Shuttle 46 Racing History


October 4, 5 2003 - The SVRW contest in Sacramento, CA was very cool this year. Kirk Nelson graced us with his presence for once in many years. We had a world class team that consisted of Allen and Dan Sabou with Jason Krauss to form Team Airtronics. Jason has recently achieved #1 in the world, and Allen #2. It Showed. These guys could fly 3D at the same time to such an incredible level of intensity that it even got scarey! All of the events were a blast to watch as well. Notably missing was Oliver and Mario with their 90 powered machines. Andy buddy boxed me on his 46 Sceadu. I have always wanted to see how well this thing flew. It was clean and crisp. A Shuttle Sceadu is my top choice for new drag race machine because of the control system. Mike Rutt, his son Cody, and Matt & Wendy Maxham met us for dinner, then we all went over and watched the night flying on Saturday night. Even with a bright moon this type of flying is very cool. This is something I really wanted our bot buddies to see. Toni and I accepted Matt and Wendy's invite to stay at their house. So we stayed up late going over the bots. They were great hosts.

To prep for this years racing, I put in all new bearings in the motor, and drivetrain of the Shuttle. Just before this weekends contest I also tried some 50% nitro fuel for the very first time. For 12 years I ran 5%. Then a couple seasons ago, tried 30%. 50% nitro gave the Shuttle more rpm at the 19 degrees of pitch it's raced at, and at launch too. The RPM is down a bit and is slightly rough these days, but I raced with the 50% nitro fuel this weekend, and it worked pretty well. Maybe some pipe tuning will help clean this up. The glow plugs looked good with every run on 50%. The one huge driving improvement was going with 92mm carbon tail rotor blades from the stock plastic Shuttle ZXX blades. I can't believe I overlooked this for so long! They moved so much more air, that the tail rotor throws had to be reduced by 1/3. Previously on launch, the tail rotor pitch was max'd and it would not steer very well down the track. Now the new blades made for crisp straight launches! They may have also reduced drivetrain drag my making less drag, as the tail rotor pitch use to be at about 45 degrees at launch. Andy runs 100mm blades on his Sceadu! Maybe even more improvement can be found there.

The first race was Andy's OS 46 powered Shuttle Sceadu vs. Allen's Thunder Tiger powered Raptor 50. Andy's power has not yet fully been tapped, so Allen beat him the first 2 runs. The second 46 Class race was me against Championship Team Airtronics member, Dan Sabou and his Thunder Tiger 50 powered Raptor. I beat him 2 out 3 runs for first place in the 46 class. Then came the Unlimited Class. First Kirk Nelson and Allen Sabou went at it. Kirk claimed to be out of practice (yeah ok Kirk!) and got wooped the first two runs. Then it was the World Champion Jason Krauss against me. The first run was so close it was declared a tie!! The second run, the Shuttle fluttered and hit the track. Bummer! That one went to Jason. The third run the Shuttle beat him!! Now Jason and I were 1 win each. Next the tie breaker against the world champion!!!! I stood the Shuttle fully up against it's nose with the blades spinning fairly well. Some of us heard my blades scrape the ground. Then all of a sudden my left (throttle) thumb started twitching like mad from all of the excitement!! Being affraid that I would tip the heli over, I took my thumb off of the stick to wait for the horn to sound. That delay gave Jason the few feet head start he needed to beat me. doh!! The thumb must be on the stick to move it quickly, even if it's shaking!! Jason's high performance Thunder Tiger 90 powered machine flew a great course and beat my OS 46 powered Shuttle by maybe 4 inches at the finish line!!!

After the awards and the raffle, I took the Shuttle out for it's first flight at +20 degrees of pitch. Since the radio and servo were max'd out, I had to adjust the rotorhead linkage to add the extra pitch. It worked!! The Shuttle pulled straight up without bogging!! I finally made it to my goal of +20 degrees of pitch!! As it turns out, I think there is room for even more pitch after some pipe tuning. And they said it can't be done!!!! In your face gents!! ;) The next step is to increase the thrust from the main rotor with longer/wide blades. I already tried the setup for the ZXX with a longer boom and belt for 600mm blades a couple years ago. I just need to come up with a way to measure it's speed. The pitch has been sort of a built in heli dyno, but that won't tell me if 600mm blades give me more forward airspeed. Maybe some tests on the Barstool heli dyno are in order once again.

