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der VorgängerThe magazine of the Founders’ Region • Potomac, Porsche Club of America • November 2011

2• der Vorgänger • November 2011 www.pcapotomac.org

der Vorgänger • November 2011 • 3

der Vorgänger

Table of contentsEditor: Miscellaneous ramblings 5President’s column 6Potomac contact information 72011 calendar of Potomac events 8Anniversaries, new members 8DIY: Cleaning wheel speed sensors 9Brakes maintenance 10How to detail your car properly 11New 991 debuts at Frankfort show 12–13Nominations for 2012 club officers 14Porsche caravan to Charlottesville 15Pilots and Porsches 16–23Club Race weekend: A rainy success 24Interested in a Virginia PCA license plate? 26Baltimore Grand Prix 27PCA Open House 28PCA Membership form 29

Rally in Radnor, Pa. 30Readers and their cars 31

Cover photo by Richard Curtis of CraigMoen’s ’87 Carrera and Vans RV-8 acro-batic plane that he built. Pilots & Porschesstory begins on Page 16.


Photo by Alex Lunsford

Charlottesville, Va.Drive ’n Dine partici-pants, from left: Chrisand Vaiana Williams,Tracy and DavidMcMillan, DimitriShanin and Gina,Michelle and JeffMassa, Rodger andMonica Wenzel.

der Vorgänger •November 2011 • 5

Editor’s column

Miscellaneous ramblingsThe monthly magazine of the Founders’ Region, Potomac,

Porsche Club of America.

November 2011, Volume 57, No. 10

der Vorgänger is the official magazine of the Founders’Region, Potomac, Porsche Club of America, Inc.http://www.pcapotomac.org. Contributions for derVorgänger should be sent to editor Richard Curtis atleast six weeks preceding the month of publication,preferably via e-mail to [email protected].

Publisher: Tony Kelly6726 Lucy LaneMcLean, Va. 22101 [email protected]

Editor, designer: Richard Curtis6032 Makely DriveFairfax Station, Va. 22039703-239-1678 [email protected]

Contributing photographers: John Bailey, MichaelMadrid, Ken Marks, Tony Pagonis, Willy Straubhaar.

Contributing writers: Tuffy von Briesen, GaryBrindle, Sydney Butler, Andy Clements, John Eber-hardt, Rich Franco, Margaret Kauffman, Tony Kelly,John Magistro, Tony Pagonis, Starla Phelps and SteveVetter, Mia Walsh.

Proofreader: George Soodoo

Questions about display advertising rates and place-ment in der Vorgänger, please contact Tony Kelly [email protected]

der Vorgänger (ISSN 0199-0667) is publishedmonthlyexcept in January by the Founders’ Region, Potomac,Porsche Club of America at 16726 Lucy Lane,McLean Va. 22101. Subscription is limited to mem-bers of the Founders’ Region, Potomac, Porsche Clubof America. Annual PCA dues are $42 (includes $18for derVorgänger subscription). Periodicals postagepending at McLean, Va. and at additional mailing of-fices. POSTMASTER: Send address changes to derVorgänger, 6726 Lucy Lane, McLean, Va. 22101.Statements appearing in der Vorgänger are those of thecontributing authors and do not constitute the opin-ions or policy of the Founders’ Region, Potomac,Porsche Club of America, its board of directors or theeditors of the magazine. The Founders’ Region, Po-tomac, Porsche Club of America neither endorses anyadvertisement nor warrants any product or servicesthey may provide. Potomac Region reserves the rightto cancel advertisements at any time, for any reason,in its sole discretion. For information regarding com-mercial advertising and rates, contact the publisherlisted above.

Letters to the editor are welcome but should bebrief and may be edited for length. Please note ifthe letter or e-mail is submitted as a letter to theeditor; please include a contact phone number forverification.

der VorgängerThe Founders’ Region, Potomac—our club—is now

the largest region in the Porsche Club of America. Currentmembership stands at 2,283 primary members, eclips-ing the formerly largest region, Northern New Jersey, by68.

While “churn” is always a concern in any organiza-tion’s membership, I’ll go out on a limb and offer that themany activities that Potomac offers, along with a wel-coming, warm, glad-to-meet-ya-what-can-we-do-for-youapproach to both new and old members is what keepsour churn low. You don’t have to spend much time at aPotomac breakfast, autocross, rally, concours, Drive ’nDne, or DE and/or DE tech day to make new friends andrenew old relationships. In the final analysis, the truevalue of anymembership is what keeps members engagedand renewing their commmitment to this community.

• • •On pages 15 through 23, you’ll find eight stories on

eight remarkable Potomac members who both drivePorsches and fly airplanes. Once again, their stories pointout how interesting, accomplished and diverse in theirinterests are Potomac club members, and how the rich-ness of our community’s experiences enrich us all.

• • •I recently had an opportunity to attend a demonstra-

tion at the Insurance Institute for Highway Safety (IIHS)to see a head-on collision between two 2009 MitsuibishiGalants. The collision was at an offset angle of 20 degrees(driver’s side to driver’s side) at 40 mph. The impact wasenormous, tearing the driver’s side front wheel off bothvehicles. While the cars weren’t entirely destroyed, therewas little doubt that the cars were totalled.

Amazingly, the passenger compartment remained rel-atively intact and the dummys inside, cushioned by frontand side air bags, would’ve have survived according toengineers who studied the data.

No, IIHS doesn’t test Porsches—too expensive (IIHSactually buys the test vehicles on the open market) andthey don’t represent an appreciable percentage of vehi-cles on the road—but what the test demonstrated for mewas the value of modern construction and automobilesafety equipment, such as seat belts and air bags.

For comparision, IIHS had recently done the same teston a four-door ’59 Chevy against a modern ChevyMalibu,and those cars were on display. There was little doubt thatno one in front seat of the ’59 Chevy would’ve survivedwhile theMalibu protected its occupants to drive anotherday.

Sobering lesson: Always buckle up and get as manyair bags in your vehicle as possible.

—Richard [email protected]

Correction: In the October issue on page 10, wewrongfully referred toMFI as “Multipoint Fuel Injection.”The author of that story knew better; the editor did not.MFI is an acronym for Mechanical Fuel Injection. We re-gret the error.

While I am writing this early in October and only a few October Po-tomac events have taken place, I do want to thank and praise our ClubRace Co-Chairs Starla Phelps and Fred Pfeiffer for orchestrating the suc-cessful 20th consecutive Club Race put on by Potomac the first week-end of October. With 115 racers and over 30 “advanced”drivers participating in the associated driver educationevent, it was an outstanding weekend.

While there is a more detailed story about this ClubRace on page 24, I do want to recognize the efforts ofStarla and Fred in making this event the success it was. Ialso want to recognize the many Potomac members whovolunteered to come to Summit Point for the entire week-end to provide the basic support that Club Races require.A special thanks goes to all the more than 20 flaggers,who despite the all-day rain Saturday, stood out in thecold rain to make sure the racers had eyes around eachcorner.

We all know that eventually all good things have tocome to end. Yes, looking at the November Potomac cal-endar, we only have one planned event remaining in2011 where you can flex the capabilities of your car and its driver. Thisis the final autocross of 2011, scheduled for November 5 at Baysox Sta-dium. Yes, we still will have our three Saturday breakfast/bunchmeetingsin November (as we do every month) but somehow it seems that oncethe leaves start falling, many Porsches spend considerably more time intheir comfortable garages than on the roads.

On the other hand, now is the time to lay out your car’s winter main-tenance/upgrade plan. That is the beauty of owning a Porsche; it does-

n’t take a lot of imagination to come up with things you will like to doto improve your car. (On a personal note, I really, really wish my home-owners design review committee would let me have a garage, but un-fortunately garages are not considered in harmony and conformity of

the original intent of the community’s architect. At leastI did get approved an architecturally “correct” carport.)

On another personal note, my wife and I had to saygoodbye to a dear friend.We adopted “Blue” from a goodfriend in February 2007 when Blue was just nine yearsold. She was in pretty good shape, but through love andgood exercise, she grew stronger. She didn’t like the win-ter months that much but how she loved the spring,summer and fall when she could run outside and feel thewind in her face. Blue loved being at the track the pastcouple of years for Drivers Education events!

As it is in life, you often have to make a tough deci-sion. For Kathy andme, it was a tough one, but we knewit was time. Sadly I, took Blue for her last ride with me.As they took Blue away, I almost choked up. Then I gotin our new, hardly used Aqua Blue ’09 Boxster S (with a

PDK to boot) and realized that Boxsters have come a long way since1998 when Blue was born. I just hope our beloved Blue finds a goodhome. Afterwards, I realized of all the Porsches I have owned, Blue wasthe first one I have ever sold. I just hope no one tells my ’87 Targa (thatI bought new) that I sold its sister.

Thanks for being a part of PCA Potomac. If you have questions orsuggestions, please do not hesitate to contact me at [email protected].


