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SOCIETY OF LAND SPEED RACING HISTORIANS
NEWSLETTER 185 - December 10, 2010
Editor: Richard Parks [email protected]
President's Corner: By Jim Miller (1-818-846-5139)
Photographic Editor of the Society: Roger Rohrdanz, [email protected]
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Some Names To Look For In This Newsletter:
 President's Corner, Editorials, Rebecca K. (Becky) Robbins of Pendleton Indiana passed away November 29 2010 at her home after an extended illness, Jack Dolan is in the hospital for tests, Not sure that we responded I have it marked as an action items We would enjoy getting your newsletter, For all of you that raced or went to races in the early years, My Gramps worked at MGM for years and that probably explains why Karl Orr ended up with all the Hilborn car parts that were replaced when my Gramps rebuilt it for him, Blacktop magazine, Rosco McGlashan's Aussie Invader 5R Newsletter for December 2010, As Editor of the Society of Land Speed Racing Historians Newsletter I thought you might be interested in seeing a painting of Orville (Snuffy) Welchel that I have just completed, From Veloce Publishing; Save the Triumph Bonneville!, Just checking if you knew of this site, I'm forwarding this email to see if you can help Eric De Bord, Tom (Little Red) Hermann wrote and said that his wife Karen Hermann had passed away a few weeks ago from cancer, Attached is my latest If you can make it available to your list I'd appreciate it, Sam Auxier Jr live radio show on Zeus radio every Monday from 7 to 9 PM EST, Well Howdy 2010 proved to have the challenges of growth employment and social cohesion, Reminder for the upcoming El Mirage Clean-up Day, Dates Sent in by Ron Main, Adam Jones must be re-united with his mother, Since a ramjet is something an amateur could design and build themselves from scratch it is a true hot rodder's engine, Thank you for your interest in George Kudasch, Effective for 12 days beginning December 1st Remember to receive prints through standard shipping in time for Christmas you will need to have your order in by December 12, The Chrisman Legacy by Tom Madigan is available from EJJ Enterprises, I want to thank you for your positive remarks regarding our new website for the Old Black Studebaker (OBS) of Junior Thompson’s that started the Gasser Wars, The Petersen Automotive Museum November through March 2011Exhibitions & Events at A Glance, Doug Stokes driving an Eagle, 1928 Car Repair Mailer

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President's Corner:  
   I like to call the time between the last lakes meet in November and the first in May "Tweener Time". It's when you get to recover from being burned out after the last race of the season to when you realize about January that you have four months to go before you can start having fun again. Besides spending lots of time in the garage and wishing you had a few more thousand bucks to buy some new race parts you actually get to sit down and review all the stuff you said you were going to get to but never did. A good example is Randy Mead's recreation of Bill Burke's "Sweet Sixteen" lakester. When I first saw the shots of his build (Click for Image RM-1 through 3) I said wow and then got sidetracked and before you knew it months had slid by. He spent tons of time collecting info and parts to to make it as authentic as possible so here they are to show you what a great job he did.
   In the same vain I met George Hale down at Isky's during one of the weekly lunch gatherings during the summer. Being to young to remember who he was, we chatted and exchanged some war stories about the good old days and even a few pix. This one (Click For Image GH-1) Shows his chopped '34 with the wide whites partially hidden by Bob Arner's lakester. Both these guys were members of the Culver City Screwdrivers. The cool thing is I know both of these gentlemen. A great side story is how I met Bob. Coming back from a lakes meet back in '96 I spied a van pulled over by the side of the road. It had race stickers on it so I stopped to see if any help was needed. I think it was a fan-belt that had broken so off to the auto parts store we went. By the time we got back to his ride we were as you would say, buds. To add more to the story, Bob's car was on the cover of Hot Rod in July '50 and he would later through the body away, Help! Friend Terry Baldwin rescued everything that was left, and over a period of the last 12 years rebuilt it and debuted the car at Pebble Beach this year (Click for Image JMC_1428). How cool is that?
   Always on the lookout for old land speed stuff, I had gotten a book out of Germany from another friend that covered Land Speed History. There was a whole section on Soviet cars that us Westerners know nothing about. Here's one of the cars called a Hadi (Click for Image hadi7) that was discovered on an obscure web site about Eastern Block racers. All this only makes you want to dig deeper to uncover more unknown cars and stories. Now if we could only talk Santa into ditching the Reindeer and put a blown Chrysler on 70% in his Sleigh so we could hear him coming and challenge him to a little race, that would make for a perfect Christmas.

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Editorial:   
   I recently received a request that was not racing history related and responded to it. The response was disheartening, because the members told me that I have no right to get involved in issues that are outside of the scope of my authority; which is to edit the newsletter. In fact the responses were scathing. I have stepped on some toes by bringing up an issue that readers did not want to hear. This is troubling, for we do not live in a vacuum, although many of you go out to your garages, close the doors and try to avoid the world. This is how we lost so many racing tracks and facilities. This is why there are so many divorces and broken families in racing. This is often why our wives and children despise what we love; racing culture and hot rodding. We ignore the problems of the world at our own peril. I can stand up to the threats that I’ve received. They’re personal and I face them head on. But I am baffled and defeated by the lack of enthusiasm and the silence in the face of evil when that evil confronts us. Is the desire to go racing so strong that we focus so closely and lose sight of the tragedies around us? Sometimes racing history is impacted by tragedies and sorrows; such as accidents and deaths. Oftentimes an ill-timed divorce makes racing impossible. Or illness strikes us or our loved ones and that stops our activities. World War II shut down racing for four years. There are times when we lose a sponsor or a partner and we have to forego racing. In researching history we are sometimes stymied by a natural disaster, a computer crashing or some other problem stops us dead in our tracks. Maybe that’s a clue that we should take a break from what we are doing and spend a little time doing things that we should have been doing in the first place.

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Rebecca K. (Becky) Robbins, 71, of Pendleton, Indiana, passed away Monday, November 29, 2010 at her home after an extended illness.  She was born on October 12, 1939 in Anderson, Indiana, the daughter of Charles and Kathleen Rector Noble, who preceded her in death.  In school, she was a cheerleader at Chesterfield, Highland, and Daleville, graduating from Daleville High School in 1957. She was an employee of Vasbinder Realty from 1958 until 1961. She was a partner in Trackside Associates, owners of Anderson Speedway from 1976 until 1997, and was co-founder/owner of the American Speed Association Incorporated, with her husband, Rex Robbins for 36 years.  She and her husband retired in 1999 and spent winters in Ft Myers Beach, Florida until 2007, when she was diagnosed with cancer. Survivors include her husband of 53 years, Rex L. Robbins; a son, Brian R. Robbins and wife Jennifer; a daughter, Kelly L. Robbins Eshelman and husband Brad; and four grandchildren; two sisters, Sue Noble Cheatham and husband Don, and Tamara Noble Mitchell; sisters-in-law Majorie Silvka, Betty and Ralph Parker, Phyllis Robbins, Rene Evans, and Deloris Landwerling, and brothers-in-law Robert and Larry Robbins. The family has expressed special appreciation to Community Hospice Services and special caregivers Carolyn Brown, Robin Allor, and Effie Johnson. Visitation will be on Friday, December 3, 2010 from 11:00 am until 2:00 pm at the Rozelle-Johnson Funeral Service in Anderson. Services will be held at Rozelle-Johnson at 2:00 pm on Friday, December 3. The family requested that expressions of sympathy take the form of memorial contributions to the Madison County Humane Society. E-mail condolences may be sent to [email protected].  Sent in by Betty Packard and Len Ashburn

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Jack Dolan is in the hospital for tests. No word yet on his condition or how he is doing. Our best wishes go to Jack and Sami Dolan for a quick recovery. Jack is a member of the SCTA and has been on the board in the past.

