack, but I knew it woul

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be there for long. I stood in anticipation as the marshal wavedthe flag, and at top speed, the race was on!

The noise was so loud, and the wave of sound so low andpowerful, it knocked me back down on the bleacher andinto my seat. I yelled again, waving my fist in the air, watch-ing as Bayles jerked and moved his airplane through thefray of planes for the first of five laps. He'd gone down lowas the others swirled around. My head followed him aroundas they sped off into the distance.

By the third lap, the jockeying for position had gone backand forth., breaking into four groups: a group of three lead-ers, a second place pack of four planes, and stragglers trail-ing way behind.

By lap four, there were only five planes remaining.Bayles, a then unknown Loyle "Showstopper" Crawford, andan Army fellow named Jimmy Doolittle, were in front.BRINGING IT HOME

As they passed the finishing pylon for the final lap,Crawford held a small lead. As I watched them soar off tomake the first turn, Crawford started moving closer towardBayles, and lifting his plane up and down. It was as thoughhe was attempting to get the wing of his Curtiss P-3 to whackthat of Bayles' plane. Bayles' moved away from Crawford,whose reckless style was well known on the racing circuit.Doolittle trailed only by a plane length, seemingly watchingthe action as it happened.

This wing bashing continued as they rounded the firstturn. Bayles, who had at first avoided the confrontation, be-gan to move closer to Crawford. They were now very farfrom my bleacher seat, but I could see that Bayles' had movedin to try and put a mark or two on Crawford's plane. Youcould hear the engines rev up and down as the pilots ad-justed speed. Now, Doolittle had moved over the two men'sheads, directly above, his racer whining and yowling as thesolider pushed the throttle to its limits.

No one had ever seen anything like this before! Planesbashing one another like pro wrestlers, yet winding aroundthe racecourse at top speeds. As they prepared to roundturn three, I could see the marshal readying the checkedflag, the planes headed directly toward us. I couldn't tellwho was in the lead, but Bayles was still bashing the side ofCrawford plane, and vice versa. At one point, Crawford'sleft wing smashed into the hull of Bayles' plane, and the

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silver bird jolted to the side. I heard Bayles' engine hiccand watched as the plane sipped down and came backBayles' fell behind Crawford's plane and it appearedthough after the crashing and buffeting in the air, he woemerge as victory.GUNSHOTS RING OUT!

"It was then we all heard the gunshots. Powl Powl Pothought the shots had come from the crowd, looking arofrantically at my dad and others. "Bayles is firing shotCrawford's planel Holy cowl" I looked up and saw thehero leaning out of the left side of his plane, pistol in hfiring three bullets at Crawford's racer.

Two shots found their marks, cutting into the engine coing and tearing into the works. Crawford's engine sputteand croaked from the injury, losing speed. Crawford pslowed drastically from the wounds, and the navy blue Cuwas forced to peel off and allow the remaining two contento complete the race. As he peeled, I watched Crawford trdive at Bayles' silver rocket. Unfortunately, Crawford dhave the air space and nearly plowed into the ground, comto an abbreviated,thumping landing in a nearby field.

The planes weren't more than 250 feet from the linethe crowd went into a wild cheer. We heard Bayles' enwind higher as Doolittle came along side. Bayles'straightened out his path, and, as the marshal wavedflag, the two planes crossed the line, too close to call.

"It's a photo finish folks!" the announcer said. "Lsee if we can get a winner here at the OK Corral todThe remark made us all laugh, although we all sat stunby the display of bravado by both men. As BaylesDoolittle landed, the announcer clicked his microphone bon.

"And the winner of the Shell Speed Dash, in tremendfashion is - Lowell Bayles, but not by much!" the PAnouncer said. I cheered in victory, hugging my father, whface had turned sour after seeing the display of pyrotechnand demolition.A SOCK IN THE MOUTH!

Bayles wheeled his plane around to the great expanseblack-and-white checkers that was the winner's circle.the crowd moved off the bleachers to surround him, I safigure make its way through into the circle. I watched

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______________ - - - ~ I!"-"' # d-~--'~-._ ~ l" ~ ~Crawford, who had waited for Bayles to land, storm towardthe plane. Bayles' opened his cockpit and Bayles stormedonto the wing. Bayles leapt out of the cockpit and metthe angry Crawford on the wing. Crawford socked first,clipping my hero in the cheek with a hearty right cross.Bayles punched the lithe Crawford in the guts, and thensmashed a leathered glove into his face. Crawfordstumbled off the wing and fell onto the checkered sur-face.

Bayles' leapt down to meet him and the fight contin-ued for another minute. Eventually, the two were sepa-rated with Crawford vowing revenge for the shooting act.Bayles would eventually say if Crawford hadn't startedpounding the Charming Charlesie with a wing, callingthe New Yorker's tactics dirty, he wouldn't have fired theshots.

And, less than a year later, the National Air Raceswere reborn.

Since then, the planes have grown faster and the gamehas changed. Planes shoot one another. Tow cables

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around pylons. Drogue parachutes to slow opponedown. Longer courses. Spectators who pay $1,000fire flak blasts at racers from hovering zeppelins.emies who fire from canyons. I'd never seen anythlike this when I was a kid - and it's only grown big

With the separation of the United States starting wTexas in 1930, the lines have been drawn, but two lhave never changed with racers across the 13 natioThe starting line and the finish line continue to bringers together, despite nationality.

I thank my father for the introduction. Now I getchance to report on one of the Nation of Hollywoofastest growing businesses - air racing. With weapblazing, and engines roaring across the sky, I continuerevel in the magic and sporting excitements of thetional Air Races. It's going to be an exciting comingmonths and I'm looking forward to seeing every bit o

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To understand the history of the National Air Races, it isimportant to understand the evolution of the sport from itsro ots in pure airplane racing before the national schism, tothe more combative, aerial dogfighting of today.

The evolution started with crop dusters and modifiedmilitary planes following the Great War. Daring yOlUlgmenand women saddled up and sped across the sky, racing foranything they could think of, including cattle, land, cars andcash. But no one got the idea to make the aerial dueling a truesport until a small air show in Cleveland, Ohio.

P R E -1 9 3 0 R A C IN GIn 1920, the idea of an Air Show first came to America

from Europe when Joseph Pulitzer, publisher ofthe New YorkWorld, put up the money for a race on Long Island's MitchellField. Pulitzer's goal was to reawaken interested in aviation,which was suffering from post World War I apathy.

The event circulated to different cities for nine years,even throughout the influenza epidemic that gripped thenation, and was fmally brought to Cleveland in 1929 by agroup of local businessmen headed by Louis W. Greve andFrederick C. Crawford. Greve was president of the Cleve-land Pneumatic Tool Company, which made the hydraulicundercarriages that held the wheels on airplanes. Crawfordwas general manager and later president of Thompson Prod-uctsInc., now a part of TRW Inc. Thompson Products de-veloped the experimental sodium-cooled cylinders, whichenabled Charles Lindbergh's Spirit of S1..Louis to reachFrance.

The 1929 Cleveland National Air Races had full civicsupport not only from the City Manager W. R. Hopkins butfrom the Cleveland Chamber of Commerce, maj or indus-tries, the city and the nation's military air arms. Numerouslocal business and hotels where approached to underwritethe event and purchase entertainment tickets. Companies whichmade airplane parts were also asked to offer cash prizes forthe various races.

The event was a 1O-day (August 24 - September 2) sen-sation setting the highest standard for air shows with amaz-

( " 1 I_ - I . , , _ 1 ; " 1-I .",I~I~L(+ - ~ - - .J 1 \; . r-\. ._'" " " \ ' . - . ._ . . \ . . , . _ .ing demonstrations, size, duration and attendance. The iguration ceremonies opened with a downtown parade thavaled the Rose Bowl Tournament parade. An estima300,000 spectators from all over the country watchedfloats, 21 bands and 1,500 marchers strut down Euclidenue as three newly created Goodyear zeppelins flew ohead. In conjunction with the Air Show, a $3 million dispof planes filled Cleveland's Public Auditorium, 5,000 pigewere released on Public Square, and aerial acrobaticsfueworks reigned over head. Over 100,000 spectators attenthe opening day of the Air Races.