September 5, 6 ,7 2003 - Reno, NV. As much as it killed me to not go, I needed to concentrate my efforts on getting our robot ready for the robot Nationals in Minnesota.

August 22, 23, 24 2003 - Fremont, CA. Oliver could only make it on Saturday and on Sunday Mario's Raptor had a failure that could not be repaired at the field. So the fastest 90 powered machines were not competing in drag racing. Which was fortunate for me because a young fellow pitted next to Perry, with just a 60 powered machine beat the Shuttle. The first run I beat him, the second run the Shuttle was all over the track, so he won that run and also the tie breaker. 90 powered machines would have decimated the both of us.


October 5, 6 2002 - What a weekend at the SVRW contest in Sacramento, CA! The Shuttle lost a few heats, but barely pulled out First Place against a .90 powered machine. A couple of newcomers to racing are Mario and Oliver. Mario has a .90 powered Raptor. Oliver has a .90 powered Three Dee "NT" that we first saw at Bayside this year. Both machines are very quick. The Three Dee was not ready for this contest, but Mario's Raptor 90 screamed! Both of these guys are new to racing, but both have great piloting skills. The first race was against Eric and his Xcell 60. He beat me the first round. I did not know that at the time. So after I beat him the second heat, our starting line judge, Bob, announced that we had one win each. I was shocked. I just know I heared my name announced over the PA. The third heat, I left the line hard and low. Whew! I just pulled that one out! Eric is a great pilot and is super competitive. The second heat was against Andy and his GPH 46. I wanted to race him because we have the same motors and pipes. The GPH is about 25% heavier than the Shuttle. My launches were sloppy, but the Shuttle managed to win. Our camcorder battery died just before the last race. The final race was against Mario's 90 powered Raptor. Eric and I both noticed that the Shuttle was running rough at this point. The last three heats were just a blurr. Somehow the Shuttle won! This victory was really tough. Mario can fly really well. He would do long stretch auto's back to the starting line after each heat! Hopfully I can get a copy of someones video of that race. Everyone came out ready this year for some serious racing. These wins reminded me of racing against Kirk and Perry in previous years. What a weekend! The Shuttle has proven that's it's not just a flash in the pan. It has won all of it's races for the past two years. I think the motor is very tired, and will get a complete teardown soon. I really like the Shuttle Sceadu that Andy has. It might be my next race machine. The Sceadu's control system is really nice, and it runs 600mm blades. Hopefully there is enough pitch range to handle the power. The OS 50 as well as the old OS 46SF may be motor candidates for next years race machine. With these super fast 90 powered heli's, it may be time to retire the old Shuttle 46....

August 16, 17, 18 2002 - The Bayside contest in Fremont California was fun as usual. It's so great to see all of the familiar faces. I won First Place in the Unlimited/60 class in Drag Racing. The Shuttle won the first two out of three races in every heat. No losses!! What a sweet victory!! I think Unlimited is a better description because now there are .70, .80 and .91 size engines running in several heli's now. This contest for the first time in my flying career, I used 30% nitro. It brought the Shuttle up to +19 degrees of pitch at full throttle. One more degree to reach my goal of 20 degrees!! The Shuttle was incredibly fast this year. It did have lots of last minute repairs. Perry, as usual, crashed the night before the race during night flying, and Kirk did not attend. These guys are the best and I really like competing against them. There were only 3 guys signed up for the Unlimited class, and 2 for the 30 class. But when the racing started, suddenly several more entered both classes, making for the best racing that I have ever seen at Bayside. Ironically, I had to coax Charlie Rice into racing. His race machine was down but he had a backup heli that few good enough to get second place in the Unlimited Class. Because of the large racing tree, Charlie and I raced two separate heats against each other. His nitrous heli scam at Reno 2001 was told over and over this weekend!! One of the new guys, Oliver, has the Three-Dee heli from Germany. We ended up racing and his machine is fast. It's the sleekest heli I've ever seen!! On one of his launches, he left the ground so low that his blades left several marks on the runway, while making a loud noise that everyone heard. The trailing edges of his blades separated and he had to stop racing. Toni got his awesome launch on video!! I got video of the runway marks too. His .91 OS motor runs five percent nitro, as most Europeans do. Deja Vu!! He had never raced, but was a quick study. He will be a threat in the future. I encouraged Oliver to come to Sacramento in October. It was great to know that I could beat a .91 OS motor with my little .46 OS airplane motor. A few guys had the new OS .50. That motor really runs strong. It was good to see that Dave Neves had a 100% recovery from his massive traffic accident in March. I was considering retiring from heli racing due to all of my involvement in Battlebots. But this weekend reminded me of how much I love racing heli's against the best guys around.

