State of the Sport: The Fun of Flying Vintage RC Aerobatics - 2006/05

ONE DEFINITION OF the word “vintage” is something “…
characterized by excellence and lasting popularity … representative
of the best.” Two of the many SIGs that are sanctioned by AMA
devote themselves to the history of radio-control aeromodeling and
preserve its best for a new generation of modelers to enjoy.
Although the history of RC can be traced back further, for
practical purposes it begins with the introduction of radios
Jeff Petroski of Home and Hobby Solutions holds his newly kitted
Taurus. This famous Ed Kazmirski design was originally kitted by
Top Flite. Wilson photo.
Many are probably familiar with the Sr. Falcon; this one is by Bob
Harris of Early RC Models. Wilson photo.
by Duane Wilson
John Haffner’s award-winning
version of Phil Kraft’s Kwik Fli II
uses dowels and rubber bands to
hold the wing on, as the original
did. Duane Wilson photo.
An AMA specialty group
finds its place in history
manufactured in the late 1950s and early 1960s. The same way we
listen to “solid gold” radio stations to hear the best songs of the
1960s and 1970s, these SIGs have rediscovered the “golden oldies”
of RC to enjoy again. It is no accident that certain designs have
become “classics”; they have staying power and are still greatlooking
and superior-flying airplanes.
Although the Vintage Radio Control Society (VR/CS) and the
Senior Pattern Association (SPA) promote the history of RC and the
standout models produced during that period, the central focus and
purpose of each organization is different. The VR/CS seeks to
preserve the best of RC’s past in its entirety and the SPA seeks todate from roughly 1960 to January 1, 1976.
My father became interested in RC in 1963, when we moved to an
area near the former site of the RCCD (Radio Control Club of
Detroit)—a group that was at the forefront of the growing RC
Pattern movement of the early 1960s. Tom Brett, the 1962 World
Champion, had won the World
Championships in England the year before
with his Perigee design (which now hangs in
the AMA museum. He was a member of the
RCCD and a tremendous hero figure to me.
The RCCD hosted a series of Detroit
Invitationals (similar to the modern
Tournament of Champions events), which
was attended by a who’s who of early RC
Pattern fliers: Hal deBolt, Ed Kazmirski,
Jim Kirkland, Don Lowe, and many others. I
was fortunate enough to see the best of
vintage RC Pattern firsthand as a young
teen; it left an impression on me that still
exists to this day.
When I first heard of the VR/CS and
SPA I decided to join both for a trial period
(the membership dues are reasonable), but at
first my involvement was limited to reading
newsletters. I considered going to an event
or two, but they seemed too far away to get
to. However, this year I was more
30 MODEL AVIATION
There was constant experimentation in the era of these models.
Howard Thombs flew this swept-wing version of the Taurus.
Hal “Pappy” deBolt tinkers with his original-design P-Shooter at a
contest in the 1960s.
The author’s Taurus on final approach after its second flight. Nice
job, Duane! Dick Pettit photo.
A bit more modern design is Hanno Prettner’s Curare. Steve Byrum built this greatly
modified version. Wilson photo.
The recognizable VK Cherokee (circa 1965) was a great sport
design and Pattern trainer. Wilson photo.
recaptureMay 2006 31
Senior Pattern Association President Bruce Underwood shows off
his colorful Phantom 1. Wilson photo.
An unidentified helper gives his pilot the thumbs-up before leaving
his model at the edge of the runway.
This appears to be a Phantom—not to be confused with the
Phantom series as used by 1965 US Pattern team member Zel
Ritchie.
The author is unsure who is shown here, but he thinks it’s Lou
Penrod with one of his many original designs.
A Jim Whitley-designed Daddy Rabbit taxis back to the pits after a
successful mission. This is a popular vintage aerobatics model.
determined, and circumstances allowed me to go to meets hosted by
each association.
Sure, I was curious to see what each was like, but at the same
time I was a bit concerned and wondered what kind of welcome I’d
receive. Now I can definitely tell you I’m “hooked on the oldies”
and have found my place in RC. It’s not just because of the airplanes
themselves but, more important, because of the extraordinary degree
of congeniality and camaraderie of both associations.
I was taken aback several times by the extent to which people
would go out of their way to help each other, by doing everything
from loaning airplanes and equipment to doing repairs—whatever it
took to keep others (sometimes competitors) in the air.
