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ROLLS ROYCE RENO TALK
By Skip Holm
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Thank you ROLLS ROYCE for
this get together. I also wish to thank Terry for giving me
the ride to get to this get together. I also wish to
acknowledge the Dago crew, Dede my wife, my son Sky, and
daughter Ashley Brook, better known as Afterburner.
Tonight I will give you a
short shapshot of my air racing career and the impact that
ROLLS ROYCE engines have had on me and on the fastest motor
sport in the world, unlimited air racing.
My history of air racing
started in 1981. To date, and not counting this 2004 air
race, I have flown 79 total races to date, placing in the
following positions: 1st place 21 times, 2nd
place 22 times, 3rd place 13 times, 4th
place 10 times, 5th place 8 times, 6th
or over place 12 times. I have flown 12 Gold Sunday
Unlimited races, all having ROLLS ROYCE engines, with the
following placing: 1st place 6 times, 2nd
place 2 times, 3rd place 1 time, 4th
place 0 times, 5th place 0 times, did not finish 3
times. Of the 3 times I did not finish, I did, however,
pull out with a blown engine in the first place position.
I know some of you ROLLS
ROYCE guys will find this hard to fathom, but I’ve also flown
racing aircraft that have engines that suck air in the front
and blow it out the back. And I’ve flown racing aircraft
that have big round engines that wheeze, boom and bang!
And sound like Harley motorcycles. What were they
thinking! Go Figure! I think it has something to
do with that yippy statement of “what goes around, comes
around”
I grew up on a farm, in
North Dakota. The song goes: “With the flowers and
the wheat and the folks that can’t be beat. I say Hello-ta
to North Dakota, and I just can’t say goodby”. My point
here was that I did not grow up near aviation. I did not
even see, hear, feel or fly an airplane until I was 18.
In fact, our new age
psychologists adamantly declare that we grow up and select
careers as the result of our environment or at least as part
of our heredity. However, both of these had no aviation
impact on me. I was never associated with any aviation
personalities or environmental factors, so I asked myself, if
these psychologists are correct, what events in my childhood
were responsible for my selection of aviation as a career?
In looking back, I think
that two factors could be interpreted as influencing my drive
toward aviation. The 1st factor was a beanie
cap I wore that had a propeller on it. I have been told that I
wore this beanie, day and night, to school and play, and no
one could take it away from me. This beanie propeller
had a free-wheeling, un-powered prop, so the cap probably did
not have a ROLLS ROYCE sticker in it. The 2nd
factor influencing my aviation career was probably all the
Lena and Oley jokes that were ever present in this Norwegian
community. For instance, here is an Oley & Lena joke
showing how these jokes were responsible for my drive toward
aviation.
Oley and Lena had been
going together for years. On one Saturday evening in
balmy North Dakota, Oley picks up Lena as he had been doing on
each Saturday night as long as he could remember. As
they were driving down the road, Lena looks at Oley and says
“Oley, stop the car!” Oley pulls to the side of the
road, and stops the car. Lena then leans over, puts her
hand gently on his inner thigh, and looking deeply into his
eyes, says, “Oley, it’s time we go all the way”. With
this new revelation, Oley immediately starts the car, does a
180 degree turn, and goes to Minnesota.
Like some of you, I too,
went to Minnesota. To go all the way. And was
disappointed. It wasn’t until 1981, on Sunday afternoon,
on the 8th lap of the Reno Unlimited Race, on the
stretch from pylon #6 to the home pylon, sitting behind a
ROLLS ROYCE Merlin pumping out 128 inches of manifold
pressure, that I finally realized that this “was going all the
way”; just like Lena had said.
My first day on the ramp in
1981 looked much like Reno this year. I was flying Wiley
Sanders’ race plane, named Jeannie 69, a highly modified P-51
Mustang. Dave Zeuschel, who built Jeannie’s race engine
that year, had told me that Phil Barber, a local Reno reporter
for the Reno Gazette, was coming over for an interview that
morning. Zeuschel told me to take some time and
formulate what I would say for the interview. I was not
the lest bit concerned, for I was the brightest and the best
in my jet. My Air Force trained, steel trap mind already
knew what Mr. Barber would ask. He would ask the standard
garden variety of questions, such as where had I grown up,
what was my Air Force experience, what jets had I flown,
and of course, the one hard question: What is the
minimum range of an AIM-9 Sidewinder boresight shot against a
close-in, high-G, maneuvering threat, such as a Mig-29 jet
fighter.