The president’s page

Dick Seltzer

A car season draws to a close; goodbye to old Blue


Founders’ Region officersPresident: Dick Seltzer [email protected] 703-660-9471Vice president: Jody Lagioia, [email protected]: Gary Brindle [email protected] 703-987-8055Treasurer: Evan Close [email protected] 703-887-2978Past president: Tuffy von Briesen [email protected]

703-980-4839

Drivers’ EducationDrivers’ Ed: Alan Herod [email protected]: Charlie Clark, Sally Herod [email protected]

301-776-2545Cashier: Skip Close [email protected] coordinator: Tuffy von Briesen [email protected] instructors: Bob Mulligan (703) 709-8400,Dirk Dekker 410-819-6789 [email protected]

Tech chairs: David Riley, Dave Diquollo [email protected]

ProgramsAutocross: Tony Pagonis [email protected] ’n Dine: Andrew Fort [email protected] Race: Fred Pfeiffer, Starla Phelps: 703-354-5833

[email protected]: Ron Davis, 703-409-0513, Mike [email protected]

Historian: George Whitmore [email protected] officer: Howard Hill [email protected]: John Magistro [email protected]

Public relations: Scott Mayster [email protected]

202.258.0902Public service: Scott Mayster [email protected]

202.258.0902Rally: Craig and Linda Davidson [email protected] (Craig) and 301-233-1530 (Linda)

Safety: Dan Dazzo [email protected] 410-608-3440Social, meetings: Mia Walsh, Jody Lagioia [email protected]: Tuffy von Briesen [email protected] coordinator: John Eberhardt [email protected] 2 Rep: Tom Zaffarano [email protected]

Webmaster: Michael Handelman [email protected]

ddeerrVVoorrggäännggeerr Publisher: Tony Kelly [email protected]: Richard Curtis [email protected]; 703-239-1678 Calendar: Michael Handelman [email protected] 301-652-0575

Advertising: Tony Kelly [email protected] Model experts Cayenne: OPEN [email protected] Cayman: Chad Todd [email protected] & 912: Tim Berardelli [email protected] (older): George Whitmore [email protected] 930: Roger Bratter [email protected] 964: C2 & C4: Roger Bratter [email protected] 986 (Boxster): John Eberhardt [email protected] 914 & 914/6: Ray Plewacki [email protected] 944 & 968: Charlie Murphy [email protected] 924: John Brown [email protected] 928: Kevin Lacy [email protected]: (’95–’98) Jose Herceg [email protected] 703-691-1771

Potomac officers and chairs

Potomac breakfasts and/or brunches are an excellent way to (a)have a meal; and (b) make new Porsche friends or renew friendshipswith old friends. These meetings are low-key, no agenda, and often arefollowed by impromptu drives through the countryside.Virginia: first Saturday of each month, City Grille, 10701 Balls

Ford Road, Manassas, Va. 20109. Phone: 703-330-3011. Virginia: second Saturday of each month, 9–11 a.m. Thirsty

Bernie Sports Bar & Grill, 2163 N. Glebe Road, Arlington, Va. 22207.703-248-9300. Plenty of parking, diverse menu. The Maryland breakfast is the third Saturday of each month

from 11 a.m. to 1 p.m. at the Irish Inn, 6119 Tulane Ave., Glen Echo,Md.

• • •For more information, contact John Magistro at

[email protected]

2011 calendarOctober:

28–30: DE, Summit Point

November:5: Autocross #6. **5: Centreville, Va. brunch. 11

a.m.*12: Arlington, Va. breakfast, 9

a.m.*19: Glen Echo, Md. brunch. 11

a.m.*

December:3: Centreville, Va. brunch. 11

a.m.*3: Potomac planning meeting for

20123: Drive ’n Dine: Antietam, Md. 4

p.m.**10: Arlington, Va. breakfast, 9

a.m.*10: Open board meeting and

elections. Location TBD17: Glen Echo, Md. brunch. 11

a.m.*

*—See right for details on the brunch andbreakfast meetings.** — for details on specific events, contact thefollowing program chairsAutocross: Tony Pagonis, autocross@pcapo-

tomac.org

Club Race: Starla Phelps, Fred Pfieffer, [email protected]

Concours: Ron Davis or Mike Sarli, [email protected]

Drive ’n Dine: John Eberhardt, [email protected]

Driver Education: Alan Herod,[email protected]

DE Tech: David Diquollo,[email protected]

Rally: Linda or Craig Davidson, [email protected]

November 2011anniversaries

40 yearsJohn B. Altmann &

Richard AltmanHarleigh P. Ewell &

Kathleen Ewell

30 yearsLarry C. Johnson &

Liz RogersCarroll P. Kisser &

Barbara P. KisserMichael S. Mount &

Nicole O’Brien

20 yearsRobert S. Waldschmitt &

Robert JosephWaldschmitt

15 yearsJonathan J. Jagolta &

Theressa PollittDavid H. Shivers &

Carol E. ShiversDouglas Svitchan &

Benita Bottom-Svitchan

10 yearsWilliam F. Calcagno &

Marcie CalcagnoGreg NolteJames R. Woodyard &

Roger Richmond

5 yearsTed D. BrittJohn Condia &

Sharon CondiaAndrew CreaneGlenn G. Druckenbrod &

Renee DruckenbrodFritz Finley &

Camille FinleyScott Jackels &

Stephanie JackelsRonald A. LaMascus &

Peggy LaMascusPeter Peno &

Lee Ann PenoEric Runnerstrom &

Michelle RunnerstromDavid G. Ryberg &

Pete RybergDouglas Tavenner &

Joanne Tavenner

Michael Wade &Rhonda Wade

Robert T. Wheeler &Cindy Wheeler

October 2011 new membersMax Baber – 1996

CarreraRick Bar – 2004

Carrera cabrioletAdam J.Berro &

Gwendolyn Marriner –1993 968 cabriolet

Greg Bob & Carla Bob –1990 911 Targa

Rob Campbell &Georgina Halford –2008 Carrera S coupe

John L. Conn – 1989 944Michael Dougher – 2008

CaymanAndre C. Dowtin &

Greg Rogers – 2011Panamera

Denise M. Elliott Sari T. Farouki – 2008

Carrera S cabriolet

Kenneth G. Fergus –2011 Cayenne

David FitzHugh &BenjaminMontgomery– 2006 Cayman S

Bill Garcia & Will Garcia– 1993 964 cabriolet

Terrence A. Gardner &Donate vonBredow-Gardner – 1986 944

Peter J. Gatto –2002 Carrera Targa

Jonathan Guy &Carolyn Panzer –2000 Boxster

David Haggerty &Ruth Haggerty –1990 911

David H. Hartzell &Lauren Hartzell –2008 Cayenne

Jonathan C. Javitt – 2004Cayenne

Thomas Meuser &Andrea Meuser –1983 911SC coupe

Jenee L. Moore – 2012Cayenne

Joe Nardini – 2011Carrera 4 cabriolet

Robert S. Pepper &Amy L. Pepper –1983 944

Alvin Perkins – 2004Cayenne

Trish Poljak – 2008Cayenne S

Sam Rapoza &James Whitehead –2004 Cayenne S

Amy H. Ressing – 2003Boxster

David J. Rothkopf – 2009Carrera 4S cabriolet

Bob Sirmans &Kara Sirmans – 2006Boxster S & 2004Cayenne

Ray Thomas – 2008Cayman

David A. Thompson –2003 911 coupe

Kristin J. Toretta &Paul Toretta – 2002Carrerra coupe

John W. Truban &Charlene Truban

Dave Wandishin – 1999911 coupe

Potomac monthly brunch locations


Autocross scheduleNovember 5: Autocross #6.

Baysox Stadium. 8 a.m.–4p.m.

New Potomac members & anniversaries

Drive ’n Dine schedule

Dec. 3: Drive ’n Dine: Antietam,Md. 4 p.m. Details TBA.

Sundays in Burtonsville, Md.A cars & coffee gathering

called the “Church of the HolyDonut” held on the parking lotof the Dunkin’ Donuts, corner ofRoutes 29 & 198 in BurtonsvilleMd. on Sundays between 7:30and 10 a.m.

Katie’s Cars & CoffeeSaturday morning meetings

are legandary at Katie’s Cars &

Coffee in Great Falls, Va. for awide selection of classics, sportscars and other interesting cars. 7–9 a.m., weather permitting. 760Walker Road, Great Falls, Va.

Sundays at Fair Lakes (Va.)Fair Lakes (Va.) Starbucks for

coffee and cars is the site. 8:30–10:30 a.m. at Starbucks, 12599Fair Lakes Circle, Fairfax, Va.

Rally schedule

The Rally season has con-cluded.

By Richard Curtisfor der Vorganger

If your Porsche isequipped with ABS, andyou’re getting an occa-sional flickering ABS warn-ing light, your problemcould be dirty wheel speedsensors. The dirt is causedby a magnet on the end ofthe sensor atracting metal-lic debris

If the sensor is merely dirty, cleaning it willput it right. However, it could be defective, ei-

ther in the sen-sor itself or,more likely, thewiring from theharness to thesensor.

In my car, a1993 964 C2,these sensors areon all fourwheels with thebusiness end se-

cured to the wheel hub bya single M5 Allen-socketbolt on the back side ofeach wheel hub. See dia-gram at right.

Step one, as is often the case, is to jack upthe car, secure it with jack stands, and removethe wheel.

Step two is to locate the sensor cable andremove the Allen-head socket bolt securing thesensor to the hub. There’s no need to unplugthe other end of the sensor wiring.

Once the screw is removed, pull the sensorfrom the hub. It is held in at that point only by

friction with a rub-ber O-ring, andmine came out eas-ily. Be careful not tolet debris fall into thesensor hole.

On my car, thefront sensors weredevoid of any metal-lic debris attractedby the magnet. Isprayed the sensorwith some cleanerand wiped it clean,just to be sure.

On the rears,however, both mysensors had small

fuzzy balls of metallic debris on the magnet.See photo above left.

When installing the sensors, note that theyonly install one way. On my car, the front sen-sors are different from the rear sensors (the ca-bles are different lengths) and for the fronts, thesensors are different left and right. Individually,the sensors are expensive; take care when han-dling them.