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Not sure that we responded.  I have it marked as an action items.  We would enjoy getting your newsletter.  Should you have any questions contact us at 800-818-5624. Sincerely, Pam Shatraw   Victory Lane Magazine (Vintage Oval Racing Magazine)
   Pam: Thank you for the update. I've corrected my records. I see your magazines from time to time at oval racing reunions, like Walt James' CRA Reunion and Don Weaver's Legends of Ascot Reunion. I believe a few of our members have written for Victory Lane Magazine and I need to do a magazine review for www.hotrodhotline.com, which also owns our website at www.landspeedracing.com. All that you have to do is log on to the free websites and you can read the racing news on both. On Hotrodhotline.com the category is Guest Columnist and the two who do racing are Tim Kennedy and myself. On landspeedracing.com the entire site is dedicated to racing; mostly straight-line racing, but we have written on oval track racing where it applies to land speed racing. Bob Falcon is our advisor on oval track racing and writes for us frequently.

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For all of you that raced or went to races in the early years. Thanks for this video Scrub (Hansen).  My buddies and I grew up on the south side of Chicago. This is the place where we spent many Sundays in 1964 running their D/Gas '56 Chevy 210 Tudor sedan and their C/Gas '50 Olds "Bubble" coupe. Drivers had to be sure to shut down before the end of the track because the line-up of railroad ties buried in the ground wouldn't let you wander into the backyards of the homes located right at the end of the track.   http://www.hotrodhotline.com/feature/blastpast/2010/RidesAPaleHorse04162010/. Ken

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My Gramps worked at MGM for years and that probably explains why Karl Orr ended up with all the Hilborn car parts that were replaced when my Gramps rebuilt it for him. Maybe it also explains why the car was featured in Veda Orr's books. Jim Miller

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Blacktop magazine can be seen at http://www.blacktopmagazine.com/

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Rosco McGlashan's Aussie Invader 5R Newsletter, for December, 2010, is at http://www.aussieinvader.com/newsletters/aussieinvader_dec10.pdf.

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As Editor of the Society of Land Speed Racing Historians Newsletter I thought you might be interested in seeing a painting of Orville (Snuffy) Welchel that I have just completed: http://www.flickr.com/photos/msquires/5186703309/. I'm planning on doing some more pieces based on photos from this period, and will inform you if your interested? There are mentions of Orville (Snuffy) Welchel here and there on the net, I was wondering if you knew of any articles that have been written about him as he seems like an interesting character. Kind Regards, Martin Squires
   Martin: Good to hear from you. Yes, we are interested in Orville (Snuffy) Welchel and there have been articles or items in our newsletter about him. He was a good friend of my father during the 1930's and '40's when they were in the SCTA together. I checked out your art work and it is quality work and I'm recommending that the members of the SLSRH take a good look at it and consider becoming your clients. We do not take advertising in the newsletter, but we change the PR reports that we receive into news items. That's what I would like from you. There is no limit to the notices that you can send to me and I suggest that all artists, writers, photographers, modelers and other craftsmen and creators send me periodic updates of what they are doing. Once a month or even more often is fine with me. We need to know more about who you are, a bio would be nice, and where our members can contact you to get artwork that they want. Also send us the price and what inspired you to do the creation. As we are a historical society we thrive on knowledge and what you have to tell us is very important. In creating a work of art it helps us to know where you got the idea and how you went about creating it. It also helps to document and give a provenance of the object. The more knowledge surrounding the object of art the better for the creation and the artist. While photographs predominate among collectors of hot rod memorabilia, it is important to recognize paintings and other means of recording our past. I can always tell how successful a hobby or a group is by the ability of artists to make a living off of it. I remember when no one even wanted to publish photographs of early drag racing, considering the sport to be an outlaw group. Today we have many fine artists who make a good living by painting drag racing scenes, many from the earliest periods that were once despised. Many of us are especially interested in the very earliest periods of the dry lakes and Bonneville, from the 1930's to the present. Jim Miller can help you and you should call and talk to him. His phone number is listed in the masthead of the newsletter at www.landspeedracing.com. Before you start on a project, let us know so we can spread the word as to whom you are trying to do research on.
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   Here is a biography for you to post up along with contact info: Martin Squires has an obsession with motor powered transport. Be it anything from a humble New Hudson Autocycle right up to an Aero Powered Bentley Special and anything in between. This obsession started through a family connection with Morgan Three Wheelers and various British Motorcycles: Matchless, AJS, Brough Superior to name a few. Combining this obsession with a natural talent for painting Martin has developed a distinctive style which evokes motoring days gone by. Inspired by vintage photographs with overexposed and high contrast imagery Martin uses a variety of mediums to capture the pioneers and enthusiasts of the past and present. As well as illustrating various modes of transport Martin takes an active interest in his various subjects using each piece as a chance to find out more about motoring history. Having the opportunity to talk to enthusiasts and occasionally get the chance to see their collections is just as important to Martin as producing a piece of art as it gives him an opportunity to understand his subject, allowing him to produce accurate and pertinent tribute to every subject he paints. Martin regularly exhibits at various motoring events throughout the UK and Europe as well as exhibiting internationally. If you are interested in commissioning an original piece from Martin feel free to contact him directly. Alternatively if you'd like to keep up to date with Martin's work he has a mailing list which sends out regular updates to subscribers, so send Martin a mail and he will include you in the list. 
Email: [email protected]
Blog: www.martinsquiresautomotiveillustration.blogspot.com
Catalogue: www.scribd.com/doc/44599067
Note: I have attached three images for you to use if you need to. (Click image names for that image Orville “Snuffy” Welchel, Coupe Burnout, New Zealand Surf Wagons)
   As mentioned I have a mailing list that you could join to keep up to date with my latest work. I just need your blessing to put your mail on it. Once you are on the mailing list you could then post up anything that is relevant to your readership. I have also attached a copy of this year’s catalogue (Click Here for Catalog) (a High Resolution version is also available from the Address) above which gives a good idea of the work that is currently for sale as well as information on commission prices and contact info. 
   On the subject of Snuffy Welchel I'm thinking of producing a series of images either focusing on Snuffy exclusively or maybe a series of pictures covering the early history of the dry lakes. If your members are able to provide me with images and stories to use as research that would be a fantastic starting point. With historic pieces like this I like to get a good understanding of the period before choosing the images. Look forward to hearing from you. Kind Regards Martin Squires
   Martin: For photographs that you can use as inspiration, I would suggest you google www.AHRF.com and some of the other land speed and dry lakes websites. Some of the photographs are down loadable and can be printed off a printer. There are also some fine books for sale that have a lot of photographs. Any of Don Montgomery's books will have 400 or more photos in them. If the mailing list is by email then add me to it. I have so much mail that I no longer can handle snail mail requests.