This kind of helpful attitude is found elsewhere, but it’s actively
promoted in these groups and repeatedly seen in abundance
everywhere you look. From the leadership down, there is an attitude
of placing the individual flier ahead of the event.
After talking about this with another newcomer, I learned that his
experience was exactly the same as mine. We agree that these are
the most genuine and most inclusive groups of modelers we have
ever met. It’s contagious, and you find yourself wanting to be the
same way.
The first thought many have of vintage RC is of a bunch of old
codgers getting together to relive the past by flying their relics.
Nostalgia of some sort does play a part in the attraction of these
classic models.
There is no denying a special attachment to a particular design or
era of designs. Like car buffs proudly restore and display their
classic autos, vintage RCers fly the designs that have a special,
personal meaning for them. I was no different.
After my early experience with vintage Pattern, then later
competing in AMA Pattern during the mid-1980s, I was away from
the hobby for many years. I kept what was left of my models in
storage (just in case) and, sure enough, returned to modeling after a
17-year absence.
Almost everything I had was at least 20 years old. It was natural
for me to fly the balsa sport and Pattern models I had flown and
grown to love; however, I was surprised to learn that in my absence
my half-finished Taurus, my almost completed Dirty Birdy, and my
previously flown VK Cherokee had become “vintage” designs.
But there’s more to it than nostalgia. To claim that flying vintage
aircraft is only about “warm fuzzies” from the past oversimplifies
the reasons behind the growing interest in the VR/CS and SPA.
Fliers of all ages, not just oldsters, are attending fly-ins and
competitions.
What is the attraction—especially since the list of “legal”
airplanes makes them all at least 30 years old? Why bother to build
and fly 30-plus-year-old model designs when we have all the
modern ARFs you see so often at the field? Part of the answer might
be because of all the current ARFs.
The long-term trend toward modern ARF designs has been a
tremendous benefit to the hobby in terms of convenience, and it
allows much more time for flying. The price you pay is a certain
lack of individuality.
ARFs have that mass-produced look, with predetermined
finishes—take it or leave it. Trends tend to go in cycles; in spite of
the ARF’s virtues (especially as a trainer), a segment of modelers
has come to the point where it misses the creativity of finishing its
own airplanes and wants that custom look at the field.
Even when I’m building an ARF, I find myself changing
something in the finish to give it a personal touch. Despite the extra
time involved, a certain amount of building can be fun; it’s a good
thing to know how to work with balsa and/or fiberglass if for no
other reason than to perform repairs.
It’s human nature to want originality, and what could be more
original nowadays than a vintage model? As strange as it may sound
at first, bringing something unique and “new” to the field might
sometimes take the form of a proven pedigree design with your own
custom finish.
Another attraction is a classic’s reputation as a standout in
AMA’s history. There is something special about flying a piece of
history at your local field, as Scale pilots have long known.
The best vintage airplanes have their own stories to tell. If you
bring a Sr. Falcon (now kitted by several manufacturers) to the field,
you know you are flying one of the best-known advanced trainers
and sport models in history—and it still looks as good and flies as
well as ever.
There are at least two more reasons behind the increasing
popularity of these SIGs, the first of which is sharing common
interests with others that are not always shared at the local field. The
second is fulfilling that drive within some of us for
“friendly” competition to perfect our piloting skills
through the discipline of practice.
VR/CS—Preserving RC as It Was: As with
classic-car clubs, it’s easy to see why classic modelairplane
clubs develop, attracting RC history buffs
from across the country and overseas. With the
entire time span of RC modeling up to 1970 to
choose from, a VR/CS member will find a time
period and a type of aircraft to fit his or her
interests. The choice of finishing materials is
anything from familiar iron-on coverings to learning
all the old silk-and-dope covering methods. It’s up
to you.
Bill Winter, in association with RC modeling
pioneer Hal “Pappy” deBolt and others, formed the
VR/CS in 1989. Their stated primary objective was:
“ … to preserve and promote the memory of
radio control aero-modeling activity as it was …
there is no desire to advance the state-of the-art of
aero-modeling, nor rewrite what is recorded in aeromodeling
history. The flying of vintage radio
control aircraft is intended to be casual, enjoyable,
and interesting for everyone involved.”
