Tsunami STATISTICS AND EARLY HISTORY
Vital Stats
Wing
Overall Span 27.5 Ft.
Airfoil – Modified NACA 63-212
Root Chord: 88” – Tip Chord: 40” – Aspect Ratio: 5.45:1 – Total Wing Area: 150 Sq. Ft.
Wing tanks (2) capacity – 120 Gal total
Fuselage
Overall Length 28.5 Ft.
Fuselage tanks (2) capacity 110 Gal total
Landing Gear
Main
Wheelbase 9 Ft.
Adapted Aerostar main landing gear
Learjet wheels & brakes
Wheel size 18 x 5.5
Tail
Adapted P-51 H gear
Wheel – solid rubber Grumman S2 F tail bumper
Power Plant
Rolls Royce Merlin
Two Stage
Horsepower 3500 at 3200 RPM and
100 in. manifold pressure
Weight
Empty 5,600 lbs.
Full 7,200 lbs.
Construction
Built From Scratch Except For
Engine (Rolls Royce Merlin) Engine Mount (modified P51)
Spinner (P51H)
Prop (T28 blades)
Gear (Aerostar)
Brakes & Wheels (Learjet)
Tail Gear (P51H)
Misc. Pumps & Instruments
The Remarkable Journey of a Homebuilt Racer
A Vision Takes Flight
Tsunami was the brainchild of Minnesota industrialist John R. Sandberg and Lockheed engineer Bruce Boland. The dream began to take shape during a design concept meeting in August 1979, and just a few months later at the Red Baron Speed Record Run in Tonopah, Nevada, an agreement was struck between Boland and Sandberg to build what would become the first homebuilt Unlimited air racer since 1939.
From Concept to Construction
With the go-ahead given in October 1979, construction on Tsunami officially began in 1980. Over the next several years (1981–1986), the aircraft evolved through numerous engineering changes and refinements. Nearly every part was hand-fabricated by Bruce Boland, Ray Poe, and Tom Emery in Sun Valley, California — a true labor of love by a dedicated team of craftsmen.
Powering a Dream
At the same time, a specialized team at J.R.S. Enterprises — Sandberg’s WWII aircraft engine overhaul shop — was developing the heart of the racer: a highly customized Rolls-Royce Merlin engine. Early testing was done using a single-stage Merlin installed in Sandberg’s racing P-51 Mustang, Tipsy Too. But as Reno race speeds climbed, the need for more horsepower led to the adoption of a two-stage Merlin in 1984.
A Dedicated Dreamer, and a Team that Refused to Quit
The final powerplant was a feat of engineering:
- 7 Main Core and Blower, blower mounted upside-down for downdraft carburetion
- 500 Series Reduction Gear Assembly
- 724 Head and Bank
- Custom radiator and oil cooler
- Anti-Detonation Injection (ADI) system
This setup initially produced 3,000 horsepower using high-octane fuel, and by the end of the development program, output had increased to an astounding 3,800 horsepower.
Final Assembly and First Flight
In May 1986, the nearly complete airframe was transported to Steve Hinton’s Fighter Rebuilders shop in Chino, California, where a team worked around the clock to prepare Tsunami for its racing debut.
Tsunami's first flight took place on August 17, 1986, with Steve Hinton at the controls. Early flight tests clocked the aircraft at speeds exceeding 500 mph, making Tsunami the fastest propeller-driven homebuilt aircraft in the world.
Tsunami Takes Flight on August 17, 1986
After 7 years of Construction Tsunami Takes to the Skies
September 1986 marked Tsunami's arrival at the Reno Air Races, joining the ranks of the legendary
"Heavy Metal" contenders.
Tsunami – A Dream in Motion
Tsunami's Race History
Reno, 1986
Tsunami encountered electrical issues during its debut race week—specifically with the generator. During Sunday’s Gold Race, electrical power failed, causing the Anti-Detonation Injection (A.D.I.) system to stop functioning. Without A.D.I. flow, the engine began to detonate, forcing an early landing.
1986–1987
Development continued throughout the following year. The electrical issues were successfully resolved, though intermittent oil heating problems began to emerge.
