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SOCIETY OF LAND SPEED RACING HISTORIANS
NEWSLETTER 83 - October 29, 2008
Editor: Richard Parks [email protected]
President's Corner: By Jim Miller (1-818-846-5139)

Click On All Images For Larger View

Some Names To Look For In This Newsletter:
Legends of Ascot, Bloodhound SSC, Vern Tardel, Ray Pyle Roadster, contact for Mr. Ryssman if possible, Corvettes celebration.

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President's Corner:
   Hopefully I can get away with saying that land speed racers are the ultimate cross-dressers. Say What? Seems we get some flack around here talking about other kinds of racing. But if you stop and think about it the boys that originally raced at the lakes starting in the good old days went on to rule other forms of motorsports too. I went to the Legends of Ascot deal at Perris Speedway this last weekend and was reminded of this. Some heavy duty names came to mind as being perfect cross dressers. You can go back to way before Frank Lockhart and find that they cut their teeth at Muroc. Think Pete Clark, Willie Utzman, Bill Stroppe, Pierre Bertrand, Bud Rose, Frank McGurk, Phil Weiand, Vic Edelbrock, Stu Hilborn, Bob Estes, Don Blair, Duke Hallock, Eddie Meyer, Johnny Junkin, the Robson and Spalding Brothers. Even the Nish's Terry and Mike plus the big kahuna himself, Al Teague, were involved with roundy-round. One of my all time favorites is Louie Senter and it seems he was weaned on the little bull rings. The Granatelli Brothers also are at the top of this list.
   If you look at the early day lakes programs and see names like Roof, Fargo, Winfield, Fronty and Miller-Schoefield/Cragar. I'll go out on a limb and say the whole modern day speed shop concept came from Lee Chapel and or George Wight. They dealt with roundy round parts from bull rings like Legion Ascot that ended up on youngster's Gow Jobs and these were the core of the lakes fe-nom. Without Wight's Bell Auto Parts, Earl Gilmore and the Purdy Brothers there would be no such thing as lakes racing as we know it today. We owe a great deal of gratitude to the gents who drove in circles. Everything goes both ways so I'll have to mention that the lakes boys added to circle track too. Guys like Manny Ayulo, McGrath and Mel Leighton. Babe Ouse who used to partner with a fellow lakes racer named Bob Giovanine was the founding father of the CRA. Look at the early issues of Throttle Magazine and see the crossover. Karl Orr and his lovely wife, Veda were rounders between speed shops. After Veda stopped doing the S.C.T.A. Racing News she started a thing called the CT News. It covered the outlaw boys like Mohave, Bell and Russetta Timing Associations and even the circle tracks that her hubby was now running on. Just look at the first twelve issues of Hot Rod magazine and note the track coverage. I think it's our duty as historians to talk about the other forms of racing our lakes boys invaded. 

RPC_001_Ralph-Schenck-1940
JMC_270_Scarab-from-3-shots

The first picture for this week is one I just got from Richard Parks (who got them from Vic Enyart) and is of Ralph Schenck's pre-war streamliner at Harper Dry Lake in 1940. Not many people know he raced at Southern Ascot before taking to the lakes. Lots of people always think his car was inspired by Harry Miller's Golden Submarine that Barney Oldfield commissioned and raced on the bullrings in 1917, but from Ralph's own mouth he said he'd never seen the car. Schenck just put a top on an Indy car style body. The phaeton with the # 328 painted on the back was run by future S.C.T.A. Champion Doug Hartelt. The second picture is of a car that flopped badly. It didn't detract from the lakes boys that were involved with it. They were Chuck Daigh, Phil Remington, Jimmy Travers and Frank Coon. Seems this Scarab was the first American built car to go F1 racing since 1921. It's seen with a 283" Chevy in it as used in Bruce Kessler's short "The Sound of Speed" that was shot at Riverside and driven by Daigh. It probably inspired another guy that ran Bonneville in the early days to try the same thing and succeed. His name is Dan Gurney.