The thinking behind the VR/CS was not limited
to a tell-it-like-it-was philosophy alone but also
32 MODEL AVIATION
Among the most elegant early Pattern designs was Tom Brett’s vintage 1962
Perigee. This one now resides in the AMA museum. Wilson photo.
The legendary Ed Kazmirski (in the black shirt) prepares his
taper-wing version of the Taurus for flight.
includes “… the idea of annual get-togethers … the theme would be
‘fly and tell,’ featuring demonstrations by prominent RCers flying
original or replica models of vintage RC designs.”
The VR/CS is interested in all aspects of historical RC and all
types of RC aircraft designs. Walking down the flightline and
observing the variety of models is like looking at a flying museum
of RC.
You are likely to see all sizes, ages of design, and control-surface
configurations, from single-channel rudder only to what was called,
at the time of reed systems, “full-house, multichannel” (the type of
airplane we take for granted now, with aileron, elevator, throttle, and
rudder). You can never be sure what aircraft will be displayed and
May 2006 33
flown at a fly-in, or “reunion.”
In addition to the usual draw of flying,
seeing others fly, and sharing stories and
information, reunions offer several
competition options, depending on the model
category. There are four flying categories:
Open, Concours (as authentic a replication of
a vintage RC model as possible, down to
original covering materials and techniques),
Pattern, and Scale. Each requires different
levels of authenticity, based on the original
design.
Most categories require the model to be
originally designed for RC and be built to the
original “planform,” or outline, of the design.
Engine size is limited to a .61 two-stroke or
.91 four-stroke, with provisions made for
models with electric conversions.
A VR/CS gathering is like an extended
family reunion, where you get together with
modelers from many states and Canada to fly
vintage RC. There is an automatic bond
formed with every other flier there. A
significant number of wives (they used to be
affectionately known as “RC Widows”) make
the pilgrimage with their husbands and form
their own bonds.
The VR/CS’s interests are not limited to
vintage airplanes. They extend to engines and
radios, thus the VR/CS encourages the
collection and restoration of original, historic
RC equipment. While promoting an active
interest in collecting, restoring, and flying 30-
to 40-year-old gear, the VR/CS encourages
the use of modern engines and radios for
safety reasons.
During the early years of RC, losing
models for all kinds of reasons was
heartbreaking, but it was routine and accepted
as part of the hobby. As happened frequently
then, engines quit at the most inopportune
time and radios were, shall we say, less than
reliable.
It was common to see some poor soul
raise his transmitter over his head while
running across the field toward the model (in
a vain attempt to get closer to it), crying “I’ve
lost it,” while others jumped into a caravan of
cars to chase the airplane before it flew out of
sight. Although modern radios are the norm
at VR/CS meets, you will see original
equipment (early analog proportional rigs,
reed systems, and possibly even escapements,
or “galloping ghosts”) demonstrated.
An unnatural way to fly by modern
standards (or even in the late 1960s), the
preproportional reed systems represented the
first major advance in aircraft control. The
first Nats and World Championships were
flown on reeds. The pilot would “blip” toggle
switches (one for each control surface) up
and down or side to side to get the desired
control response and flight path.
Flying reeds was nothing like flying a
full-scale airplane, but the result (the path the
model took in the air) was what mattered.
Seeing a VR/CS pilot fly reeds as in the old
days gives you added respect for the pioneers
of Pattern flying, in that they could so
skillfully fly Aerobatics with them. Some
reed pilots were so accomplished with that
system that they were hesitant to convert to
VR/CS kits:
Early RC Models, LLC/Bob Harris
www.earlyrcmodels.com
deBolt, Rudderbug, Royal Rudderbug,
Taurus, Rookie, Explorer, Sultan, custommade
kits:
Joe Grasso
(828) 631-3693
[email protected]
SPA kits:
Bridi kits (Chaos, Dirty Birdy 60):
Bluejay Airplane Kits
www.bridiairplanes.com/hangar/
T2A MK I, New Orleanian, A-6 Intruder,
Equalizer:
Carolina Aircraft
[email protected]
Parts and plans for 1960s-era Pattern
aircraft (two deBolt and one Nelson):
[email protected]
Kwik Fly 60 L 2nd Edition ARF:
Global Hobbies
www.globalhobby.com/public/gallery/1258
22.asp
Primus (“re-engineered” Taurus):
Home and Hobby Solutions, Inc.
