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Ridge Runner III - The Road to Reno...

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  • Ridge Runner III - The Road to Reno...

    The Challenge

    Taking an aircraft that is campaigned as an authentic warbird 8+ months of the year and transforming it into a legitimate Gold Class Unlimited contender, albeit temporarily, is no small feat. For argument's sake, I'll define "legitimate contender" as the ability to run Dreadnought-like lap speeds, something approaching 450 MPH. I think most would agree that Dreadnought sets the standard when it comes to running speeds that keep all the faster competitors "honest", preventing them from loafing around the course at "safe" power settings and modest speeds. In the 2005 Gold Final, Dan Martin and his P-51D, Ridge Runner III, surprised everyone by turning lap speeds in the high 460s prior to losing a piston on the third lap and being forced out of the race. They had served notice that a modified "super stocker" could compete for a championship, pushing all-time Unlimited Champion Rare Bear every inch of the way. An impressive feat by any measure, but with the return of RRIII to the Reno pylons in 2009, what more could be done with the airframe and motor combination to not only increase speeds, but maintain reliability as well?

    Airframe Modifications

    RRIII returned home to Hollister following the annual Father's Day Fly-In at Columbia, CA with a bone-stock airframe and an ol' reliable, daily-driver -9 Merlin under the hood. The following day in a small T-hangar, the transformation began from warbird to Gold Class racer. Outer wing panels were removed at the production break, as well as the stock ailerons. Short ailerons and gap seals were added in their place, along with custom wingtips. The "guns" were removed via the gun bay access and the blisters filled with carefully selected 500 MPH soup ladles. The traditional white rudder was removed, and replaced with a custom-built red one, sans trim tab (as some of you may be aware, Dan has lost his share of rudder trim tabs over his many years of racing [4 trim tabs in total], and it was decided best that he not have the chance to become an "ace" in 2009). I would consider the above modifications among the more obvious diversions from the stock airframe, and while all of these changes are of the “bolt on” variety, the man hours necessary to implement them successfully are quite substantial. Also keep in mind that the vast majority of these tasks were undertaken by the pilot/owner himself, with sporadic help from any of us that could afford the time away from jobs and family.

    Despite being somewhat less obvious, there were several other changes which collectively, were just as important as the modifications outlined above. Long, custom-built trailing edge strake fairings (which RRIII had also run in 2005) were again added, along with a borrowed canopy having a slightly lower profile. A large round “diaper” was placed around the front side of the forward-most cowling former (around the propshaft), directly behind the spinner and back plate. This helps to prevent the air stream from flowing into the engine compartment and becoming trapped against the firewall, creating excessive drag. Small fiberglass fairings were also made to cover all the trim tab actuators on both the ailerons and elevators. NACA exit ducts were placed on the access panels at either side of the empennage to evacuate air trapped in the cockpit. Although these changes were seemingly small and innocuous by nature, it was the sum of the parts we were counting on, and believe they paid off handsomely.

    Of all the relatively inconspicuous changes made for 2009, the most important figured to be in the area of engine and oil cooling. In fact, you might even consider RRIII’s 2009 campaign “The Year of the Scoop”. As you may know, a stock Mustang scoop and “doghouse” (the area aft of the scoop) consist of a radiator, oil cooler, and the motors and actuators for both the coolant and oil cooler doors; great idea, but for racing, a bit aerodynamically challenged. Since the oil cooler and radiator both occupy space within the doghouse, air entering the scoop must be split between the two, causing a substantial amount of excess drag. The fastest racing Mustangs have successfully eliminated the oil cooler from the mix, but in order for that to happen, you must either have a scoop design that bypasses the oil cooler portion of the doghouse, or modify the doghouse itself substantially. Being that RRIII very much wanted to retain her warbird status for most of the year, we obviously chose the former option. Fortunately, we had an excellent blueprint for this modification: Dago Red.

    At first glance, it didn’t appear that different to the untrained eye, but a closer inspection revealed a true masterpiece. Modeled after the well designed and developed scoop of the fastest Mustang racer in history, Dago Red, the scoop used on RRIII in 2009 was a thing of beauty. Custom built from scratch by one of our crew members (and a frequent contributor to this board), the scoop was comprised of three basic pieces which were fitted, refitted, and then fitted again for weeks on end until the whole combination was just right. The pieces were then glassed together, smoothed with many coats of filler, sanded, primed and painted (a MAJOR over-simplification of the whole process). The end result was exactly what we were hoping for; the three things most desired were achieved: 1) the size of the scoop opening was substantially reduced, 2) the whole unit faired neatly into the bottom of the wing, and 3) the tunnel was a direct shot to the radiator face, bypassing the oil cooler portion of the doghouse completely. Coupled with the extended coolant exit door RRIII has used for many years, the combination was sure to provide a major improvement in aerodynamics and speed.

