7/29/2019 Air Racing after WWII

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air racing after World War 2

After World War II, the dominant role of air power spurred a great increase in air racing,and the National Air Races resumed at Cleveland in 1946 under the auspices of the Air

Foundation. All the competing airplanes were ex-military fighters and trainers, in contrastto the wonderful custom-built racers of the 1930s. The Bendix and Thompson Trophies were

contested in two divisionsReciprocating and Jetwhile other events were held for whatlater became known as Unlimiteds, and for modified AT-6/SNJ/Harvard Advanced trainers

flown by women who were not allowed to compete against men around the pylons.

Despite the speed and noise of the modified Mustangs and Airacobras and Corsairs, thecrowd sensed the absence of the old creative atmosphere. After the 1946 Races, the AirFoundation asked for help from the Professional Race pilots Association, which had workedwith it since 1934. The addition of small, low-power racers built to an elaborate set ofrules brought back the little guy and originality.

They all raced successfully for three years, but in 1949, a P-51C Mustang flown by round-the-world flyer Bill Odom crashed into a home, resulting in three deaths. This, combined

with the withdrawal of military participation upon the start of the Korean Conflict thefollowing June, left too little of the program to justify the name National Air Races.

Racing for the 190 Cubic Inch Class midgets continued for the Continental Trophy atDetroit and Miami, as well in regional meets until 1960. For three years there was no airracing in the USA until Nevada cattle rancher and World Unlimited Hydroplane championBill Stead decided to do something about it.

The National Championship Air Races, held in 1964 at Reno, was the re-birth of national-scope multi-class racing. It included cross-country and closed-course events for theUnlimited Class, and closed-course racing for the 190 Cu. In. Class and the new Sport

Biplane Class for amateur-built single-seaters, and the Ladies Stock Plane Class for PiperCherokees. Despite the crude facility and a lack of experience on the part of most of the

organizers and officials, it was a success.

Attempts to copy Renos ideas were made all over the country: St. Petersburg, Florida;Lancaster, California; Mojave, California. All enjoyed brief runs, but lacked the financial

base and the solid organization of Reno. The 2002 Reno Air Racesthe 38th includedcompetition for six classes: Unlimited, Formula One, Sport Biplane, AT-6, Sport and Jet.

In Europe, there have always been insufficient funds to support such races. The Royal AeroClub of the UK run a series of small handicap races for any aircraft capable of flying at100mph. These races are not well patronised and are not advertised to the public to any

extent.

For two years, the European Sport Pilot Association ran international handicap events.These have now been suspended.

Various attempts have been made to re-launch Formula One events, again with littlesuccess. Reno Air Races still seem to attract a large crowd and seem to be going fromstrength to strength, while two new race events have been initiated, Red Bull Air Racingand the Aero GP. It remains to be seen whether these two new entries will stand the test oftime.