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Editorial:
  I've belonged to a great many organizations and even founded a few. They were mostly volunteer groups and so the members shouldered most of the work. At least they said they did in passing conversation. But like all organizations, with volunteer or paid staffs, there is always a few who work and many more who simply attend the meetings or go to the events sponsored by the group. It's a normal process of leadership versus membership and often the leaders pine for the day when someone volunteers to take over. No, don't worry, this isn't a resignation letter. What we are editorializing today is simply the structure of organizations and it is an important topic, because the men and women who took control of groups in the far distant past created the structures of groups that we have today. Another factor is this; many people have heard leaders say, "I'm tired of your complaints and backbiting and what I could really use is some help. Put up or shut up." Well, you're not likely to hear that from Jim Miller or myself, because how can an effective leader function if he shuts off all discussion and suggestion. In fact, you can tell how a new leader will act in office by viewing how he/she responds to suggestions and criticism.
All offers of help are not necessarily the same. Suggestions are criticism. But criticism is good, not bad. Perhaps I should add that positive criticism is always justified, but vicious, negative, "attack the person" criticism isn't. Still, if we look at past leaders who succeeded in building strong institutions that carried on after they were gone, we see that they had an ability to withstand the most cruel and insensitive harassment. An organization cannot always find or choose the best leader or the most constructive one. Leaders, as defined by psychologists, are those individuals who will sacrifice everything for the greater good of the group that they lead. That excludes Jim and I from the definition of what a good leader is. At best we are average caretakers and will be replaced someday when a firebrand comes forth. But we do have a small part of leadership within us; we listen and we are not normally offended by the criticism, suggestions and demands directed towards us. That's an advantage, but it's not the entire definition of a leader. Many of you are holding back because you have been in groups before where sniping and carping led to the disintegration of the group. We want you to overcome that reticence and let us know what you think, good, bad or indifferent. Jim and I are very good at not letting a gossipy or negative image creep into the newsletter and Society, but we need to know what our members think about issues.
Let's look at some of our past leaders; Pete Petersen, Wally Parks, Ed Adams, and Bill France. Please feel free to write in and tell me if you think my assessment is incorrect. Ed Adams is the oldest leader of the group and little is known about him other than the fact that he was the first President of the Southern California Timing Association (SCTA) and led that group in their formative stage. He was a consensus leader whom the clubs respected and he was elected and re-elected until just before the second World War broke out, when he left the presidency and little is heard from him. In this sense he was not a true leader, but a man who stood up in a moment of crisis and left when that crisis ended, allowing others to step into his shoes. Pete Petersen prospered by observing, and for many years he was a loyal follower. When he started to lead, one of his great talents was to choose good people to learn from and to hire them. He was the co-creator of Hot Rod magazine, which later became Trend, Incorporated and Petersen Publishing Company and his management style was to find the best talent and let them develop, with a loose hand on the reins. Petersen tolerated a great deal and he was a man who was detailed and orderly in his life. He was known as the "Boss," but he was never abrasive. He knew what he wanted and he gave clear and concise orders. People loved working for him. Bill France was the consummate "man in control." His rule was "I want this done yesterday," and he fired people on the spot. France got the job done and you can't say that his method didn't get the results he wanted. He also ruthlessly forced suppliers and sponsors to bid against each other for NASCAR's business contracts. You were loyal to him, or you were fired. He was a leader and he literally "died in the saddle," doing what he loved doing.
Wally Parks was one of the founding members of the SCTA and held many positions of leadership. He was a true leader, rather than what we would call a "citizen leader." My favorite story is that of the Roman General Cincinnatus, who was working on his farm when the citizens of Rome came to him and told him of an attack on the city by barbarians. He put down his plow and led the Roman army to victory, then resigned and went home to his farm and family. The citizen leader is a temporary one. What we call a "true leader" is one who never resigns and never goes home to family and farm, but stays active in the cause until the very end. There are a lot of citizen leaders who rise up when a crisis threatens and then turns the reins over to others when peace has been restored. A true leader never resigns. Parks went on to develop Hot Rod magazine into a potent force for promoting hot rodding and racing, then formed the National Hot Rod Association and served on numerous boards and organizations. He was busy at his computer, promoting the sport he loved, on the day he fell and broke his hip. That led to a hospital stay where he subsequently passed away at the age of 94. His management style was similar to Robert Petersen's, and he had a view that the best run group operated under a form of consensus. Therefore he was the very opposite of Bill France. Parks and France were friends, even though their way of leading people was vastly different. The reason that we love our leaders so much is because they stay on the job, long after we have gone home. We also love them because they are always there to take care of the obligations that we don't want to do. And maybe we love them because we don't want to have to take over their jobs and do it ourselves.