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From Veloce Publishing; Save the Triumph Bonneville! – The inside story of the Meriden Workers’ Co-op. Written by the ex-Chairman of the famous Workers’ Co-op, this is the real story of the last bastion of British motorcycle production following the collapse of the industry. It’s also the tale of a workforce’s refusal to let the Triumph Bonneville die. "The reference book about the Meriden Co-op and one which will be referred to by future historians." – Nacelle  "A lively glimpse of the Midlands of the 1970's. – Coventry Telegraph  "Any devotee of the British industry must read this book published by Veloce, which is a landmark publication that will no doubt be studied by scholars and students for many years to come." – inter-bike.co.uk  "As a case study of how political idealism and industrial realism cannot work together, this is a must for any student. As a book of interest to a classic motorcycle enthusiast, John Rosamond is to be commended." – Classic Bike Guide  "A densely packed narrative reproducing detailed reports, letter and minutes of meetings from the era that portray an unremitting and unequal struggle against under-funding, economic depression and a collapse in the motorcycle market. It rewards the effort, though, and is sure to bring a lump to the throat of all but the most hard-hearted of readers." – Triumph World  "This is set to become an important historical record of the efforts of the workforce to save the iconic Bonneville." – British Motorcycle Charitable Trust News

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See http://www.octhen.com/2007/07/santa-ana-drag-strip-at-orange-county.htm. Just checking if you knew of this site below. I thought Leslie Long could get more research information from the postings but you informed me in the past that he is not on line. Eric just posted and asked for stories of his dad and uncle.....good or bad.  Daryl Boothe
   Daryl: I sent an email, which you can see below, to the website owner. It doesn't appear that he has a category for racing on his site and this may be a one-time article on the Santa Ana drags. Leslie Long does not use the internet, so I can't notify him. Thank you and I will publish this in the newsletter for our readers to go to and read.
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Steve Johnson: I just saw your website on Orange County Memories. Our site is www.landspeedracing.com and we post a lot of information on the old Orange County Airport drag strip. Thank you for the article and the comments. If you have any further history on drag racing in Orange County, please let us know. Sincerely, Richard Parks 

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I'm forwarding this email to see if you can help Eric De Bord. He saw my ebay listing for the repro stickers of my original S.A. Drags decal that you posted along with the one year pin and Hunter Oil's 1930's promo truck toy. I thought you, Oilstick in Buellton or Leslie Long could refer him to someone from the OCTA days. I can't believe I missed the notice for the Malt Shop picnic in October; any plans for spring 2011? Daryl Boothe, Morro Bay 
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My name is Eric De Bord and I am Jack DeBord's nephew who was the founding member of the OCTA. Could you tell me how I can buy a decal or image of the OCTA? Thank you both SO MUCH for anything you can find or sell me with OCTA on it!  Also, do you remember a guy in Morro Bay named Richard Schleidt who had a black 1940 Ford Deluxe hot rod in Morro Bay back in the 1960's?  My father also built Muncie Dragway in 1959 and it was an NHRA track. I have letters in my father's scrapbook from Wally Parks! My father spoke very highly of Mr. Parks; my father called him a true gentleman. I did not see what links where Richard writes. Do you mind forwarding it again? Thanks! The '40 Ford attached hereto is not mine; it used to be owned by Mr. Schleidt who roamed SoCal and Morro Bay in it during different periods. It was actually stored in LA for 33 years until last year!  Eric J. De Bord
   Eric and Daryl: The publication that we put on-line is called the Society of Land Speed Racing Historians Newsletter and is located at www.landspeedracing.com. That website is owned by www.hotrodhotline.com and HRHL also has a section called guest columnists and biographies that has a substantial amount of Orange County racing history. There is no charge for being a member or accessing the websites and I encourage you to send in requests to be published. The next issue is this; please be as thorough as you can when you submit something to us or request information. For example, I assume that OCTA stands for Orange County Timing Association, but this is the first reference to that acronym that I have seen. For every fact and detail that our members might know, there are 100 times that much and more that we don't know much about. So take as much space as you need to tell us what you do know; dates, places, cars, events, people and what the individuals were like. There is a reason why you should give out as much information as you can when you are seeking new information. Whenever Jim Miller and I interview someone we ask questions that we want answers to and the interviewees often can't remember. So we start adding what we know, then we ask the question again, but in a slightly different way. About the third or fourth time we see a light go on in the person's brain that we are interviewing and that is when we get a tremendous amount of information. You have to do the same thing; ask then add what you know, then ask again, only in a slightly different way. As for the man and the car in Morro Bay, I can't help you, but if you contact any of the members in the Gold Coast Roadster and Racing Club (GCRRC) in Buellton, California, you might get an answer. You can also google Richard Schleidt, Morro Bay and see if he is still alive or if there are family members still living there. You can also contact Evelyn Roth, the owner of www.oilstick.com and see if she knows anyone who can help you. In that area is Don Edwards and Fred Iaia and they are members of the GCRRC. It is a tight-knit community and they all go to the same car shows. Do you own this car now? As for the decals, I will post this email in the newsletter and perhaps a reader may be able to tell you more. I am also Bcc'ing Don Pennington, who has a business in early racing collectibles. You can also try eBay or HAMB and the Standard 1320 Club. Also, try looking at the American Hot Rod Foundation website. You can also write in to the SLSRH newsletter and I will post all your queries. Collectors, sellers and memorabilia fans are a prime source of knowledge for us. We encourage photographs and requests and post them free, as long as we get some history to go along with the request. Our basic reason for existing is to find and save as much history of straight-line racing and hot rodding as we can. As for the Santa Ana Drags and Main Malt Shop Reunion, I won't know if there will be another one until Leslie Long informs me. The numbers have been dropping at each event, with the last one bringing together about 20 people. It's one of the best reunions in my mind. It's more of a picnic and a very generous man, Gene Mitchell, donates all the food. The park area is very nice and there is no charge to attend. The best part about the reunion is the people; some of the nicest and most generous people I know and literally the pioneers of drag racing. I'm shocked that no one comes to these reunions; especially younger fans of the sport. The next issue is your father's history; have you or he compiled it yet? We have few biographies and almost no histories of the race tracks that dotted the country in the 1960's and we need people to take up this great challenge. I could never get my father to write his history either. We would also like to know if you would be willing to scan those letters that my father sent and send them to us to post on-line. Also, we would like to see a history of Muncie Dragway. We have family connections to the area in Huntington, Decatur, Remington and other towns in Indiana. Save all the history that you can, because every year we lose too much.

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Tom (Little Red) Hermann wrote and said that his wife, Karen Hermann, had passed away a few weeks ago from cancer. From Patty Crockett Howell

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Attached is my latest. If you can make it available to your list I'd appreciate it. Please let me know. Thanks, Kenny Youngblood
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March! The Poster; Buy One, Get One Free! Signed by artist. Only 800 available. Safe delivery & satisfaction guaranteed! Artist Kenny Youngblood’s hand painted portrait of multi-time World Champion Tony Schumacher, is now available as a fine art poster! This limited-production collectible is reproduced in high resolution on 100 lb book stock and measures 22x27 inches overall. Order now for Christmas delivery! Order www.YoungbloodArt.com. Order by phone 888-367-9830. 

