I WROTE AN introductory article,
published in the May 2006 MA, about two
AMA SIGs that are dedicated to the history
of RC modeling, one of which is the Senior
Pattern Association, or SPA. This group was
one of the “best-kept secrets” within
aeromodeling, and I hoped to introduce, or
maybe reintroduce, modelers to the joys and
challenges of competitive aerobatic flying
using vintage aircraft from the “good, old
days” of RC Aerobatics, or Pattern.
The SPA uses pre-1976 designs primarily
because many consider the 1965-1975 era to
be the “golden age” of Pattern—when it was
king and competition flourished. During
much of that period all competitors (even at
the national and world level) flew airplanes
with wire landing gear, standard engines, and
other equipment that was commonly
available to all modelers at the time.
As technology advanced it became
essential to use increasingly complex and
expensive airplanes, engines, tuned pipes,
and retractable landing gear to remain
competitive at the highest competition levels.
As a guiding principle since 1991, the SPA
was purposely designed to limit technology,
thus creating an atmosphere of evenly
matched airplanes. This shifts the focus back
to flying skill and the fun of competition
within the average modeler’s budget.
Anyone who is starting at SPA’s Novice
level (i.e., most people) may compete with
any AMA-legal airplane: whatever you
have. The idea is to encourage newcomers
to compete—not to compel them to build
and fly vintage aircraft without trying the
experience first. Only at the Sportsman and
Expert levels are SPA-legal designs
required.
The response to the first article was
positive and personally gratifying, with
tremendous interest generated in vintage
aerobatic competition. Some newcomers
have even flown to or driven long distances
to see an SPA contest.
In the months since that article was
published and Eric Henderson included a
follow-up review of the SPA in his July
2006 MA RC Aerobatics column, the SPA’s
membership has increased more than 35%
and two new regional chapters have been
formed. The Pacific Northwest group is
centered in Oregon and the Northeast
chapter is headquartered in New Jersey.
Because of the great response and to
answer questions that are commonly posed
to the SPA, I am going to pick up where the
first article left off and delve a little deeper
into SPA competition. I’ll include a general
look at precision Aerobatics and a detailed
review of airplane, engine, and other
equipment preferences to better prepare the
newcomer for that first contest.
The Novice, Experienced, and “Retired”
Pattern Pilot: There is much diversity among
SPA members. Some have years of
experience and fly in SPA and AMA events,
while most new Novice-class competitors are
just making the jump from sport-flying to
competition.
Most SPA competitors are experienced
former Pattern pilots who, for any number of
reasons, did not continue in traditional AMA
competition. They had that high-performance
Pattern model in storage or were using it for
fun-flying—sort of like taking a racecar out
on the interstate.
Pattern airplanes are primarily designed to
compete, and SPA competition is the perfect
way to re-experience the contest challenge
without a huge financial investment. These
“retired” pilots have had their interest in
competition rekindled and are rediscovering
the fun they once had. Once the competition
bug bites, you tend to stay bitten.
Links to AMA Competition: AMA Pattern
can have a steep learning curve at first for
newcomers. The SPA can be an inexpensive
way to test the waters and limit the investment
before entering AMA Pattern. Since it’s
BY DUANE WILSON
A New Look at Vintage Aerobatics
The Senior
Pattern
Association’s
newcomer’s
guide to
Aerobatics
Top: John Nessler (L) and brother
Eric Nessler compete for fun with
scratch-built Jim Kirkland
Intruders. Bill Wilson photo.
Right: Joe Bridi designed the Dirty
Birdy, published in the June 1975
RCM. Bridi photo.
July 2007 49
07sig2.QXD 5/23/07 11:53 AM Page 49
50 MODEL AVIATION
The SPA is about simple, fun aerobatics.
Find out more at www.seniorpattern.com.
AirBorne Models’ T-34 ARF is excellent to begin with in the Novice class. The rudder
and fin have been modified to improve control authority.
common for SPA pilots to also fly AMA
Pattern, it’s a great way to network and learn
about competition.
Why do many AMA competitors also fly in
the SPA? The typical reasons are the more
relaxed atmosphere, a different type of airplane
to compete with, flying Pattern “just for fun,”
and the unmatched atmosphere of camaraderie.