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I feel the mention of Dave MacDonald's 308.98 record (311 mph down run) needs mention as the fastest door slammer. (Engine in the stock location and even the power windows work! John Julis
   John: Can you put together a story on the car, driver and crew and how they did what they did. I will run your report in next weeks newsletter. 

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Results for the Road Runners at the October El Mirage meet are now posted; http://www.ussarcherfish.com/roadrunners/results.htm. Jerry Cornelison
Readers: Jerry Cornelison manages and owns a great car club site. The editor would like to encourage the other car clubs to follow his example and start their own websites, combining present news and historical club articles.

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Richard Noble has publicly announced another project aimed at breaking the absolute land speed record. The new car is called Bloodhound SSC. Current record-holder Andy Green will drive. The official Web site is at www.bloodhoundssc.com. On their Website they have a Supporters Club for 20 Pounds (about $32). When Craig Breedlove started building the Spirit of America Formula Shell in the early 1990's, that spurred Richard Noble into starting the Thrust SSC project to defend his record. After Steve Fossett bought the same car and began redesigning and rebuilding it, it again spurred Noble into beginning another project to defend Andy Green's record. Fossett is gone, but it appears that Richard is rolling right along. Charley Shaffer
Charley: Thank you for sharing this with us. It is always a pleasure to see the Brits active on the land speed front and perhaps some of our readers may want to join their club and help them with dues and sponsorship. It took Richard Noble quite some time to pay off the bills on the last successful attempt on the record and any help that he can get will help them in the future. I was there at Black Rock Desert in the summer and fall of 1997. What an experience that was. As for the supposedly competitive nature between Noble and Breedlove, there is a twist in the story. Both men were geniuses at what they did well, land speed racing and they were very competitive. They also were close friends and to a degree, great showmen. They realized that it took funding and sponsorship to put together the resources to have a good team and a chance to break the unlimited land speed record. Donors are few and far between when a record holder asks for help to break his own record. So these two Goliath’s of the sport worked more in tandem than against each other. Their "rivalry" was accurate in fact, but it was more of a symbiotic rivalry in that the success of one helped the success of the other. Noble actually held back the development of the team in order for Breedlove to have a chance to be the first one to break the 700 record. Noble's goal was to break the sound barrier and set the unlimited record in excess of 740 mph and his literature on the subject suggested 850 mph was their ultimate goal. Noble saw the merit of letting Breedlove take the record and become the "First man to break the 500, 600 and 700 mph barriers." That would result in a flood of sponsorship and membership money coming in from Europe to help Noble reach his goal of going supersonic with the Thrust SSC. Breedlove's car had unofficially been timed at something like 675 mph at Black Rock Desert in 1996 on the run that almost resulted in the tipping of his car. The fastest run for Breedlove in 1997 came to around 450 mph, as the Spirit of America ran into one problem after another. Noble's car broke the record three times, one of which was disallowed for failing to meet the turn-around time of one hour, by mere seconds. He left the playa in October with a record in excess of 763 mph, exhausted, exhilarated and nearly broke. In a warehouse not far away sat two new engines with an extra 40,000 pounds of thrust and the ability to add another 90 mph to the new record that he set, but the season was over and the rains were about to flood the lake bed. When Fossett came on the scene, it presented a new chance for the necessary "two-man challenge" that draws in the fans and floods the contest with money. When Fossett died, it seriously hurt the chances for a second attempt at the unlimited land speed record.

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Additional readers comments on the new server and program to distribute the newsletter.
…Everything is coming through fine. I haven't been on the computer because of that SoCal flu bug. Nasty stuff! Respectfully, Gordie Clausen
…I did get the newsletter and everything was just fine. Thanks for the great stories and pictures. Richard Faxon
…I got mine and it was perfect. John Lewis Go 4 It Racing
…Did NOT receive. Ron Genest
Ron: I've sent this to Mary Ann Lawford at www.landspeedracing.com to see if she can solve this puzzle.
...I received #81 very well. No Problem here and I use a Mac computer. Thanks for the extra effort. Glenn Freudenberger
Glenn: I'm glad that you enjoy the newsletter. The readers may not know that you were honored by the Gold Coast Roadster and Racing Club at their Gas-Up Party and Dry Lakes Hall of Fame, in the Historian of the Year category. We would be delighted to have you write your biography and send it to us to print in the newsletter. There is a great deal of land speed racing history and heritage in the Northwest area that you live in (Portland). We would be honored to have you write a guest column detailing what you know and what others in the Oregon, Washington and Idaho region have done. Also, we would like to hear more about your event that you sponsor each year in the Portland area to honor land speed racing. Let us know, the newsletter staff is at your disposal.