June 2002 - Reno, Nevada - Contest cancelled.

October 6 & 7 2001 - The Shuttle was running great this weekend at the SVRW contest in Sacramento, CA. Replacing the seesaw with the aluminum Quick part, fresh bearings and ball links, took care of the blade flutter problems. The launches were smooth, clean and fast with a 2000 rpm head speed. The new Revolution single rate gyro held the tail very well. The engine was running 15% nitro fuel. A coin toss in the first 60 class race, placed Tom Raczkowski against Kirk Nelson. Kirk won. Next was Kirk and myself. We both had good holeshots from the starting line. The Shuttle was about 4 feet ahead of his Excel across the finish line. Kirk's Excel suddenly became uncontrollable. After a major struggle, he brought it down safely. A battery check and inspection found no obvious problems. So in the name of safety, the race was called, and the judges awarded the win to me. Kirk is an excellent pilot and drag racer. He keeps his machine very close to the ground all the way down the track. Perry's machine crashed during testing, so he was not able (willing?) to compete. Mickey is solidly into large scale airplane competition these days, so he did not attend the meet. What a great year. Four first place plaques from four separate contests. I am considering trying the new OS 50 motor for next year. The new Hirobo Sceadu looks like a good candidate also for a race machine if it does not weigh too much. Twenty degrees of collective pitch does not look so far away now. Besides, with guys starting to put .70 and .90 engines in their heli's, the Shuttle will need the extra pitch to stay competitive. See you at the Races!!

  • The seesaw bearings were rough and moving around in the seesaw, allowing slop in the control system. I ordered Quick seesaw arms from HHI. The set had two different size bearing flanges, leaving a huge amount of slop in one of the arms. So I doubt I can upgrade before Sac. New bearings were installed in the stock seesaw arms instead. A long time ago, the washout block was flipped over to allow for greater pitch range. But the rods from the swashplate had to be bent to clear the mixing arm screws. It worked ok, but now that the Shuttle is at 18 degrees, I figured that a straight rod will assure that there is no flexing.


August 26 & 27 2001 - What a rush Fremont was this year. The Shuttle was pulling a full 18 degrees of pitch on 15% nitro. This netted a first place trophy in the 60 class. There was some blade flutter that prevented me from launching the Shuttle at the normal 2000 rpm head speed. So the launch was not a holeshot as usual. Most of the competitors appeared to leave the starting line much harder than the Shuttle did this weekend. Fortunately, the extra speed from the 18 degrees, gave the Shuttle extra top end speed to make up for it. In a few races I left the starting line so badly that I veered into the other lane. Thanks to Robert for his understanding!! I've got to relearn how to fly!! I complained bitterly that it was the new gyro, but the video tape proved me wrong. Again, the 18 degrees of pitch saved the day. The only race I lost was when the Shuttle got too low and struck the runway. I lost that race by 6 inches to Robert, but I managed to still win two out of three so that I could advance. Finally, after many years, I beat Perry!! His launches are very good and his machine is fast. The video showed that he beat me off the line easily, but I caught him at the finish line twice. This is the first year that I actually could compete in Fremont. Usually there was some kind of mechanical problem that stopped me from competing the past 4 years, or even getting down the track!! So this year the unlucky streak was broken!! Check out my report on the ceramic bearings for the Shuttle. This race I used a new 46FX because the last one had such major scoring on the piston that there might be a power loss. The new engine had barely 3 hours run time when it went into competition. This time it was ported on the Bridgeport. A new belt was installed just in case (the old one looked fine).


June 9 & 10 2001 - Reno was great this year again. The Shuttle was pulling just over 16 degrees of pitch on 15% nitro in Reno's high altitude. This was enough to take First Place in the 60 class drag racing. Charlie Rice had us all going with his nitrous injected helicopter scam. We did not find out that it was just a major joke until late Sunday! The Inverted record attempt from last year was somehow lost due to it not being submitted. Hopefully this year it will stick. Curtis was great as usual. The night flying was cool. I won a YS 61 ST2 motor in the raffle!

