-Getting There...
You might be surprised to learn that most Formula 1 race aircraft are towed to the race site rather than flown in (a few do fly in, but they are in the minority). Flying the aircraft is not normally practical for several reasons: they have no ability to fly in IMC, the only navigation devices are a map and your eyeballs (sufficient, but a little tiring), the fuel capacity is typically between 5 and 10 gallons, the cockpits are generally not too comfortable, and you are wasting your precious engine. True competitors will at least top overhaul their engines after every 30 minutes of operation. Without a sponsor, that gets to be expensive! Another drawback to flying in is the problem of returning home if your engine has blown in a race.
In case you think that towing an aircraft to a race is an easy, low risk task, let me share a few experiences. Trailers present another source of maintenance duty which is often neglected due to time spent on airplanes and engines. Once when crossing a bridge I hit a pothole and one entire wheel assembly came off (which with a single axle resulted in a lot of noise and vibration): I knew something was wrong immediately and when the wheel went rolling past the front of the tow vehicle it was apparent where the noise was coming from. One year the welds securing the tongue to the frame failed (don't blame me for this one...I didn't weld it initially! My repair is still going strong although it was a very stressful time in Kingman, Arizona). On another trip in the middle of the Nevada desert land, the siding started peeling off of the trailer (20 by 1 foot strips). Another roadside repair and we were back under way. I've heard others tell of axles catching on fire, multiple flats, and trailer turn-overs while negotiating the Rocky mountains. Then there's always the surprise damage when you open the trailer and find out the plane broke loose from its moorings...
Before I leave the towing subject let's not forget the tow vehicle. Like the trailer, it does not always receive the utmost in attention during the year. In my 5 road trips to Reno with 3 different vehicles, I've had problems all but one year. Broken fan belts, failed brake master cylinder, overheating, failed steering column electrical bundle (cruise/horn), blown oil line to the oil cooler, dead batteries, and occasional parts falling off and dragging along underneath to be discovered the next morning during preflight. And there's nothing like driving 4500 miles at 55-60 mph towing a trailer to bond two people.....
-Race Procedures and Racing
The 24 fastest airplanes are separated into 3 groups of 8 based on qualifying speeds. Each group typically races three times with pairings (of 8) changing each time based on finish position. The first two races are termed heats and pay very little money but determine your position for the third race. In the third (and final) race, positions determine your share of the prize money and place in history!
In each race, the aircraft are positioned on the runway for a simultaneous start. Up until 2 years ago, we started in a line abreast formation that was comparatively safe because planes of dissimilar acceleration would not interfere with each other. We now start in a 3-row formation with 3 in front, 2 in the middle, and 3 in the rear. This is a major step backwards for aircrew safety as ground visibility is somewhat poor and a faltering or slow plane in the front row is at risk of being run over by one in the second or third row. However, the new method is perceived as safer for the crowd and we've increased the spacing between rows to limit our own risk. It does put the guys in the back row at a 150 yard disadvantage, however.
Racers are typically given a 5 minute warning prior to start via a red flag. Ground crew start the engine and assist the pilot with belts, helmet, gloves, and canopy. The crew also holds the aircraft back during warm-up to relieve the pilot's legs from fatigue. At one minute before start, the ground crew must exit the launch area and wait to recover the aircraft. A green flag is raised 10 seconds before launch and each pilot advances the throttle to max power and adjusts the mixture. As the green flag is dropped, brakes are released and the race is on! (Photo courtesy Stan Burak)
"Holdback" Photo Courtesy Col. Al Wimer.
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Starting Line Photo Courtesy Jim Keiger.