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I am a new "member" of your Society of Land Speed Racing Historians Newsletter. For about four years, I have been a regular contributor to Jack and Mary Ann's hot rod show and drag racing event photos at www.hotrodhotline.com. I live in Vacaville, California and am currently a grass-roots drag racer, '72 Vega Station wagon, reliving my youth and financing it with my children's inheritance! I love all types of cars with the exception of the Toyota Prius. I thought you would enjoy the story that appeared in our local newspaper on September 1st. Some local boys set the street roadster record, by about 10 mph, on the salt in August. See http://www.thereporter.com/ci_10355910. I don't know these fellows personally, but do know the car builder, Vern Tardel, who I went to H.S. with in Santa Rosa, California way back when! Have been to Vern's shop in Windsor, California several times and enjoyed every moment of it. I took some photos of our last visit which was now, two years ago. You can see them at my Webshots site if you are interested. See http://rides.webshots.com/album/554561866rJZbhl. Vern has held several Bonneville records himself through the years...mostly with Ford Flathead motors. You may or may not know this, but Vern and his buddies provided around 25 period correct hot rods for the movie, "The World's Fastest Indian"...a great movie for salt flat nuts! I am not a historian, but do love the history of old race cars. And when one is found in a barn or behind a garage, it is like finding a pot of gold. Enjoy, Bob Choisser, in Vacaville, California.
Bob: Welcome. The first step is for you to write down your memories and your biography. Then caption your photographs. You might want to do it the other way around and caption your photos first, which should bring back some memories. You have already provided us with some history, so that makes you a historian of sorts. We don't qualify a person as an amateur or professional historian. We simply accept them for what they do and who they are. For example, there were about two dozen people who got me interested in this project; Jack Underwood, my father Wally Parks, Steve Gibbs, my step-mother Barbara Parks, Jack Mendenhall, Don Montgomery, Erich "Rick" Rickman, Roger Rohrdanz, Don Garlits, Pete Petersen, Bill Carroll, Jim Miller, Robert Genat, Ak Miller, Art Evans and many more. All of them would say that they were not and will never be historians, yet they saved history and for the most part, wrote it down. Some are writers, editors, photographers and professional people. Others were collectors, archivists and fans of racing history. Let's take Jack Underwood, the big Norwegian with the ready laugh and friendly demeanor, who is always ready to open "Jack's Garage" for a daily coffee and donut klatch. Every hot rodder, early drag racer and land speed racer and fan has to visit Jack's Garage and meet the guys, preferably after spending a morning at the weekly Donut Derelicts car show in Huntington Beach, California. It's a rite of passage. Jack has been collecting and storing racing history for decades. He really doesn't write or take pictures or create books, but he keeps this treasure trove of stuff available for the writers who do write books. He's more than a collector, he's an archivist and as such he was honored by the Gold Coast Roadster and Racing Club with Historian of the Year at one of the annual Gas-Up and Dry Lakes Hall of Fame banquets. It doesn't take a degree to be a historian. I have a degree, in Oriental History, but that doesn't qualify me to be the editor of a racing historical society newsletter. What qualifies me for this position is that I want to do it. What qualifies our "members" to be historians is ONE factor, will they get down to writing their history and the history of their friends and buddies who are no longer alive and will they caption their photographs. If you do that much and no more, you are a true historian in our eyes. We would love to hear more about the Indian, Vern and the racers up in the northern part of California, who often don't get enough attention and praise for what they have accomplished. So write in often and tell us all that you know.

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How many opportunities are there to run a streamliner (4 wheel) at Bonneville each year? Who promotes other events beside SCTA/BNI?
Thanks for the newsletters and the posting for Goldenhawk which we sponsor.  Randy Pierce
   Randy: I'm posting your comments and hope that the ECTA, Australian groups, USFRA and other timing associations will write in with a description of their group and their schedules.