  • The Nelson 40 was test flown last week. It was smooth, but would not transition from idle into hover without just suddenly quiting. It ran particularly smooth even when the mixture was really lean. The engine liked a very short header. It was shortened from 5" to 3". That helped, but it still wants even a shorter header. So I am trying to design an adapter that will bolt on the Nelson pipe. Mickey said that the Nelson's like to run around 19200 rpm. That should be perfect for racing. The Shuttle RG tail rotor drive belt has still run flawlessly!


May 5, 2001 - The 1st annual Fresno "Verticle Challenge" was great. I have not flown at all since the Sacramento meet. The Shuttle just needed a couple of links replaced in the head. The throttle curve allowed the engine to slow down and actually shut off at one point. I just barely autorotated in. After retracking the blades and tweaking the throttle curve, the Shuttle ran great. It looks like the Shuttle needs very little to be ready for racing this year. It was pushing just over 16 degrees of pitch on 15% nitro with semi wood blades. The parts for adding the Nelson .40 are done and just need to be installed.


October 6 & 7, 2000 - The Sacramento meet at SVRW club was awesome!! I took first place in the 46 class and in the 60 class!! The upgraded tail rotor drive belt was working flawlessly as it has this whole year!! The only mysterious problem was that there was a strong, unexplained vibration that shook the entire helicopter. During the inspection for the vibration, Ron Bodwell (Thanks Ron!!) came over to my heli and spun the rotor head around and found that the main shaft was severely bent!! I have no idea how this happened. A fresh mainshaft took care of the problem. At high rpm the Shuttle was smooth again. The main blade tracking was found to be about 1/2 inch off. That proved that the previous mainshaft was bent. There was absolutley no blade flutter this weekend!! There were a couple of ball links that had a bit of slop in them in the rotor head that were replaced.

  • It seemed to me that during full vertical acceleration, the engine was not bogging down in the least. So I added a little more collective pitch via the linkage. The radio was already at 100% travel. I had to keep adding collective pitch until I finally got the engine to bog slightly at full throttle. On the bench, the pitch gauge was now reading an astounding 17.75 degrees!! The Shuttle now had a greatly improved vertical acceleration. Some of the guys I showed the pitch gauge to asked if I really thought the measurement was real. I could not explain the extra 2.75 degrees of pitch that I was measuring. Ironically, during a demo drag race on Saturday, Charlie Rice beat me soundly 3 out of 3 races. The extra 2.75 degrees of pitch contributed greatly to my beating Charlie and the other participants in the drag racing on Sunday. For the past 10 years I have only used my home brewed five percent nitro fuel. These races I used 5% during the 46 class and 15% during the 60 class racing. The only real difference is that the engine ran a bit leaner with the 15% nitro. But seemed to add a little extra power. Off the line, the Shuttle had awesome acceleration this year. The top speed needs some improvement. Maybe an aerodynamic canopy would help.

  • The main contributing factors for success were the significantly reduced drag and superior operation of the tail rotor belt and pulleys, no vibration in anything, lengthening the pipe by .375 inches, and pilot launch training. I will definitely be researching and verifying the 17.75 degrees of pitch to make sure that it's real. Adding or subtracting pitch does have a pronounced effect on the rpm and acceleration. So I think that the 17.75 degrees may be authentic. If it is, then I am well on the way to my goal of 20 degrees!! The Shuttle had a new set of NHP 550's for this weekend.


August 13, 2000 - The Bayside meet was well done this year as always. Lots of familiar faces. The Shuttle was particularly powerful this time. The new RG belt and pulley upgrade is working to perfection. The tail rotor is smoooooth and has very little drag!! I made a test flight before the races and everything was perfect. I had to trim the tail rotor mix a bit. It was pulling a full 15 degrees of pitch with ease on 15% nitro this time.

  • On the first heat, I tilted the Shuttle up on the front of the landing gear with the nose of the canopy nearly touching the ground. Then the blades started to flutter very hard. I came off the throttle quickly and then the canopy fell off. I pushed the canopy back on and was allowed to restart the race. On the second attempt, the Shuttle started fluttering again. This time I just went to full collective to launch it. The Shuttle went forward about 5 feet and then it was as if it went to zero collective pitch. There was no more forward thrust. Because the heli was up at 90 degrees to the ground, there was no lift to hold it up, so the blades dug into the runway and just disintegrated!! So much for my trusty NHP's!! Carbon blade parts went flying through the air!! Nobody was hurt. I shut the engine off right away.