DIY tipsShare your own do-it-yourself tips with dVreaders by sending anemail to [email protected]. Ahigh-resolution photowill be necessary also.

Cleaning ABS wheel speed sensors

Sensor


Tech tipsShare tech tips or do-it-yourself tips with dVreaders by sending anemail to dveditor @pcapo-tomac.org.A high-resolution photowill be necessary also.

By Omar Hilmifor der Vorgänger

For those who suffer a daily commute through heavytraffic, your vehicle’s braking system can bring thousandsof pounds of metal, plastic and empty coffee cups to astop hundreds of times before you get to work. It goeswithout saying that these pieces wear out, but they doso slowly, meaning you may not notice they need atten-tion until it’s too late.

Neglecting your braking system can lead to increasedrepair costs, orworse, no brakesat all. Fortunately,paying attentionto some of thesigns of brakewear can keepyou on top ofstopping mainte-nance, saving yousome money andkeeping your carfrom bouncing offthe guy in front ofyou.

The most ob-vious indicator that your vehicle’s brakes need attentionis an incredibly high-pitched squeal when you come to astop. Brake pad manufacturers include a little piece ofmetal called an indicator on the pad itself. When the ma-terial wears down to a certain minimum thickness, themetal piece begins to touch the vehicle’s rotor, doing apretty good impression of fingernails on a chalkboard.Depending on how hard you drive, that usually meansyou should replace yourbrake pads within themonth.

Occasionally, the indi-cator rusts and falls off,leaving you with no irritat-ing noise to warn of brakewear. Additionally, many af-termarket and low-costpads don’t come with awear indicator at all.

For the more observant,there are other signs thatyour pads need attention.If it takes you longer tostop than it used to, or ifyour brake pedal travels far-ther than it did a fewmonths ago, it might be agood idea to get your stop-pers checked. Regular padchecks are a good idea andrequire little more than re-moving a wheel and knowing what to look for.

Rotors are a little trickier, as they can usually last

through one or two sets of brake pads before needing tobe replaced. If your steering wheel wiggles in your handswhen you come to a stop, your rotors are probablywarped, and it would be a good idea to swap them out.

There are several options for replacement brake partsfor your vehicle. While you can never go wrong with whatyour manufacturer recommends, a variety of aftermarketparts can help you cater your brake system to your driv-ing style.

If you find yourself replacing rotors often, you mightconsider switching to a slotted version. While initiallymore expensive, the slots disperse heat better than solidrotors, though 99 percent of the time slotted rotors aren’tnecessary for the average driver.

Your rotors aren’t the only piece of brake hardwarethat can be changed for better performance. One of themost common brake pad upgrades is a switch to ceramicpads. These pads stop just as well, if not better than thestock pieces, but produce much less dust and are gener-ally quieter. While you can also install performance brakepads on your vehicle, these usually have a shorter lifespan and generate more wear on your rotors.

While neglecting your brakes until your car is grind-ing to a halt instead of gliding is always an option, it cancost you in unnecessary rotor replacement and possibletowing bills. That’s not to mention the likelihood of los-ing most of your stopping ability right when you need itmost. Keeping up with brake maintenance, paying at-tention to the signs of brake wear and choosing the rightequipment for your vehicle will let you slow down likeyou should.

• • •Omar Hilmi is a co-owner of Intersport, an independent

Porsche specialist in McLean, Va.

Tell-tale signs that brakes need changing

A brake pad spreader is used to spread the old padsthat forces the piston back into the caliper. This al-lows space for the new pads.

File photos by Richard Curtis

New pads on the leftcontrast with well-usedpads on the right. A gen-eral rule of thumb isthat when the pad mate-rial wears to the pointwhere it isn’t as thick asthe backing plate, it’stime to replace the pads.


By Darryl Nicholsfor der Vorgänger

Saturday, Sept.17 brought an early dose offall temperatures and a few sprinkles of rain ourway, but it didn’t deter a dozen Porsche own-ers from attending a PCA Potomac detail clinicat Odds and Ends Detailing in Sterling, Va.

The event got under way with a demo onproper washing-and-drying techniques on TimKatsapis’ 1991 Midnight Blue Metallic 911C4coupe. We began with the wheels showing theimportance of giving the tires a good scrub inaddition to the shiny parts. Everyone wasamazed at the trickle of brown suds as roadgrime, brake dust and old, greasy tire dressingswere washed away.

A two-bucket wash method was used todemonstrate how to minimize introducing ad-ditional scratches and swirls into the finishwhile washing the car. This is especially im-portant on darker colored vehicles.

Once dry, the car was pulled inside where itwas lit with fluorescent and halogen lighting sowe could assess the condition of the paint.

Even though the car was now clean, every-

one was surprised at how much dirt was stillon the surface once we moved into the clay bardemonstration. Claying a vehicle’s surface is anabsolute must before any polishing begins as itremoves any imbedded particles, industrial fall-out and other impurities that remain after thewash. These can cause scratching and swirlingduring polishing. Once clayed, a clean, smoothsurface is ready for polish or wax.

We did a side-by-side comparison of handpolishing vs. machine polishing on a moder-ately swirled driver’s side fender, one spot on911s that will show imperfections easily.

Once the surfaces were properly polished,the discussion moved on to the various Adam’sproducts used and sold by Odds and Ends De-

tailing: waxes, glazes andsealers and the differencesamong those products. Forexample, a wax was ap-plied to one section whilea sealer was applied to theother so the results couldbe compared.

We then sampled somedressings for the trim, amethod for polishing met-als and witnessed a streak-free glass-cleaning process.

Another detailing semi-nar is planned for the fall.Odds and Ends offers a

10% discount (for both retail and services) forPCA members and additional retail perks onclinic days.

Odds and Ends Detailing is located in Ster-ling, Va., just off Route 28 near the intersectionof Route 28 and Sterling Blvd. They offer an air-port valet service to/from Dulles Airport whereyou can leave your car for service while you’reout of town and not have to deal with airportparking. Phone 703-675-8819 or e-mail [email protected].

• • •Darryl, of Burke, Va., is the owner and opera-

tor of Odds and Ends Detailing. He’s been a PCAmember for seven years and owns four Porsches.

Seminar covers odds,ends of car detailing

Photo by Todd Blevins

Beautiful black ’91 964 owned byTim Katsapis of FallsChurch, Va. was the subject of an detailing seminar put on byDarryl Nichols of Odds and Ends Detailing.


By Sydney Butlerfor der Vorgänger

You need a thesaurus to describe the Frankfurt Auto Show. Start withthe word immense, and then take your pick of gigantic, vast, colossal,boundless, enormous, humongous. Any such adjective will suit. Imag-ine eight separate exhibition “halles,” each about the size of D.C.’s con-vention center. Manufacturers such as Mercedes, BMW, and Audi havetheir own massive pavilions (Mercedes alone has three floors and four es-calators). Then consider that this year (Sept. 15–25), the 64th annualshow, will attract one million visitors and 1,000 exhibitors to 235,000

square meters (2.5 million square feet) of show space. There are to be no fewer than 183 model world premieres, and I am

covering the one most interesting to me—the debut of the Porsche 911,known internally as the model 991.

I am waiting, along with hundreds of other journalist types, aroundPorsche’s new show stand. I marvel at the huge backdrop screens thatwill soon dazzle us with sound and video. Boom cameras extend over-head while Porsche family members and corporate leaders take their re-served seats. A giant Porsche crest glows on the center screen. Thensmoke unfurls from beneath it, lights flash, music blares to a sonic in-tensity and from the cavernous backstage emerges—not the new 991—

Porsche presents new 991 at FrankfurtContrasting with the 991 presented at the 2011 Frankfurt Auto Show was this striking mid-1960s 911 coupe


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but a slate grey mid-1960s 911 coupe! Before we can sort out our confusion, Walter Rohrl steps out from the

911’s deep red interior and begins to talk. My translation headset blinksout but no matter. He is surely extolling the virtues of this old master andsetting the pedigree of the new car that will debut momentarily.

As an early 911 owner years ago, I am thrilled that Porsche is bothemphasizing and recalling the importance of heritage anddesign evolution. Rather than appearing out of place insuch flashy surroundings, the 911’s simple, clean designis confident, proud and elegant. Then another sound andlight extravaganza, and the new 991—camera flashes re-flecting from its dark blue metallic exterior—pulls along-side its great ancestor on the world’s stage. Rohrl drivesthe 911 slowly (and I think proudly) offstage to a specialdisplay platform, and Porsche AG CEO Matteus Mullersteps from the new 991 and begins to speak.

But I am not listening. The 991 is stunning. Sleek,low, wide in the front with splendid 20-inch rims allaround. The windscreen is more raked and the frontfenders are flatter against the hood. The car sits close to the ground, andits more sloped roofline accentuates the racy appearance. Nothing neg-ative or jarring jumps out at me. The design is integrated, modern andjust plain gorgeous. At the same time, it does not bow to excess style orradical change. It moves beyond the 997 series certainly, but does notrender it out of date.

Muller ends his formal remarks and invites everyone for interviewsand a closer look. The crowd quickly becomes too thick, so I retire tothe nearby Porsche Exclusive lounge where I can more leisurely admirea Platinum Carrera S. Longtime friend and Exclusive representative PeterFraschke guides me around this silver beauty, pointing out the front and

rear Sport Design package, the fabulous black painted 20-inch SportTecho rims, the luxurious new Expresso leather, Panamera-like interiorwith its Sport wheel, PDK paddles and burnished aluminum trim. Somemay believe that the car has become more of a GT cruiser than a puresports car, but I welcome the comfortable and elegant trappings. And ifyou doubt the performance of this newly laden beauty, just note that

the 991 Carrera S laps the Nurburgring a full 13 secondsfaster than its 997 counterpart!