As I mentioned, the SPA places the primary
emphasis on simple competition without
performance-enhancing accessories. Therefore,
tuned pipes are prohibited and retractable
landing gear must be kept down. The skeptics
who compete despite their misgivings about
flying without that equipment often enjoy
themselves as much as with it.
(A fledgling organization called the
Ballistic Pattern Association, or BPA, is being
organized for retract and tuned-pipe diehards.
As the name implies, this group deals primarily
with later vintage aircraft for which those
components are required.)
The Pattern Model: Unlike trainers and many
sport models that are designed with an extra
measure of hands-off stability, Pattern airplanes
are designed to go exactly where you point
them and hold that heading with no corrections
while flying a beautiful aerobatic maneuver or
heading straight into the ground; that depends
on you. These models are not particularly
hard to fly (in some ways they are easier),
but you must stay ahead of them all the way.
An equally important ingredient for success
in Aerobatics is a well-trimmed aircraft, to
avoid having to make unnecessary corrections
and battle the airplane through each maneuver.
I can’t overemphasize the importance of careful
trimming by a knowledgeable person—either
you or an expert.
Don’t hesitate to ask someone to evaluate
your aircraft’s trim and balance (CG and
lateral). The process may take several flights,
but it is well worth the effort. A detailed
description of the trimming process is beyond
the scope of this discussion, but the information
is out there in magazine articles, on Internet
forums, or from the experienced Pattern pilot at
your field.
The SPA Model: RC Pattern pioneer Ed
Kazmirski was quoted as stating that winning a
contest is “ … a combination of 65% pilot and
35% airplane … ” Some have placed the pilot
skill factor even higher.
An expert pilot can do amazing things with
a so-so airplane, but what about the rest of us?
For any pilot, regardless of skill, 35% is still
35%, and in tight competition the choice of
airplane can make an important difference in
the outcome.
In SPA contests the emphasis is on
competition with vintage aircraft—not precise
duplications of the original designs. The goal is
the same as it has always been in Pattern: to be
as competitive as possible according to the
current rules.
Since the current SPA pattern contains
maneuvers up to the 1976 cutoff date, small
deviations from the original model planform
are allowed to improve flight characteristics
and save weight, which improves vertical
performance. You will see an evolution from
standard tricycle gear to tail-draggers because
of less “K factor” emphasis on taxiing and
takeoff.
The most important thing to keep in mind is
that regardless of changes, the airplane must
still closely resemble the original.
Other than landing gear, the most noticeable
departure from the original model has been the
allowance of four-stroke engines since the late
1990s because of today’s noise restrictions. The
four-stroke is now predominant because its
performance rivals that of a two-stroke .61 with
a tuned pipe, but two-stroke lovers will be
happy to know that with recent improvements it
is becoming much more common to see both
engine types at most contests.
Choosing a Model: Airplane choice is
noncritical for the Novice. It becomes more
important as you advance through Sportsman
class to Expert, in which maneuvers are more
demanding and require more vertical
performance. Although it’s not recommended, I
have seen high-wing trainers win Novice
because the pilots were skilled in takeoffs,
general flying, and landings.
Most competitors gravitate toward the best
airplane, engine, propeller, fuel, etc. after
competing in just a few contests by networking
with others. For your first few meets it’s best to
concentrate on practicing and flying well with
what you have. The rest will evolve naturally.
The early 1960s Pattern designs (which were
originally designed to fly on reeds, before the
advent of proportional radios) are great sport
models but are seldom considered competitive
enough for general SPA competition. The
Taurus, Kaos, and Kwik Fli series are great for
Pattern trainers, use in Novice, or use in
Antique Class (a special, less commonly held
event for pre-1967 designs).
Novice ARFs: Since Novice class allows any
AMA-legal aircraft, most competitors opt for an
aerobatic airplane they already have or one of
the excellent Pattern trainer ARFs that are
available as a way to experience competition
without spending time scratch-building or on
vintage kits. The most important thing at this
stage is to fly an aerobatic model with which
you are comfortable.
Many suitable airplanes are available from a
wide variety of manufacturers, but two ARFs
are worth special mention: AirBorne Models’
T-34 Mentor and Cermark’s Javelin II. I’ve had
experience with both or have seen them used
with repeated success at SPA contests.