July/August 1987 – Oshkosh Debut
Tsunami made its first public appearance since Reno at the 1987 Oshkosh Air Show. With all systems performing flawlessly, it was entered into the Homebuilt judging competition. Tsunami proudly returned to Chino, California, after being honored with the Homebuilt Custom award.
Reno Air Races, 1987
Tsunami qualified at an impressive 465 mph. However, the recurring oil heating issues returned. During Saturday’s race, while running a strong third, pilot Steve Hinton made a precautionary landing due to high oil temperatures. Shortly after touchdown, the right landing gear collapsed. The resulting damage was significant, requiring a complete rebuild in Crystal, Minnesota.
Reno 1987 - 1988
1987–1988
Tsunami was completely rebuilt in Minneapolis, Minnesota, incorporating extensive redesign and rework throughout the aircraft.
Reno Air Races, 1988
Tsunami returned to Reno and qualified with a race speed of 470.899 mph, just 3.73 seconds behind top qualifier Rare Bear. In Saturday’s heat, Tsunami took first place with an average speed of 462.218 mph, setting a new race speed record at Reno. In Sunday’s Gold Race, Tsunami placed third, finishing behind Rare Bear and Dreadnought.
Speed record Week 1989
Visions of Speed
1989 – Visions of Speed
Back in Chino, California, Tsunami began preparations for a world speed record attempt, scheduled for September 1989.
In June of that year, Speed, Props & Pylons (SPP), an aviation newsletter, interviewed Tsunami’s owner, John R. Sandberg (JRS), about his decision to pursue the record:
(SPP): Why did you decide to go for the speed record?
(JRS): “I have been dreaming of this all my life. I guess you would say it has been a ‘Vision’ of mine. I also want the public to acknowledge that—yes—a private individual, with a small group of dedicated people, can build such an airplane with limited funds and make a dream come true.
Another point I hope the public takes away is this: a private pilot—which is my current rating—at 57 years old, can still pursue and achieve those ‘Visions’ that mean so much.”
Wendover Airport 1989
(SPP): Now that you've made the decision to go for the speed record, what are the next steps?
(JRS): “The first step is to scout a location that meets all the FAI (Fédération Aeronautiques International) regulations, along with favorable conditions from Mother Nature—like weather, winds, and humidity.
Then, we submit an application to the FAI for a designated time window. Once approved, that window prevents anyone else in the world from making an attempt in that class for three months.
We also need to secure an FAA Low Altitude Waiver for that location and timeframe.
To select the best opportunity for success, we’ll study detailed weather patterns, wind speeds, humidity levels, and so on.
Finally, we’ll need certified FAI timing officials, support from the local Fire Department, four aircraft stationed at each end of the course to verify flight parameters, and a helicopter for safety support.”
Timers Arrive In Wendover 1989
(SPP): Approximately how much will this cost?
(JRS): “About $50,000 to $75,000 to complete the speed record attempt.”
1989 – Continued Modifications
In preparation for the world speed record attempt, Tsunami received a number of upgrades:
- The tail was redesigned to reduce sensitivity and improve stability.
- Manual overrides were installed across all major systems.
- An electronic ignition system was added for improved engine performance.
- Minor adjustments were made to the cooling system.
August/September 1989 – Wendover, Utah
Tsunami and John R. Sandberg arrived in Wendover, Utah, for the official 3 km World Speed Record attempt.
Tsunami: Chasing Speed, Chasing Dreams
September 7, 1989
Thursday morning, JRS taxied out for takeoff but aborted—twice—after smelling fuel inside the cockpit. His instincts proved lifesaving. One of the crew members had accidentally filled the A.D.I. water tank with fuel. Had JRS activated the system, the fuel would have sprayed over the hot radiator, likely causing a fire. The FAA waiver was extended through
Friday, September 8, and the team spent the morning replacing the ADI system. That afternoon, a practice run was approved—and the flight went beautifully.
Then, disaster struck. Upon landing, the left landing gear collapsed, causing the right gear to buckle moments later. Tsunami slid to a stop on her belly. The record attempt was over.
When asked what was going through his mind at that moment, JRS responded:
“Right rudder, right stick, don’t tear the airplane apart.”
September 11, 1989 – A Herculean Effort
In the days that followed, the team worked around the clock on repairs—sheet metal, fiberglass fabrication, and even an engine change.