As the excitement wears down over the next fewhours, I walk about the Porsche show area (all 2,400square meters of it) and gathered my thoughts. The darkmetallic blue Carrera S continues to spin slowly on thepresentation stage, offering every splendid detail to ad-miring onlookers. Other fine Porsche products wereplaced around—an Agate Grey Panamera Turbo S; ablack Cayenne Turbo; a yellow, all-electric Boxster; a blackedition Cayman S; a GT3 RS 4.0; and the GT3RSR thathad recently won the Nurburgring 24 hours.

All are pinnacles of modern engineering, but I foundmyself musing more and more about Porsche history. Each of these carswas built upon gradually evolving ideas and engineering; each inheritedits design, performance, success and appeal from those made over halfa century before. So I kept close to that older slate grey 911 that sat qui-etly behind a small roped-off area somewhat to the side. It both honoredand is Porsche history.

If one were prone to extol history, he could imagine these cars as re-splendent members of Porsche’s court, with the new 991 being thecrown prince. But while the prince may be younger, stronger and per-haps more handsome, the king is still the one wearing the simple 911crown, as regal and enduring as ever.

Porsche’s new 911, known internally as the 991, is longer, lower, wider yet lighter.

Frankfort videoFor a glimpse of thecolor, spectacle,crowds and Porschestars of the 2011Frankfurt Auto Show,check out this videoposted onwww.pcapotomac.org


In accordance with the club’s bylaws, the2012 executive officers will be elected by themembership on Saturday, Dec 10 at a placeand time to be announced. The 2012 officercandidates proposed by the club’s nominatingcommittee include the following:

For president: Dick SeltzerDick is standing for reelection as the club’s

president. Dick joined PCA in 1987. For him,the closest PCA group was 120 miles away inKansas City so he didn’t participate in PCAuntil he moved to the D.C. area and attendeda Potomac meet-ing. After hear ingabout this thingcalled Drivers’Education (DE)he signed up forhis first DE at Vir-ginia InternationalRaceway in 2002.As they say, it’s aslippery slope: Helater became a DEinstructor andvolunteered to serve as the club’s DE cashier.

In 2008, Dick was elected to the club’sexecutive board and served as the club’s treas-urer. Dick has served two terms, 2009 and2010, as the club’s vice president.

For vice president:John Eberhardt

John Eberhardt joined PCA in 2006 afterbuying his first Porsche—a Boxster—becausehe “wanted to feel the wind in his hair while hestill had some.” He is best known to mostmembers of theclub as the chairof the Drive ’nDine program,having worked toexpand this pro-gram to reachmore memberswith a widerrange of program-ming. John is alsoa regular au-tocrosser, DE participant and races in the 24Hours of Lemons as a driver for the NationalBank of Greece #59 Mazda Bacona. He hasloved cars since he could reach the acceleratorpedal and frequently bores his friends with dis-cussions about them. In his free time, Johnruns research and operations at DecisionQ

Corporation, a small software company thatmakes decision-support systems using ad-vanced mathematics and statistical algorithms.This also makes him very boring at cocktail par-ties. As vice president, John intends to focuson club operations, ensuring long-term finan-cial strength and expanding the club volunteerpool.

For past president:Tuffy von Briesen

I have been involved with cars all my life,and after moving to the D.C. area in 1999, Iwas a BMW owner. However, one day in 2003,my wife and I were at BMW of Arlington look-ing for car parts and wandered over to Porscheof Arlington. Before we knew it, we walked outwith a neat 2003996 cabriolet andmembership inthe Potomac Re-gion of PCA. Istarted out partic-ipating in Po-tomac events at aHigh Perform-ance DrivingClinic and thenbecame involvedin the Drivers’ Education program. I was theDE Registrar in 2006 and chairman of the DEprogram for 2007. I have volunteered for ClubRace for three years and worked on the Po-tomac Escape into American History andPCA/Potomac Porsches at the InternationalGold Cup. I was elected vice president in 2008and served as president in 2009–2010. I wasappointed the Zone 2 secretary for2010–2011. My goal as president was to con-tinue the positive steps implemented by theprevious administrations and work with you tomake our programs even better. I am veryproud of our achievements and believe that Po-tomac is starting 2011 in great shape. I lookforward to being a part of continuing our tra-dition of excellence in PCA.

For treasurer:Evan Close

Evan is standing for reelection as treasurer.He joined the PCA in 1999 as an associatemember whose father did historic Porscheraces. His first experience was a DE event atMid Ohio with the Allegheny Region, PCA withhis modified ’97 VW Golf VR6 daily driver. Hethen joined the PCA as a full member in 2005

with the Potomac region while living in Blacks-burg, Va. (A Virginia Tech grad who did notwant to leave). At the Potomac Watkins GlenEvent in 2007 he proposed to his wife,Stephanie, whohad been sup-porting andpicking up afterhim at events forseven years prioralong with theirdog Emma thatis at almost everyevent. In 2007he purchased hisfirst Porsche, a1983 911SC set up to run as a 1984 Carrera inE-Stock class in Club Racing. After instructingwith the SCCA for two years, he became a na-tional instructor with the PCA in the beginningof 2009 when he moved back to Arlington.Evan is active in the club’s DE program andholds a PCA Club Race license. He holds a de-gree in accounting from Virginia Tech. Heis an auditor with the Treasury InspectorGeneral’s staff. The track in the backgound ofthe picture is the fabled Nordschlieffe!

For secretary:Gary Brindle

Gary is standing for reelection as secretary.He has served as rally chair for the past threeyears.

Gary and his wife Sherry live in Nokesville,Va. He has beena Porsche ownerfor over 20 years.His first was a924 that he hadfor five years be-fore trading it ona ’77 911 that hestill has. In2003, he addeda Boxster and be-came involved inclub activities. He also has a pair of 914s and a944.

Gary has helped with car shows, the CampFriendship charity events and the Virginiamonthly breakfast. He is a licensed soccer offi-cial, coach, past president of a travel soccerleague and has been the presidentof his home owners association for the pastfour years. He is retired U.S. Army and worksas a program manager and branch manager forSAIC.

Candidates for 2010 Potomac officer elections


Story and photos by Alex Lunsfordfor der Vorgänger

We began our Potomac Drive ’n Dine tour to Char-lottesville, Va., by meeting on Friday, Sept. 9 in Haymar-ket, Va. and drove via Orange, Va. to lunch inBarboursville at the lovely Stonefire Grill.

We then sampled the best of the Barboursville Win-ery and toured their unique ruins. We arrived at theThomas Jefferson-designed Farmington County Club inCharlottesville by early afternoon, then headed out fordinner at the Three Notch’d Grill in Crozet.

We regrouped Saturday morning and were met by sev-eral members of the local Shenandoah Region PorscheClub including President Sherry Westfall.

Approximately 12 cars left Farmington heading westtowards the Blue Ridge Parkway and the 2800-foot alti-tude of the Wintergreen Resort. After two hours with aslight detour by some of the group and a sure need for pitstop, we all arrived for a lovely lunch at the Edge at Win-tergreen.

We then drove back along local scenic roads and sam-pled two wineries, Veritas Vineyard and Winery in Afton,Va. and the King Family Vineyard in Crozet, Va. At thelatter, we were treated to a special tasting in their cellarroom combined with a detailed lesson on winemaking.

We met for dinner that night at the C&O restaurantand were again joined by several members of the Shenan-doah Region.

Sunday we met the Shenandoah Region members for

a wonderful drive that they led on twisty AlbemarleCounty back roads culminating in a lunch hosted by aShenandoah member who owns the local restaurantDurty Nellys. Sherry Westfall even served a ceremonialcake marking the 9/11 remembrance.

I’d like to thank all our attendees and apologize forany misspellings: Fred and Starla Phelps, David and TracyMcMillan, Jeff and Michelle Massa, Chris and VaianaWilliams, Rodger and Monica Wenzel, Dimitri Shaninand Gina, Mark and Jeannie Padgett, Bill and Jill Sanders(of Shenandoah) and Jim Condon and Sherry Westfall(of Shenandoah).

Here’s to next year!

Tour of Virginia Piedmontyields fine friends, roads

Top: Could there be any-thing prettier than a lineof Porsches drivingthrough a beautifulcountryside on a sunnyday?

Above: Members of thetour relax at the VeritasVineyard and Winery inAlton, Va., after a driveto the Wintergreen Re-sort.

16• der Vorgänger • November 2011

By Steve Batesfor der Vorgänger

My love of flying started at the early age of 10. Thelocal airport, Frankman Field (4G7), was sponsoring “apenny a pound” introductory flights, and I was luckyenough to weigh only 60 pounds. I eagerly paid my 60cents and awaited my turn.

The anticipation was nearly unbearable, but my timefinally came. We quickly picked up speed as the runway

grew shorter and thenliftoff followed by abanking turn over theriver. The feeling ofthe freedom of flightwas intoxicating.

Several yearslater in 1990 whilevacationing at mydad’s beach housein Frisco, NorthCarolina, I spentmore time onthe deck watch-ing the planestake off fromBilly MitchellAirfield. Isigned up for

a sightseeing flight with BurrusFlying Service, then another and another.

Ground school was next on my agenda in June 1992. My

instructor was Jack Williams, USA TODAY’s formerweather editor. Jack’s enthusiasm for weather and flyingmade this a truly enjoyable experience.

After I obtained my license, I visited my friend DwightBurrus often (he owned the flying service in Frisco). Heallowed me to fly during our future flights and taught mea few things about high crosswind landings.