One of these designs has tricycle landing
gear and the other is a tail-dragger. Both fly
like they are on rails, but, best of all, both
are inexpensive and have proven themselves
to perform excellently. Neither model is
SPA-legal, but it doesn’t matter in Novice.
The Cermark Javelin II ARF is perfect for
SPA participation. No modifications are
necessary. Michael Ramsey photo.
Photos by the author except as noted
07sig2.QXD 5/23/07 11:05 AM Page 50
Both will get you out practicing in a hurry!
I used the T-34 as my Pattern trainer. It
flies well on a .46-.50 two-stroke or .40-.72
four-stroke engine.
Of all the aerobatic models I’ve flown, this
one is the easiest to “walk in” on landing
approaches for perfect nose-high touchdowns
on the main wheels of its tricycle landing gear.
That is an important consideration if you are
not used to flying a tail-dragger.
I was impressed enough with the T-34 to
write a review article about it for my local
club’s Web site. I discussed my findings and
summarized Eric Henderson’s excellent
review of the model in the July 2002 MA RC
Aerobatics column.
Eric covered simple modifications to the
standard airplane’s vertical fin and control
surfaces to improve performance. Read that
column thoroughly if you are interested in the
T-34. For $129.99, it is a great bargain. It has
a wingspan of 58 inches.
The Javelin is a sharp little tail-dragger that
is fast becoming the “go-to” design for SPA
Novice competition. Several competitors fly
it. It will perform the Novice pattern with
ease, is graceful and smooth, and tracks
wonderfully through maneuvers with its long
tail moment.
The Javelin is the closest thing to the fullsize
SPA-legal airplanes. Dennis Hunt at
Zimpro Marketing produces a performancemodified
version. The Cermark version’s
suggested retail price is $169.95. It has a
wingspan of 58 inches. The performancemodified
version sells for $189.95 and also
spans 58 inches.
SPA-Legal Models: You can find a
comprehensive list of SPA-legal designs on
the SPA Web site. All were designed and
flown prior to January 1, 1976, and can be
used for all competition levels.
If you are familiar with Pattern’s golden
era, one or more of the models’ names may
immediately interest you. If you are a younger
or newer competitor or are new to the idea of
“classic Pattern,” the choices might just look
like a long list of names. Where do you find
descriptions and pictures of these airplanes?
The designs featured in Radio Control
Modeler (RCM) magazine throughout the
years are located in a catalog for quick
reference. Model Airplane News (MAN)
magazine has its own plans service, as does
Flying Models magazine. Also consider
joining the SPA Discussion List (a good idea
for anyone who is interested in the SPA),
where you can ask for information about a
particular design.
For those of you who don’t have a
preference, I’ll briefly review five of the most
popular designs at SPA contests and touch on
the reasons for their fame. If you bring one of
these to a meet, you will feel at home and
know you have a good performer.
All of the following are available as kits,
short kits, Almost Ready-to-Covers (ARCs),
or ARFs. You can’t go wrong with any of
them. These models have proven themselves
in Pattern history and continue to do so at
each SPA contest.
• Daddy Rabbit: Jim Whitley won the 1966
Nats with this no-nonsense, functional design.
Part of the reason why it was featured on the
cover of the May 2006 MA is that it is the
acknowledged frontrunner when it comes to
overall performance.
Dennis Hunt at Zimpro Marketing
expertly produces this design as an ARC and
several short kit options. “The Rabbit,” as it is
usually called, has good vertical performance
on a .91 four-stroke engine and will fly fast
for rolling maneuvers, yet it is forgiving and
capable of slowing nicely for those desirable
soft landings.
As is common with rabbits in general,
they are all over at SPA meets, and for good
reason. Contact Dennis for information about
the ARC he offers. It sells for $485.
• Dirty Birdy: Joe Bridi has a well-deserved
reputation for good-flying designs, from the
early Kaos to later models outside the SPA
time frame. This sleek, curvaceous mid-1975
design is one of his best-known contributions
to RC Pattern. It has always been a popular
standard among the pilots.
Coming out near the end of the “legal”
period, this airplane is equally at home with
or without a tuned pipe and retracts. It is
smooth and quite fast, even without the
aforementioned SPA-illegal gear.