www.homeandhobbysolutions.com/
PassTime Hobbies
www.mybloo.com/coosbay/laser/laser.html
Phoenix 8, etc.:
Precision Aero Composites
www.precisionaerocomposite.com/
MK, Pilot:
Singapore Hobby Supplies
www.singahobby.com/
Kaos 40 ARF, Big Stik 40 ARF, Big Stik
60 ARF, Skylark ARF, Sr. Falcon ARF:
Tower Hobbies
www.towerhobbies.com/
Phoenix 5, Phoenix 6, foam wings,
accessories:
Wing Manufacturing
www.wingmfg.com
Daddy Rabbit:
Zimpro
www.pub.nxs.net/dehunt/
Plans:
AMA Plans Service
www.modelaircraft.org/plansmain.asp
Model Airplane News magazine
www.rcstore.com/rs/general/plans.asp
Most plans from Model Builder magazine:
Bill Northrop’s Plans Service
(702) 896-2162
[email protected]
Hal deBolt plans:
Fran Ptaszkiewicz
23 Marlee Dr.
Tonawanda NY 14150
(716) 695-2099
Radio Control Modeler magazine
www.rcmmagazine.com
X List Model Plans
www.xlistplans.demon.co.uk
Sources for Vintage Models
proportional control, even when it came of
age.
SPA—Vintage Competition While Keeping
It Simple: While promoting RC history, as the
VR/CS does, the SPA is primarily interested
in RC Pattern competition “…as it was in the
good old days,” as the Web page says.
The “good old days” (meaning when
things were simple, fun, and inexpensive) are
defined as the 1960s and early 1970s, before
the pressure for a competitive edge meant
pilots had to buy increasingly expensive,
high-performance gear to remain competitive.
SPA founder Mickey Walker missed the
fun, the fellowship, and the challenge that
only competition can produce. Pattern models
have always been designed with serious
competition in mind.
However, if left to ourselves, most of us
wouldn’t burn gallons of fuel practicing
Aerobatics to be the best we could be without
competition. The incentive of the contest
gives us the discipline that results in better
flying skills in the end. You know you’ll be
putting those skills to the test in front of the
judges.
To understand SPA, you have to examine
the history of AMA Pattern. Technology of
the earliest Pattern designs, of the early 1960s,
such as the Taurus or Perigee was almost
primitive by modern standards.
Original plans showed control surfaces
hinged by sewing them on with nylon line.
Everybody—Nats and World Champions
down to the rest of us—used simple dowels
and rubber bands to hold the wings on. There
was only a small technology gap between
average fliers at the local field and the world’s
best.
Because of large, bulky servos and less
powerful engines, the emphasis was placed on
building light. There were no retracts or tuned
pipes, even at the highest levels of
competition. Flightlines at local fields were
filled with trainers and Pattern designs, which
naturally led to the tremendous popularity of
Pattern contests.
As technology advanced as a result of
rapid growth during the 1960s, designs
quickly changed to keep pace with new
innovations and rules changes. By the mid- to
late 1960s, technology had progressed to the
point where a new standard of highperformance
engines, more reliable
proportional radio equipment, and a large
variety of high-performance designs were
there from which to choose.
Many call this era—the mid-1960s to the
mid-1970s—the “golden age” of Pattern. Yet
a competitive aircraft was still simple,
affordable, and within the average modeler’s
reach.
Although modelers welcomed increased
reliability and performance improvements,
things began to change by the mid- to late
1970s and certainly by the 1980s. There was
a developing expectation among competitors
to present to the judges (usually each other)
in a certain way (fast, large, and with your
“feet up”).
To be truly competitive, especially in the
upper classes, there was competitive pressure
toward even higher-performance (meaning
higher-priced) engines and airplanes. Anyone
who progressed out of Novice (i.e., most
Pattern pilots) faced more expenses if they
were to continue to compete.
You had to ask yourself how competitive
you wanted to be and whether or not you
were willing to pay for the best engines and
latest model designs. Those who didn’t were
often outperformed by those who did.
Retracts made an additional contribution
to the total investment and complexity
needed to compete. However, to attract new
competitors to Aerobatics the opposite was
true. Tuned pipes and retracts were purposely
disallowed in the entry-level Novice class (a
fact not lost on SPA rule-makers).