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Sam Auxier Jr live radio show on Zeus radio every Monday from 7 to 9 PM EST. Presenting "Legend Car Builder" Don Hardy, Funny Car Driver" Hall Of Fame honoree Della Woods, Bruce Larson, Darwin Doll, Ken Montgomery, "Drag Racers Notebook" Jim Amos. Go to http://zeusradio.com/station/RacersReunionRadio/. Interviewing The Greatest Names In Racing. Call In 1-877-500-9387xSam 3. Archived Shows at http://racersreunionradio.com.   

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Well Howdy, 2010 proved to have the challenges of growth, employment and social cohesion! Thank goodness that this is the one season of the year when hopefully we can put aside our worries and just have some fun!  Whether they call it Yuletide, Christmas or Hanukkah, we should celebrate the closeness of our friends and family, the comfort of home and the unity of our nation to renew our spirits this holiday season. I'd like to take this time to thank all of my friends and to wish you and yours a Happy Holiday season filled with Peace, Joy and Lasting Happiness! Now for some news: 2010 was a very busy year for me it started with presenting the concept of a new Drag Strip in the Antelope Valley which has been an on-going project and a challenge to say the least! I also put together a new event program that included several events that were held in conjunction with the Los Angeles County Department of Parks and Recreation.  Right now I'm in the process of putting together 2011's event schedule and should have it up on MoldyShows.com soon and I hope to see some of you at these events this next year! 2010 Also included the Return of the 10th Annual RatFink. Party and Kustom Kulture Extravaganza. The event was held at the Acton K.O.A. which included over 100 vehicles, 8 bands and around 30 vendors. We hosted family games, swimming, overnight camping and had one heck of a good time! The 11th Annual Rat Fink.Party and Kustom Kulture Extravaganza will be held July 30th 20011 at the K.O.A. in Acton California, be sure to mark your calendar. For updates you can book mark our web site at www.RatFinkParty.com. Moldy Marvin

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Reminder for the upcoming El Mirage Clean-up Day. Meet at the new BLM building at the Lake entrance: (copied from Dec 3rd SCTA Board & Reps Meeting Minutes) "Fall Cleanup is scheduled for Sat Dec 11. Please be there by 7:30am to register. Breakfast provided. This is very important to show the BLM that the SCTA is committed to the preservation of the dry lakebed. Please show your support and remember to sign in."  Jerry Cornelison, Road Runners – SCTA

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2011 SPEED WEEK  AUGUST 13-19    
2011 WORLD OF SPEED USFRA SEPTEMBER 14-17    
2011 WORLD FINALS OCTOBER 5-8    
2011 MIKE COOKS LAND SPEED SHOOT-OUT SEPTEMBER 19-24 [FIA MEET]. 
Sent in by Ron Main

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Adam Jones must be re-united with his mother. Please forward this email to all your friends.  Thanks John Hutchinson 
   Please read http://www.telegraph.co.uk/news/worldnews/middleeast/qatar/6469490/British-woman-claims-son-kidnapped-by-grandparents-in-Qatar.html. A British woman claims son 'kidnapped' by grandparents in Qatar. A British-born woman claims her 10 year-old son has been kidnapped by his grandparents in Qatar after she was fooled into signing a document in Arabic. Rebecca Jones, aged 43, says her son Adam was abducted after she was invited to visit the parents of her late ex-husband. Mrs Jones was separated from Adam's Qatari father, who died in November 2005, but she stayed in contact with his family to allow them access to Adam. She and Adam spent two "enjoyable" days with her former in-laws but, on the day they were due to return home to Bahrain, she received a call at their hotel asking if Adam could visit his sick grandmother. Mrs Jones, who has remarried to Barrie, with whom she has a four-year-old daughter Alex, agreed and a driver picked Adam up. Mrs Jones, originally from Sheffield but who now lives in Bahrain, claimed that while Adam was visiting his grandmother one of the boy's uncles called to ask her to meet him to discuss Adam's inheritance. "I went to a government office to sign some inheritance papers," she said. "I refused because they were in Arabic but then one of my son's uncles, whom I trusted, assured me they were about a piece of land owned by my son and his grandmother, which they wanted to divide. "I agreed because I had no reason to doubt them, but after I signed they told me it was a court order to take my son away." The next day Mrs Jones' new husband flew to Qatar and they alerted the authorities. Mrs Jones said: "Since October 5 I have had no contact with Adam whatsoever. I don't know how he is or where he is but I know who took my son and I won't leave until I get him back. "This is devastating for our family and I am sick with worry, I can't imagine life without him." Adam suffered mild dyspraxia and she was worried about him being kept away from her, from his school, his home and his daily routine. A spokesman for the British Embassy said: "We are in contact with the appropriate Qatari authorities and are working with them to resolve this case. We are keeping in close touch with the family affected and are keeping them updated of all relevant developments."  Mrs Jones' mother, sister and brother, who live in Australia, have flown to Qatar.  Adam Jones comes from the Tyne & Wear area of England where l live. Please contact Sheikh Khalid Al-Thani and ask him to do his utmost to return Adam to his mother. Yours sincerely, John Hutchinson, Gateshead NE8 3HE England 
   John: This event occurred in 2009 and apparently the British authorities have had little success with the Qatari authorities. I do not work for, nor have I ever represented any drag racing organization, the racing team or the team owner that you mentioned in your email. They may or may not have some political pull with the Qatari authorities. I will send out an email to those that I know and ask them if there is anything that they can do to help in any way to have the child returned to his mother. 