Hopkins (named after the city manager) openedyears earlier as "the first major municipal-owned airporthe world and covered 1,050 acres. Its well-lighted runwand level surface free from hazards made it an idealloction for such races. The city built permanent grandstaand there were hangers available for visiting aircraft.airport was so large that the Air Races could take place wout interfering in normal airport operations.MORE THAN SCIENCE FICTION

In 1929, airplanes were still considered somethingscience fiction fantasy, therefore the exciting flying evwere reported in newspapers around the world. The dflying schedule included "dead stick" landing contests, gldemonstrations, Goodyear zeppelin flights, parachute juing contests and military demonstrations. The Navy High Hcreated a worldwide sensation by flying with their planestogether by one-inch ropes from wing- struts to wing strEven Charles A. Lindbergh was in the show flying a Boe

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biplane. There were also closed-course pylon races and cross-country races from as far away as Log Angeles, Miami andToronto; all timed to reach Cleveland on different days of theshow. Women pilots, including the already famous AmeliaEarhart, raced in a special "Powder Puff Derby" from SantaMonica, California, to Cleveland.ON THE CLOSED COURSES

But it was the closed-course racing that provided themost thrills for the fans in the stands. The Thompson Race,the first free-for-all closed-course race, was five laps arounda 1O-milecircuit. "Smiling" Doug Davis, a civilian pilot fromAtlanta won the race with an average speed of 194.9 milesper hour. The Thompson Trophy based on the Greek Leg-end ofIcarus, who melted his feathered wings by flying tooclose to the sun, became equal in stature to the Green Jacketof the Masters Golf Tournament. In turn the world's topaviators competed for the right to keep it for a year.

Six pilots were killed during the 1929 event. All but onedied during cross-country trips away from Hopkins Airport.Thomas Reid crashed in nearby Fairview Park trying to seta new solo endurance record.

The Cleveland Air Races' social. events glittered eachevening, and filled the nation's newspapers with picturesand stories about the glamorous personalities of the era.Cleveland truly was the aviation capital of the universe forthose 10 days.

P O S T 1 9 3 0 S R A C IN GIt wasn't long after in 1930 that Texas seceded from the

union, and the uprising started. After the crushing blowsdelivered by the Great War, the influenza epidemic of the1920's, and the failure of Prohibition, the once-proud UnitedStates has collapsed. With the secession of Texas in 1930,states across North America quickly jumped off the sinkingship of Federalism. Militias had formed in every nation ofNorth America to fight piracy, insurrection, and the pilots ofrival countries. The Broadway Bombers and The HollywoodKnights are famous for their prowess as pirate hunters, andfor their rivalry with each other. Units such as the Wind War-riors of the Sioux Nation and the Dusters of the People'sCollective rise to the air each day to do battle above a con-stantly changing political landscape.

THE FEEDING FRENZYWith the collapse of the United States and the rise

aviation, many aircraft manufacturing firms have seizedopportunity inherent in chaos. Some have cast their lot wtheir home nations; others will sell to anyone with recash, Where companies like Lockheed, Marquette, Hugand others led the way in combat platforms, Hayman Aspace based in Mira Lorna, Calif. emerged as the leadcutting-edge manufacturer of racing aircraft aroundworld.

As the nation began to break apart, racers continuedply their trade, although their numbers began to dwinPilots across the spectrum were asked to fly within neformed units, and join causes that had ignited across the ncrumbling nation. Some racers clung to their roots, likeLoBayles, who had created a fierce following after the nfamous Pasadena Incident that sparked the use of weapand other equipment.

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H I S T O R Y ~ , ~In 1930 the races were held in Chicago, butthe National

Aeronautical Association which then licensed the races re-tumed the show to Cleveland on the basis of its 1929 success.The Cleveland show had turned a profit of$90,000. The onlyother show to ever do more than break even was Spokane,Washington, in 1927 with a profit of $485. By 1931 theclosed-course races and speed dashes had replaced most ofthe cross-country races. The Thompson Race first prize wasincreased to $7,500 which was a large sum of money duringthe Depression. But it was the danger element, just like theIndy 500, which kept the crowds coming back.THE MONEY STARTS TO SHRINK

In 1934 the separation of the United States had cut thepurses and the show had shrunk to a Labor Day weekendfestival. It was also in 1934 that the first closed-course racer,Doug Davis, went down. Davis' death allowed Roscoe Turner,the flamboyant barnstormer, to win his first Thompson Race.Turner returned the next year, losing the Bendix race fromLos Angeles to Cleveland by 23 seconds to Benny Howard.Turner vowed to win the Thompson Race, which had beenincreased, to 10 laps around a l5-mile course. More than85,000 spectators watched Turner lead the race for eight laps.Then the blade on his Hornet engine snapped off. In a splitsecond decision, Turner landed the smoking plane with acouple of bounces in front of the finish line to stealing theshow.

Itwas about this time the use of weapons, tow cablesand other aircraft add-ons had really taken off. The raceswere growing more fiercely competitive, fueled mostly byswelling national pride between newly created nations. Racestaking place between the Nation of Dixie and the Republicof Texas were especially fierce, and competing planes wereusually shot down, although this was against the rules (whilecausing pilots a bit of aggravation with a few pepperingshots was not).

The Air Races continued to be successful despite theseparation. Therefore, the National Aeronautical Associa-tion gave Cleveland a five-year option on the event. How-ever, in 1936, the expansion at Hopkins forced the races tomove to Los Angeles. The Thompson Race returned the nextyear, and it proved to be the most exciting yet. Earl Ortman inhis black Bromberg Special was battling Roscoe Turner'splane neck and neck most of the race when Turner's oil-

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splashed windshield made him think he had missed alon. As Turner re-circled the pylon he fell behind OrtmOrtman throttled back saving his engine because hethought he won. However, Rudy Kling, an auto mechafrom Illinois, raced past Ortman just as they passed theish line, blazing rounds into the pylon as he did, nearlying the marshal perched in a nest atop the huge tower. Kbeat Ortman by an amazingly close speeds of 256.858256.910 mph.THE GROUP FORMS

In 1938 the newly formed National Air Racing Grannounced rule changes to what was becoming knownthe National Air Races. There would only be two high-spevents: the Thompson and Greve races. The qualifying rawould decide the best starting positions. Once againThompson Race was increased to 30 laps around a 10-mcourse. In addition a record purse of $45,000 wouldshared. Only eight planes qualified for what was billed"300 miles of the world's toughest flying." Finally, the gallowed the edition ofhigher caliber weapons aswell as beeseeker rockets to aircraft. Roscoe Turner was again thevorite. He won his second Thompson Trophy when Ortmmissed a pylon.

As the nations began to take shape and battles conued over crimson skies, it became difficult for the pilotgain financial support necessary for the increasingly sopticated planes. Aviators had to get creative. For examRoscoe Turner traveled with a lion cub in his plane to gerate publicity and an image. However, after Turnerthe Thompson Trophy for the third time in 1939 (allowhim to keep the trophy), he announced his retirement. Smany of the militias boosted support for local Air Shand there were dozens of new airplane designs coming fmanufacturers like Hayman, Ravenscroft and Hughes, whby now, had become an especially fierce competitor.

Even as battle raged on, the Aircraft Industrial Assoction, an aircraft manufactures trade group, brought the raback to Los Angeles and Miami to showcase the advanmade during the war. Cleveland once again obtained a fyear franchise for the event.TODAY'S LANDSCAPE

Today, most racers have garnered considerable com

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~.~-.-';~- ~-~~ ~- ~--------------------------------------------------------------------experience in addition to plying their racing skills. Some 56pilots form the Aerospace Racing Pilot Board, which over-sees the sport's future and ensures competition is kept at leastsomewhat friendly between rival nations. Most pilots areaffiliated through a manufacturer within their nation, or sim-ply by nation. Jimmy Doolittle has flown for the Nation ofHollywood since it was formed, while Bayles runs his racerunder the Republic of Texas moniker.

It's a big money business, where reputation, style andan arrogant demeanor dominate the heroes who break speedbarriers, whisk past opponents by a hair's width and fireweapons wildly in an attempt to take home a big payday. Innoting the rise in popularity of the sport, Empire State jour-nalist Royce Belvoir said: "This is a sport that has grown asthe interest in aviation has swelled, and the use of roads, high-ways and trains has declined. There's an obvious correla-tion, and the fans are gaga to see it happen."

It was Belvoir who off-handedly suggested the idea oflofting a zeppelin, making the planes fly around it as part ofthe course and letting spectators fire shots at the partici-pants. Race promoter Wally McGregor bought it. Soonafter, in a race dubbed the Empire Scoot, the Lyrical Grace,one ofthree flagships of the Farrell Airship Cruiselines com-pany, allowed participants to pay $1,000 for a meal and theopportunity to fire a flak cannon as planes raced aroundtheir air ship. The idea was a huge success in the EmpireState and in other regions across the land. In Dixie, the prac-

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tice was banned after Haas Wilbury was killed on lap fMeanwhile, illegal sprint races for large purses in

Free State of Colorado were run through twisting canyonroaming nomadic western settlers fired flak from crevivalleys and revetments below. Usually conducted withthe government's knowledge, these sprint races give risthousands oflocal citizen complaints each time they areColorado believes Texas to be the secret organizer of the twper-year races (which are set at random times and no raceinformed about until three days prior).