RC Pattern was originally the only
aerobatics game in town. Today the event has
branched out into many other forms of
aerobatics, each of which is also high tech
and requires a major economic investment.
So what alternatives are available for
Sunday fliers who are interested in aerobatics
and want to find an organized outlet for
friendly (but serious) competition? Many are
discovering SPA and many more would be
interested if there were events in their areas.
When Mickey Walker and his friends got
together to form the SPA in 1991, they were
aware of the shortcomings they observed in
traditional AMA Pattern. They believed that
it had strayed from its early roots and left the
average competitor behind. The group made
a conscious decision to return to Pattern’s
“golden age” by eliminating all nonessentials
(such as AMA’s Novice class) but extending
this rule to all classes, from Novice to
Expert.
The SPA-legal models and maneuvers
were chosen to be those in existence before
the 1976 cutoff date. However, to allow more
flexibility and give interested newcomers the
opportunity to “test the waters,” any model
could be used at the Novice level. The legalairplane
list would take effect only when
members moved on to higher classes.
These decisions had the deliberate effect
of “putting the brakes on” technology. The
emphasis shifted from a combination of flying
skill and the latest equipment to just the
pilot’s skill and hard work. Flying is still
extremely competitive—but friendly (those
two terms can be used in the same sentence).
An unexpected twist was added to the
rules in 1998, when one of the primary host
clubs for SPA events passed a noise rule in
response to AMA’s leadership’s urging.
Many clubs across the country were losing
their flying sites because of noise complaints
and others would eventually face the same
dilemma.
The SPA membership voting on new rules
changes that day faced a hard choice; either
SPA was going to find a way to make things
quieter or possibly lose that beautiful site
someday. In the end they could see what was
in the future for RC, and they made the
decision to allow modern four-stroke engines
as large as .91s without supercharging.
It didn’t take too long to see that fourstrokes
outperformed the .61 two-strokes by
being able to provide vertical performance
that was essentially equal to that of a good
piped .61. What started as a sacrifice and a
compromise to cut noise and keep a great
contest site turned into a performance
advantage.
Most pilots have since converted to the
four-strokes, although two-strokes are still
legal as long as contestants meet the noise
standard. Few who initially voted againstfour-strokes would want to go back to the
way things were.
The VR/CS also allows four-strokes for
the same reason, and both groups welcome
the current move in the direction of electricpowered
flight. It remains to be seen how
much evolution will take place because of
electric motors.
The State of Vintage RC: Just a few years
ago most vintage designs were nonexistent in
kit form. The only method of building was by
ordering plans from magazines or AMA and
the time-consuming labor of love called
“scratch building,” which might take months,
depending on the model’s size and
complexity.
Now, because of increased demand for
vintage kits, a rapidly growing variety of
high-quality, laser-cut balsa kits and fiberglass
Pattern designs are being produced, and others
are about to be released. (See the sidebar for
information.) These are being offered not only
by traditional manufacturers but by a host of
small businesses led by talented modelers.
A good barometer of how national interest
is growing is Web pages that RC enthusiasts
visit. An excellent site is RC Universe at
www.rcuniverse.com. In addition to being a
marketplace for buying and selling airplanes
and equipment, RCU and other sites sponsor
user-friendly “forums” where modelers can
ask questions and discuss almost every
conceivable interest within the hobby.
The longstanding forum devoted to
vintage RC was recently joined by a new
forum added under the heading of RC Pattern.
This was done in direct response to popular
demand for a “classic Pattern” forum (all
Pattern designs prior to the rules change in
1996 which allowed unlimited-power, 2-
meter aircraft specifically designed for
Turnaround Pattern).
This includes vintage Pattern and the later
high-performance airplanes with pipes and
retracts. There are many discussion threads of
interest to SPA members and prospective
members. Give these forums a try.
The VR/CS has members in 46 states and
three foreign countries. Just since 2002 the
number of its sponsored events has increased
from three to seven, with fly-ins and reunions
in several states, including an annual event at
AMA Headquarters in Muncie, Indiana.
The largest get-together and highlight of
the season is the annual Spirit of Selinsgrove
Reunion (named after the site of its first event
held at Selinsgrove, Pennsylvania, in 1990).
The reunion has been relocated several times
and is now held in Endicott, New York, Labor
Day weekend.