Jim Kirkland and his original Intruder.
The design was published in the March-
April 1971 MAN. MAN photo.
You can’t go wrong with a Joe Bridi
design. His Dirty Birdy is good with a .60-
size engine. RCM photo.
The Daddy Rabbit is a no-nonsense design
by Jim Whitley. It’s available from
Zimpro Marketing. Proline Radio photo.
• A-6 Intruder: Jim Kirkland won the 1970
Nats with this design, which was inspired by
the US Navy fighter. The Intruder’s primary
virtue for SPA use was its status as the only
SPA-legal production ARF.
World Models produced its Intruder while
totally unaware of its SPA potential and with
significant changes from the original
Kirkland design. However, once approved
and the model developed a reputation as a
good performer and was popular, happiness
reigned.
Last year World Models discontinued
production of the design just as it was being
recommended to many new SPA members as
a popular ARF. The remaining kits were
running out and the Intruder seemed near the
point of extinction. But the story was not
over.
Months later management at World
Models’ US headquarters—AirBorne
Models—was contacted and a case was made
for reintroducing the airplane. Within two
days word came back that not only was it
going to reverse its decision, but it would
produce an improved Intruder!
When asked for improvement suggestions
we were more than happy to oblige. Eric
Nessler, an expert pilot who is familiar with
the Intruder, detailed on paper to AirBorne
engineers the changes that needed to be made
to the old model for it to fly its best in a
contest setting.
It is our understanding that all major
modification suggestions were incorporated
into the new version. Even the color scheme
was changed to match the original Intruder.
We have not had the opportunity to testfly
the airplane as of this writing, but there
is every indication that AirBorne has a
winner. And the company gets high marks
for attention to customer relations! The A-6
is available for $199.99.
For those who are interested in a true-tothe-
original Kirkland Intruder that is more
suited to two-stroke engines, a fiberglass/
foam kit is available through Dan Hines at
Carolina Custom Aircraft for $255 plus
shipping and handling.
July 2007 51
07sig2.QXD 5/23/07 11:05 AM Page 51
52 MODEL AVIATION
Vic Husak’s King Altair was one of the first designs to adopt the
short nose, long tail moment concepts. RCM photo.
• Phantom 1: Although it is not as immediately recognizable as
some classic Pattern designs, Bob Klineyoung’s 1973 vintage
Phantom 1 has excellent overall performance that rivals the
Daddy Rabbit.
SPA President Bruce Underwood and his son Cass are
consistent winners in their respective competition classes with
this design. You can have the same winning model, but you’re
going to have to practice as much as they do to win.
This design is available in several wing/stabilizer short kit
versions; the fuselage needs to be scratch-built from plans.
Contact Dennis Hunt for details.
• King Altair: This list would not be complete without my
favorite SPA-legal aircraft. Designer Vic Husak adopted and
perfected the best of friend Ed Kazmirski’s Taurus design
features, including short nose moment, long tail moment, and a
somewhat thicker wing section for slower, more constant
airspeed.
With an 80-inch wingspan (huge for its time), the King not
only looks like but (according to better pilots than myself) has
flight characteristics similar to early 2-meter Pattern designs. It
is easy to fly; you can focus on your maneuvers. The following
is a quote from Vic’s 1967 RCM article.
“ … The ship performs the patterns with real elegance,
which I believe is due to its size. All maneuvers appear clean
and precise.
“There is a softer, more graceful response to control
application—it just looks better.”
He’s right. If kept light, and with a good .91 four-stroke
engine, the King is fully capable of competing in all classes.
(See the sidebar for the King Altair background story.) A lasercut
kit is available.
Engines and Accessories: As with the airplane, the choice of
engine matters most in the more competitive Sportsman and
Expert levels. If you like a particular brand of engine, stick
with it while flying in Novice. Dedication to practicing
maneuvers matters much more than engine choice.
In the higher classes, and with an engine-size limitation as
part of the rules, considerable experimentation has been done to
try to determine the best engine overall; most pilots eventually
gravitate that way. Since information is shared readily, word
gets around quickly. If you’re happy with your engine, great,
but read on if you’re looking for a recommendation.