On the left coast, the longest race of the year challenracers to push their fuel use to its maximum in the HugAviation 600, where endurance, not speed, make the chpion. And dozens of other races across the country hsprung up in the wake of the sport's popularity, engagthe press corps, making heroes of the pilots and pushfans through the turnstiles.

The sport has a bright future. Recently, Hayman Aspace and the Hughes Aviation Company entered into sepaagreements with 17 nations, which have agreed to host rwell into the future. Sales of race related merchandise swein the years following the separation of states. The tapewoven by the original barnstormers to today' s professional spdemons, continues to unfurl and wrap this divided land.

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Is h e th e be s t ra c e r th e reBy Jake ChristopherAir Racing Weekly

As racing pilots go, there may be none whose reputa-tion, flare for the dramatic and ability to win is greater thanthe man who flies the Charming Charlesie. Add to that histitle as the father of modem air racing, and Lowell Baylesmay seem like an imposing figure when you first meet upwith him.

But dig deeper into the man who collects fine art fromEurope, drinks a hearty cup of coffee whenever he can grabone and smoke two packs a day, and what you see is a collec-tion of oxymorons.

This was the guy who nearly shot down Loyle"Showstopper" Crawford at the Pasadena Incident? Thiswas the pilot who once drove his car 75 mph past a convoyof highway patrolmen only later to receive a standing ova-tion from those same cops? This is the gentlemen who shows

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e ve r w a s ?up with gifts at Texas orphanages every single year?Bayles' smile is what really sets him apart. Engag

like a Big Bend sunset or restless like a cattle drive, he ofinds himself with no time to spare between public appances and hopping into the Charlesie. Tall and lanky, likold gunfighter meandering around Dodge City, Bayleshe's not the first one to notice his controversial nature.he's the first one to fuel it.

"You could say," he says in a voice slow and clear, ''I've done a few crazy things. But, I suppose, that cowith being a race pilot."

And it's not even "pilot" that he's saying. It's "pah-land you hang on every syllable. It's like how his fans honwhen he barrel rolls to a photo finish in Los Angeles (twintwo years); and Miami (where he clipped several palm taccomplishing the maneuver). Flash and flare aside, Bais surprisingly quiet, gives answers like riddles and philophizes on whatever he's musing on at the moment.

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~~\ . . ~.The separation of the United States, for instance: "It's

amazing one nation could splinter off like this one has. Andit's still not done. I wouldn't be surprised if there are an-other 15 nations that spring up."On winning more than $2million since he started racing:'


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technologies had sparked the groundswell ofinterest in avia-tion throughout the land. Hayman spotted Bayles haulingcargo from Los Angeles to Anchorage, Alaska, when hethought a partnership should be struck."I thought he was my sort of fella," Hayman recalledwith his trademark bravado and candor. "I knew that bas-tard was going to make me and my company a lot of money.And in turn, we'd make him a few bucks, too. I convincedhim to come join my team. You shove enough lettuce in aJoe's face, and they'll come work for you. Not Lowell. Hewas a heck ofanegotiator. We eventually found some com-mon ground."AMUTUAL FRIENDSHIP

Hayman capitalized on Bayles' war record; and sent himout to perform flying demonstrations, including displays ofaerial gunnery prowess (used to sell Hayman weapons), dis-plays of uncanny agility (to sell Hayman aircraft), and pub-lic meetings with fans (to sell the Hayman name). JimmyHayman couldn't have been more happy, and the moneywas commg.

Then came Pasadena, and The Incident."I said to myself, 'What the hell is he doing?' and thought

we were sunk," Hayman recalled. Bayles, to win the race,had begun fiercely slapping his wing into the fuselage ofLowell "Showstopper" Crawford's plane, trying to slow thereckless pilot down and win a crucial race. In the homestretch, Bayles drew a .38-caliber pistol and started shoot-ing at Crawford's engine, Crawford's aircraft wounded,Bayles nipped Jimmy Doolittle at the finish line and wonthe race.

The crowds loved Bayles' antics. Air racing popularity

went through the roof and Hayman Aerospace was right twhen the demand exceeded the supply. The sales of aircwent up more than 1600 percent. Profits were up. Baycelebrity skyrocketed. The Pasadena Incident led to theation of a formalized racing group and the start of whatbeen declared "the most popular sport on a continent wpopularity isnot a commodity." A starwas born and the BayHayman union was forged with six shots from a revolver.

Bayles is unphased, but at the same time glows wipassive arrogance and a steadfast confidence that anger mwithin the racing community. He's a tireless competialways looking for a faster time, a larger engine or anoway to slow a fellow pilot. Fellow racer Nathan Whiteother racers don't spend too much time around Bayles.

"He's cocky, rude and downright mean sometimeWhite said, a bitter tone to his voice. "There's just no nto be mean like that. None. But he is. And he's just as scut your throat while he's making you feel good. Thatain't no way to act."

These days, the skies are bluer, the grass is greenerthe accolades are still pouring in for him. Living a comfable life at a huge home outside Dallas (supplied by HaymAerospace), an adviser to Air Ranger Group 1 and thequestions-asked leader of his sport, Bayles reflects on aspent in the air.

"It surprises me how much attention I'm afforded,"said, an oxymoron to the attention he draws to himself.just do whatever I can to win races, and support my spsors. I'm not sure that's such a bad thing."

15


18/66

Do n 't s ta n d In th e w a y o f Ca ju n pr id eBy Hal MaxwellAir Racing Weekly

An evening with French Louisiana's best racing pilot isan evening that is all about Cajun food. First it's a plate ofetoufee. Then, crawfish, steamed and lots of them. He'spopping off the heads of each of the little things, eating themeat from the body, sucking the juices fromthe head, chuck-ing the shells in a bowl and looking across the table at me.

"There's simply nothing better than real Cajun food,"he said, in an accent that can only be described as from

- - -- -- - ~

here. 'Here' is Baton Rouge, La., the home of Blaine Ding, arguably one of French Louisiana's best acrobaticlots, a savvy combat veteran and, most recently, an enton the National Air Races circuit.

Daring isn't the sort of fellow you'd expect with a Cbackground. Perhaps "Southern" is a better term forman with a mad toss of almost platinum blonde hair,blue eyes and boyish face women can't seem to resistleast, that was the case as we finished our meals at a pcalled Robideaux (you say it "ROBE-E-DOUGRS") onoutskirts of the now thriving French Louisiana town.

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-------------------------------------------------- -------------------------------- ~.-

B L A IN E D A R I N G ~ : : , ~__________________________________________________________________________________ ~~ t~ _

Although fellow pilots call him "Nap" or "Napoleon"because of his stature, the accomplishments tower abovehis physical appearance. And Daring isn't afraid to talkabout them. He'll remind you of how he jumped out of'hisstunt biplane less than 200 feet from the ground, poppinghis parachute and landing successfully. He'll remind you ofthe dead-stick landing he made in an autogyro skimmingover Lake Ponchartrain and crashing into a local bait shop.And, of course, the baby story.

Daring became a Louisiana hero after he rescued theinfant son of a woman traveling from Bossier City to newOrleans on the air ship Clementine in 1933. The Clementinehad been attacked by a rogue band of Dixie Militia Brig-ands. As the Zeppelin plummeted toward the ground, Dar-ing, apassenger on the liner, was able to move passengersto rescue planes.

One child was, however, forgotten. Daring found theboy, but not in time to reach the rescue aircraft. With onlymoments to spare, Daring leapt out of a window, hurlinghimself and the child into the unknown. As fate would haveit, he and the baby landed in a local, deep-water fishinghole.

"That baby was fat. He was a big boy. I mean I had toyank him outta that chair. Then, we just sort jumped out theside door and landed in that patch of water. I thought it waspretty slick. I was just acting on instinct," he remembered.

INSTINCT GETS HIM BYInstinct might sum up this gritty racing veteran's ca

in the sky. First, as a purser aboard air ships from the noeast to Baton Rouge. Then the chance to fly banners aroairfields and big events. Next, stunt flying, using the na"Daring Dan" performing at local air shows.