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Well it's that time again at www.Hotrodhotline.com. Time for us to upgrade our Servers. As we continue to grow and have more and more visitors, our equipment becomes bogged down and we have noticed that in the afternoons and early evening we are sometimes running slow. We now have over 50,000 visitors a DAY. Next week we will be switching to TWO new very high powered Quad Processor Servers, it should all be very smooth and you won't even notice until it's done, and then you'll be ZOOMING again on Hotrodhotline. We want to thank all of YOU for the support you have given us over these TEN YEARS. We've had a great time and loved every minute and it's all thanks to YOU! Can you believe it? Mary Ann Lawford
Mary Ann: I can't even figure out how my computer works, so it's all very impressive to me. If you have that many visitors each day, in a month you must have at least 1.5 million and 18 million per year. The editor is not so good a host as you are.

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I am writing you for a couple of reasons. One, my dad (Kenny Eichert) grew up in South Gate, California and knew both Wally and Kenny Parks growing up in the same neighborhood and running roadsters out at the dry lakes. He was a bit younger than both, born in 1931. My dad's cousin is Ray Pyle, who was a member of the South Gate Gaters back in the mid-40's and early 1950's and belonged to the same car club as Kenny. Although my dad never drove or was a full fledged member of the SCTA, he hung around Ray's garage working on the roadsters that they drove out at the dry lakes. My dad's nickname back then was Boone. The neat news is that my dad and I still have the same roadster that belonged to Ray Pyle. My dad has owned the roadster since 1964 after purchasing it from Ray. Before that, Ray's mother, kept the roadster stored in her garage in South Gate until that time. Another long time good friend from South Gate, Jack Stewart helped my dad pull the roadster from her garage and bring it to our home then in Downey, California. I am currently working to get the roadster back on the road as it sat all these years. If you're interested, I know my dad would love to talk to you and reminisce about those yesteryears and memories of interacting with Wally and Kenny. He'll be 77 years old this coming November 9th.
The second reason I am writing you is more selfish. I inherited the roadster when I was 4 years old and knew enough about cars back then that I wanted the roadster for my own. It worked because my brother and sister never laid claim to it all these years. HA! Anyway, I pulled the roadster from my dad's garage because I was sick of it just sitting there. My dad is getting older, more feeble and is losing his eye sight and I want to get him back in the roadster to go for a cruise. As I've been working on it, I am also trying to track down as much information about the roadster and its past as well as information regarding my dad's cousin Ray. Would you happen to know if your family has any memorabilia and or pictures that might include our roadster or other Gaters members in them? I've tracked down a few artifacts and have been keeping my eye out for certain issues of the SCTA Time Trials Programs. There are a few that mention our roadster and one in particular from July 16-17, 1949 has the record time that is stated on the SCTA dash plaque information. Any help here would be truly appreciated.
I have been fortunate enough to have met some really great people thus far on my quest for additional information on my roadster. The first is Don Montgomery, to which I found the first picture of my roadster in his book “Hot Rods in the Forties”. I've also met Jack Underwood, who is one of the coolest and nicest guys you could ever meet. He's opened up his entire collection to me in search of any records he may have. I was able to take pictures of a few of the books that contained information about my roadster. I also found a few nice photos on the AHRF website.
I've written a 3-part recollection and the build progress of my roadster on the Jalopy Journal. If you are interested in reading more, please click on the link below. I think you will enjoy it. I even share a story about the our roadster, Kenny and Wally that my dad remembers back in the day. Warmest Regards, Chris Eichert
Part 1 http://www.jalopyjournal.com/forum/showthread.php?t=232944
Part 2 http://www.jalopyjournal.com/forum/showthread.php?p=2488194#post2488194
Part 3 http://www.jalopyjournal.com/forum/showthread.php?p=3221169#post3221169
Chris: The first thing that I will ask you to do is to let me run your statement in the newsletter for others to see. I don't put addresses, phone numbers or email addresses in the newsletter unless I have been given permission to do so. The second thing that I would ask you to do is to sit down with your father and any other people in your family from that generation and help them do their biographies. The third thing is for you to help them caption their albums and photographs, because an uncaptioned photo is basically worthless. Then after you have done that for your father, do the same thing for yourself, writing your bio and captioning your photographs. The reason for that is that it helps us know more about your family and gives us leads as to how to help you. All researchers employ the same technique, start asking questions and keep asking questions until you see the interviewees eyes light up. My brother and I have some records left to us by our father, but we haven't had a chance to go through them yet. Also, dad didn't caption his photos, so we don't know who is in them. Would I like to hear about your father's past history with my uncle and father? Yes, as much as he can tell us. As the editor of the newsletter I work on each issue until past midnight, so I prefer having people email me with stories, but I will call them and talk to them. The difficult thing for me is that I don't have the time anymore to write other people's stories and biographies down. I need help with that, so if you could start typing it out on the computer as he tells you things about his past, I would really find that helpful. Then send it to me to edit and put on the websites. We want to hear his stories. I just spoke to Jack Underwood and he said to say hello to you. He remembers your family and those that you mentioned. Jack opens his garage to land speed racers every morning, from 7pm to 10pm and many writers and photographers go there for research.

