S I T E   U P D A T E D  4 / 3 / 07                              J I M   M O O D I E   R A C I N G # 2 1

It didn't seem that long before we were close to the Scottish coast and from altitude Ireland's easily visible as we head for the shoreline. Before that there's a lot of flight protocol and rules that have to be followed like giving your departure location, destination, height, type of aircraft, intended route and estimated time of arrival. Flight information is another one, it usually lets you know about other aircraft in the area, like the height, heading and the type aircraft to look out for.  Although it's all very formal and serious, the Scottish air traffic controllers instantly recognise Jim and Tom's voice through these conversations. Later Jim radios to say we are leaving the Scottish coast and, I think, to say we would hook up with the controllers in Ireland for the remainder of the flight. Tom said I would need to put on the life jacket (just in case) and I get myself in a right mess trying to get the thing on correctly. Easy when you know how I suppose, but Jim found it quite amusing when he had to help me out.

It doesn't take Jim long before he works his magic on the Yamaha's front forks.

I'm now paying more attention to what is going on in the cockpit, mainly because I'm now appreciating the real skill in flying a helicopter, whereas in the past I was hanging on wondering when it would end. While Tom was actually flying the helicopter, Jim makes his job that bit easier with some of the instruments and he also takes time to explain what's going on. Tom's Squirrel helicopter is beautifully finished, inside and out, and for all you speed freaks it zips along at around 160 MPH.

As we were going over the sea there was a ferry with a helipad clearly visible. The spot looks small but when you look at the containers on the ship it gives you a better perspective on the size. Jim said if anything happened we could probably land on the ship….all very nice and I suppose it would save using the life jacket. As we near the Irish coast Jim lets the controllers know that we are going over land and we also hear chat from other aircraft that are flying into Belfast.

No sooner were we flying over land when we were nearing the circuit and Jim quickly spotted the correct field to land in…all the better as it was only about 500 yards from the start finish line. Soon after we leave the helicopter it became apparent that Jim is held in high regard in Ireland as spectators and marshals alike are asking after him. I was struck by the amount of officials and marshals that Jim knew by their first names…it seamed anyone who had anything to do with the meeting knew Jim and visa versa. Although Jim's recuperating from the operation, he's off like a scalded cat on these NHS crutches and with little time before the first race was due off, it was just as well.


We're not long in the paddock when the big production bikes were out ready for the warm up lap. Meanwhile each time we move on it doesn't take long before Jim's stopped by someone. You get used to this with Jim and each time you look round he's off again. The next thing Jim's on the starting grid adjusting the front forks of the John McGuinness Yamaha. Jim was making quite a few adjustments, going through a routine that I've never tired of seeing many times before. I turned to Tom and said "I wonder how many riders could do that with the full confidence that it was right", not many we said. More to the point, how many top riders would allow this to happen to their bike just before a race, in the knowledge they had the full confidence in what the other person was doing?, not many. Jim then checked the rear suspension and said it was fine. We watched the start of the race only for it to be stopped on the first lap. There was a long delay and we all knew it was serious although all the bikes were back on the grid with the mechanics putting on the warmers again.  Jim checked with John about the suspension and it was no surprise that no further adjustment was needed. I can't overstate the skill that's required in setting up a bikes suspension, especially for this level of racing. It's a skill that very few people in the world of motorcycle racing possess and it's something Jim has in abundance….enough said.

Jim had some time to blether with his former trusty mechanic Jim McMahan, who now works for Tas Suzuki. Jim speaks very highly of Jim Mc and sees him as his number one choice, praise indeed. Eventually the race was under way with John finishing seventh, I'm sure he would have liked better. The front of the R1 was a splattered mess, no surprise with the lap times at the UGP. Next up was the 600 production race and John was heading for a top three placing and a fastest lap to boot…..getting better.

Right. Jim talks with Mervyn White.

We had time to spare before the superbike race so Jim and Tom went round to John's motorhome for a cuppa. Me, I was off wandering around the place and besides Jim asked me to lookout for Barry Symmons, the very clever man who was in charge of the Rothmans Honda team back in the late eighties and then as race director with the successful Norton rotary venture. Anyway, Barry had a neat little hospitality section (and very nice too) near the start finish line, but I couldn't find it because I was looking for something much bigger. After a wonder round I went back, and to say the least, Jim was surprised that I couldn't find Barry's unit. Continued here.