His reputationgrew ashe performed barrel rolls, loand slow rolls that made crowds go wild. But then he upthe ante on his flying career, soaring through huge ringflames, leaping from one aircraft to another -- and tback again. The blindfolded flying: He was all the ragFrench Louisiana in 1934.

Until his stunt-flying crash that killed 38 people. Ding was turning loops around the air ship GrandAmusment Dans le Ciel. He'd reached the top of his loopbegan his dive down. As he reached vertical, he smasinto the zeppelin's oversized cab in, sending passengerscrew tumbling out. Daring was thrown in a.torn structinto the dining area. When the ship landed, he was arresand sentenced to a year in j ail for reckless flying.

But jail time only made his persona grow, as he foout. In French Louisiana, a nation known for its croogovernment and dealmaking politicians, Daring hadjoined an elite union. "I was in the pokey for almostweeks when I figured out guys were leaving me alonecause of who I was," he said.

He got an early parole from the Louisiana presidenoffice. And a seat on the French Louisiana Aviation Boand then -- well, boredom.

"I could tell he was just restless, and out of his minrecalls chief plane mechanic and close friend Archie Pir"He just isn't the government type. But he felt an obltion because The Man had bailed Blaine out. So, he dyear of that."

INTO THE DRIVER'S SEATSoon after, in 1936, he found his way into a racing co

pit, but not the way others have. "As Irecall, he was pusinto the seat by big promoter Earl Comeaux," said NWaking, who'd worked with Daring on the aviation bo"He really wanted to get back into the stunt flying businbut no one would give him the money because of hisaccident. One thing led to another and he was zoom

1 7


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r=: -- ---------------------------------- - - - - - -

.J~,:-,;~' " . ! I " _ ..

around in that ugly purple plane."That purple plane was the Acadiana Pride, which, as

one spectator noted for the Times-Picayune would tell you,was "the ugliest, slowest and easily the cheapest thing to flyout of Louisiana since the pelican." Daring was asked tofill in after it first pilot, Regus PatoffLeBlanc, broke his legin a hearty bar brawl the evening before.

"Yeah, I remember it. Not the brawl. Just when BigEarl told me I wasn't flying. I still hobbled out there to tryand keep my seat. I knew in didn't, my Fais-do-do in thatplane would be over. I was right," said LeBlanc.

LeBlanc carried himself to the plane, where Daring wassuiting up to fly. One thing led to another, and LeBlancwound up on the ground, the victim of a mean right hook.LeBlanc said he didn't take any offense. "That's the waythese things go," he added.DEAD LAST

Daring ended up dead last in his first race in 1935. Inthe six successive races, he ended up last, last, last, last,last, and in fifth place - out of five planes. Daring wasn'tsure the racing life was for him until Big Earl came backwith a deal to keep in the plane for good.

"I was not going to do it unless Earl got me a bettermechanic, and a new engine," Daring said. "I told him Iwanted Archie to fix it. I didn't care where the motor camefrom."

Soon after, Pirou was onboard and the team, now calledthe Mad Mudbugs, began receivingfunding from Fairchild,including a modified Brigand airframe and souped up Prattand Whitney powerplants.

"Well, it just sort started coming together for us afterthat," Big Earl said. "Fairchild was real good about send-ing us the parts and things we needed to keep our team run-ning. The Mudbugs were on their way and we had Blaine inthe cockpit."GETTING THE FEEL OF IT

Daring started to get the feel of the racer and clicked offa couple of wins in Columbia and the Empire State, and the

- - -- -- - _

team placed well in several other endurance events, gofrom point to point across the country. Daring haddeveloped a knack for flying around his opponents anding podium positions.In his three Bendix Race appearance, he has finis11h, sixth and third respectively. He tossed another spoful of rice in his mouth and I asked him what kept him fwinning the latest race.

"Lowell Bayles shot up my tail pretty good, so wesorted limped home after that. But Louisiana limpinglike fast dancing to a lot of folks," Daring said with a sm"It's something we can do pretty well."

The future looks bright for the man they call Nap. Hworking his way up the National Air Races leaderboaand holding court at every air show he attends. His mchandise sells across the span of nations, and he's especipopular in Pacifica and in Europe, where the Europeanshim as a second son.

"It's kinda strange, you know? Maybe its becauseancestors are from there. Who knows? But if they wancome pay and see a race or two, I'll be happy to obthem," Daring said.

As he finished off the last of his crawfish, he gave msummary of his experiences in aviation so fare - andof Lagniappe, or the unexpected - a moment on the siscreen."I think I've got a real shot to make something big othis. Fora once poor boy from the swamps of the south,and the team have got a real chance to do well," he s"I'm hoping I can tum, bum and win, and then find myout to the Nation of Hollywood to be a movie star.

"Yeah, I think I can see' em making a movie of my lihe concluded. "Flying over the tops of trees, with asmile, and yelling out to all my fans, 'Laissez les bons terouler! ",

Let the good times roll indeed for this colorful charter.

~ -'I'V.I~

1 8


21/66

Sh e bre a ks ba rr ie rsBy Hal MaxwellAir Racing Weekly

As she rounded turn three Jackie Cochran heard thesOlUldof metal twisting on itself. She looked needlesslytoward the rear of her Dawson Dagger, and saw the gnarledhunk oftorn, painted metal slapping against the side of herfuselage, a victim of shots fired earlier on in the race.

She'd lost some speed going into the home stretch, andthat put sometime racer, all time Broadway Bomber militiaofficer Lieutenant Eugene "Money Man"Winthorpe, flyinghis Raven II, dosing in on her six and beginning to pepperher tail with shells.

Cochran knew these last few miles in the race were al-ways hardest. This was the time when the best pilots jockeyfor p ositions, hunker down in their flying saddles and sprintthe remainder of the way to the line. Winthorpe was gain-ing. She pushed the throttle forward, seeing Winthorpe pull-ing along side her right wing, flashing a.small, wry grin.

This wasn't a race she could win, but she'd been toldthat most of her life growing up, wanting to fly, wanting tobe a part of something bigger than what she was. JackieCochran wanted to be the first woman aviator, and shewanted to be the first woman to race with the big boys.

Smart, sexy and daring, with cropped red hair, a pierc-ing set of green eyes and a lanky, busty frame, Cochran hadalways gained the eye of the men in the usual ways, some-thing she'd had atalent for growing up, but one she wantedto shirk.

As an orphan child raised in Florida, Cochran dreamedof traveling the world and seeing what it had to offer. As a.teenager, she left her foster family and went to work for abeauty shop. At 19, she started her own cosmetics businessand realized that if she could fly herself across the country,she could beat out her competition that traveled by car. So in1932 she got her pilot's license.

"It was a special time for me," she recalled. "I can re-

.In a man 's w o r ld

member signing the card and thinking, 'Wow. I did it.'I didn'tget too caught up in the moment. I still had a logoals to meet."

But flying became more than just a way to do gbusiness .. In 1933, she began looking for opportunitito fly competitively (she was not denied service innative Dixie militia). She entered a number of amatevents, failing miserably and encountering grieffrommale counterparts at every turn. She then found an "inthe long-distance Bendix Race, but failed to fmish.

"I remember Jackie being a fiery sort of gal who ditake no for an answer," said Harlan "Sugar" Porlowspresident of the Bendix Race Association. "She difmish that race, no sir, but we knew she would be ba

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22/66

-- - --~--~~.I'~:~.;~.! I

And boy was she ever."A chance cosmetics sales encounter with Petra Dawson,

wife of aircraft manufacturer Emil Dawson, gave her theopportunity she needed to acquire a race plane and the re-sources she needed. Cochran sold her cosmetics businessin 1936 and gathered enough money for the fee to enter theNational Air Races circuit full time.NOT READILY ACCEPTED

At first, Cochran wasn't seen as "one of the guys," andit took some time. She experienced harassment at everyturn, and didn't receive many of the same courtesies themale racers got when attending events. One night, in a smallbar in the Lower East Side of Boston, she voiced her opin-ion to Lowell Bayles, the series' most successful pilot, after adraining a bottle of Kentucky bourbon.

"She socked me right in the kisser," Bayles said. "Shecame right over the table, planted a fist right in my chopsand sent me into crashing into a large mirror. I got up to hither, hesitated - it was a woman - and she belted me again.

She went on to give me her side of the story, and wantedto ensure I understood her, uh, perspective on things. AfterI got my jaw back in line, I told her I did, and that I'd lobbyon her behalf with the rest of the fellas," Bayles remem-bered. ''That seemed to appease her for about five minutes.Then she belted me again and left."