As discussed earlier, four-stroke engines appear to have
better vertical performance for Expert maneuvers such as the
Figure M and Top Hat. But which four-stroke should you use
and why?
After a great deal of informal “research” and flight-testing
several manufacturers’ engines, it has become generally
accepted that the O.S. Surpass II .91 delivers the best
combination of reliability, power, and performance, with the
least amount of mechanical worries. In addition, needle-valve
settings are less sensitive. (Many pilots report going a whole
season without readjusting the needle.)
Before O.S. starts feeling too good about being declared the
unofficial winner of the “Best Engine” contest, SPA’s
acknowledged engine guru Bill Collins (with years of
NASCAR experience to his credit) has a good-size list of
performance improvements that O.S. could make to further
improve the .91 Surpass II. If O.S. is listening, Bill can be
contacted through SPA President Bruce Underwood at the
organization Web site.
While waiting for O.S., most SPA pilots perform at least
some of these modifications themselves to coax all the rpm
possible out of that mill without adversely affecting the engine.
(Bill’s engines routinely have hundreds of flights on them with
no problems.)
There are other means of safely increasing performance,
including selecting the right combination of fuel and propeller.
After extensive “research” SPA’s finest engine minds have
arrived at a winner in the fuel category: Morgan Fuel Cool
Power high-performance 30% Heli Blend.
The combination of two synthetic oils keeps the engine
running cooler in spite of high nitromethane content. There
have been no problems associated with using this fuel, but the
engine must not be run lean; it is best to err on the side of a
slightly rich setting.
Propeller selection is still up for debate, depending on
several factors, but it is agreed that the best propeller choice is
APC. Experimentation with a number of propellers is
recommended to determine the best performance for your
particular model.
I hope these two articles have been informative and have
sparked your interest in flying precision Aerobatics. SPA is not
about being “senior,” nor is it primarily about the vintage
airplane designs alone. Although there is an appreciation of RC
Pattern history and most have their favorite airplanes, these
classics are new designs to many younger members.
The SPA is primarily about competition with vintage aircraft
and without investing a fortune to participate. Please don’t
assume that the average flier can’t compete.
Bob Klineyoung’s 1973 Phantom—published in the November
1973 RCM—can be built with standard or trike gear. RCM photo.
07sig2.QXD 5/23/07 11:53 AM Page 52
Is SPA Aerobatics Right for You?
Many of us are into RC for different reasons, and many pilots are content to
fly random maneuvers just for fun. That is fine, but you may never be the same
once you see someone who really knows what he or she is doing perform
beautiful, graceful aerobatics.
That was my experience as a young teen watching Ed Kazmirski, Don
Lowe, and others do their magic with these airplanes. I vividly remember
Howard Thombs cutting his swept-wing Taurus’s throttle while rolling into a
Split S and then making a perfect landing—seemingly without corrections.
That was all it took to change me for life. For me, the competitive aspect of
aerobatics is secondary to the joy and beauty of mastering that graceful Cuban
Eight or Double Stall Turn.
There is a great difference between random loops and rolls wherever the
airplane happens to be and precision Aerobatics. At first glance Aerobatics
seems deceptively simple. The real challenge comes when the word “precision”
is added.
It’s amazing how challenging it can be at first to simply perform Straight
Flight, level and parallel to the runway, bank into a Procedure Turn (a 90° turn
and then 270° in the opposite direction), and return in Straight Flight along the
same path at the same altitude! If you haven’t tried it yet, give it a shot the next
time you’re at the field, and picture yourself being judged all the while!
I have just described the three Novice sequences after Take Off. Although
maneuvers become progressively more complex as you go up the ranks from
Novice to Sportsman to Expert, the emphasis on precision remains the same.
Don’t let the term “Pattern” or the thought of competing in some form of
organized competition intimidate you. As described, half the Novice pattern
consists of flight elements you routinely perform during every flight.
The real question to ask yourself is whether or not the challenge of
practicing maneuvers to make them beautiful and precise appeals to you. If it
does, you can do this. All you need is the incentive to practice in the pursuit of
perfection that SPA competition provides. (Without competition in front of
judges, there is little incentive to work on getting those maneuvers just right.)