    While the above is a dramatic over-simplification of the time, energy, effort and money required to complete the majority of RRIII’s aerodynamic modifications, hopefully this will give you just a small glimpse into the overall undertaking. The scoop project alone required dozens, upon dozens of man-hours to complete, and that was merely one piece of the puzzle.

    The Motor

    As many of you may know, the motor was once again the product of Mike and Rose Barrow from Air Sparrow Merlin Service. While I can’t go into extreme detail about everything that comprises the 2009 Merlin, I will say that it contains a substantial number of experimental components that are still under evaluation at this time. The most exciting thing about the creation of this motor was the collaboration between Mike and Dan to turn long pondered ideas into reality, and their willingness to experiment with them. Suffice it to say they worked very well for 2009, and despite some early week problems after qualifying, the motor flew home happily after being run very hard for three consecutive races.

    As for basics, the motor was very similar to the one run in Dago Red for 2008. Basically, the motor utilizes the case, heads and banks and nosecase from a “transport” Merlin (600 and/or 700 series DC-4 “M” motors). The crank, oil pan, wheelcase and blower are from a -9 Merlin, while the connecting rods are original G-6 Allison. Yep, we were running an “Allison-rod” Merlin, primarily due to the bottom end being virtually bulletproof, and capable of withstanding very high manifold pressures. The engine could also be referred to as a “tube” motor. Simply put, this means that the aftercooler (used to cool the fuel/air charge coming from the supercharger) has been removed, and in it’s place, a roughly 5” diameter tube connecting the blower outlet to the intake manifold. This is a much better choice when racing and running very high manifold pressures, the only drawback being the exceedingly high consumption of ADI with no other available method of cooling the fuel/air charge. Again, this is a horrible over-simplification of the whole beastie, but much of the rest is a combination of proprietary knowledge and simply being a bit above and beyond my complete understanding.

    I suppose this would be as good a place as any to address the issues we had shortly after qualifying this year. It’s no secret that we had a couple of unhappy pistons (one VERY unhappy), as both cylinder banks were off the motor midweek. Shortly after Dan’s qualifying lap (454+ MPH) on Tuesday, the racer returned to the pits seemingly healthy, until we noticed a very small amount of dark staining in the A-1 exhaust stack. Pulling the spark plug and performing a compression check revealed trouble, and the A (right side) cylinder bank would have to come off to be inspected. Sure enough, the A-1 piston was severely damaged, and there was further evidence of some others becoming unhappy as well. While the B side exhaust stacks showed no outward signs of problems, it was decided to also remove and inspect this cylinder bank, reasoning that all 12 pistons had “been to the same dance”, so to speak. Sure enough, there was trouble brewing on the B side as well, as we found signs of ring and piston scuffing in one hole in particular. As a result, Mike Barrow and another crew member left Reno late Tuesday afternoon and returned to Hollister early Wednesday morning to begin rebuilding both A and B banks. It was also decided to replace all 12 pistons and rings, so the pistons used last year in the Dago Red motor were brought back to Reno and installed once again for 2009. The engine was run for the first time on Thursday evening, and once the new rings had seated and the screens thoroughly checked, a test flight was set for Friday morning. As a result of all the driving (5 hours one way to his shop in Hollister) and work, Mike Barrow was without sleep for nearly 48 hours straight. It’s that kind of dedication and effort that enabled us to get back in the show.

    As for the reason for the initial piston failures, the only thing we can say for sure is that a select few holes seemed to be getting excessively hot. We were running a new piston and ring package for 2009, and upon finding the problems following our qualifying run, believed it would be a good idea to go back to the proven combination run last year in the Dago Red motor. Suffice it to say that more research will be done to determine the exact nature of the failures, and measures taken to rectify the situation.

    The Systems

    Among the most difficult changes to implement when making the stocker to racer transformation are the many different systems required when running the motor at power settings far and above stock limitations. Keeping the induction, coolant and oil temperatures within acceptable limits will require the use of ADI (50/50 water/methanol mix injected at the carburetor to cool the fuel/air charge) and spray bars (water atomized through tiny holes and delivered to the face of the radiator), and the storage and delivery systems to carry and meter them correctly. Suffice it to say this can become a plumbing, electrical and logistical nightmare.