My love of Porsches also came at an early age. My fa-ther had purchased a new 1969 Plymouth Satellite witha 440 cu.in. engine. That car could melt the rears tires ifyou were so inclined. I remember traveling to my grand-mother’s house along a particularly curvy section of U.S.50 in West Virginia when all of a sudden a gray primeredcar went blasting by.

Not to be outdone by the “souped up VW,” my fa-ther gave chase in the Plymouth.

I was sitting in the center of the back seat trying tohold on and watch the show. We could catch up to thelittle 356 on the occasional straight but would lose himagain on any curvy section. The constant howling protestfrom the tires finally resulted in a shutdown of the chasedemanded by the other front-seat passenger—my mom.Good thing. The metal insignia in the center of the rearseat had pulled out quite a bit of my hair.

My quest to learn everything I could about these lit-tle cars began, including reading everything I could find.I finally realized my lifelong passion at age 31 when I pur-chased a 911SC from Heishmans Porsche in 1995.

I attended my first PCA Potomac corner worker schoolon June 13, 1998 a couple of years after joining PCA.The instructors were John Hill, Rich Wojciechowicz,Betty Church and Fred Smartt.

Pilots &PorschesAA lloovvee aaffffaaiirr wwiitthhhhiigghh--ppeerrffoorrmmaanncceemmaacchhiinneerryy

A love of Porsches and flyingdV takes a look at eight Potomac members who combine both

Photo provided by Steve Bates

Steve Bates with his 996GT3. Bates says hepicked up a love of fly-ing at the age of 10 anda love of Porsches fromseeing a 356 in the late1960s.


Common thread betweenPorsches, airplanesBy Gary Churchfor der Vorgänger

I am occasionally asked if there is a commonthread between sports cars and airplanes. For methey both impart a tremendous satisfaction whenthey are mastered with precision, whether consis-tently within inches of an apex or within feet of a tar-geted altitude. The thrill of driving a Porsche or flyinga Beechcraft Bonanza is very similar. Both are specialvehicles purposefully manufactured to be the “best ofbreed” with the feel and responsiveness that few com-petitors on the ground or in the air can master. To haveeither one of these under foot is one of life’s great pleas-ures and rewards.

My father was a 32-year Air Force veteran, so as ayoung man I was exposed to a tremendous variety of mil-itary and civil aircraft. Outside of his Air Force career hewas an instrument-rated commercial pilot with a multi-ple engine rating. Given this type of influence it was hardto stay away from airplanes.

The last 42 years of flying has also been notable inmany of the same ways as my 18 years of adventure withPorsches. I earned my wings in Alaska in 1969 and overthe years graduated to high-performance single-engineaircraft such as a Cessna 182RG, Beechcraft Bonanza andfinally my current airplane, a Cirrus SR22. Over the yearsI have flown from Maine to Florida to California to Alaskato Northeast Canada and the Caribbean for business,family, and driving, sailing and scuba-diving vacations

Many of these travelsby private airplane have been enablers for

car adventures with friends to fly and drive to DEs andClub Races or fly and watch an F1 race in Indianapolis,an Indy Car race in St. Petersburg, Fla. or an ALMS raceat Mazda Raceway in Monterrey, Calif.

I could go on, but needless to say I hope my close re-lationship between planes, Porsches and friends contin-ues for as long as possible.


Photo provided by Gary Church

Top: Church in the frontseat of a Stearman inNapa Valley prior todoing aerobatics as fel-low Potomac membersPaul and Donna Amicoand Betty Churchwatched from theground.

Photo by Richard Curtis

Above: Church with his996 Ruf twin turbo atSummit Point (W.Va.)Motorsports Park.

Driving, flying is all about‘situational awareness’ By Richard Curtisfor der Vorgänger

With an online persona such as “Chopper Dropper,”you’d have to expect that Dirk Dekker has had an inter-esting history flying helicopters. You’d be right.

Born in Hong Kong and educated in England wherehis interest in flying was piqued when he joined a flyingclub to fly single-engine airplanes. Dekker began flyingwhile still living in Scotland in the early 1970s. “I wasworking as a farm manager,” he says, making a connec-tion to farming while getting his degree in agriculture inEdinburgh, Scotland, “when a friend took me up in ahelicopter. That did it.”

He moved to the states in

1979 and earned his commercial flying license to sprayfarm crops. His first paid job as a crop duster was in theGettysburg, Pa. area. “I did (crop dusting) for years, from1979 until 1994,” he says.

“Absolutely,” he says, when asked if he sees a con-nection between flying machines and Porsches. “Both re-quire a feel for the machinery and a connection youshouldn’t have to think about.

“While flying two feet above the ground at 70-80 mph(while dusting crops), you shouldn’t have to think aboutwhat you’re doing. Driving is the same,” he says. “It’s allabout situational awareness,” a phrase that pops up oftenas he instructs at Drivers Education events, where he hasbeen co-chief instructor for Potomac’s DE program forfour years.

“Flying a helicopter is a very hands-on job,” he says,“and agricultural aviation (crop dusting) is very exactingwith little room for error. Spacial awareness is importantwith all the obstacles, wires, etc., he says.

“Driving a Porsche on the track requires a lot of thesame skills. Porsches in particular of all the high-perfor-mance cars are probably the most reliable. The perform-ance straight out of the box is the best.”

Dirk’s first Porsche was an ’86 944 and later an ’88911 Targa that he still owns. Before those, he owned a se-ries of MGs and other British cars. “I went to school twomiles from Silverstone (Circuit) and saw Grand Prix racesthere, motorcycles, etc.,” he says. “I met F1 drivers suchas (Jimmy) Clark in the ’60s and that obviously piquedmy interest in cars although I had always been interestedin them.” As a young lad while living in Great Britain, heraced go-karts including shifter karts.

He still owns the ’88 911 Targa that he tracked untilthe late 1990s. He used the Targa as a dual-purpose car,on track and street, and equipped it with 917 brakesand other suspension improvements. His dedicatedtrack car now is a factory 914-6 with a 3.2 liter engine.He has kept the original engine and transmission,should he ever want to put the car back to originalspecification.


Photo provided by Dirk Dekker

Photo below by Richard Curtis

Above: In the cockpit ofan “agricultural” heli-copter used for sprayingcrops, which he did formany years, DirkDekker has had a life-time interest in flying.

Below: Dekker takes aminute to rest from hisjob as co-chief instruc-tor during a recent DEevent at Virginia Inter-national Raceway.

18• der Vorgänger • November 2011

Dirk lives on Maryland’s Eastern Shore and joinedPCA in 1995, beginning with autocrosses before movinginto DEs and becoming an instructor in 2000. He usedto be a dual member with Chesapeake Region.

Does he still fly? No, he says, helicopters have becometoo expensive to fly. However, even as he works today asa real estate agent, he still fondly remembers his days inhelicopters, performing such jobs as shooting videos foragricultural products, spraying for gypsy moths inRockville and Gaithersburg, Md., drying football fieldswhere he would have to hover for hours. He’s alsosprayed for mosquito control on the Eastern Shore andoften had to hover over orchards all night to protect cropsagainst frost.

Key to control is stayingahead of car or airplaneBy Bruce Dobbsfor der Vorgänger

Since I was a little boy, I wanted to fly. I was able to re-alize my dream by learning to fly in Amarillo, Texas whileassigned to Amarillo Air Force Base. There is nothing onthe earth more beautiful than taking flight on a clearmorning with the blue sky above, white puffy cloudsaround and stable air. The airplane is alive in your hands,and you can soar to your heart’s content.

Flying and driving a Porsche are alike in many ways.Flying and driving a Porsche at speed both require preci-sion handling and maneuvering, and you must be aheadof the machine. Both are great fun for an “adrenalinjunkie,” but there are few margins of error and safety isparamount.

There are differences between flying and driving aPorsche. Most notably, if you have altitude; when youlose control of the airplane, you can recover. However,when you lose control of the Porsche and she comes

around, you’re a passenger and cannot recover. Mechan-icals can bite you in both venues.

Flying in combat is the most intense. I was assignedto the 4th Special Operations Squadron at Udorn, Thai-land in the AC-47 gunship (call sign “Puff the MagicDragon”—later the call sign was “Spooky”). The conceptbehind the lateral firing gunship was this: When youconduct an “on-pylon” turn (360-degree turn around apoint), if you fire a gun out the side window, you will hitthe point on the ground. The old C-47 cargo airplanewas made into a gunship because you needed a large air-plane to carry the guns and all the ammunition. The AC-47 had three GAU-1B “mini-guns,” each capable of firing6,000 rounds per minute (100 shots per second fromeach gun) of 7.62 mm ammunition.

We were flying out of Udorn into North Vietnam in anattempt to prevent the North Vietnamese from infiltrat-ing into South Vietnam. Because the airplane was so slow,we flew at night to prevent—to the extent possible—from being shot down. How slow? The airplane wouldmaintain 125 knots (143 mph) in a climb, 125 knots incruise, and 125 knots in a vertical dive.

The AC-47 had a nickname—SLAT—that stands forSlow Low-Altitude Target and we continually had a prob-lem with bird strikes. The birds kept running into theback of the airplane’s tail.

Our airplane, Spooky01, had thed u b i o u sdistinctionof being thefirst pro-peller-drivenairplane to beattacked byMIGS. Need-less to say, thatnight attack inthe sky overNorth Vietnam


Photos provided by Bruce Dobbs

Potomac member BruceDobbs poses in the1960s with his AC-47gunship, a model affec-tionately known as Puffthe Magic Dragon. Heflew missions intoNorth Vietnam from abase in Thailand.