I knew all the answers as I
saw Phil walking up the ramp. However, when he got
there, he did not say anything, but asked, “So, how fast are
you going to qualify today?” This question took me for a
loop, as my less than two hours of total flying time in
Jeannie had not prepared me for this tough one. I was a
born in the wool jet fighter pilot, all my time had been in
jets with guns and afterburners, except for fifteen hours in a
Cessna trainer plane twenty years ago. I had not ever
flown a WWII War Bird or high power prop plane like the
Mustang before three days ago. I was lost for an answer,
and I did not want to be the dodo on the ramp. I looked
over at Jeannie, noticing the 432 miles per hour win painted
on the side of the aircraft, from the year before, 1980.
Being at a loss for an answer, and hoping the answer was on
the side of Jeannie, I looked at the 432 miles per hour
number, and realized that the more I looked at the 432 miles
per hour number, the more I questioned this number as correct.
I just did not believe that 432 miles per hour was fast enough
for this winning racer, recalling that the flaps up speed on
the Republic F-105 Thunderchief was 560 knots, or 644 miles
per hour. How could the 432 miles per hour number be
true for an aircraft that was clean, with no pylons, not even
loaded to go to war?
So I said, “I’m going
to qualify at 450.” Phil looked at me quizzically,
asking me if I was saying I was going to qualify at 450 miles
per hour? I replied yes, I would qualify at 450 miles
per hour. He immediately started laughing, stating that
no one had ever gone 450 miles per hour, the timesheets did
not even go to 450 miles per hour!!! Why did I think I
would go 450 miles per hour? My steel trap Air Force
trained mind immediately thought of my Hilton room number, and
I reached into my pants pocket, drug out my Hilton key,
showing him my room number was 450. He did not even say
goodby, just started writing in his book as he walked over to
Zeuschel. I knew we had made the press!
After Phil left, I walked
over to Zeuschel, asking how we could make this puppy go 450
miles per hour. Zeuschel did not want to talk about 450 miles
per hour, but kept repeating that we only wanted a good
qualifying run. I then asked if I could ask the Lockheed
Skunk Works guys how to make Jeannie go 450 miles per hour.
Zeuschel reluctantly said yes, go ahead, but again, we are
very busy just getting the engine set up for racing, and all
we really want to do is qualify. I called the Skunk
Works engineers of Dick Cantrell, Bob Louske, Pete Law, and
Bruce Bowland, quickly getting them data on the engine
horsepower, prop gearing, race track dimensions, and expected
weather. Expected them to come up with a power solution to go
450 miles per hour. The next morning, after reading them
the article on the new guy who was going to go 450 miles per
hour at Reno, the Skunk Works engineers gave me the solution
on power, Gs, and wing loading. They said to set 106
inches of manifold pressure, 3500 engine rpms and hold on.
I told this to Zeuschel and he doubted we would go that fast
as Mac had pulled 10 feet of manifold pressure last year and
it only resulted in the low 440 miles per hour number.
Zeuschel said that the Skunk Works power was not going to
work, but to go ahead anyway, reminding me that we only wanted
to qualify. I saddled up Jeannie, got on the course, set
the power, hung on, and went 450.085 miles per hour on the
qualifying lap. As I pulled off the course, I felt
somewhat guilty that I had allowed Zeuschel to question the
prediction of the Skunk Work engineers. But, as
day follows night, I also thought, engineers are always a
little off.
Fast forward to 2000.
I had heard that the Dago Red team was looking for a new
driver. I had heard they had asked Brian Sanders, and his only
response was to ask his Mom. I thought, WOW! If my
Mom knew I had been asked to fly a race plane, and had not
answered immediately, aggressively saying YES, she would have
gone to any expense to send me a nasty note to Get Real!
The problem was that I
wanted to answer yes immediately. I also did not want to
spoil the initial offer by sounding anything but excited and
humble … the definitive word being humble. I had gotten
a reputation in flying race planes of “breaking em and leaving
em”, and this tended to make some owners particularly antsy.
I also never worked on the planes, but would just leave to
come back some other day to fly the next shinny version.
I quickly ran this problem
through that same Air Force trained steel trap mind, realizing
that I did not have the time to structure a decision matrix, a
logic tree or any other mechanism to help me approach this
decision in the proper manner. My only hope at this
moment was to quickly empathize with an existing situation
that had happened in history, trying to blend my problem with
a similar one that had been solved in a manner consistent with
my desires.
Some of you have already
guessed who I picked, who had a similar situation, who had to
make a similar decision,
whose logic tree I could immediately emulate. If you
picked Noah, you are right; it was Noah. When God asked
Noah to build the ark, Noah had a similar decision, but of
course, of greater magnitude and consequence in answering God
then I had in answering the Dago Red race team.