While she had communicated her message to Baylewasn't received warmly within the racing community.plane was sabotaged twice before races. Engines damagPaint schemes vandalized with words like "Bitch go homand other deterrents to her flying. Cochran knew whathad to do, and what it would take to earn respect.

That day came in early late 1936, when she took aplace fmish in Miami over Bayles, beating him handily,tearing out his wing with .30 caliber rounds and slowhim in the final turn. She went on to win her next thraces, including a Bendix Trophy. The racing pilot franity took notice.

"Some of the guys did some pretty sad things,"Blaine Daring. "I mean, we can't go back and change thBut.jeez, that's over now anyway. We're glad she's onus now. And man what a cutie. Don't tell her I saidthough. She'll whack me!

Cochran is now recognized as one of the sports leadand masters ofracing strategy. Her savvy, grace and aggsive flying style have earned her respect from peers andfan base has gro\Vll.

"It's exciting for me, but it's always where I wantedbe. Now I can keep moving up!" she concluded.

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23/66

Race r be lie ve s .InBy Hal MaxwellAir Racing Weekly

Horatio Hellstrae knows the value of a good gun sightas much as any other veteran fighter pilot would. He is afterall one of the Great War's most decorated combat pilots, ahero to millions around the world and one of the NationalAir Races most capable race pilots - even as one of itsmost junior.

But the colonel knows better than to let any of that go tohis head. For one reason or another, he said he has let thepress coverage of his daring feats go on its own. So, forgetthe 12 planes he downed over Europe (makinghim a doubleAce). Forget the two- fisted guts he showed in beating downan entire platoon of aerial borders single-handedly duringthe Maiden of Honor zeppelin incident over Northern Cali-fornia. And fmally, forget Hellstrae leading 25 fighter planesinto battle over France and, when the fight was done, onlyreturning one - his own.

He would prefer being known as someone who stillenjoys serving. Each morning, he dons his light-gray woolcoat, trousers and garrison cap, and heads off to work as thecommander of Pacifica's largest flying wing, the 3 'd AerialInterceptor Group. He would prefer being known as theman who still hangs his nation's flag outside each day forall to see and cherish. And, finally, he would prefer beingknown simply as someone who still cares.

"I live to serve my nation," Hellstrae said. "I am hon-ored to have spent the time I have in the uniforms of thecountries I have served. \Vhether that was the United Statesof America, or Pacifica now, I am someone who is boundby his service to country. It is what defmes me."

To that end, he enters his sleek blue, gray and whiteHughes Hummingbird in the National Air Races. He said itserves two purposes. First, he lets people know about hisnation's pride in its military force. Second, he's able to usehis racing plane as a recruiting platform, hoping to enlist as

.s e rvic e be fo re s e l

many as he can to be part of Pacifica's cause.Hellstrae was torn between the service to the Un

States, already on the verge of collapse, and the loyaltythe newly formed Pacifica. However, as the skirmishestinued, the writing was dearly on the wall.

"People were deserting by the thousands. We weregetting supplies, or equipment to continue to function. Thwhen the officer corps decided it was time to make a dsion. Itwas later blessed by many of the higher upsaway we went to our respective nations," he remembereA BRILLIANT MIND

A fantastic military planner, Hellstrae was instrumein building the strategic underpinnings of Pacifica's miland raised the former three-plane, one zeppelin force ingiant. He later went on to put into place the structure founits and defmed the aerial logistics system that keeps Pfica flying. He was almost assuredly on his way to pro

2 1


24/66

------------ ~ ~" " '. ~~.~,~-- . t o f~tion as a flag officer when his passion for flying got in theway.

"He took ajob as a fighter squadron commander, whichsurprised a lot of us," said General Larry Carleton, vice com-mander of Pacifica's military force. ''He put in for it. Wetried to talk him out of it. He said that's what he wanted. So,we gave it to him."

Shortly after becoming a squadron commander, Hellstraecaught the racing bug from a fellow flyer, Maj. DonNewcombe. ''Yeah, I remember when Itold him I was goingto take my own plane out and enter it in an amateur event.That caught his attention. He's been hooked since,"Newcombe recalled in an interview in the Landers Air BaseTimes, the base' local newspaper.

Hellstrae, with help from private vendors and the Paci-fica militia, bought his first racing plane. He and Newcombewent on to enter several events together. The twosome wasinseparable during events all over Pacifica, winning in spec-tacular fashion and wowing the crowds with their exhibi-tions of daring.TRAGEDY STRIKES

Until fall of 1936. Newcombe was setting up to enterthe [mal turn of a. race near Seattle when his engine gaveout. "Don just suddenly fell out of the sky. He tried to rideit down but ..;" Hellstrae said, but something got caught inhis throat. "Then Don was gone."

Newcombe crashed in a spectacular fireball that endedup killing the major and 15 spectators. The press grilledNewcombe for being reckless; but his compatriots knewbetter. The crash sent Hellstrae into an emotional tailspin,

and put him out of the cockpit for almost two months.Eventually, he returned to flying regular missions w

the Pacifica military, but it wasn't until Newcombe's wAlly, asked Hellstrae to return to the racing scene."There were people there who really respected and mis(Horatio ), you know? He is a man bound by honor and tof his fellow flyers. He always has been. So I asked himwould go back to those people and show them why Pacificmilitary pilots are the best around."

His response shocked her. "I said I'd race if she knthat every race I ran was dedicated to Don," Hellstrae s"She had to know that."

Hellstrae did enter every Pacifica race that didn't conwith his duty schedule. In35 races, he won 23, and placeanother eight. He was always in the hunt. That savvy insky, coupled with a few clandestine scouting trips led, HowHughes to place a phone call.

"Mr.Hughes saw the value Colonel Hellstrae could bto his company's bottom line,and in the sales of the HugHummingbird. Itwas not a difficult choice," said one Hugassociate.

Hellstrae was signed just before the 1937 season.date, the competition has been fierce, but he loves everyment of it, including the opportunities to see parts of nationce called the United States.

"It's great to get out there and see what once was," he s"It's still a dangerous place, and there's still a place for mtary bearing. However, we can still race and wow the crow

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25/66

In d ia n fl y e r ' s o i IBy Hal MaxwellAir Racing Weekly

He's rich. Very rich. In tact, he's the sort of rich that givesthe elite crowd in the Empire State chills, and has them lyingawake at night wondering how they can get more money theyreally don't need.

But Henry Red Eagle's first love is not for his money, aresult ofmillions of gallons of oil located underneath the OsageIndian Territory. For Henry, the first love is to climb into thecockpit ofhis speedy race plane and leave behind the competi-tion at a National Air Races course.

Red Eagle would have a good knowledge ofthis, since he'sbeen in the skies formost of his adult life. Tall, stout, and stoic,with the eyes of awandering hawk and an expression of a hard-ened warrior, he served in this militia before becoming an airracer. His time as a lead interceptor pilot in the Gray HorseSquadron, one of four units within the Osage militia, honed hisdiscipline and experience behind the stick.

The time also taught him the hard lessons of living as anIndian between now-warring nations, and the price his peoplepay for their wealth and independence.

. . .""" "


26/66

--H E N R Y R E D E A G L E ~ : : ' . ; -=----------- _ 'oJ!' ._

Europeans settled in Jamestown, Va. In the l S" Century; theOsage were forced to move from the Mississippi Valley aftersuccessful venture in the lucrative fur trade. Inthe 19ihCentury,the tribe was driven even farther west by white farmers that cov-eted the tribe's land.

Eventually the tribe settled into what was once Oklahoma.Soon following, when oil was discovered on their land, they weredubbed "the richest people in the world." Their wealth and in-fluence helped them form ties to Texas before seceded from theUnion and kept the nation alive turning the ongoing turmoil ofthe breakup of the United States.

Red Eagle's time in the militia saw him through much of thistransition and his family profited greatly from the oil sales. M-ter his time as an officer was over, the tribe decided to fund hisway in a new venture - ai r racing.ON 10 RACING

With money to burn, the Osage knew it needed some-thing to give the tribe a good name, especially following thebattle of the Copper Kettle ,which had all but ruined the tribe'sname within many nations. Air racing, it was decided, was a.positive way to affect people, and would get them the sort ofrecognition the tribe deserved.

Red Eagle, however, was not the first pilot chos en to repre-sent the tribe on the racing tour. That honor went to JamesBigheart, a skilled but sometimes over-anxious pilot, who even-tually crashed his racer in a little-known amateur race outsideMissoula, Mont, The loss of Big heart dropped a great pall overthe tribe, but it was determined to continue racing.