  • The post mortum inspection found that the collective lever that attaches to the collective servo, had broken in half. So the rotor head had no collective control at all. I guess a couple years of racing had fatigued the aluminum lever so much that it finally failed. Too bad, this was the first time that I had no tail rotor vibration and had very little to prepare for before the race. I was third out of three. The feathering spindle was replaced. I straightened the mainshaft and flybar rod. It's back together two days later and running smoothly. I'll be ready for Sacramento!!


June 9-11, 2000 - The Reno Rotary Rendezvous was great. Curtis Youngblood is great to talk to and an excellent, smooth pilot to watch. He kindly autographed two tee shirts for me.

  • The Shuttle has a bad vertical shake. I took off the tracking tape from the NHP blades and left the strut rod boom clamp loose. That took care of the shaking. I bought some long carbon boom struts to try and see if they will allow a fully tight clamp.

  • The RG tail rotor belt and pulleys held up great. The system was smooth from the first flight to the last. I did have to run the belt fairly tight to keep the tail from moving back and forth. Even with a tight belt the RG system is extremely drag free and smooth. No signs of premature wear.

  • The brand new tail rotor pitch plate broke to just one of the tail rotor blades during a test flight. It was pirouetting about half the maximum speed that it is capable of. So I auto rotated over my girlfriend and into the dirt next to the parked cars. What a save!!

  • The drag racing was unexpectedly moved from Sunday morning to Saturday afternoon. So I had to fix the shaking and fast charge the 800 mah racing pack in an hour. I was third place out of 4 racers in the 60 class with the Shuttle. The video tape of my launches show that I'm keeping it close to the ground. In fact, I hit the ground one time during a race. Reno is at about 5000 ft, so power and cyclic response was down. I raced using 15% nitro fuel rather than the 5% that I've used for years. It had a tiny bit more power and the mixture range was leaner overall. I tried hard to get Curtis Youngblood to race, but him and a few other top pilots did not want to participate.

  • My girlfriend and I won about $260 in raffle prizes. The world record was set with 20 pilots hovering their machines inverted at the same time for 60 seconds. Eric, the 21st pilot, had a flat tire on the way to the field, so he could not make it in time. It was awesome to see all of those machines inverted!!!

  • Curtis mentioned that he may have a 46 version of his Muscle Pipe available inside of a year. His JR Vigor was very quiet with the Muscle Pipe. He said that it added about 1/2 horsepower to a 2hp 60 engine.


June 8, 2000

  • The other night I noticed that when the boom strut clamp on the tail boom is not screwed tight to the boom, that the tail rotor does not shake. When I tightened the clamp, the vertical tail rotor shake returns. I've done this twice on two seperate flying sessions, and the clamp consistantly changes how much the tail vibrates. I may try using longer boom support struts to see if that changes anything. Or maybe some kind of vibration isolation. The clamp is something I made on a mill out of Delrin. It wraps around the boom completely and uses only one bolt to hold both struts and to firmly clamp the boom.

  • The tail rotor belt and pulleys from the Shuttle RG have a lot less drive train drag than the stock Shuttle belt. The teeth on the belt are much finer and smaller than the stock belt. I am impressed with the clutch pulley and the tail rotor pulleys both being made from aluminum. The clutch pulley did require green Loctite to keep it from clicking like the plastic ones do if they become loose on the shaft. That means it's going to be difficult to remove if the occasion arrises. Even though the belt is tighter than I usually run a stock belt, it is very smooth. The belt, two pulleys, and the shaft ran $107 USD at Rick's in Texas. When the Shuttle is going upward at about a 45 degree angle at 15 degrees of pitch, the RG belt definitlely bogs down the engine less, and keeps the rotor RPM up a little higher. The other thing I noticed is that as soon as I land, the tail rotor pulley and the belt are cool to the touch. The stock belt runs quite a bit warmer. It will be interesting to see how well it holds up, especially this weekend at the Reno Rotary Rendezvous.

  • There was some flutter in the main blades the other day. I found a couple of sloppy links controlling the flybar. New links seemed to cure the fluttering.


May 2000

  • The 25 new neoprene belts from Stock Drive Products have arrived. They seem to work ok for standard useage.