    Any time a Merlin is required to run in excess of about 70” manifold pressure, it will be necessary to utilize ADI or Anti-Detonation Injection, to supplement cooling of the fuel/air charge. When using a tube motor setup to run very high manifold pressures, the consumption of ADI can be exceedingly high, with required storage for nearly 50 gallons in an 8 lap race. For ADI storage, RRIII uses a custom-built 77 gallon tank which fits right behind the pilot’s seat. The ADI pump is mounted right behind the tank, and connected to a water regulator bolted to the left side of the engine mount. The system is entirely automated and works very well. A manifold pressure line is attached to the water regulator and calibrated to provide a specific amount of ADI flow for a given amount of manifold pressure. In short, as the manifold pressure goes up, the flow of ADI increases. The key to this whole system is obviously calibrating or “flowing” the regulator correctly. Thermal probes in both the “tube” and intake log record induction temperatures at the cockpit gauge and telemetry respectively. After having some small issues with ADI pressure in Dago Red for 2008, the system in RRIII performed flawlessly for 2009, and induction temperatures were never an issue, even at very high power settings.

    The other major system which must be added to any serious racer is a spray bar, which regulates temperatures of the engine coolant and oil. The term “spray bar” refers to a series of small hollow tubes which run horizontally across the doghouse or scoop. These tubes are drilled with many tiny holes which spray atomized water outwardly toward the opening of the scoop, which is then swept back onto the face of the radiator for evaporative cooling during high power operation. This not only increases cooling efficiency, but also enables the coolant exit door to remain closed while racing, providing a huge aerodynamic advantage. The right wing bladder tank is used for the storage of the water, capable of holding the nearly 100 gallons required for an 8 lap race. The spray bar system in RRIII is also automated, and enabled by turning a switch in the cockpit to the “armed” position. When specific temperatures are reached, a series of calibrated thermal probes within the engine coolant pipes will then trigger an electronic solenoid to enable the system, and begin the flow of water. Like the ADI setup, the spray bar system in RRIII performed perfectly, and neither engine nor oil cooling ever presented a problem in 2009.

    If the previous two major system additions weren’t enough, the 2009 racing version of RRIII was to undergo one more major deviation from stock. The radiator of a stock Mustang provides cooling for two things, engine coolant and the fuel/air charge which runs through the aftercooler. To do this, the radiator is partitioned, 2/3 utilized for engine coolant, and 1/3 for the aftercooler. Since we already know that RRIII was running a “tube” racing Merlin and has no aftercooler, we know that leaves 1/3 of the radiator for some other purpose, in this case, oil cooling. Since the stock oil cooler was removed from the doghouse and our new scoop design focused exclusively on flow to the radiator, how will the oil be cooled, you ask? For the answer, we turn to the last production version of the Mustang from North American Aviation, the P-51 “H” model. The P-51H used a unique but simple device called a “heat exchanger” to cool the oil circulating throughout the motor. About the size of two large coffee cans, it simply supplies freshly cooled coolant from the radiator into a compartmentalized “jacket” which surrounds an inner core through which the oil circulates. The heated oil is then cooled as it is surrounded by the coolant from the partitioned 1/3 of the radiator. The best part of all this is that the heat exchanger is completely removed from the air stream and hidden somewhere inside the aircraft, in our case, about two feet behind the engine in place of the battery in a stock setup. The battery was then moved aft into the “hell hole”, directly above the radiator. Aside from the logistical difficulties (placement, plumbing, accessories, etc.), the heat exchanger was also a huge success, eliminating the oil cooler, keeping temperatures well within limits, and greatly improving aerodynamic efficiency.

    The last major system implemented into the 2009 race program was computerized telemetry, the same setup we’d run on Dago Red in 2006 and 2008, but never before on RRIII. Using the RCATS system from Mike Luvara, we were able to monitor a multitude of parameters. Coolant, oil and induction temperatures, RPM, manifold, ADI and fuel pressures were just a few of the things we could monitor in real time, enabling Dan to keep his mind and focus on flying the course, not looking at gauges. Over the past couple years, this telemetry has provided a great deal of information about various changes we’ve made to the racers, and given us hard data to validate both successes and failures.

    Epilogue

    In closing, I hope this incredibly wordy dissertation has provided some insight into the vast amount of time, effort and money involved in getting RRIII into the Unlimited Gold field for 2009. Also keep in mind that the vast majority of this writing details only the preparation for the event, and not the grueling week actually spent racing. Regardless of that fact, the whole undertaking is a reflection of the love we all have for the sport of air racing, Ridge Runner III, and the close friends we go to battle with and for every September. Make no mistake, we don’t come to Reno to chase our own tail in any way, shape or form. Just like all the other true racers in the sport, we come with the sincere hope of hoisting the trophy and watching Dan Martin don the yellow jacket come Sunday afternoon. Amen…

    Many, many thanks to Dan Martin, Mike Barrow and crew chief Steve Huston for allowing me to constantly pester them and be a part of their world for these few months of the year (and for putting up with me 24/7/365 as well). Ridge Runner III in 2009: not bad for a bunch of clowns with no vision, eh?

