Hot Multi's - Pictures

[Old fiberglass]

Rick, go to 'Hot Multi's'----pg 31--#465---

I knew......some bedtime stories are good to hear again. Why was it the 18's got hammered in the rear passanger side ?? Inquiring minds want to know.

[T2x]

What do you mean?? Lyndon Johnson is not our President??

I like Ike!

[FUJIMO]

Why was it the 18's got hammered in the rear passanger side ?? Inquiring minds want to know.

Wonder if it had anything to do with their turning characteristics? Your right though, so many were hit there.

[GENE LANHAM]

I knew......some bedtime stories are good to hear again. Why was it the 18's got hammered in the rear passanger side ?? Inquiring minds want to know.

Rick---I will have more bedtime stories for you----G

[willabee]

..... Willabee would have never done anything like sink a wing...

Geez, I guy admits to a couple of small errors and suddenly he's responsible for "All Wings Wet"!

I was waiting for Lanham to jump in here, but he must be taking a nap, so I'll go first. I don't agree that many Wings got clobbered. Most drivers tried to give the Wing a very wide berth because it was so intimidating. They also knew the Wing pilot had limited visability, especially on the right side. However, it might be acurate to ask why Wings hit so many things with the right rear. It's their blind spot.....they didn't have a clue whether or not something was running up on the right rear.

At Parker, you'd watch one comimg down the backstretch and it would just fly by two or three boats before the turn. Then it goes into that neverending slide, not something you could really call a turn, and some of the guys that just got passed would try to get back around the Wing. They quickly learned it was a mistake to try on the outside. You have to remember that when the Wing pilots were developing their skills, they learned that when they passed something, it stayed passed. They didn't have to worry about where it might be because it wasn't coming back to them. But as the tunnels got stronger, that situation changed dramatically. I think the right hander at Havasu was another bad spot, sometimes demonstrating that two solid objects cannot occupy the same space at the same time.

(I see Gene snuck in a one liner while I was typing and then must have gone back to his nap)

[GENE LANHAM]

Wonder if it had anything to do with their turning characteristics? Your right though, so many were hit there.

They did not turn very good . I barrel rolled; Collided with a single Molinari at Havasu (again right rear); Spun out on the last lap while leading the last Gold Coast Marathon: But the worst was Jim Merten at Galveston. Spun out, and was run over by a triple Chrysler cat---

[largecar91]

It snaped the stacks off the starboard motor!!

[willabee]

They did not turn very good ..... But the worst was Jim Merten at Galveston. Spun out, and was run over by a triple Chrysler cat---

That's Daytripper, the Mercury parts truck to the left of Wet & Wild. Looks like we were drying the engines and trying to package what was left of the boat for the trip back to Oshkosh. Talking to Mert one day long after the accident, he shared with me that he was trying to pass Bill Cooper for the lead before they got back to the start/finish line. He said they were paying $25.00 first place lap money and he was trying to earn as much of that as possible! He was an independent at the time, didn't have Mercury paying the bills.

He went into the turn too hot while passing Roy Reaves triple Stylecraft and spun. Reaves had nowhere to go and hit the Wing just behind the cockpit. He went through part of the boat before flying into the air.....horrible sight!

[GENE LANHAM]

Geez, I guy admits to a couple of small errors and suddenly he's responsible for "All Wings Wet"!


(I see Gene snuck in a one liner while I was typing and then must have gone back to his nap)

Willabee---our alarm clocks must have gone off at the same time. I do have a picture of the Stylecraft---(edit) I found it--Reaves' triple Chrysler----

[Old fiberglass]

Willabee---our alarm clocks must have gone off at the same time. I do have a picture of the Stylecraft---

Ok, Mr Alarm Clock(s)....question. At the yellow arrows are they aileron "up" stops ?? Looks crude, but I am sure there is a reason for it being done that way. You would think the coefficient of drag formula would take at least another 1500 HP to push them through the air. Do tell...

[Old fiberglass]

Speaking of bed time stories Gene told me a good one. He ran his stacker wing in the Parker 9 hour for the entire race. Not only did that take an iron butt.....afterwards he couldn't hear for several days.....those were the days.

[GENE LANHAM]

Ok, Mr Alarm Clock(s)....question. At the yellow arrows are they aileron "up" stops ?? Looks crude, but I am sure there is a reason for it done being that way. You would think the coefficient of drag formula would take at least another 1500 HP to push them through the air. Do tell...

? Blew up the picture, and I see the 'upstops'. Don't know why, it does look crude, but rugged.--'Coefficient of Drag)? Rick, are you reading that 'Basic Aerodynamics' book again? Look up ' Control Surface'; 'Lift Device'', and you will see why I always called it an 'Elevator' (controls angle of attack--directly related to coefficient of lift "Cl" ) Better get Charlie Wolff on here, I'm over my head----

[T2x]

? Blew up the picture, and I see the 'upstops'. Don't know why, it does look crude, but rugged.--'Coefficient of Drag)? Rick, are you reading that 'Basic Aerodynamics' book again? Look up ' Control Surface'; 'Lift Device'', and you will see why I always called it an 'Elevator' (controls angle of attack--directly related to coefficient of lift "Cl" ) Better get Charlie Wolff on here, I'm over my head----

Basically what it does is seal off the rear exit of the tunnel, and force the air out under the sponsons in front of the engines...... This lifts the rear of the boat and raises air pressure under the entire wing section. I don't know how much lift actually generates from the airfoil on top of the wing, but i doubt that it is more than a fraction of the the overall.

If those are in fact stops on the "elevator", they were probably to prevent loss of all rear lift at high speed which could cause an unintentional and sudden increase in attack angle with a possible blowover following.


T2x

[GENE LANHAM]

I don't know how much lift actually generates from the airfoil on top of the wing, but i doubt that it is more than a fraction of the the overall.

T2x

'Basic Aerodynamics'-----"-for maximum lift, a positive pressure will exist on the lower surface, but this will account for approximately one-third of the net lift." Rich---aviator stuff, but it does describe a basic airfoil section----Gene

[GENE LANHAM]

Speaking of bed time stories Gene told me a good one. He ran his stacker wing in the Parker 9 hour for the entire race. Not only did that take an iron butt.....afterwards he couldn't hear for several days.....those were the days.

Forty plus years later---still can't hear, and the hearing aids are getting bigger and more expensive$$ At Parker I stuffed cotton balls soaked in Vaseline--UGH--didn't help. But the side pipes by Bob Patterson probably did more hearing damage; How many Bahama's 500's?----8 or 9 hours--and then there were Pratt and Whitneys--Lycomings---Continentals---etc. YES--those were the days!