Although competition is real, the atmosphere at an SPA meet is relaxed and
nonthreatening. It is a step between local sport flying and serious AMA
competition, and the competitors are the best RC people I’ve ever met.
An unexpected benefit of precision flying is that it quickly sharpens a
pilot’s flying ability. In a short time you will find that a much more confident,
disciplined individual is operating those transmitter sticks. MA
—Duane Wilson
Clockwise from top left: The author with King Altair, Don Eilor with
Javelin II, John Nessler with Intruder, Vic Koenig with Dirty Birdy.
Don’t let the year of a design fool you;
Pattern models of any vintage are high
performance and specifically designed for
beautiful maneuvers and competition.
Aerobatics is not for everyone, but it may
be for you if you’ve read this far.
The SPA wants to grow to the point
where contests can take place across the
country. In addition to our two new
chapters, we have significant growth in
many areas of the country. All it takes is
five to 10 enthusiastic members to get
things started, and you can expect SPA
leadership support to help you along.
To learn more about the SPA, check
out our Web site and refer to or download
the official competitor’s guide for rules
and detailed maneuver descriptions. And I
am available to answer any questions you
might have. See you at a contest soon. MA
Duane Wilson
[email protected]
Sources:
A-6 Intruder:
AirBorne Models
www.airborne-models.com
AirBorne Models T-34 Mentor ARF review
www.abaeromodelers.org/articles/
articles.html
Ballistic Pattern Association
www.ballisticpattern.com
Daddy Rabbit:
Dennis Hunt
[email protected]
Dirty Birdy
www.bridiairplanes.com/crew/index.html
Fiberglass/foam A-6 Intruder:
Dan Hines
Carolina Custom Aircraft
[email protected]
Flying Models magazine
www.flying-models.com
Javelin II ARF
www.cermark.com
King Altair laser-cut kit
[email protected]
MAN magazine
www.modelairplanenews.com
Performance-modified Javelin II ARF:
Dennis Hunt
RCM magazine
www.rcmmagazine.com
SPA
www.seniorpattern.com
T-34 Mentor ARF
AirBorne Models
July 2007 53
07sig2.QXD 5/23/07 11:54 AM Page 53
54 MODEL AVIATION
Bruce Underwood calls maneuvers and guides “rookie” pilot as
John Baxter and Scott Anderson judge. Gary Lindner photo.
L-R: David Johnson, Bill “engine guru” Collins, and Phil Spelt with
retired original SPA Logo Kaos. Bruce Underwood photo.
John Nessler guides his Intruder to a beautiful nose-high landing. The SPA scores all
landings. Phil Spelt photo.
Jim Rogers built his Daddy Rabbit to use an O.S. .91 four-stroke engine. The extra
power makes these models groove.
The World Models Intruder ARF is an
SPA-Approved version of the Jim
Kirkland design. AirBorne Models photo.
SPA President Bruce Underwood lines up
his Phantom 1 for a perfect landing.
Fixed landing gear is practical.
Conforming to new field-noise
requirements, the SPA allows four-stroke
engines, shown in this Phantom 1.
07sig2.QXD 5/23/07 11:08 AM Page 54
AMA’s Take: Researching Your Design
Flying vintage Pattern airplanes and an appreciation of RC Pattern history go
together, as movie character Forrest Gump said, “ … like peas and carrots.”
In the past year I’ve come to more fully appreciate the human story behind the
models I build and fly by learning more about why my airplane was designed and
about the designer. It adds an extra dimension to the normal building and flying
experience.
Since many SPA-legal airplanes are Nats or World Championships winners,
they were prominently featured in modeling magazines of the time. If you’re
interested in researching your aircraft, locate the 30- to 45-year-old magazine
articles written by the designer.
Some of these features cover little more than construction, but some of them
contain a wealth of timeless information about aircraft design, building,
finishing, and trimming techniques. Of the models mentioned in Duane’s text, the
article covering Jim Kirkland’s original Intruder (in the March-April 1971 Model
Airplane News) is a perfect example. It’s almost like discussing the Intruder one
on one with the designer.
The National Model Aviation Museum at AMA Headquarters in Muncie,
Indiana, is an excellent resource, and it has an extensive archive of historical
information and original magazine articles. AMA provides an invaluable service
to members by aiding them in various research projects. The cost of this service
is reasonable.