None of us have personally
known Noah, so some of his decision matrix and tree logic is
pure conjecture, but I’m guessing that his first logic
statement was “Don’t Miss the Boat”, and his second logic
statement would be “There is Only One Boat”. Well, those
steps in this matrix fit me like a glove. I could
identify with “don’t miss the boat and there is only one
boat”. In Noah’s time, there were probably other boats,
as there are other race planes. I am sure that Noah’s
neighbors started building their boat as soon as it became
apparent that his boat was going to be the biggest one on the
block. This same thing happened to the Zeuschel race
team when we were flying Jeannie, for as we improved her,
Strega soon came along as a Jeannie clone and then Dago came
along as a Jeannie clone. As for today, and as far as I
was concerned, Dago Red was now the only “boat” left of the
clones that had sprung from Jeannie. And Dago Red was a
winning machine!
Statement #3 would be “Plan
Ahead”. My history with race planes had been that I
would set my answering machine at the end of August to answer
“Yes, I’ll be glad to do that” as the answer to all calls, for
inevitably someone would call, tell me his pilot could not
make the initial flights of his new untested race plane or the
entire race week for one of three reasons. The first
reason was that his pilot had joined a candlelight procession
honoring some celebrity, had burned his eyes, and so was
blind. The second excuse would generally be that his
pilot just noticed that he was getting web feet, had also seen
an article in the grocery store Enquirer that proved that some
if not all humans were actually humanoids, direct descendents
from aliens, and he was waiting for the beam me up call, and
consequently could not make the races in September. The
third excuse was always the simple one, where the pilot had
accidentally stepped into crazy glue and would not be unstuck
until sometime in October. All in all, I was getting
tired of getting the ‘quick to flight test, quick to race, and
quicker to explode on fire” planes, and thought it would be
nice to have a known race plane months before the actual race.
Statement #4 would be
“Don’t Make the Big Guy Angry”. This was self
explanatory for Noah, as he should have been somewhat familiar
with who God was, for as I understand the story, Noah did talk
with God off and on over the length of his life. As for
me, I did not know Terry, but I had had a lot of experience
with race plane owners and always gave them plenty of latitude
to act and be anything and anybody they pleased. I
always thought that eccentric acts, like air racing, forgave
equally eccentric personalities in owners. Secondly,
most of us have no clue what we are going to do tomorrow.
We say we have a plan, but we wander much as Noah had been
doing before God called him to start sawing wood. And I
was in that same mode, having seen much frantic behavior on
the ramp here at Reno in the past, so my plan now was to cool
it, mellow out, stay calm, go with the flow. For those
of you who do not know, my wife Dede is the niece of Terry.
Now do you think that Dede would be my wife if I had made
Terry angry. Duh! I don’t think so! It was
hard enough to convince her to marry me, even with Terry’s
“go-ahead, what’s the worst thing that could happen” and his
two jugs of Canadian Yukon.
Statement #5 would be
“Travel in Pairs”. Actually, this Noah rule tied right
in with the Dago Red crew, and worked for us. We have
Dede and myself, Terry and Carol, Clay and Dan, Kerch’s
requirement for doubling all work responsibilities, our
undeniable dual-dual-dual extreme team personalities, and of
course, both of Fogowaga’s dogs, Black and Blue – well, you
get the idea. Plus Terry has two of everything and will
share everything, with anybody on the ramp. The only
thing he won’t share is the Gold place trophy.
Statement #6 would be
“Speed isn’t Always the Answer”. This is a tough one,
and I think this was just a trick question for Noah and
myself, and I think God was just testing us. There may have
been a speed requirement for Noah, but the intent for such a
requirement could only be speculative, for the earth is round
and he had no place to go except to stay somewhere on the
round part. Obviously, speed is the answer for the Dago
Team, as that is the measure of how well we do. This
simple statement about speed may have been just a way for God
to test us with that statement, his 10 commandments, or the
FAA rules. The 10 commandments are simple and even a
dummy can understand all of them. As for the FAA rules,
there are too many, and if you can’t handle all the rules, at
least handle one. That one rule, which I like, is the
one that says you may break all the rules to handle an
emergency. As for the speed statement, speed is
the answer!
Statement #7 would be
“Precision isn’t Always the Answer”. The ark was built
by amateurs and the Titanic was built by experts. I know
the Titanic was built by you Brits, but am satisfied after all
these years of flying ROLLS ROYCE engines that there is no
direct connection from the Titanic boat boys to the engine
shop. Please tell me again that this is so?!
Obviously, this Noah precision statement relates to our team.
Our team is the epitome, personification, and embodiment of
the word precision. They are the ones who keep the Dago
Red team on an even keel, and keep us looking for the problems
that they themselves at time to time have initiated to keep us
on our feet.
And of course, Statement #8
would be “Never Fear the Storm, if You have Faith in the
Outcome”. Thanks to Terry and the fabulous Dago crew, we
have done the storm now for 5 years in a row, and we have
faith in the outcome tomorrow.
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