Below, Dobbs at thewheel of his 993 trackcar at Summit Point(W.Va.) MotorsportsPark.


was scary but thankfully, unsuccessful. Although I’m notactively flying anymore, I stay in touch by being a lifemember of the Red River Valley Fighter Pilots Association(their motto is “We who came home must never forgetthose who could not”).

I may resume flying (my pilots license is still valid(“valid until revoked”). I had the privilege of flying withGary Church in his airplane and aviation has seen signif-icant changes since I last flew. What we used to do bymanual control and looking out the window is now donewith autopilots, radar and electronics.

The first flight‘set the hook’By Tony Kellyfor der Vorgänger

One of my earliest memories is of lying in the softsummer grass and watching airplanes around our localregional airport in Australia. Flight and flying had a mag-netic attraction for me, but it was not until I was 19 thatI took my first flight. I was a freshlyminted engineering

student lucky enough to have won a Hawker Siddeleyscholarship, which meant I worked every university breakat Hawker de Havilland, which was the Australian dis-tributor for Beechcraft.

One of my early assignments was the bench calibra-tion of autopilot systems. The company’s chief test pilot,Brian “Black Jack” Walker, a giant in my books, turned upin our lab one day and came straight over. He made itclear that anyone working on ‘his’ autopilots had to havesome flying experience, and the next thing I knew I wasclimbing into the iconic S35 V-tail Bonanza VH-KKK forthe first flight of my life. It was a life-changing experience.

By the next summer, I was assigned to autopilot flighttests, which soon extended to delivery flights all over thecountry. While I thought that this was due to my knowl-edge, talent and enthusiasm, it is more likely that I wasthe young single guy who jumped at the chance to fly offto cattle stations and other remote destinations that theolder married guys didn’t want to touch. I couldn’t un-derstand how they would give up the flying and more sothe celebrations that usually surrounded the delivery ofa shining new aircraft when we arrived.

The added advantage was that most of our test pilotswho did these delivery flights were instructor rated. I wasable to log flying time as a student on many of theseflights and soon had my license and a twin-engine en-dorsement with an instrument endorsement not muchlater. Little did I know that there was another dimensionof flying waiting to be discovered a few years later.

After graduation, I was recruited to help start the Aus-tralian subsidiary of Data General Corp., a U.S. com-pany in the then-new field of small computing. Irelocated from Sydney to Melbourne and was soon liv-ing on the hairy edge of technology.

Most of our clients were research operations, andI made some great friends in labs around the country.Peter Caldwell was a university researcher who justhappened to have pictures of sailplanes in his office.I’d grown up sailing and had graduated to oceanracing, so it wasn’t long before Peter had me hookedwith stories of fast cross-country racing insailplanes. I knew I had to try it.

The first flight was enough to set the hook. It was a


2008 photo (right) by Richard Curtis

Former Potomac Presi-dent Tony Kelly with his944 Turbo, like manyfliers, caught the flyingbug as a youngster. Afterlearning to fly in pow-ered aircraft, he took upsailplanes, which he en-joys to this day.

Below: Kelly flying hisOpen class 19-meterKestrel racer on the finalleg of a 750 kilometerrace from Benalla, Victo-ria in the 1980 StateChampionships. Afteralmost nine hours ofhard work racingaround the course, therecomes a final climb tothe altitude needed forthe final glide to the fin-ish. Nose down andtrimmed for speed, it’sfinally time to relax andenjoy the view.


club operation similar to PCA DEs, with experienced clubpilot/instructors. As I graduated through the club fleet tohigher performance sailplanes, racing became an obviousnext step.

Flying a sailplane was much more like sailing than Ihad imagined. The basics of flight are the same as forpowered flight, but racing a high-performance sailplaneis all about reading the weather and finding the best lift,optimizing the climb to gain the most altitude in theshortest time and then using that altitude to make dis-tance across country.

Races are closed tasks where everyone races on an aer-ial route around specified turn-points, plus start and fin-ish points, that brings everybody back to base. Theweather forecast and the performance of the gliders dic-tate the length of the task.

My first competition was a real learning experience.Rather than arriving back at the finish, I landed short invarious farmers’ fields on every day of the competition!My hard-working crew soon got used to driving out tofind the field, pack the glider in the trailer, drive back andre-rig the glider for the next day... every night.

Having learned that lesson, I was soon racing in stateand national competitions where race tasks of 500 kilo-meters or longer were not unusual. On training days weflew 750 kilomters tasks on the stronger weather days.As an instructor, I worked with pilots just starting to raceby taking them out on short cross-country tasks in high-performance two-seat sailplanes.

I’d logged over 2,500 hours in sailplanes before mysoon-to-be wife suggested that spending up to 10hours in the air each weekend day was not compatiblewith any kind of social life. It was not long after that Isold my open-class racer and took up the earth-boundlife.

Is there anything quite like the thrill of climbing to12,000 feet at 2,000 feet per minute, then pushing thenose down for a 175 mph (150 knots) race across coun-try? As I was to discover many years later, racing a Porscheon track is very much in the same league.

Here’s a suggestion. Watkins Glen is one of our mostpopular Drivers Ed events each year. Great restaurants,great sightseeing and Seneca Lake make it perfect for non-

driving friends and family. The Soaring Society of Amer-ica has a fantastic facility at Elmira, N.Y., about 30 min-utes from the Glen. They take passengers on introductorysailplane flights over the spectacularly beautiful Elmiraarea. It’s a perfect side trip, and a perfect opportunity toexperience what real flying is all about.

A presidential pilotalso pilots a Porsche 930By Richard Curtisfor der Vorgänger

“Both my Porsche and helicopters are very powerfulmachines,” says Ryan Lynch. “I respect the power andferocity of Porsches and helicopters.” There’s a connec-tion there between things that fly on the ground andthings that fly in the air.

Lynch drives his 1987 Porsche 300 hp factory slantnose 930 a couple of times a week. That would beenough power to satisfy most of us, especially in such anarrest-me Guards Red, well-loved sports car. However,Lynch’s day job is flying a twin-engine helicopterwith considerable more horse-power not only


Photos provided by Ryan Lynch

Captain Ryan Lynch is apilot with HMX-1, thehelicopters that fly Pres-ident Barack Obamaaround.

Below: Ryan andEleanor Lynch withtheir ’87 Guards Red930 slant nose. They re-cently became parentsof triplets.



in the twin engines butalso among the peopleseated comfortably inside.Is it worth mentioning thatamong these could be themost-powerful and impor-tant people in the U.S. ifnot the world?

Ryan Lynch is a captainin the Marine Corps withnine years of flying, all of itin helicopters. He is cur-rently stationed in North-ern Virginia and assignedto the Marine Corps heli-copter squadron that fliesPresident Barack Obamaand other dignitaries. In histhird year of a four-yeartour with this squadron,Lynch serves as an aircraftcommander with thesquadron. He’s flown asthe president’s copilotmore than a dozen timesand the vice president sev-eral times. The presidentialhelicopter is either a Siko-rsky VH-3D, or a VH-60N,more commonly known asa Black Hawk. The heli-copters are based in Quan-tico, Va., where Lynch andhis family live, but are mostoften seen on TV either ar-riving or departing from the White House lawn.

Marine One goes wherever the president goes, some-times with only a few hours notice, so Lynch has trav-eled extensively and on short notice. Some trips are short,such as to nearby Andrews Air Force Base, but some,such as a trip to Japan last year, can stretch over a weekor more. During the Japan trip last year, Lynch got an ur-gent email from his wife, Eleanor, who was back home inVirginia, saying, “Call me, NOW!”

Once on the phone, Eleanor told Ryan the goodnews: “I’m pregnant, and we’re going to have triplets!”Cameryn, Nora and Corinne were born in the spring, andmother and girls are all doing well.

Lynch began flying with flight school when he joinedthe Marine Corps in 2001. Before moving to NorthernVirginia, the Lynches were in North Carolina on his pre-vious Marine Corps assignment where he flew the CH-53E Super Stallion. In addition to flying relief efforts forHurricane Katrina, Lynch has had several overseas tours.

The Porsche bug bit him when he drove a borrowed1983 Targa turbo up California’s Pacific Coast Highway.Later, he bought his current low-mileage slant nose fromhis wife’s uncle in California and drove it cross-countryin the summer of 2009 to report for duty at Quantico.

Does he plan to keep the Porsche now that the tripletshave arrived? “Oh, yeah,” he says. “That car is my escape.While I don’t drive it every day, I do manage to take it outonce or twice a week. I don’t see myself ever getting ridof this car.”

Pristine Carrera. ��Homebuilt airplane. ��By Richard Curtisfor der Vorgänger

Take a close look at this photo of Potomac memberCraig Moen’s airplane. Pretty, isn’t it? Sleek. Finely fin-ished. Well put together. Promising terrific performance.Which could also describe his white-over-blue ’87 Car-rera. Both seat just two people in relative comfort al-though the airplane is a bit more difficult to get into andout of.

This particular airplane is a high-performance Vans RV-8 with a 360 cu. in. Lycoming 4-cylinder engine capableof cruising at 200 mph with a range of 450 miles. Moenbuilt it himself in only 1,500 hours over the course offour years.

He uses the plane for basic through-the-skies trans-portation to places both near and far, for both businessand pleasure. He’s also flown it as part of a five-plane ac-robatic team performing at air shows in such places asAtlantic City, N.J., Ocean City, Md., Savannah, Ga. andCharleston, S.C.