In my research on Tom Brett’s Perigee, Ed Kazmirski’s Taurus (both
excellent), and the models discussed in the article, Rich LaGrange and Jackie
Shalberg have helped me greatly. Both are historians at the museum and they’re
more than willing to help.
Numerous biographies of RC greats from all interest areas are available, and
the museum is actively seeking more. The RC modeling community has an
obligation to document and preserve the contributions of our pioneers. It needs
more people who are willing to submit biographies or a wealth of information
will be lost. Now is the time to submit biographies; forms are available on the
AMA Web site at www.modelaircraft.org/museum/history.asp.
After reviewing the articles and biographies and searching on Google (a
grandson I know researched the RC contributions of the grandfather he never met
that way), try the “Classic Pattern Flying” forum on the RC Universe Web site
(www.rcuniverse.com/forum/forumid_379/tt.htm), where you can network with
like-minded individuals worldwide. You can also participate in the SPA
Discussion List (on the Web site). You’ll be surprised what you can learn.
Each airplane has a story to tell; try to find the story behind your Pattern
model (or any other vintage aircraft). It increases your RC history knowledge, it
helps make the vintage modeling experience more rewarding and personal, and
it’s fun! MA
—Bob Noll
The author’s new King Altair as a modern vertical-fin design. The 2006
season included the first flight of a 40-year-old design.
The author’s King Altair on takeoff
displays its distinctive vertical tail shape.
Christina Harris photo.
SPA member 1 Mickey Walker founded
the organization with the genius idea of
keeping things simple and inexpensive.
Pilot Jim Slocum demonstrates the SPA
philosophy “Do your best and have fun” as
he discusses his flight with judges Randy
Roberts and Steve Byrum. Underwood
photo.
July 2007 55
07sig2.QXD 5/23/07 11:10 AM Page 55
interested in vintage
Pattern are familiar with Ed Kazmirski and
his legendary Taurus, but fellow RC Pattern
pioneer Vic Husak of the Chicago, Illinois,
area, made his own mark in RC history.
He is best known for designing largerthan-
average Pattern models such as the
King Altair, which was featured in the April
1967 RCM, and the Mr. Slick from the
February 1972 RCM. Many believe both
designs were decades ahead of their time
because they closely resemble firstgeneration
2-meter Pattern aircraft from
the 1990s.
While looking through the RCM plans
catalog, I was immediately drawn to the
King. With an 80-inch wingspan it stood
out from all other Pattern designs of the
period.
Ed Kazmirski’s 8.5-foot Simla featured
plug-in wings, which at the time was a
revolutionary feature.
In Memory of Vic Husak (1924-2007): The Story of His King Altair
I eventually got the opportunity to buy
one ready to fly. From the moment it left
the ground I was delighted with its slower
than average speed of approximately 80
mph (which to me is still plenty fast) and
its elegance in doing precision maneuvers.
The king has the ability to make a pilot
look better.
Through some detective work I was
able to locate and contact Vic. It was a
thrill for me to tell him in person how
much I appreciate his King and its grace
and beauty in the air.
Vic was gracious enough to respond,
complete with pictures of two of his
vintage Altairs from the 1960s. In the past
year we had been corresponding by E-mail
and telephone. He provided me with
firsthand details of the design process.
Vic was on the cover of the October-
November 1962 Flying Models magazine
with his original Altair-S design. The name
“Altair” was a suggestion from Ed
Kazmirski, who made a practice of naming
his models after stars or constellations.
Vic and Ed belonged to the RC3 club in
the Chicago area. As do typical flying
buddies, they spent time in each other’s
basements “kicking around” ideas for
airplanes. In 1964 or 1965, as engine
technology produced more powerful 60-
size engines, during one of those sessions
they decided to try designing a large-scale
Pattern airplane.
Ed’s was named the Simla and
appeared on the back cover of the August
1965 RCM. With a 102-inch wingspan, it
was gigantic by the standard of the day.
(The Taurus spans 70 inches.) The Simla
and its plans have been lost to us, but Vic’s
King Altair—the “king” of the Altair
series—lives on as RCM plans and is
gaining popularity in vintage Pattern
circles.
What’s the history