JRS flew back to Minnesota to retrieve four new propeller blades, while Gary Levitz used his Navajo to chase down additional parts.
Three days later, after an incredible effort by the entire crew, Tsunami—flown by Steve Hinton—landed in Reno, ready once again to race.
Reno Air Races, 1989
Tsunami qualified for the Gold Unlimited at a speed of 462.015 mph.
In Sunday’s Gold Race, Tsunami finished in 5th place with an average race speed of 385.754 mph, completing only 7 laps of the course.
While it wasn’t the finish the team had hoped for, Tsunami’s presence in the Gold class continued to prove its place among the elite of Unlimited Air Racing.
Texas Air Race Victory
June 1990 – Texas Air Races Victory
With Steve Hinton at the controls, Tsunami took home first place at the Texas Air Races, achieving an average race speed of 420.730 mph.
August 1990 – Setbacks and Determination
Determination
Just one week before race weekend in Denver, John Sandberg experienced a landing gear failure while flying Tsunami.
The aircraft suffered significant damage, including crushed wings, broken propeller blades (two of which snapped from the hub), and a heavily damaged tail section.
Later that month, tragedy struck again. Steve Hinton, Tsunami’s longtime pilot, was seriously injured in a takeoff accident while flying a Miles Atwood replica. The engine quit unexpectedly, and Steve was forced to make an emergency landing in a field. He survived but ended up in a full body cast. Initially, John Sandberg was ready to cancel the race season.
But Steve, ever the competitor, insisted they find a replacement pilot. According to Steve, the only man up to the task was Lockheed Skunk Works test pilot Skip.
New Pilot Takes the Reins of Tsunami!
September 1990 – Enter Skip Holm
When Skip Holm arrived in Minnesota to begin flight testing Tsunami, he gave Sandberg a simple warning:
“If there’s anything wrong with the plane, I’ll find it.”
True to his word, Skip took Tsunami on her first test flight, pushed her over 500 mph, and—sure enough—ripped the belly scoop clean off the plane.
Tsunami was quickly repaired and prepped for Reno. That year, the aircraft qualified at 465.187 mph, and in Sunday’s Gold Unlimited final, Skip Holm piloted her to an impressive second-place finish with an average speed of 462.999 mph.
Skip loved his shoes!
A New Look For Tsunami!
Spring/Summer 1991 – Innovations and New Look
In early 1991, John Sandberg tested a new composite propeller.
Unfortunately, the prop failed catastrophically in the test cell, prompting a pivot to other innovations.
By June, Sandberg and the team had installed an electronic fuel injection system on Tsunami’s Rolls-Royce Merlin engine—a major leap forward in power and efficiency.
In July, Tsunami received a fresh new paint scheme, signaling yet another chapter in her ongoing evolution.
Reno 1991
Reno 1991
Although Tsunami finished third at the 1991 Reno Air Races, many consider it to be the greatest Unlimited race in history. The top three aircraft crossed the finish line within just 3.47 seconds of one another, averaging speeds of 478 mph.
This race still holds the record as the fastest pylon race ever and marked the first time in Reno history that lap speeds exceeded 500 mph.
September 25, 1991
September 25, 1991
After the 1991 Reno Air Races, Tsunami was grounded in Casper, Wyoming due to poor weather. John Sandberg and Skip Holm departed in different directions, leaving the aircraft in Casper until conditions improved. On September 25, John returned in his Mitsubishi MU-2 with Ed Erickson, Sam Torvik, and Joanne Shannon on board. Ed was to fly the MU-2 as a chase plane while John piloted Tsunami.
During the flight, they discovered that Tsunami’s airspeed indicator was reading slower than the aircraft’s actual speed. The group planned to make a fuel stop in Pierre, South Dakota. The flight was going well, and upon arriving in Pierre, John performed a low military-style pass over the airport before setting up for landing.
The weather included gusty winds over nearby bluffs. To compensate, John kept his approach speed up — unaware that his true airspeed was higher than indicated. As he deployed the flaps, the increased aerodynamic load caused a flap actuator to fail, resulting in a sudden and unrecoverable roll.
Tsunami crashed approximately 1,000 yards short of the runway. The accident marked the end of the Tsunami program for nearly two decades.