Soon, the tribe approached Red Eagle, who was almost43, almost a decade older than what would soon be many ofhispeers. He thought about the idea, but would not agree until theOsage Aviation Company created a safe air race. This caughtmany tribal members by surprise, but assistant chief GeoffreyM. Standing Bear said there was no need to worry.

"He exhibits all the qualities we look for," he said. "Wis-dom, courage, frankness, boldness and a little bit of arrogance.Those are traditional Osage traits."

Ina little under 13 months, the Osage designed, tested and

fielded the Black Dog, a light, two-prop racer with a AO-cber cannon and barely enoughroon to fit Red Eagle's fram

Soon after, the warrior racer found himself entered in ateur competitions, and doing well, fmishing second, thirdfifth in his first three races. He went on to race for almostyears before he was contacted by the National Air Races Gto turn pro.

"They asked and I said yes. I think it made my peoproud they would receive the recognition they deserve in avethat is highly recognized and viewed by people," Red Esaid.

One of the circuit's most junior flyers, Red Eagle hasished one season and didn't fare well. Three disqualificatioled him to get the engineers working on a revision of hisplane - the Black Dog - and its power transference systTwo slaps against a pylon had him in the hospital for almthree months. He ended the season with a seventh place fiin Dallas.

"The professional racers are much more aggressive. Itdifferent level of competition here. But I am glad to be hehe said.

Red Eagle hopes to make greater strides next season,ing the modified plane - dubbed the Black Dog 2 - andwins for the tribe. Even more important, he wants to carryOsage banner across the nation and let the world know abthe pride of his people.

"If they believe they can steal our oil, they are wrong,"said. 'We will win races. We will grow stronger and we wilthings to keep all our enemies away."

Planes and PilotsLead Pilot: Henry Red Eagle

Black Dog 2 6-6- 6-7 -6-5Backup Pilot: Nathan Bearclaw

Black Dog 2 5-4-5-3-4-5

2 4


27/66

R a c in g s e c u r ity s ta r te d w ith vis it f rom fr ie n dB y Curtis LojeanAir RacingWeekly

After incidents between the states began to interferewith the sport, the National Air RacingGroup deemed it necessary to have andbudget its own security arm for itspilots and staff.In 1932, Daniel "Blade" Rains WaSan on-the-edge air racing jock who'dcrashed his Stillman one too many timesinto the Missouri hills. After breakingboth of his ankles in one particularlybrutal crash, he decided to go back towork as an investigator with his localtown's sheriff's department. Beforehe could polish his badge, his friendBlaine Daring paid him a visit.

"I remember him saying that if I wasn'tracing anymore, I should come out and be his body-guard. I figured what the heck," Rains said. "So, I toldhim I would, but didn't make any promises for how long."

Rains did such a good job working with Daring theNARG noticed and decided to give him a bit of money toform a small team to protect all the racers. That meantflying top cover in three Fairchild Brigands during events.Rains' team did it so well (two of the three, except Rains,were shot down five planes apiece), the NARG funded himpermanently and expanded his role.

"Itwas a kick because here I was -- just doing what Iwould normally do -- and they were paying me to do it," hesaid.

Rains expanded his team's role, flying the fasterFairchild Brigand II, hiring and maintaining aircrews andmaintenance facilities in most every nation. Rains', whoflies a Hayman Rhino, and his team now provide neces-sary escort to and from races for most pilots and theirfamilies as well as NARG officials and some high-level

spectators.Oddly enough, Rains doesn't interfere with any

the activity during Canyon Run races. "Too dangerouhe said. "One of us is bound to get his butt shot

trying to stop those folks from fion the racers."

Besides, Rains admitted,the one time of year the racersget to hold their own and see w

sort of mettle they have for racingin those areas.

"They'd be embarrassed if wedo something," he said.

Today, Rains is the second laest aerial security company in NoAmerica and Europe, second onlyBlake Aviation Security.

Planes and PilotsAlpha Flight

Lead I: Dan "Blade" RainsRhino

Wing I: Chuck "Bullet" CarrellBrigand II

Wing 2: John "Cray Dog" CravenBrigand II

7 - 7 - 8 - 5 - 7

5 - 6 - 5 - 5 - 4

5 - 5 - 8 - 6 - 6

Bravo FlightLead 1: Shawn "Stripper" ProsserBrigand IIWing 1: Chip "Da Baron" Aaron

Brigand IIWing 2: Mike "Shane" Blanton

Brigand II

7 - 6 - 6 - 7 - 6

5 - 5 - 6 - 5 - 7

5 - 5 - 4 - 5 - 5

- - -- -- - ~ 2 5


28/66

;---- - -------------- -----------------------------------1 -= - ..... " ' -;al:ll''-__",..,.._....to

26


29/66

I N T R O D U C T I O NOf the two-dozen or so races that are run in a National

Air Races season, most (save the long distance races) fallwithin three categories: Open Skies, Zeppelin Run or Can-yon Run.

Each race has its own merits, strong points and dangersfor every race pilot. More speed-minded pilots prefer theOpen Skies venues like the Pacifica Loop and the DaytonaDeuce, while more intricate, detailed minded flyers enjoycrafting their way through the canyons and valleys of theFour Corners Cannonball and the Longhorn Twist. Finally,there are those who simply like to hang it on the edge andtread the danger of flying through continuous flak fire ofZeppelin Runs.

The following are accounts from previous Air RacingWeekly journals that detail each type of race. In addition,an account of the Bendix Trophy Race, one of the NationalAir Races long-distance competitions (the Shell Speed Dashis another) is included here. Our reporters collected theseaccounts over the past two seasons.

A S P E C T A T O R ' S D E L I G H T - T H E Z E P P E L I N R U NMabel Van Furstenberg couldn't believe her luck. She

was one of 15 people who get a chance to board the cruisingzeppelin Mary Margaret on the Seas and launch a flak rocketduring the Hindenberg Scoot air race.

She'd paid almost $1,500, a kings ransom for mostEmpire State citizens, but Van Furstenberg, a gregarious airracing fan, came from old money within the Empire State,and the idea of blasting some frail racing plane to bits withan explosion of fragmented metal somehow appealed to her.

Shooting at National Air Races pilots was privilege af-forded to only nine participants per race. Duringthe Scoot,racers would make their way around the Mary Margaret onthe Seas, the Empire State's most luxurious cruise vessel, ina figure eight pattern, passing by the air ship's massive flakguns.

Van Furstenberg would be able to fire her blast on lapnumber two, along with two others who paid the fee. Three

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others would fire on the laps before and after Van FurstenbAs the zeppelin ascended toward the clouds,

Furstenbergcould hardly contain herself. She could onlyvously eat a small meal before the ship reached its destinapoint, over what used to be the west end of Long Island,most 6,000 feet in the air. The onboard PA speaker crackto life.

"Welcome aboard race fans," the announcer said. "races will begin shortly. You'll see the planes moving fyour right to your left. For our gunners today, your objecwill be to inflict the most amount of damage without actudowning our racers. So, get close!"

Itwas about that time that a purser came along and asVan Furstenberg to come with him to the shooting deck,below a very large observation level above the main caVan Furstenberg was told to dress warm, and she did, wingone of her finest fox furs and extra undergarments.a good thing! Once she'd left the main cabin, a chillingswept by Van Furstenberg's legs.

When they'd finally reached the gunnery deck, shethe other eight shooters - mostly men - were given a bhistory of the ship, which had fought valiantly duringEmpire State's succession from the union. It was latertired and given new life as a cruise ship.

Immediately following, the shooters were led towardof the massive flak cannons. Van Furstenberg had never sanything like it before in her life. It gleamed, gun metaland bronze. Several shells sat next to the guns. The weapmaster started to explain the operation of the weapon.paid little attention, in awe of the massive gun's sizemajesty.

She clicked in when the weapons master started talkabout firing. "All you folks will need to do is get up infiring chair, take a look through our specially made scoaim somewhere out there in the blue and fire away. Wtake care of cleaning up the shell and reloading. Beyou put on the earphones, or you won't be walking ouhere hearing anything at all!"

Now her excitement built. Although she was in theond rotation of people to fire, she was anxious to get star

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Instead of following the others to the observation deckto watchthe first round of firing, she asked and received permission towatch the fust group fire its weapons.

She was handed ear protection. She removed her hat,handing to a purser to hold, and placed the thick, woodencoverings over her ears. She looked out a large window,waiting to see race planes come by.