    SA, aka – Mike Lucchesi

  • #2
    Re: Ridge Runner III - The Road to Reno...

    Fantastic description! Thank you so much for taking the time here. In a sport where at times good information on what is happening and what has happened is hard to find, it is great to be treated to such candor.
    Can't wait till next year.....you guys rock!
    Chris

    Comment


    • #3
      Re: Ridge Runner III - The Road to Reno...

      Just OUTSTANDING! Sincere thanks, Mike (+ Dan Martin & TEAM Ridge Runner III) for sharing this detailed insider's profile on the many intricacies involved for converting this beautiful classic WW2 Mustang fighter into a bonafide Unlimited contender - in time for September's Reno NCAR, (and then back to retro afterwards!!!)

      VERY thorough & well-written. BRAVO! V. Much Appreciated...

      DBD

      P. S. - Ain't any 'ole- 'Super-Stocker' Stang gonna be runnin' w/the likes of a healthy 'Witch', in a real Unlimited Gold event (Heat OR Final), for sure! Here's a couple Outer Pylon 4 shots from this year's Friday UNL HT-2A (9-18-09) to prove the point. GO-DANNY-GO!!!
      Attached Files
      Last edited by BuckyD; 09-30-2009, 10:33 PM.

      Comment


      • #4
        Re: Ridge Runner III - The Road to Reno...

        Well done. As I have always said,Dan Martin knows the P51 inside-out & not only races RRIII but in stock form appears at many air show/warbird gatherings thruout the year.
        Lockheed Bob

        Comment


        • #5
          Re: Ridge Runner III - The Road to Reno...

          Originally posted by BuckyD View Post
          VERY thorough & well-written.
          Boy, I'll say!

          Wayne Sagar
          "Pusher of Electrons"

          Comment


          • #6
            Re: Ridge Runner III - The Road to Reno...

            shawn
            Attached Files

            Comment


            • #7
              Re: Ridge Runner III - The Road to Reno...

              WELL DONE! VERY RICH! A BOAT LOAD (PLANE LOAD) OF INFORMATION THAT WILL TAKE ME UNTIL SEPTEMBER TO DIGEST! MUCH APPRECIATED!

              Comment


              • #8
                Re: Ridge Runner III - The Road to Reno...

                Thanks Mike Lucchesi for your recap and Dan Martin and crew for making 2009 very exciting for RRIII fans.

                btw. Bucky those pics rock.

                Comment


                • #9
                  Re: Ridge Runner III - The Road to Reno...

                  Thank you for the peak beind the curtains! That was one of the best posts that I've ver read on this site. Thank you again Mike.

                  Chris

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                  • #10
                    Re: Ridge Runner III - The Road to Reno...

                    That was great! Thank you so much for sharing this. It answered many questions I had.

                    Evan's dad Tim



                    http://evanflys.com/

                    Comment


                    • #11
                      Re: Ridge Runner III - The Road to Reno...

                      Outstanding write-up, Mike. I hope that between the hours, sweat, and busted knuckles the whole adventure was as much fun for everyone involved as it is to read about. And I hope Dan decides to come back and do it again. Its gotta be a huge undertaking and very challenging to pull off on a yearly basis.

                      Steve

                      Comment


                      • #12
                        Re: Ridge Runner III - The Road to Reno...

                        That is a post that I need to copy and save away somewhere for future reference. An excellent insight into the systems of a racer.

                        SA, thanks very much for taking the time to put it all together. Much appreciated by all I'm sure.

                        GP

                        Comment


                        • #13
                          Re: Ridge Runner III - The Road to Reno...

                          Mike,

                          All i can say is wow and thank you for posting this so all of us pit rats can get a feel for what it takes to run a fast unlimited. LOL, you guys even had my son buying one of your hats, apperently i have failed as a father when he is giving up on round engines

                          Keep up the good work and see you next year!!!!!!

                          Comment


                          • #14
                            Re: Ridge Runner III - The Road to Reno...

                            I too would like to add my thanks to you for taking the time to write this up. Also, my sincerest thanks go out to the RR III team for all their time and dedication to field an Unlimited Gold contender.
                            Bill Pearce

                            Old Machine Press
                            Blue Thunder Air Racing (in memoriam)

                            Comment


                            • #15
                              Re: Ridge Runner III - The Road to Reno...

                              Great job Mike for enlightening the masses as to the time and effort involved in making a stock looking Mustang go that fast. Dan and the whole crew did a beautiful job this year. My hats off to the whole team.

                              Cheers,
                              Bruce

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