The first lap is called a scatter lap because at some sites you must first fly around a scatter pylon before joining the course. Unlike auto races where in a pace lap the starting grid arrangement is held, Formula 1 racing begins with the drop of the green flag and positions start changing immediately. For some strange reason, each aircraft's race time starts when the first plane completes the scatter lap (even though you may be 1/2 lap behind at this point in the race). Throughout the race, which is typically 8 laps around a 3 mile oval course, you may pass other aircraft as long as you keep them in sight at all times (passing high and on the outside is the preferred method- inside passes earn the wrath of the pilot chairman!) Flying is conducted anywhere from 60 feet to 200 feet above ground with the lower limit being canopy height equal to pylon height. The pylons (6) appear as 55 gallon drums atop telephone poles and any cuts (portions of your aircraft passing above or inside of the pylon) will cost you 2 seconds per lap of the race in time penalty.
During the race you want to fly a smooth line at constant altitude except as required to pass/avoid being hit. I like to fly with about 20 feet (one wingspan) between my lowest wing and the top of the pylon. That way, if I get blown inside or misjudge a turn I don't hit the pylon. It also leaves me a way out in case I'm about to be hit (usually, but not always, a fatal event for someone). The home page photo by Al Wimer shows how I wish all my turns looked...sometimes I get a little low and you can see the difference in room left to maneuver in the accompanying photo.
Normally I try to see about 1/2 of a circle looking through the pylon cans (more than that and you are risking a cut if wind or turbulence alters your course suddenly). While on the subject of turns: Someone once asked me if I throttled back in a turn (as in auto racing). Of course not! The throttle stays wide open for the entire race- we just bank and put a little load factor on in the turns.
Turning Photo Courtesy Jim Keiger; Pylon Photo Courtesy Fred Cronenwett.
Constant vigilance is rule number one while flying- always be looking and thinking. Always look around for other aircraft and keep a current situation awareness. In fact, you should start this process on the ground looking at the starting positions and knowing who accelerates well, who has a better/poorer top end speed than you do, which way the wind is blowing, who flies higher/lower than you do. Watch for shadows as you are turning around the pylons to see who is above you or about to pass and expect them as you finish the turn. With some of the more unique designs, you can tell not just if someone is near you, but who it is before actually seeing them.
When it comes time to pass someone it is important to do so carefully, which means see them and the course at all times. The optimum pass is one made a little above and outside the slower plane. You must fly carefully but aggressively to complete a pass in a turn because going excessively wide will destroy your speed advantage and make flying harder for those behind you (who may be trying to pass YOU!). Passing a well-flown plane is easy and fun; however, passing someone who climbs in turns or flies erratically is more dangerous. Once you get past the slower aircraft you can pull back into your own line. Some pilots will wave, salute, or make some form of gesture when passing. The distances are close enough that facial expressions and hand signals are easily recognized.
Passing Photo (3 in air) Courtesy Jim Keiger.
The turns themselves are of course the fun part of the race where the real precision is required. I try to look at the next two pylons at all times to keep updating my flight path. Once one pylon is made, forget it and start lining up for the next one. Since our course is only about 3 miles in total length (2, 1 mile straights and 2, half-mile turns) you can pick up the corner pylons as you are beginning the straights. And if your eyes aren't that good, you can use big landmark references like hangars, service roads, mountain features, etc. that you know from experience will guide you until you acquire the next pylon. The only time I've had trouble finding a pylon was when I flew in Cleveland in 1989. There the wind was horrendous (right on the shore of lake Erie) and the course was 1/2 over the runway, 1/2 over the water. The pylons in the water were red, helium-filled weather balloons tied to boats. The wind blew the boats and balloons around quite a bit and our resulting course was not much of an oval.
Once the race is over and times adjusted for any cuts (few occur), the winner is typically paraded in front of the cheering crowd (Typically in an antique or specialty car. This is a lot of fun, and surprisingly, the crowd is generally enthusiastic). Fuel samples may be drawn to ensure no illegal additives were present and if this was the final race, your engine will be given a detailed inspection (cylinder pulled and carburetor disassembled) to ensure rule compliance. Assuming the inspections are successfully completed, you receive a nice trophy and enough prize money to almost cover your expenses of entering the race. (Antique car photo courtesy of Jim Keiger)