Moments later, she heard the familiar buzz of aircraftengines through her headphones and craned her head to theright. Without warning, the first ''THOOM'' of a flak can-non going off rang in her ears, nearly knocking her over,immediately followed by the explosion of the flak rocketgoing off. She didn't see if any of the planes avoided it and,as she regained her composure, the second and third can-nons went off in succession.The sound enveloped the deck,and Van Furstenberg'seyes widened with glee. One of shooters dismounted herfiring post laughing and raising her hands as if she' dhit oneof the racers. Van Furstenberg was ready to take the con-trols.

It would be, however, almost five minutes before theracers completed another lap and came around again forher to shoot. Still, she hastily walked over to the shootingposition and sat down. Van Furstenberg looked over all thecontrols, dials and levers on the cannon, thinking smartlyabout who might have operated this during the battles foughtover her state.

Crewmen came by, removing the expended shells fromthe deck and reloading the chambers of the guns with newammunition, It wasn't soon after Van Furstenberg foundherself given the cue to watch the sky and await the racersas they passed the zeppelin again.

She craned her head forward for a better view out thegun door opening, stationed along the starboard side of themassive ship. In the distance, she saw the small dots ofplanes making their way toward the Mary Margaret of theSeas. The weapons master came along side her.

"Get ready! Get your eyes in the scope," he yelled.She peered into the scope, now seeing the aircraft clearer.

Still, she didn't feel like she had a good shot. When the weap-ons master turned away, she raised her head and looked outthe opening, seeing the planes more clearly. She found thetrigger for the cannon, and gripped it with her slender hand.

As the cold wind blew past her face, she eyeballed the

two lead planes, one gleaming silver, the other white, squina moment and fued, catching the entire deck off guard.Furstenberg had fired her weapon earlier than any of theers.

She watched the rocket's streak zip out into the airthen, suddenly burst, sending shards of metal, glasswhatever else was inside, directly between the twoplanes. She watched the largest shards rip through the tsleek fuselages of the planes, one tearing into an engine coing on the white plane, sending it smoking and spiratoward the ground.

The silver plane rocked back and forth trying to mtain its air speed, but there was a clear gash across the tothe planes fuselage that was spraying some kind of fand smoking like an overburdened train.

Van Furstenberg yelled something excitedly, pumpinghand wildly in the air. Eventually, she watched the siplane in the distance bank right and tail out of he race.

The other two cannons fired as the two trailing placame by, missing on both accounts. Van Furstenbergmounted her weapon as the crewmen and weapons mastared at her, a large smile covering her face.

"Well, this IS what I paid for isn't it?" she removed

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ear coverings and returned her hat on her head. She walkedalmost all the way to the exit door, kicked her heels in gleeand walked off the deck.

RULES FOR THE ZEPPELIN RUN-- Use one Tethered Aerostat Zepmap and the zeppelin

map, placed side by side oil the long edges. Like the Open Skiesrace, Zep Runs begin four hexes behind and four above the start!finish line. The objective is to complete one lap aroundthe py-lons andzeppelin.

-- The zeppelin is a commercially fitted model, with flakcannons mOllllted. Onboard passengers are given the opportu-nity to fire the flak cannons to divert passing flyers, but may notshot directly upon them (this is a sort of luxury for those whocan afford to watch the race from this vantage point).

R A C E S R U N I N S E C R E T - T H E C A N Y O N R U NPerhaps the most well-kept secret of the National Air Races

is the date and start time of the Four Comers Cannonball, anillegal race run through parts of Arixio and the Free ColoradoState twice annually. The 2SO-mile sprint race usually also drawsthe highest attendance by pilots during the season.

The race begins inthe northenniost comer of Arixio and takesracers on a.winding journey past massive red plateaus, throughnarrow canyons and over highly angered nomads that roam thedesert floors. These nomads also employ huge renovated flakcannons to fire at racers in attempt to down the pilots before theyreach the finish line.

Started in 1934, the Cannonball boasts a rich tradition ofse-crecy. No pilot knows the start date and time more than three daysin advance, leaving little time for preparation and post-race repair.

Only five pilots have ever been brought down by flak fire,and none killed. Most see the flak blasts as a welcome chal-Lenge into what would otherwise amount to a "fairly dull race,'according to the National Air Races best pilot.

"It'd just be another drive in the country otherwise," saidLowell Bayles, who claims three victories in the Cannonball."I got my back wings shot off twice -- and still limped home!"

RULES OF ENGAGEMENTConnect two canyon maps vertically. The course is run

inside the plateau walls (except on map edges). Players on

1 0 K E Y S T O A G R E A I A I R R A C ELowell Bayles took the time to"giye us what he believes

are his 10 key points running a-solid air race, Some oftheserrray seem like eomriion sense, but forthe up-and-corners'of the sports, it may provide some insight'to win'nirig a goorace:1 , Speed kills., "Fly the fastest little numbsr you can geyour hands on, and then go all out Irs not worth holdingback when you have that many people counting on you twin,"

"2 , Knock 'Em off the course.J'Use your f lash, s-onand flak rockets to knock g'uys 0ut of bounds' oroff the courseThat's one less' opponent you havs to worry about."

:3 ,Kee'p an 'eye on th-e fuel, "One losttank means onless pylon, And so on; lf sornebody's chewed upyour tankyou're 'gonna nee~ to do sorn ereal vcodo 0to make it all thway around."

. 4 ; Don't get comfortab Ie. "Somsbc dy has always gotheir pipper on your tail, oris ready to squirt you with a bafull ofoll. Don't assume anything out there."

5,Come well armed. "THis one speaks for itself, Bringas much as you can -- and make sure it's all functionalbefore the race starts No sensa getting cauqht-withjammed weapon or a bad "chute," .

6; P le ase the sp onso rs. "No body rides for free;"7., Find a gro.ove. i'A lot of guys,w ill get up there and 'g

willy nilly all overthe course. Thera's a good groove on ever'course that's going to provide. you the fastest way homeThis one takes sorne.experlence, but.orrce you have it downtherEl;s no beating it."

8, Sweat the small stuff. 'Watch the gauges ,Take theextra time,"

g, Don't takeanyquff "It's your race, Run ityour wayOr, let the palooka who wants to tell you how to run it getthe.hot seat."

10, Enjoytheride. "There's nothing like it."

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therow ofhexes nearest on of the ends of the course. Some-one who is not racing should place two flak makers each tuminside the canyon walls. Objective is toreach the other end ofthe mapfirst,T H E G R E A T R A C E ( P A S A D E N A ) - O P E N S K I E S

Low to the ground, kicking up dust, loud and full of life,Pasadena iswhere the first shots were fired kicking off the great-est aviation spectacle North America has ever seen. That's whythe race in this aviation-crazy town is simply called The GreatRace.

Flown in open skies over the hills, valleys and flat spaces ofthe Southern California landscape, the Great Race flies only 1S Omiles and four laps, but provides its spectators some ofthe fmestflying, best views and most intense competition of the season.

Three heats of 10 aircraft jockey for a fmal six spots in thetrophy race, and fmd themselves pushing the envelope as indus-trial leaders, international dignitaries and world movers watchfrom the famous Sky High Cafe, home to the best view inracing.

The race's first winner, Lowell Bayles, knows the his-tory, tradition and excellence of winning The Great Raceand none of that majesty is lost on his counterparts.

"I t' s the one everyone is sho oting for at the end of theyear," said Blaine Daring, fellow racer. "the aircraftbuilders, the reporters and all the pretty Hollywood girlsare out here watching us do our thing. The spotlight isshining so bright sometimes its hard to run a race."

The Great Race usually draws crowds of 450,000 to700,00 people from all over, flown in by whatever canmake the trip over borders - pirate zeppelins, passengercraft and any means necessaary to watch this race.

RULES OF ENGAGEMENTUse two of the the Tethered Aero stat maps connected

on the short end, length-wise. As the maps connect, thehexes that come together compose the start-finish line,and turn one off to the right (going counterclockwise).The start of the race begins four hexes left of and fourhexes up from the start/finish line. Lineup one row ofthree planes or two rows of three plane out of turn 3.Players may not shoot until planes cross the start-finishline. The objective is to complete one lap around the teth-ered aerostats.

B E N D I X T R O P H Y R A C E - L O N G D I S T A N C E D A SThe Bendix Aviation Corporation, under the leaders

of Malcolm P. Ferguson, its president, sponsors the BenTrophy Race, a free-for-all transcontinental speed dash, sing at Van Nuys, in the nation of Hollywood, and finishat Cleveland Municipal Airport, in the Industrial StateAmerica.

Ferguson and Bendix award the Bendix Trophy towinner in the "R" Division, which consists primarily ofprofessional racers from the National Air Races circuit,also allows 10 entrants from the amateur classes (muchthe U.S. Open in professional golf).