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Since a ramjet is something an amateur could design and build themselves from scratch, it is a true hot rodder's engine. Below is an article that discusses the many misconceptions that have developed around ramjets.  Sincerely, Franklin Ratliff 
   1. Introduction. Ramjets, at least on paper, have been around since the early part of the 20th century. They have been flying since at least the 1940s with many research and production engines being flown by many nations. This primer describes, principally, the performance capabilities of conventional (subsonic combustion) ramjets, both demonstrated and theoretical. It is intended to excite entrepreneurs about the possible opportunities and entice engineers to take another look at this stepchild of the jet propulsion age. This primer does not describe the technology of ramjets, something left for engineers and technicians to research. Nor does it discuss scramjets beyond mere mention because their commercial use is still decades away. This primer makes reference to it's sources to distinguish between demonstrated and theorized capabilities but citations are not included because this is intended to pique interest, not convince.   For those readers who can't live without the technical details the following web sites are recommended. (Onera's page on Ramjets, Scramjets, and PDE)     
   2. A Brief History Of Ramjets Most of the available literature on ramjets is dated. It appears that there was great interest and research during the 1930's through the 1950's but then research tapered off to supporting specific applications. As with most achievements, anything that was demonstrated 50 years ago can surely be done better and easier today. The references here are intended to put the performance measures below into historical perspective. 1913: Rene' Lorin patented a subsonic ramjet design but had not considered supersonic applications.  1928: Albert Fono was awarded a German patent for a supersonic ramjet. 1936: Rene' LeDuc demonstrated positive thrust from a ramjet, though this was probably in a wind tunnel.  1941: A 2,000 hp ramjet is mounted and tested on a Mercedes Benz truck. 1942? A 20,000 hp ramjet is tested on a Dornier DO 217 aircraft. 1946: The US begins ramjet flight testing by fitting two Marquardt engines onto a P-51 Mustang. 1947: Ramjet powered Little Henry helicopter flies. 1948: F-80 flies with ramjets on the wingtips. 1949: The LeDuc 010, developed by Rene Leduc, is the first ramjet-only powered aircraft, though it was launched from atop a conventional aircraft. Gorgon missile flies at Mach 0.9. 1951: X-7 achieves Mach 3.95 at 55,000 ft and Mach 2.54 at 95,000 feet. 1952: Ramjet powered Big Henry helicopter flies. 1953: The ramjet powered Rigel missile flies at Mach 2. 1956: The LeDuc 022 Turbine/ramjet aircraft begins flight testing. 1957: The Nord Griffon II flies with a turbo-ramjet, eventually achieving Mach 2.19. 1958? The X-7A achieves Mach 4.31. The Talos missile enters service. 1959: The BOMARC missile becomes operational. 1966: The turbo-ramjet powered SR-71, advertised at Mach 3.2, enters service. 1980: The ASALM inadvertently achieves Mach 5.5 at 40,000 ft  
   3. Ramjet Performance Measures.  Many myths and misconceptions abound relative to ramjet performance measures. Because ramjets have been used almost entirely in "niche" applications most engineers know little about their true capabilities and have come to believe that what they've been used for is all they can be used for, which is not accurate.  And to be honest, the vast majority of propulsion applications to date have been better suited to other technologies. But a new frontier has been opened with (wealthy) tourists buying tickets to space, private suborbital astronauts, and interest into vertical drag racing. These new endeavors need propulsion systems that are cheaper, safer, and more robust than the rockets and turbojets currently available on the market. It is in these new types of markets that ramjets should come into their own.  Velocity: General: Ramjets have historically been designed for either subsonic or supersonic flight, though rarely for both. For the most part this has been for simplicity of design, especially in the inlets, and for performance optimization. One reference suggested that a subsonic inlet might be sufficient to operate at velocities up to Mach 7. The ASALM, with a fixed inlet which would have been suitable for subsonic flight, achieved Mach 5.5. Lower Velocity Limit: The literature (including the internet) is littered with various claims for the lower limit on ramjet operation, most of which are tainted by lack of research, unstated definitional constraints, and pure prejudice. In fact, ramjets cannot produce thrust while standing still but can achieve thrust at all velocities above that, though the thrust and efficiency at very low velocities makes them unsuitable for most uses. Practical experience indicates that they have been usefully operated below 200 mph. The literature found says that the LeDuc 010 was launched from atop a conventional airplane at 200 mph in order to operate the engine. The literature on the F-80 tests of ramjets on the wingtips states that they were ignited at 200 mph. And the Little Henry helicopter started it's ramjets at rotor tip velocities of 150 fps, or about 100 mph. An amateur ramjet experimenter interviewed stated that he started his rotor-tipped ramjets by stuffing a gasoline-soaked rag in the exhaust, lighting it, giving the rotor a swing with his hand, and letting it accelerate on its own. Interestingly, his test stand was a long rotor on a stand in the middle of a pasture. One way around this lower velocity limit was achieved by the LeDuc 022 which used a turbojet for takeoff. The 022 first flew in December 1956 and in 1957 flew 141 test flights. Other ways to get ramjet-powered vehicles started include catapults and tow-planes such as those used by gliders. Upper Velocity Limit: The upper velocity limit on (subsonic combustion) ramjets is debatable but a review of the literature (many sources) and personal interviews with three ramjet experts all agreed that Mach 7 was achievable, though one stated that it may be impossible to keep the airflow from going supersonic inside the engine at Mach 7. About half the references indicated that Mach 9 was achievable and one thought that Mach 11-13 might be achievable.  Practical experience bears some of this out. During the 1950s the X-7 was tested to Mach 4.31. In 1980 the ASALM, which was designed for Mach 2.4 - 4.5, suffered a stuck fuel throttle and accelerated to Mach 5.5 at 40,000 ft over White Sands before running out of fuel. There are enough charts on ramjet performance that go up to Mach 6.5 to justify speculation that someone has actually demonstrated that velocity but that it has not been publicly acknowledged.  Mach Range: One expert stated that a reasonable range of operation for a ramjet is three Mach numbers. Therefore, if a ramjet is to get to Mach 5 then it should be started at Mach 2. However, there was nothing in the literature to indicate that this was due to any physics and so it is probably a practical design tradeoff used for development of military ramjet applications (of which he was an expert on). One NACA report details an analysis that indicated that a normal inlet (which can be used for subsonic flight) could provide positive thrust to Mach 7. The experience of the ASALM seems to support this analysis.  Specific Impulse: ISP: The theoretical maximum Specific Impulse (Isp), which is a measure of fuel efficiency, for hydrogen fueled ramjets has been calculated at about 4,000 seconds but the vast majority of ramjets that have been built have been fueled by kerosene (or similar fuels) which has a theoretical maximum Isp of about 2,300 seconds. Of the ramjets for which data was available, mostly early designs, the achieved maximum Isp was closer to 1,800 seconds. This is very low compared to turbojets but very high compared to rockets.  Actually, the Isp of ramjets is very much a function of velocity and fuel/air (F/A) ratio. At zero velocity the Isp of a ramjet is also zero. At about Mach 0.5 it is the same as a typical LOx/kerosene fueled rocket, or about 350 seconds. Above that speed the Isp increases to a maximum at about Mach 2.5. From there it declines until it drops below that of LOx/kerosene rockets somewhere around Mach 9. At about Mach 3 the ramjet Isp exceeds that of a conventional afterburning turbojet. One reference estimated that a conventional ramjet may have better Isp than scramjets up to about Mach 8. While the peak thrust occurs at a stoichiometric F/A mixture the peak Isp does not. The Isp of ramjets increases as the mixture leans out, which is good for keeping the engines cool but may increase the mass of the engine needed to obtain the same thrust. The increased size may also increase the overall drag on the aircraft carrying the engine. On the other hand bigger engines offer higher peak thrusts.  MPG: While Isp decreases above about Mach 2.5 a ramjet will achieve it's highest range or cruise efficiency (miles/gallon) at about Mach 3.5 because ground speed increases faster than Isp decreases. It also allows the aircraft to fly higher where the air drag is lower.  Thrust:    General: Ramjet thrust is dependent on many factors such as velocity, air density (altitude), F/A ratio, and efficiency. As a baseline the available literature offers up two empirical measures of thrust for making rough estimates. One is for 90 lbs of thrust for every square inch of inlet and the other is for 20 lbs for every square inch of combustion chamber cross section. Since the combustion chamber diameter is often about twice that of the inlet these two measures are roughly consistent. This says that a three-inch diameter ramjet would produce 140 lbs of thrust and a three-foot diameter ramjet would produce 20,000 lbs of thrust. The literature is not clear but these estimates are probably based on sea-level, Mach 2.5 flight conditions with stoichiometric F/A mixtures.  Velocity: Below Mach 2.5 the thrust drops off to about 1 lb/square-inch of combustion chamber area at 200 mph. Above Mach 2.5 the thrust increases until other factors begin to reduce it, somewhere above Mach 5. Altitude: At 40,000 ft the air density is about 1/4 that of sea level and therefore the thrust would also be about 1/4, given otherwise similar flight conditions. At 80,000 ft the air density is about 3.6% that of sea level with an equivalent reduction in thrust. However, the reduction in thrust due to altitude can be compensated for by an increase in velocity, within a certain limits. Fuel/Air Mixture: Maximum thrust occurs at a stoichiometric F/A ratio and drops off as the engine is operated otherwise, particularly when operated lean. Operating fuel rich will decrease the thrust due to the cooling effect of the unburned mass but this will be quite gradual. Efficiency: Such factors as internal drag, expansion ratio between inlet and combustion chamber, and fuel mixing will affect the efficiency of the engine and the thrust it produces.  Altitude: Cruise: The cruise altitude limit for ramjets is not clear in the literature. However, the Bomarc CIM-10B had a service ceiling of 100,000 ft at Mach 3. Because both aircraft lift and ramjet thrust increase with velocity a ramjet powered vehicle should be able to cruise at least at 120,000 ft and possibly in the 140,000 ft regime under the right conditions.  Zoom: In 1951 NACA launched a ramjet powered missile which reached an apogee of 159,000 ft. This missile was launched at a 75 degree angle and ran out of fuel at 67,200 ft and Mach 2.92. This missile could have reached astronaut-wings altitude with almost any (text ends here).
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I built a pulse jet-powered LSR model for a science fair project in 1961 when I was 13. See attached. I never actually started it as you might guess (since it isn't a charred ash). The body was inspired by Grahams City of Salt Lake. I also built a lot of .049 prop-powered cars which I did run. None of which survived.    Ron Christensen 
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Ron Christensen - Here's a link to a video of a big pulsejet (the V-1 engine) being fired. Notice how the sound echoes for about a second after it's shut off.  See http://www.youtube.com/watch?v=WCsKs2NhdWg.    Franklin Ratliff
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Franklin: Why don't you send your friends to my Sonicwind.com site and go to the multimedia page and download my big Thermojet pulsejet running at least that was actually mounted on a motorcycle streamliner and not a toy model or on a static test stand but a real vehicle that is if you really want to promote such things as underpowered, unreliable power sources at least that is something real. Been there and done that. I wasted a year of my life learning that big pulse jets suck more than they blow in all ways. Even the best ones built by Thermojet like the one I ran. Most of the videos on You Tube showing homemade pulse jets making 700lbs. of thrust are just pure bull and the guys who make those claims know it. Plus they run so hot when and if they decide to bless you with running that you couldn't get near them, not that you would want to as the noise will give you brain damage. The tiny model ones run (dynajet, etc) well as well as the bigger valved type but all the tuned pipe ones are just plain garbage. The best ones I have ever seen run (Valved types) only made a few hundred pounds of thrust and the Argus and it's American copy the Loon engine are included in that group. Art Arfons played with one for awhile and threw it away. A German V-1 first launched by solid rocket or steam catapult weighed 2,200 lbs and took 15 minutes to get up to top speed of somewhere of about 350 to 370 miles per hour. It took 30 minutes to cross the English Channel and hit London from France during WW2. So they were dogs and could be run down by a semi fast piston engined fighter plane at low altitude. Hardly land speed record stuff.
    Now a ramjet or scramjet is something totally different but you still lose that great impulse they boast once you combine the wasted power of the first power plant you need to get it going through the air before you can light it to begin with. You always need another power plant like a rocket, turbojet or piston engine so it makes the engine moot as a main power plant and more of a booster for top end. That is unless you had a two stage LSR car now there is a good idea. Shades of "Speed Racer and the Supersonic car cartoon."  Waldo Stakes
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Franklin: I stand corrected. The Loon engine which was the best valved pulsejet engine ever built as a weapon was powered by a PJ31-F-1 pulsejet engine built by the Ford motor company. They were put on 1,200 Loons a lot of which were built and tested and then the rest were scrapped as they were really unreliable and crashed a lot. They could push a 2,000 lb. Loon up to about 440 mph after and at peak production development made 900 lbs of thrust on the hottest models. Not bad as a small airplane engine but again hardly land speed record engine material. Data source astronautix.com.  Waldo Stakes