Like other Porsche pilots, the flying bug bit Moen earlyon; he has been flying since he was a teenager, riding hisbicycle to a nearby airfield where he washed and fueled



Building the Vans RV-8in the background tookPotomac’s Craig Moenfour years and 1,500hours. The plane ws cer-tified in 2002. Hepainted the airplanehimself. His ’87 whiteCarrera with blue-leather interior has only75,000 miles on theodometer.


airplanes in exchange for lessons, so he’s been roamingaround airfields most of his life.

Moen was flying gliders solo at 14, flying airplanes at15. Think about that for a moment: Flying as a teenagernot yet old enough to drive. Moen talks about that ex-perience as if it’s something entirely ordinary just as hetalks about building his own airplane as nonchalantly asdescribing today’s weather. He even applied the beauti-ful, almost perfect two-tone paint job. Hmm.

He’s previously owned two gliders and three otherpowered planes, usually in partnership with others. He’sracked up over 2,000 hours at the controls.

Moen got seriously into flying through the Universityof Wisconsin’s flying club where—when he wasn’t flying—he majored in computer science and business. He hasregularly attended the famous Oshkosh, Wisc. annual fly-in since he was a boy accompanying his dad.

At one time, Moen’s father was a ground mechanicfor one of the more famous airmen ever, Bob Hoover.Hoover, often referred to as “the pilot’s pilot,” made hisname as a U.S. Air Force test pilot in the early days of su-personic flight.

Moen’s pristine ’87 Carrera has 75,000 miles with anearly perfect blue-leather interior, and he’s owned it fortwo years. He first became enamored of Porsches in gradeschool when his English teacher owned a green 356Super 90.

Moen regularly participates in several Potomac activi-ties such as monthly breakfast meetings, Drive ’n Dinetrips and as a DE tech inspector.

Porsches, airplanes bothtake you to a special placeBy Steve Shoopfor der Vorgänge

Although different in many ways, airplanes and high-performance cars both take you to places you would not

otherwise be privileged to visit. Not talking here about aquick sojourn to Dubuque but rather to a special placewhere mind and body (frequently the adrenal glands)confront challenges and seek rewards in unique envi-ronments of motion, managed risk and often unman-ageable exhilaration.

As a teen I was lucky to have several jet trainer flightswith my dad and quickly became infected with flight.Armed at age 19 with a pilot’s license, I tried teachingmyself aerobatics in underpowered prop planes (think“drunk pilot” airshow act). Fortunately, better perform-ance followed my year of Air Force pilot training in jetswith afterburning engines and supersonic capabilities(think “flying Cup cars”).

Moving through surgical training into practice, I keptthe spark alive with sport aviation in aerobatic Pitts bi-planes and my Marchetti trainer, but time demands keptvisits to the track in my BMW M3 infrequent (my firstPorsche had been a ’69 912).

However, the call-to-asphalt never faded, so now as aretired surgeon I’ve become a re-fired driver. Regular DEevents have become the spice of life, while aviation hasmoved into a more utilitarian, while ever-adventurous,role for our family and charity passengers (think “flyingSUV”).

To balance maximum performance with optimalsafety, aviation and motorsport both offer the opportu-nity—and make the demand—that one be a serious stu-dent of the activity. Execution of the lessons learned isthe reward. Perfect execution is rare, but always to besought.

And then there’s the emotional side: Is it surprisingthat the very machines that provide us these matchlessexperiences earn our deep adoration? The driver turns togive his car a second, admiring glance as he leaves hisgarage. The pilot, home safely again, gives his plane an af-fectionate and grateful pat on its nose. They’ve both beento that special place.



Steve Shoop poses wthhis black 996 Turbocabriolet and his twin-engine Cessna 340Athat he’s owned forseven years. Shoop flewC-130s while in the AirNational Guard in Cali-fornia in the 1970s.


By Starla Phelpsfor der Vorgänger

Potomac hosted the 20th Annual ClubRace Event Sept. 30—Oct. 2. Potomac has thedistinction of not only being the birthplace ofClub Race, but also the only club to host con-secutively for 20 years.

The heavy rain on Saturday plagued thedrivers, and there were multiple single-car offs.It takes skill to drive on the street in the rain, letalone drive at speed in a high-speed race withblinding water spray from the other cars andwindshields that were constantly fogged. “I justhoped I could see brake lights so I would knowwhere to start braking all the while keeping onehand on the steering wheel and one wiping thewindshield,” said Intersports’ Omar Hilmi.

Wade Herren braved the pouring rain in hisopen 914 and earned the Workers ChoiceAward and a joke rain slicker. Sunday provideda break in the rain and the two morning sprintssaw some exciting and challenging racematches. The two scheduled enduros werecombined with the result being a 50-car, one-hour enduro.

This is the largest enduro that Potomac hashosted at Summit Point. These 50 cars madeup 20 different classes, which means that thereare large differences in speed. There was somegreat driving, some hair-raising passes and greatcompetition throughout.

At the Saturday night dinner, Zone 2 Rep-resentative Tom Zaffarano, presented AlanFriedman, former Potomac president (1979)and father of club racing, with the Bill Sholar

Memorial award. This award was conceived torecognize outstanding contribution to the clubabove and beyond the execution of normal re-sponsibilities. This award may or may not bepresented each year. Fifteen veteran racers ororganizers of the first race attended.

Racers and volunteers were all given 20thanniversary embroidered patches, bumperstickers and shirts. Everyone was surprised alsoto receive pewter Jefferson Cups to commem-orate the first Potomac Club Race.

Thanks to sponsors who made the eventpossible: Radial Tire, Intersport, TysonsPorsche, ASG, Auto Sportsystems Group, OGRacing, AtSpeed, Euro Pros and Shah & Shah.

Special thanks go to our own Potomacmembers who provided funds: Justin Wine,

Aspen Wealth Manage-ment; Euro Pros, JackFord, LLC; Rod Ryan, 4thPower Racing; Susan Kim-mit, Vein Clinics of Amer-ica; Scott Bresnahan,Allstate Insurance; HuntMcMahon, Hunt CountryHomes; Tom Phillips,Phillips Dental; PhillipMartien, Phillips Way; andJeffery Adams.

Once again Radial Tiresponsored the Saturdaynight dinner, catered byDixie Bones, and also pro-vided $1,000 toward a setof tires. David Mann do-nated a 50” plasma TV

and the winning bid was for $800 by DwayneMoses. Potomac will send a check to the CarolJean Cancer Foundation in Potomac’s name.

Workers Choice Awards: Sprint 1 Red: Daniel YonkersSprint 2 Black: Scott Bresnahan (Potomac)Sprint 3 Blue: Wade Herren (Potomac)Sprint 4 combined Red/Black: John BauerSprint 5: Blue: Evan Close (Potomac)Sprint 5: Sprint 6 Red/Black: Chris MusanteSprint 7 Blue: Dwayne Moses (Potomac)Enduro: Ray WilliamsNovice Award : Russell Bong (Potomac)Best Prepared: Will DiGovanniRookie of the Year: Mark Cherwien (Po-

tomac)

20th Club Race: Dry, except for most of it

Above: Scales/tech team, from left: Dave DiQuollo, KurtMickelwait, Chip Taylor, Peter Tan, John Vrankovich and Mar-vin Jennings.

Photos by Marvin Jennings

Top: The field of one of Sunday’s sprint races under wet conditions. The front row is Evan Close, left, and Steve Wilson, right. Theywaged a race-long fight with Close winning.


Story by Linda DavidsonPhotos by Craig Davidsonfor der Vorgänger

Saturday, Sept. 24 saw the running of thefourth and final rally of 2011. The TV weatherforecasters had us on a roller coaster for theweek leading up to rally day—one day the fore-cast was going to be sunny, next day 30%chance of rain, next day a total washout. Theevent was going to be held rain or shine, so nochance of rescheduling. And then, as for everyother rally this season, Mother Nature smiledon us and gave us a beautiful sunny day.

Twenty-three cars showed up for the driveto Lovettsville, Va., including four BMWs (whoadmitted at the finish that it was a lot of fun,and their club doesn’t do anything like it). Be-cause we had such great feedback from the firstrally—teams had to add up all the speed limitsigns—we decided to do it again.

Our route started in Germantown, Md.,went north through Frederick County, Bur -kittsville and Brunswick, then crossed the Po-tomac River and came into Lovettsville fromthe north. Everyone said it was a great route,with lots of roads they’d never driven before.

Along the route there were 135 speed limitsigns. While it sounds like a simple task to tallythem up—either you’re right or you’re not—out of 22 scores turned in there were 18 dif-ferent answers, and NO ONE got it exactlyright! The winning team of Bob Wilkoff and hisdaughter Hannah was only five points off, andthe second-place team of Cliff Bressler and

John Wieber were only fivepoints behind them. Thirdplace went to Rob Marianiand Meghan Snide, 15points behind secondplace. Con gratulations toall.

The end of 2011 ralliesalso brought the crowningof new season champions.Every car that comes to arally gets three points, thirdplace gets five, secondplace gets seven, and win-ners get 10 points. All fourrallies this year had differ-ent winners, so it was aphoto finish. The new rallychampions are Roland and

Alice Frenck, who competed in every rally thisyear, and brought home a few trophies alongthe way. (I think I should tell them that’s howCraig and I got this job…)

This year’s rallies brought out a total of 58different teams, surpassing 2010 attendance bysix. Hopefully we’ll continue to see growth inthe program in 2012.