  • Last year the big problem was getting the flutter out of the rotor system as I would tilt the Shuttle up onto the front of it's landing gear to prepare for a launch during drag racing. The blades would flutter so violently that I could not launch that way, thus not leaving the ground as fast as possible. I removed the swashplate a few months ago. It has had a rough bearing for a long time, but it never had any slop in it. So I replaced it with one of those dual bearing swashplates from Quick of Japan. What a difference. The flutter is completely gone!!!

  • Now I have been practicing drag race launches with fantastic success. I tilt the heli up until the nose of the canopy nearly touches the ground!!! More practice should make me more competitive this year.

  • The only lasting problem that is tough to fix is the stock tail rotor drive system does not last very long. The stock belts and pulleys still wear out too fast and cause a bad vertical tail rotor oscillation....


October 2 & 3 1999, OctoberFly 1999, Sacramento California. - This is my favorite contest of the year! I won the 46 class again. Got 2nd in the 60 class, again. The Shuttle pulled a full 15 degrees of pitch this weekend!! Video tape analysis revealed that I need to lower the height of my starting line launches to be more effective against the best racers in the 60 class. Much prep went into the last six weeks. It helped me finish within 2 feet of the fastest guy in the 60 class. Next year will be even better. I will practice the launches, as well as find more power and efficiency from the 46 Shuttle. The vertical tail shake started to return during the last two races. More troubleshooting ahead. The plan is to have the Molded carbon Frames done by next season.


August 27 & 28, 1999, The Bayside/Century Jamboree. - I did have a week of practicing my drag race launches. But then the tail started this very hard, one inch high, vertical shaking. I dial indicated every shaft and pulley and balanced the engine hub and fan. So I started installing new drivetrain parts to help find the culprit. I put in a new tail rotor pulley and bearings, belt, clutch pulley, clutch, bearings, engine, and a fan. It Still shakes. As of Sept 7th, I still cannot figure it out. 3 1/2 weeks until the race in Sacramento. Hopefully it can be fixed by then.


June 12, 1999, Reno NV. - The Shuttle was now back to pulling 15 degrees collective. Power was lower for everyone because of the 5000 ft elevation. At this club, if you loose one heat, then you are done racing. In the 60 class it went like this:

  • First heat: Mickey Crawley and myself. It went Mickey, Me, Me. I won.
  • Second heat: Perry and myself. It went Perry, Me, Perry. Perry won.
Sorry, I did not get the name of the 60 class winner.



May 1999, Chino, CA. The Hirobo Cup. - There was no official racing due to a lack of officials. So I gathered the pilots that wanted to race, and made a race tree.

  • The only 60 class Heat: Walt and myself. It went Walt, Me, BOOM! My blades hit the runway on the 3rd race. Ruined my last set of proprietary racing blades. Walt won.

  • There were a few 30 class guys. Jason won first. Jason claimed that his 46 was real slow. So instead of racing me, I put him in the 30 class. ; )



April 16, 1999 - As it turns out, both of the clutch pinion bearings were being over compressed by the side frames. Hard to believe for stock ZXX side frames. New bearings did not cure it either. I thought it was engine/clutch misaligment the whole time. So I ended up puting a .009" shim in between the frames next to the lower bearing, to reduce the compression forces on the bearing. Then it had to be epoxied into place. The upper bearing had the same problem. When the sideframes screws were tightened, it would make the lower bearing very rough. So I relieved the sides of the bearing block about .030" and that solved the upper bearing over compression. The power increased due to the reduced drivetrain drag. Now the Shuttle is pulling 15 degrees at full power with stock semi wood blades!! The engine is much smoother at full throttle too!!



April 5, 1999 - The exhaust port was opened up to the same size as the case. The power at hover increased so much that the throttle had to be reduced by 20% to prevent overspeeding!! But top end power is still pulling only 14.25 degrees. The engine is acting like the pipe is too short.


Oct 4, 1998. Sacramento, CA. - The Shuttle 46 had been down on power. It was only pulling 14 degrees collective pitch, should be 15. Here's how it went.

  • I took first place in the 46 class. There was only 2 or 3 pilots in this class.
  • The first heat in the 60 class I tied Luis Hlousek two races in a row. I won the tie breaker.
  • The second heat went Perry, Me, Perry.
  • I was second in the 60 class, and Perry was first. My best finish so far.