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Thank you for your interest in George Kudasch.  He was one of the most interesting people I have ever met, a good friend and companion, a refined and gifted engineer, and the home he and his wife Ariadne shared in Milford, Connecticut was like an art museum.  Sadly, she passed a few months after George did.  My interview with George about his life and the Ardun period in particular covered several issues of Bonneville Racing News, seven pages altogether.  It is included as part of the "Ardun Technical - What Makes It Go" book of reprints out of BRN I have available.  56 pages in all.  $34.95 postpaid to the lower 48 states or mailed world-wide at cost.  I can be reached at [email protected].   Bill Hoddinott, Bonneville Racing News
     Bill: For our readers who are fans of the Ardun racing engine this will make a very good Christmas gift.  Most hot rodders only think of family and friends at a time like this, so I am going to encourage them to print out this email and lay it on the dinette kitchen for the wife and kids to see and just maybe a few hot rodders will open a Christmas present that they really like this year.  If they aren't into Arduns, then the land speed racing community should consider a subscription to the Bonneville Racing NewsWrite in to us at any time you are working on an interesting project that you would like us to know about.

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Effective for 12 days beginning December 1st. Remember, to receive prints through standard shipping in time for Christmas you will need to have your order in by December 12. Also remember to make the check payable to Alan Ameel. I was recently cleaning out my studio at home and came across a lot of extra prints. In order to clear space, I would like to offer those prints at a discount. I’m sending along an attachment of the list of boats. Secondly, I have 4 new boats that have been completed: The 1966 $ Bill, which would later become the successful Miss Eagle Electric. The 1949 Miss Pepsi, designed and built by Clell Perry. Although it was not successful, I was fascinated by the "Art Deco" look to the design. Clell even hand-formed a copper hood from a Hudson car for the bow. The 1954 Italian boat, Laura 3, with driver Mario Verga, lost his life in her trying to set a new water speed record on Lake Iseo. To me, Laura 3 is one of the most beautiful hydroplanes ever built. Finally the 1988 Circus Circus, winning the Gold Cup at Evansville with Chip Hanauer driving. Currently on the drawing board is the 1987 Miss Budweiser. Thank you for your support and have a great Holiday Season!  Alan Ameel, [email protected]
   Hydroart Prints      
1924 Baby Bootlegger-Gold Cup 
1933 El Lagarto-Gold Cup
1946 Rafale V
1949 Sant Ambrogio II
1957 Miss Wahoo
1958 Miss Seattle
1960 Miss Burien
1962 Miss Century 21 
1962 Notre Dame     
1965 Miss Bardahl-Gold Cup
1966 Miss Bardahl   
1966 My Gypsy-Seattle Seafair
1966 Notre Dame-Presidents Cup
1967 Chrysler Crew         
1969 Notre Dame
1970 Pride of Pay’N Pack
1970 Burien Lady 
1971 Miss Madison-Gold Cup
1972 Towne Club
1972 Pizza Pete
1973 Lincoln Thrift-Presidents Cup 
1974 Lincoln Thrift          
1974 U-95
1975 Miss Vernors 
1978 Miss Madison
1981 Miss KYYX FM   

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The Chrisman Legacy, by Tom Madigan is available from EJJ Enterprises. This book on one of the pioneers of land speed and early drag racing is being published by Ed Justice Jr. It is a limited edition and if you want your copy please contact Ed at Justice Brothers Car Care Products in Duarte, California or let me know and I will find you a contact number.