The Bendix Aviation Corporation has sponsoredevent since 193L Sponsorship has been predicated oncouraging experimental work toward the developmenthigher cross country speed and new transcontinental sprecords.

The Bendix Transcontinental Speed Dash offers cpetition for all types of airplanes. There are two divisiothe "J" Division for military airplanes, and the "R" Divisfor others. The "R" Division will be limited to 50 startThere is no competition between the "J" Division and''R'' Division for the prize money.

The contest is flown either non-stop without refuelwith refueling in flight, or with refuel landings, at the piloption. The shortest elapsed time from the starting poinVan Nuys to the finishing point at Cleveland will bemethod declaring the winner.

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A I R R A C E C O U R S E S ~ , ~An airplane must arrive at the finish point at Cleveland

between noon and 6 p.rn. August 30 to be eligible for theprize money.

While the total prize is $100,000, $90,000 of the purse isawarded to the first seven finishers in the "R" Division, withthe winner receiving $65,000.

Also, $1,000 of the above total purse will be awarded tothe first woman pilot making the fastest elapsed time.

The owner of the winning airplane in the "R" Divisionor an Aero Club he may designate is given possession of theBendix Trophy for 10 months from the date of the Race.The pilot of the winning airplane in the "R" Division isawarded, for permanent possession, a gold replica of theBendix Trophy. The second-place pilot gets a silver replica,

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and the third-place aviator receives a bronze replica.Service pilots of the winning airplanes inthe "J"Divi

for U.S. military airplanes are awarded replicas or medalRULES OF ENGAGEMENT

Connect two Open Skies maps on the short edges,the maps are extended lengthwise). Racers start on therow of hexes on one edge of the map and must race toother in the shortest amount oftums.

Start the planes in the first rows of hexes available onedge of the map.

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R a c in g pla n e s a reBy Jake ChristopherAir Racing Weekly

Light, agile, sleek and colorful, racing planes are likeno other aircraft. Their evolution is woven in the pages ofbarnstorming farmers, military aerial heroes and event pro-moters anxious to see more speed, more power and moremoney.

Most noticeable about the appearance of racing planesis the ratio of engine to fuselage. For instance, on most ofthe winning aircraft, the engine, its cowling and occupyingcomponents can take almost 10 to 10 pl?r;:f;ntof the totalairplane space. Little room is left for the pilot, who is oftenconfined to attempting tomaking dangerous maneuvers withlittle visibility or cockpit space.

Without these massive powerplants, however, planeswould not be capable of the 200 mph-plus speeds theyachieve, carrying their jockeys to victory and ensuring fameand fortune abound. But none of this would have beenpossible without two farmboys and a bet.

One of the first real races occurred when a pair of Mid-western farmers in the early 1910s decided it might be agood idea to see which cropduster was faster. One thing ledto another, and those two farmboys created air racing, atleast as an informal form of one-upmanship.

The Great War brought about the need to create faster,more powerful planes. Speedy Ravens, Brigands and otheraircraft, following lengthy tours of duty, were brought homeand overhauled. Some never saw the theater of war again.Those that did not found their way into the hands of part-time mechanics like Harold Willis.

"I remember Whittly and Douglas delivered us this ter-rible looking old plane, a Raven. I mean, it had more holesin it than a bad mystery novel," he joked. "We did as muchpatch work as we could and started playing around with theengine. Sure enough, we had our first racer."

Others were doing the same thing, and a loosely formed

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n o o rd i n a ry bi rd snetwork of mechanics began to form around the modifitions made to these military planes. Most were funded fthe mechanics' own bank accounts, some clever horse ting for parts and the ingenuity of a group of people whgoal was a simple one - more speed and more power.

One of the chief modifications made early on to mosthe airframes was tearing off the weight. The Ravenvided an easy task, as it was a plane built for maintainerseasy to work on and easy to get apart. Stripped down, hever, the Raven looked like a wet cat, and, once the flgot onboard, they found it easy to handle. In fact, too e

"I remember the first time I got the thing up in the apushed the stick over just a bit, and the whole thing stabarrel rolling like crazy,' said retired test pilot Jesse R"The thing would flip over on a dime. It was like somewas playing a big joke on me. Eventually, I got the hanit."GO, RAVEN, GO!

Willis' Raven proved the breadwinner amongst theinformal grouping of racers in the early 1920s. Some wbuilding ramshackle planes from what was available on tfarms and losing miserably. The Curtiss-Wright Furythe Fairchild Brigand proved to be the easiest airframesadopt for racing. The Fury's engine, if found intact,provided ample power. In fact, many Fury engines wtransferred to other unique airframes, some with morecess than others were.

In actuality, many of the developed race planes turout to be lethal, and many then-states banned racing pproduction entirely, citing the inherent risks. With lawplace, most of those who wanted to continue the pracmoved elsewhere to ply their trade. Others continuedsecret until another airplane crashed and someone elsekilled.

Credibility, accessibility and reliability had gone intotoilet for most racers. Itwasn't until air race aircraft pion

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I-~~. -~ .. _"Jimmy Hayman and Hayman Aerospace created the RP-lDasher that the sport got the shot in the ann it needed tosurvive.

Hayman, an entrepreneur who'd made his reputationfirst as an electrical engineer and later as a transport flyerduring the Great War, had founded a small aircraft businessin Mira Loma, Calif. He'd been looking for a niche to makea dent in the market behind Howard Hughes, Lockheed andother established builders.

Suave, cocky and brash, Hayman knew the stakes andbided his time Untilhe discovered the air racing undergroundcommunity. He saw the opportunity to create an entire lineof products. However; he needed to meet his chief con-cerns of making money and keeping the revenue from thisnew venture flowing.After discovering the existing laws in place, he quietlymade his way around the country speaking with leaders ingovernments, exhausting resources to get laws changed re-garding development and use of racing airframes. In 80percent of the states that had laws, the legislation was changedand the market was reborn.

Seeing the market spring up before his eyes, Hayman wassure he'd make a killing.

Then came the separation of the states, and JimmyHayman's whole market interest changed. The seceding ofTexas from the union sparked the wildfire for other states tosecede and make their own ways. Racing took a back seatfor a while, and Hayman created war-bound aircraft includ-ing the HF-l Rhino, the MF-5 hacksaw and the LF-l TigerBeetle, all proven winners in several states across the land.THE INTEREST SUBSIDES

Interest in air racing subsided for a time. However, oncethings had settled down and the new borders were drawn, theracing groundswell rose again. This time, itwas greater thanever, with aviation interest at an all-time high, burgeoning atevery turn. The need for well-trained pilots and air crewmenwas unsustainable, The nations relied on the airways as theprimary means ofmoving cargo, patrolling borders and keep-mgpeace.

Sales of the RP-l soared in 1934. Hayman seized onthis aviation frenzy and had his engineers create four otherlow-cost, high-speed racers, all in the RP, or "Racing Plane,"series to take advantage of the people's desire for seeing

skyward spectacle.Lockheed, Curtiss-Wright, Fairchild and others follow

with their own racing frames, each a big seller in diffecommunities. And while production for these companboomed, none was stronger, at least for race planes, tHayman Aerospace. Hayman cornered the racing mawith his brand of flyer, and his two- fisted approach to bness earned him respect in the three biggest markets-Empire State, the Nation of Hollywood and RepublicTexas.

Perhaps the fiercest rivalry in the business is betwHayman and Howard Hughes. Their race planes - HughR600 Lamplighter and Hayman's RP-4 Streak - areally one and two at the finish line of most races. They bain the press, at the negotiating table (although Hughesalways have the advantage in war contracts with the varinations' war departments), and around the country. B

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supply great race planes thatmeet the racersultimate demands- fast, agile, and good enough to heat an opponent.

Infact, today's planes only faintly resemble their older,unarmed predecessors. Still colorful, sponsored and loadedwith horsepower, a plane that flies in a National Air Racesevent must also be armed. That means equipping the air-craft with any number of onboard goodies.

Most racers, at the minimum carry a .30-caliberweapon, as a way to slow an opponent (also in tribute tothe .38 carried by Lowell Bayles duringthe Pasadena In-cident). Others who can afford the space, payload andbudget carry modified harpoon rockets (called tow cables),Hayman Drogue Chutes (fired to slow a leading plane'sforward velocity), oil sprayers (to cut visibility), flak, flareand sonic rockets - all authorized by the National AirRacing Group.

AS FAST AS THEY WILL GOMost agree the planes are as fast as they have ever

been, citing the need to keep the races co

national air races

Documents