might be survivable in regular flying might not be, at
speed over the Nevada desert. Loose control cables;
using the wrong material when the right one wasn't
available; designing a "push on a rope" method of
trim actuation; using worn-out fasteners; ignoring
an unidentified vibration in the interest of getting a
chance to "test" — all these have badly scared or even
killed racers in the past few years.
Always, the insidious demon of fatigue is working
to overcome the angel of adrenaline. Fatigue always
wins, in the end. Checking, by pros and apprentices
alike, is encouraged. Any question is answered; any
doubt addressed. No one, no matter how confident he
is in anyone's abilities, neglects this oversight.
Still, making things more interesting and sometimes easier is the idea that pervades the races: "If it's
safe and it works, do it!" Material substitutions, prop
swaps, all sorts of loaned parts and scrounged parts
are mixed with the original, as the week progresses
or as things don't meet expectations. Modifications —
a complete new air intake, new cylinders, trim, gear
door springs — anything that makes the airplane
safer and faster, goes in.
14
Photo by Tim Kern.
RECIP TECHNOLOGY
Swiss F1 Pilot Vito Wypraechtiger (yellow shirt) elected to
change engines in the daytime, rather than overnight. This
cost him a starting position, but ensured everything would be
right. It was — he started from the back and finished second
in Gold.
What does it take to wrench at Reno?
There are very few paid positions on teams at the
races. Many of the top teams rely on a devoted set
of volunteers, some of whom work all year on the
airplane; others come just for the race, or the Pylon
Racing School (known as "Rookie School") in June.
AviationPros.com/company/10226001
April 2013
Aircraft Maintenance Technology • www.AviationPros.com • www.AMTSociety.org