GatorsPlate2

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I would appreciate the help tracking down any history about my roadster and the South Gate Gaters from your readers. I give you permission to post what I had written to you for the newsletter and this email address ([email protected]) along with it for contact information.

I will follow up with my dad as you have stated and those that I come in contact with regarding my search. I don't have many photos of the roadster but I usually label photos as I receive them. I will make it a lot easier for you by capturing any stories my dad can recall about your uncle or dad and the early days of the dry lakes. This is the fun part for me. I've run into a Kevin, who makes the old Cook's Machine Ship, Cyclone head. His uncle was in the Gaters but I've yet to get any information to contact him. The persons my dad has been able to recall that were members of the Gaters were: Emil Dietrich, Regg Schlemmer, Kenny Parks, Ray Pyle, and the Cotton ??? Brothers out of Downey, CA. He couldn't recall their names. Also the Hersom Bros??? I've seen this name in the SCTA Time Trial booklets. I appreciate the help, the inspiration and the guidance for this endeavor. I look forward to staying in contact. I did read and liked your story about your uncle. I met him one time when I was younger. He worked at Bell Auto and my dad went in to say hello after so many years. My dad ended up buying these big red pillowy Bell Auto jackets for the whole family. Funny thing is, he was wearing his jacket not too long ago on a night out. I didn't know he still had his.  Chris Eichert
   Chris: I'm sending this to Jack Underwood and Jim Miller, the brain trust of the Society of Land Speed Racing Historians and will also post your messages and email address on the website in case any of our readers have any knowledge to share about your car or other Gator/Gater members. You are going about this in the right way. Getting history on the people will also enhance the history that you have on the car. In fact, the history of the car is inseparable from that of the people. We want to learn more too. Use this newsletter as much as you can. When your father remembers a story, send it in. When you find out something new from the past, share it with us. The reason that I want you to do that is this; the more you send in information, the more you jog the memories of those who have something to tell you. All those names that you mention are familiar, but distant. We want to help you find those people who can tell you what you want to know. Often there will be inquiries for an issue or two, then silence. People only seem to write once and if they don't get a response they seem to think that there's no use trying to go any further. I've been doing newsletters since 2000 and I can attest to the fact that those researchers who keep at it, over and over with their message, will in the long run find out what they want to know and more.

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I wanted to know if you had any way to contact Mr. Otto Ryssman. I am the son of Edward Conkle, grandson of Edward "Tiny" Conkle and I wanted to contact Mr. Ryssman if possible. My father and grandfather shared a few stories with me about their racing past and Otto, but through the years I have forgotten most. Tiny passed away a few years ago so for me the stories are gone and I would just like to catch up on any info from back in the day with Otto. Please let me know either way and I thank you for your time. I still live in my grandfather's old house right behind CJ Hart's old house off of 1st street in Santa Ana. Cameron Conkle
http://www.hotrodhotline.com/feature/guestcolumnists/richardscorner/07ottoryssman/
Cameron: I tracked down Otto and he would love to hear from you. Otto Ryssman is truly one of the pioneers of land speed racing and early drag racing. He was one of "The Men to Beat" in the early drags, when drag racing and land speed racing were just starting to separate into two sports. Otto recounted how racers would go dry lakes racing, then change gears and go to the Santa Ana Drags. His story is as you have mentioned, at www.hotrodhotline.com. Also visit www.landspeedracing.com and check out some of the stories and histories on that site. We would like to hear from you and to have you write down what you know about your grandfather and father and their racing exploits and also what you have done. We are big on biographies.