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I want to thank you for your positive remarks regarding our new website for the Old Black Studebaker (OBS) of Junior Thompson’s that started the Gasser Wars; Isky said so.  Our web-design business specializes in the hot rod, custom, muscle car, classics and the nostalgia race car industry. We produce competitively priced websites for collectors, individuals, small and large businesses. We would be delighted if you could spread the word. As to pricing? Pricing depends on how comprehensive a site you would like developed. It depends on how many “pages” you have on a given site. (Pages = separate tabs that show text/photos, etc.). If you give me a call we can compare notes and see what is best for expanding your future options and giving your work a very contemporary format! We would love to produce a site for you that would be a “feather in our business cap.” Here are some options:
   I’ve been talking the last few days to Doug Thorley and Junior Thompson about future expansion of their business ventures. Famous racers are interested in setting up websites to keep their memories alive. Also, collectors of famous cars often want to build a simple site that displays their cars, history, photos and contact information. These are the least costly to develop and have a smaller monthly payment schedule.
   Other clients like the owners of OBS, Head Motor Co., Columbia, MO may prefer a more elaborate site that has products and memorabilia for sale. These sites tend to cost more and have a larger monthly payment schedule.
   Full-blown businesses that have all the above and the ability to hook up to VISA type credit card payments on line are the most expensive to develop, but of course provide greater revenue.
   Developing a site therefore has an INITIAL PAYMENT and a MONTHLY PAYMENT. The INITIAL PAYMENT to create the site depends on how much you want in the way of “pages.” The MONTHLY PAYMENT could run from $30-140 a month to maintain a site depending on functions added. A minimal payment is required to keep the internet provider actively powering your site. Please give us a call. Also, please feel free to have any of the dry lakes guys contact us. If you’d like to run some info on SLSRH let me know and I’ll write up an editorial, send some photos and links.
   You asked if “whether you can train a hot rodder?” My answer: If your Dad could do all he did in a lifetime, I’m sure you’ve got the genes/DNA to run a website dedicated to dry lakes racing. Someone needs to do it and you’ve got the knowhow and certainly all the connections. Ring us anytime please, we’d love to help. When you call we can get on the
http://oldblackstudebaker.squarespace.com/AND walk you through some options that would be comparable to your needs. PS FYI -We’re also working on Doug Thorley’s life history in a book form. Doug you may remember is early days street racer and also ran his Vette on the sand. Don Pennington who hangs with Geisler is taking the lead on that book. He’s making good headway and has a couple of meetings with Doug planned for early next year and will stay at Geisler’s. Text and photos are being collected and Don is doing a great job. Doug is very happy about it! Dream Rod Locator & Historic Race Car Forum Taking copywriting, editorials & web-design to new levels of excellence! Don Burdge & David Karp (619) 944-2528