Raly winners, left to right: Second place, Cliff Bressler andJohn Wieber; third place, Rob Mariani and Meghan Snide;season champions, Roland and Alice Frenck; and first place,Bob and Hannah Wilkoff

Another rally season for the record books


for der Vorgänger

PCA Potomac memberHoward Hill recently finalizedarrangements with the District ofColumbia to make PCA platesavailable for our D.C. members.

Based on strong interest shownby many of Potomac’s Virginiamembers for similar plates, the Po-tomac board has decided to offer

this option to all of our memberswho reside in the Common-wealth, and Hill has agreed to co-ordinate this effort.

Displaying these plates is aneasy way to promote PCA whilejust driving around town. It is agreat way to stimulate interest inPCA and a nice conversation pieceto help spread word about TheFounders’ Region.

Please note that we will need toreceive at least 450 prepaid appli-cations from members who residein the Com monwealth in order togo forward with this project (onecompleted application for each setof plates to be issued).

There is a one-time applicationfee of $10 for each set of plates is-sued, and there will be a $10 an-nual fee following their issuance.

If you would like to be amongthe first to display these plates,please contact Howard Hill [email protected].

PCA members who live inMaryland should contact theChesapeake Region for informa-tion about Maryland plates.

PCA license plates offered to Virginia members

Reach 2,500 membersof The Founders’ Region,

Potomaceach month with an

advertisement in this space.Contact Tony Kelly @ [email protected]


BaltimoreGrandPrixPotomac members,other Porsche own-ers and over 70,000spectators attendedthe Baltimore GrandPrix that featured In-dyCars and ALMS. Photos by KenMarks for derVorgänger.

Advertisers’ indexAllsports Grand Prix 6

Autobahn 9

Auto Motive Precision, LLC 13

AutoSportsystems Group 27

Auto-Therapy 11

Autothority Pitstop 26

Curry’s Auto Service, Inc. 7

Glass Jacobson 25

The Hitch Man 9

Intersport 3

Odds and Ends Detailing 26

OG Racing 12

Paradise on St. Croix 11

PCNA 2

Radial Tire Company 4

Reflections Auto Salon 27

RPM 6

Shah & Shah 26Stuttgart Performance 13

TireVan 5

TPC 29


Photos by Richard Curtis

Above: An estimated100 attended the annualPCA headquarters openhouse in Columbia, Md.

Left: A ribbon-cuttingceremony was held.From left: RoxanneAlban, Vu Nguyen, Paige Alban, Jonah,Loan and JustineNguyen, PCA SecretaryCaren Cooper, PCAPresident Manny Alban,and Howard County Ex-ecutive Ken Ulman.

PCA’s annual open houseThe Porsche Club of America held its annual open

house — and ribbon cutting ceremony for its new head-quarters offices in Columbia, Md. — on Sept. 24.

An estimated 100 people attended. Despite threaten-ing weather the showers held off. Lunch was served,building tours were held along with several demonstra-tions of vendor products and door-prize drawings wereheld for products such as miniheadphones and noise-cancelling headphones along with a rolling toolbox andother gifts.

Among noted guests were PCA National officers, Pres-ident Manny Alban and Secretary Caren Cooper, andHoward County, Md. Executive Ken Ulman who did thehonors of cutting the ribbon to open the new headquar-ters offices officially.


Join The Founders’ Region, PotomacYou can help our region

grow. Photocopy this pageto include the PCA appli-cation below. Make a few

copies and keep them ineach of your cars. Whenyou see a Porsche ownerhand them a flyer and in-

vite them to join, or leavethe flyer on the wind-shield. We are currentlythe second largest region

in PCA. Help your club tobecome Number One.

Member perksWhen you become a

PCA member, you becomea member of the largest in-dependent, single-marqueclub in the world. It’s onlyfitting that you get a fewperks, right? For starters,you will receive subscrip-tions to Panorama, PCA’smonthly magazine and toder Vorgänger, Potomac re-gion’s monthly magazine.You will also have access tothese additional benefits:

Discounts from manylocal and national mer-chants, including fiveD.C.-area Porsche dealers,for Porsche related prod-ucts, parts and services.(This is worth the cost ofmembership alone.)

Technical publications:Up-Fixin der Porsche (11volumes reprinting alltechnical articles to appearin Panorama).

Tech Committee avail-able to answer your ques-tions.

Valuation committee tohelp you establish thevalue of your Porsche forinsurance purposes.

Access to specializedinsurance for Porsches thatare second autos/ pleasureonly/ limited use.

Nationwide PCA Clubracing program; modeledon vintage racing rules.

Annual national con-vention (Porsche Paradegathers in a different loca-tion each year. Over 600Porsches and 1,500 folks.)

Group tours (PCA Tref-fen®) to Europe and thePorsche factory.

Membership eligibilityMembership is open to

all Porsche owners, co-owners or lessees, who are18 years of age or older.

Mail your completed application to: PCA Executive Office, P.O. Box 6400, Columbia, Md. 21045 or apply online at www.pca.org/welcome.


Story by Linda DavidsonPhotos by Craig Davidsonfor der Vorgänger

For 15 years the Radnor Hunt Club ofWestchester, Pa. has staged a concours d’ele-gance the second weekend of September. A fullweekend of events is planned, including a wel-come BBQ, a road rally, a black-tie dinner andan awards ceremony after the concours. Regis-tration is open to any make or model car, butlimited to 100 entrants. After the beating Craigand I took at the rallies in Savannah (see Sep-tember dV) we decided to give the rally a try.

Westchester is about 150 miles from here,and since rally registration began at 8 a.m. onSaturday, we drove up the day before. If youthink back to what the weather was like theweek after Labor Day, the weekend was lookingto be pretty soggy. The event website said “rainor shine,” so off we went. It rained almost allthe way north on I-95 but miraculously clearedup when we got to Delaware. Things werelooking up.

On Saturday morning, we all met at arestaurant in Chadds Ford, Pa., and what an as-sorted line-up of vehicles there was! Porscheswere probably the most prevalent with about15, a couple of Boxsters but mostly 911s.There were about 10 Mini-Coopers, a classicJaguar XKE, a couple of restored Chryslers fromthe ’60s, a vintage Lincoln and two Audi R8s.But undoubtedly the biggest head-turner was a1911 Normal, complete with driver and navi-gator dressed in period clothes.

After the mandatory meeting and a lightbreakfast, cars were sent out in order in one-

minute intervals. We were car No. 24, so for-tunately we didn’t have to wait long. However,these rally directions were unlike any we hadever seen before. Since most cars had odome-ters that measured in miles, some measured inkilometers and some were so old they had noodometers at all. In order to level the playingfield, no mileage readings were provided in thedirections. No street names were given either.There were 95 route instructions; 26 includedtraffic lights and 33 were stop signs. The coursewas just over 50 miles around southeasternPennsylvania and Delaware, winding throughindustrial areas, private neighborhoods andeven a deserted business center parking lot. Atone point we sat in bumper-to-bumper trafficfor 15 minutes waiting to get through a trafficlight. Even though the rally was promoted as a“tour through the countryside,” I’m really at aloss for words to describe it accurately. Believeme, a drive through the countryside it wasn’t.

Part of the route instructions included ques-

tions that could be answered bysomething seen along the way.These questions were placed inthe driving instructions exactlywhere the answers could befound, so answering them cor-rectly was like “shooting fish in abarrel.” We also had a plannedstop at an eyeglass store (MauiJim was one of the event spon-sors). Five of the questions couldbe answered by something in thestore. The manager wanted usout of the store as quickly as pos-sible, so he took Craig and me

aside and pointed out all the answers to us!We also had other stops to pick up playingcards to be used in case of a tie.

With all the stops and the traffic lights, thedrive took about two hour ending at a nicerestaurant with a buffet lunch and time to so-cialize with other ralliers. At one point a manwhispered in my ear that he liked my shirt; Iwas wearing a cool Porsche T I picked up at Pa-rade. Turned out the man was John Harter, afamiliar name and face in local ABC news. He’sa huge Porsche enthusiast, currently in theprocess of restoring his 356. He was at theevent as a judge for the concours but lovedtalking about Porsches.

Craig and I headed back home after lunch.Although we had answered all the questionscorrectly, our best poker hand was a pair ofaces, not good enough for the tiebreaker. An-other rally, another loss. We met a lot of nicepeople, saw some uber-cool cars, but will wedo it again next year? No.

Two classic Jaguars on display at the concours. Jaguarwas the featured marque of this year’s rally.

More adventures in rallying

A Lincoln Continental atthe Radnor Hunt ClubConcours d’Eleganceheld in Westchester, Pa.

Readers andtheir cars


Photos above and right by Mia Walsh

Above: Enjoying a beverage at a post-DE dinner atthe track after a day of driving on VIR’s full courseare Potomac’s Melonie and John Sullivan. The Sulli-vans are just one of several Potomac couples whodrive Porsches in DE events.

Right: Young Sara Walsh plays make-believe inRobert Yerman’s Ferrari at VIR. Sara, 10, is thedaughter of Potomac’s Mia and Brian Walsh.

Photos by Richard Curtis

Left: George Wlliams ofRockville, Md. checksthe air in the tires of his ’96 993 at the July DEevent. Williams alsoowns an ’08 997.

Below: Craig Hicks ofStafford, Va. with his ’03911 Turbo at SummitPoint’s July DE event.He joined PCA in 2010when he bought theTurbo, his first Porsche,and participates in DEsand some autocrosses.His wife had an ’04 An-niversary Model 911 C4.

Photograph by Potomac member Mike Smalley during the 2010 Drive ’n Dine trip to Little Washington, Va.

themagaezineofrthefoundvers’regoion•portomacg ... ah e is u rc f hg w y s( ) ... editor: richard...

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