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I have met Jack Underwood and have been to "Jack's Garage" a number of times. I still haven't gone through all of his material. What a great guy he is. I can't say enough about him. From my first phone call to him, he has welcomed me and my dad and opened up his home to all of my inquiries. I was able to find the SCTA Time Trials program that mentions Ray and the roadster in July 16-17 1949. On this date, Ray was awarded the SCTA dash plaque that is still with the roadster. I live in Irvine and Jack is not too far North of me that I stop in once in awhile. I appreciate the encouragement. Beside physically working on the roadster to get it back on the road, I have really enjoyed searching for its history and my families history associated with it. What you've said couldn't be more true. As many times as I've talked to my dad about the roadster throughout the years, I've learned (and captured) more information in the past year than spread over all the times we talked about it previously. I will do as you suggest and start to write down more about my dad's stories and keep them in a journal. Thanks, Chris Eichert

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Here is a Youtube link for my friend Jacin's first two runs ever of his FED. He built it himself over several years. It is 392 HEMI powered.
http://www.youtube.com/results?search_query=moyergraffiti&search_type=&aq=f. Mike Kacsala

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I received Landspeed Newsletter. Thank you very much.  Red Greth
   Red: Have you written your biography yet. If not, here's an outline to follow and when you are done, send it to me and I will edit it for you. Also, get your photographs out and put captions on them so people will know who's in your pictures. Otherwise, someday, no one will know who is in the pictures and they will be nearly worthless.
a) Where did your family come from; your parents and grandparents and what did they do for a living?
b) Where were you born and where did you grow up? What elementary, junior high and high school did you attend?
c) Did you take any shop classes, while you were in school? Name your friends, especially those interested in racing.
d) Did you join any car clubs or work on or own a car, or a race car, or work as a crewman on a race car while in school?
e) What kind of jobs did you have as a young person while growing up? What kinds of hobbies and interests did you have?
f) What did you do after graduation? Did you join the military? Were you drafted? Did you fight in the war?
g) What kind of racing did you get involved in? Did you own a racecar, drive a racecar or work as a crewman? 
h) Who were some of your friends that were involved in racing with you? Name and describe them.
i) Tell us about your family, your wife and children. Were they involved in racing?
j) What kind of work did you find after you left school? Was it racing related employment?
k) Are you retired from racing? What are you doing today?

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On October 23, there was a unique racing Corvettes celebration at the Petersen Automotive Museum. It was unique because there were almost 20 legendary drivers present who raced Corvettes. I would venture to say that such a gathering has never happened before and is not likely to happen again. There was an afternoon symposium with most of the legends reminiscing about their glory days. In the group were Corvette Hall of Fame Members John Fitch, Dick Guldstrand (Mr. Corvette) and two-time SCCA National Champion Jim Jeffords. Others drivers included Bob Bondurant, Tony De Lorenzo, Joe Freitas, Lou Gigliotti, Doug Hooper, Davey Jordan, Bill Krause, Don Meline, Scooter Patrick, Bill Pollack, Andy Porterfield and Paul Reinhart. In addition General Motors sent Gib Hufstader (GM staffer in charge of racing parts and homologation.) and Doug Fehan, Program Manager for Corvette Racing. In the evening, there was a banquet. To help in the celebration, I created a book titled: CORVETTE RACING, The Early Years. It was printed in a very limited quantity, but there are a few copies left over. So long as they last, I am offering copies for only $19.95 each. To receive one, please use the form on the next page of this letter. Here's very special opportunity: John Fitch (who wrote part of the book and is featured in it) will autograph your copy personally for a $40 (or more) donation to his fund to fight the State of Connecticut that wants to take the home where he has lived for 50 some years. (John is a highly-decorated WWII injured POW veteran often asked by the State governor to participate in celebrations!) The book includes Corvette racing through 1960. The '56 and '57 Sebring's plus the '60 Le Mans are featured. The Sebring chapters were written by team leader and head driver John Fitch himself. Also included are remembrances by Dick Guldstrand, Jim Jeffords, Pete Lovely, Bill Pollack, Andy Porterfield and '57 SCCA National Champion Dick Thompson. There are loads of photographs including some from the GM Archives and others from personal collections. I want to emphasize that this is a one-time opportunity. There are no plans to print any additional copies. There were only 100 copies printed and quite a few were sold at the Petersen on October 23. You might want to think about giving a copy as a Christmas present in addition to one for yourself. All the best, Art Evans, 800 South Pacific Coast Highway, Redondo Beach, California 90277. 310-540-8068, [email protected]

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