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THE PETERSEN AUTOMOTIVE MUSEUM NOVEMBER THROUGH MARCH 2011  EXHIBITIONS & EVENTS AT A GLANCE (see below for more detailed information) 
November 6     Discovery Day: Turkey Pullback Cars
November 10    Tribute Night: An Evening with Don "The Snake" Prudhomme
November 11    NHRA: Sixty Years of Thunder
December 4     2nd Petersen Garage Sale and Swap Meet
December 4     CARnival Family Fun Day
February 5      Discovery Day: Car Calendars
February 11     Curator’s Tour – NHRA: Sixty Years of Thunder
February 11     Panel Discussion- Pioneers of Southern California Drag Racing
March 22       Panel Discussion- Safety at 300 M.P.H. 
Through Feb 13, 2011 Margie and Robert E. Petersen: Driven to Collect
Through Jan 23, 2011 Automotivated: Streamlined Fashion and Automobiles  
NEW EXHIBITIONS   NHRA: SIXTY YEARS OF THUNDER Opens Thursday, November 11, 2010 Gordon R. Howard Gallery Explore the colorful and exciting history of one of America’s most popular motorsports. From the wild Gassers and Altereds, to nitro-burning top fuel dragsters and fabulous funny cars, the Petersen Automotive Museum will be filled with enough horsepower to change the Earth’s rotation!  
NEW EVENTS   TRIBUTE NIGHT An Evening with Don "The Snake" Prudhomme Wednesday, November 10, 2010, 5:30 p.m. Celebrate Don "The Snake" Prudhomme's exciting career as a Top Fuel Dragster and Funny Car driver and team owner. Have dinner and cocktails with the legends of drag racing. Hear your heroes speak about their experiences; see a short film of vintage drag racing footage. Bid on priceless racing memorabilia, and preview the vehicles in Bonham’s and Butterfield’s California Classic Auction Saturday, November 13. Go to www.petersen.org for additional details. 
PETERSEN AUTOMOTIVE MUSEUM GARAGE SALE AND SWAP MEET Saturday, December 4, 2010, 9 a.m.-2 p.m. Petersen Museum Parking Structure Now is your chance to buy some of the vehicles, props, parts, store products and duplicate literature that is no longer needed here at the Museum. Several Museum vehicles will be sold in a NO RESERVE SILENT AUCTION. Museum members will also have booths set up to sell items and vehicles from their personal collections as well. Find that missing part for your exotic, classic, or muscle car or motorcycle, buy a Christmas gift for the auto enthusiast in your life, or purchase a restoration project, or drive home in the car of your dreams! While you are here, learn how to properly detail your car at the Griot's Garage car care seminars going on all day! Griot's garage is the Official Car Care Product Provider of the Petersen Automotive Museum. 
CARnival FAMILY FUN DAY Saturday, December 4, 2010, 11 a.m. to 3 p.m. Join us at the Petersen for the 5th Annual CARnival Family Fun Day. Bring the whole family to the museum for a day of fun. Kids will get to participate in unique arts and crafts. For more information, please call 323-964-6308. 
DISCOVERY DAY Car Activities & L.A. BookPALS First Saturday of every month, 1-4pm Join us on the first Saturday of each month for arts and crafts, and at 2:30pm, actors from L.A. BookPALS read stories. The program is included in Museum general admission. Call 323-964-6308 for more information. Future topics include: November 6, 2010, Turkey Pullback Cars Assemble a turkey car just in time for Thanksgiving! February 5, 2011, Car Calendars Welcome the New Year by making your own unique car calendar! 
CURATOR’S TOUR – NHRA: SIXTY YEARS OF THUNDER Tuesday, February 1, 2011 7:30 p.m. Gordon R. Howard Gallery Join Petersen Automotive Museum Curator Leslie Kendall and guest-researcher Tony Thacker, Executive Director of the Wally Parks NHRA Motorsports Museum, as they guide you through NHRA: Sixty Years of Thunder to explore the history of the vehicles and individuals that have made the NHRA the world-class automotive association it is today. Reservations recommended for all programs. Call 323-964-6347, email [email protected], or go to www.petersen.org for more information. 
PANEL DISCUSSION- PIONEERS OF SOUTHERN CALIFORNIA DRAG RACING Tuesday, February 22, 2011 7:30 p.m. Racing Corridor Spend an evening at the Petersen Automotive Museum hearing the first-hand accounts of the early decades of the NHRA’s 60-year history from the legends of Southern California drag racing. Special Guests:   “TV” Tommy Ivo, famed showman known for his Hollywood acting career, multi-engine dragsters, and glass-sided car haulers.   Bob Muravez, drove the famous “Freight Train” twin-engine gas dragster to many wins under both his true name and the now-legendary “Floyd J. Lippencotte, Jr.” alias.   Panel moderator Jack Beckman, NHRA National Champion, currently drives the Valvoline/Mail Terminal Services Dodge Charger for Don Schumacher Racing. 9 career Funny Car wins and Funny Car speed record holder at 333.66 mph (on quarter-mile). Reservations recommended for all programs. Call 323-964-6347, email [email protected], or go to www.petersen.org for more information or to RSVP.  
PANEL DISCUSSION- SAFETY AT 300 M.P.H. Tuesday, March 22, 2011 7:30 p.m. Racing Corridor The NHRA was founded to provide a safe and controlled environment in which hot rod enthusiasts could compete. After sixty years of sanctioned racing, cars now regularly reach speeds of over 300 miles per hour in less than a quarter-mile. To operate at those extreme levels, track preparation and safety technology must be the highest priority for any racer and track manager. Panelist Steve Gibbs has been involved in drag racings since the 1960s, has managed race tracks and numerous drag racing events, and was the NHRA Director of Competition until the late 1990s when he became Vice President of the Wally Parks NHRA Motorsports Museum. Steve will share his decades of experience in track set up, racing regulations, and what it takes to keep competition safe at such extreme speeds. Joining Steve on the panel will be front-line safety workers from the Auto Club Raceway at Pomona. Current Funny Car driver for Don Schumacher Racing Jack Beckman will moderate the discussion and share his 300 m.p.h. experiences behind the wheel of a top-level drag racer.  
ONGOING EXHIBITIONS  
AUTOMOTIVATED: STREAMLINED FASHION AND AUTOMOBILES Through January 23, 2011 Bruce Meyer Gallery Fashion design and automobile design have been intertwined from the start. This exhibit features automotive derived fashion ensembles from the collection of the Phoenix Art Museum paired with their automobile counterparts of the Petersen Automotive Museum. Fashions include signaling gloves from the turn of the twentieth century through the elegant gowns of the Art Deco period.  
MARGIE AND ROBERT E. PETERSEN: DRIVEN TO COLLECT Through February 13, 2011 Grand Salon During his lifetime, Robert E. Petersen, together with his wife Margie, acquired dozens of important automobiles. Today the Margie and Robert E. Petersen Collection contains one of the most diverse samplings of important vehicles ever assembled. Each one offers a look into our rich motoring heritage and if they appear familiar, it is because you have likely seen them on television, in movies, or in displays at other museums and events around the world.  
IMAGINING THE FUTURE: The Southern California Automotive Design Studio, Presented in Cooperation with Art Center College of Design Ongoing Exhibit Visitors will see a comparison of a 1930's studio with a modern-day studio with various examples of the creative process in 2-D and 3-D form from different points in California's rich automotive history. Design demonstrations by Art Center students will occur in the exhibit on the second and fourth Sunday of every month from approximately 10am-3pm. Check the calendar at www.petersen.org for dates.  
HOT WHEELS® HALL OF FAME The Hot Wheels Hall of Fame at the Petersen Automotive Museum, features Hot Wheels® full-size and die-cast cars, original models, wooden patterns, injection molds and drawings of original vehicle designs.  
ALTERNATIVE POWER: LESSONS FROM THE PAST, INSPIRATION FOR THE FUTURE From the highly styled 1963 Chrysler Turbine to the General Motors EV1, automobiles equipped with innovative propulsion systems are presented to illustrate the growth of alternative vehicle technology.  
MAY FAMILY DISCOVERY CENTER Open Tuesday-Friday, 10am-4pm, and Saturday & Sunday, 10am-5pm The May Family Discovery Center is an interactive learning center that teaches basic scientific principles using the fundamental elements of the car.  
SPECIAL FEATURES AT THE PETERSEN  
SPECIAL EVENTS AND FILMING – Please call (323) 964-6348 or visit www.petersenevents.org to host your event or shoot film at one of LA's most exciting venues!  BIRTHDAY PARTIES - The Museum offers a wonderful venue for children’s birthday parties. Party guests can enjoy all three floors of the museum including the May Family Discovery Center. For more information or to book your party, call 323-964-6373.  
SCHOOL TOURS Taking a field trip to the Pete is an excellent way to teach your students about the history of Los Angeles and its intertwined relationship with the automobile. Students learn basic scientific principles and their applications as they explore hands-on activities in the Discovery Center. School Tours focus on history/social science, visual arts, and science & technology. Call (323) 964-6358 for information and reservations.  
GROUP TOURS – A docent-led tour is available to groups of ten or more. - (323) 964-6346.  VOLUNTEER OPPORTUNITIES - Come and be a part of the Petersen’s “Pit Crew”. For an application or more information call - (323) 964-6358, email [email protected], or visit www.petersen.org.  
MUSEUM STORE – Excellent souvenirs and gifts for auto enthusiasts (323) 964-6328.

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Doug Stokes driving an Eagle. He also drove a 1954 Volkswagen that was painted a light gold color and was friends with Eric Hasenbeck and Jim Steinmetz. (Click Here For Image) Photo courtesy of Doug Stokes

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1928 Car Repair Mailer. Automotive repair advertisement in 1928... Sent on a penny postcard (Click Here For Image)

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Land Speed Racing Websites:
www.hotrodhotline.com, www.landspeedracing.com

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Members:

Jonathan Amo, Brett Arena, Henry Astor, Gale Banks, Glen Barrett, Mike Bastian, Lee Blaisdell, Jim Bremner, Warren Bullis, Burly Burlile, George Callaway, Gary Carmichael, John Backus, John Chambard, Jerry Cornelison, G. Thatcher Darwin, Jack Dolan, Ugo Fadini, Bob Falcon, Rich Fox, Glenn Freudenberger, Don Garlits, Bruce Geisler, Stan Goldstein, Andy Granatelli, Walt James, Wendy Jeffries, Ken Kelley, Mike Kelly, Bret Kepner, Kay Kimes, Jim Lattin, Mary Ann and Jack Lawford, Fred Lobello, Eric Loe, Dick Martin, Ron Martinez, Tom McIntyre, Don McMeekin, Bob McMillian, Tom Medley, Jim Miller, Don Montgomery, Bob Morton, Mark Morton, Paula Murphy, Landspeed Louise Ann Noeth, Frank Oddo, David Parks, Richard Parks, Wally Parks (in memoriam), Eric Rickman, Willard Ritchie, Roger Rohrdanz, Evelyn Roth, Ed Safarik, Frank Salzberg, Dave Seely, Charles Shaffer, Mike Stanton, David Steele, Doug Stokes, Bob Storck, Zach Suhr, Maggie Summers, Gary Svoboda, Pat Swanson, Al Teague, JD Tone, Jim Travis, Randy Travis, Jack Underwood and Tina Van Curen, Richard Venza.

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