Although most gatherings are currently
held in the east, there is a new fly-in near
Denver, Colorado, with the possibility of
more events in the west. New chapters in
North Carolina and Colorado are part of the
reason for more sanctioned events. Additional
chapters are welcomed, and the Web site
includes information about how new chapters
should be formed.
The SPA is more regional in nature, with
an active group of competitors living
primarily in the Southeast. There are currently
chapters in Alabama, Tennessee, Georgia, and
the newest in Virginia. As with VR/CS, as
new chapters form, more people are able to
attend SPA Pattern events.
To learn more about the VR/CS or SPA,
the first place to go is each SIG’s excellent
Web site: www.seniorpattern.com and
www.vintagercsociety.org. Both associations
are actively seeking new members.
Growth results from interest at the local
level; to get things going, all you need is a
small group of pilots who enjoys vintage
flying. There is no reason why SPA or VR/CS
events can’t be hosted anywhere in the
country by having local groups work closely
with national leadership. Try something
different from the routine fun-fly by having
your local club sponsor an SPA competition
or a VR/CS fly-in.
The best of RC’s past is making a comeback,
so get involved and give vintage a try. The
reasons for the appeal of these aircraft to the
modelers of today are as varied and individual
as the designs themselves. Whatever the
reason, it’s a blast to fly these designs again—
or for the first time. I’ll see you at a meet. MA
Duane Wilson
[email protected]

ONE DEFINITION OF the word “vintage” is something “…
characterized by excellence and lasting popularity … representative
of the best.” Two of the many SIGs that are sanctioned by AMA
devote themselves to the history of radio-control aeromodeling and
preserve its best for a new generation of modelers to enjoy.
Although the history of RC can be traced back further, for
practical purposes it begins with the introduction of radios
Jeff Petroski of Home and Hobby Solutions holds his newly kitted
Taurus. This famous Ed Kazmirski design was originally kitted by
Top Flite. Wilson photo.
Many are probably familiar with the Sr. Falcon; this one is by Bob
Harris of Early RC Models. Wilson photo.
by Duane Wilson
John Haffner’s award-winning
version of Phil Kraft’s Kwik Fli II
uses dowels and rubber bands to
hold the wing on, as the original
did. Duane Wilson photo.
An AMA specialty group
finds its place in history
manufactured in the late 1950s and early 1960s. The same way we
listen to “solid gold” radio stations to hear the best songs of the
1960s and 1970s, these SIGs have rediscovered the “golden oldies”
of RC to enjoy again. It is no accident that certain designs have
become “classics”; they have staying power and are still greatlooking
and superior-flying airplanes.
Although the Vintage Radio Control Society (VR/CS) and the
Senior Pattern Association (SPA) promote the history of RC and the
standout models produced during that period, the central focus and
purpose of each organization is different. The VR/CS seeks to
preserve the best of RC’s past in its entirety and the SPA seeks todate from roughly 1960 to January 1, 1976.
My father became interested in RC in 1963, when we moved to an
area near the former site of the RCCD (Radio Control Club of
Detroit)—a group that was at the forefront of the growing RC
Pattern movement of the early 1960s. Tom Brett, the 1962 World
Champion, had won the World
Championships in England the year before
with his Perigee design (which now hangs in
the AMA museum. He was a member of the
RCCD and a tremendous hero figure to me.
The RCCD hosted a series of Detroit
Invitationals (similar to the modern
Tournament of Champions events), which
was attended by a who’s who of early RC
Pattern fliers: Hal deBolt, Ed Kazmirski,
Jim Kirkland, Don Lowe, and many others. I
was fortunate enough to see the best of
vintage RC Pattern firsthand as a young
teen; it left an impression on me that still
exists to this day.
When I first heard of the VR/CS and
SPA I decided to join both for a trial period
(the membership dues are reasonable), but at
first my involvement was limited to reading
newsletters. I considered going to an event
or two, but they seemed too far away to get
to. However, this year I was more
30 MODEL AVIATION
There was constant experimentation in the era of these models.
Howard Thombs flew this swept-wing version of the Taurus.
Hal “Pappy” deBolt tinkers with his original-design P-Shooter at a
contest in the 1960s.
The author’s Taurus on final approach after its second flight. Nice
job, Duane! Dick Pettit photo.
A bit more modern design is Hanno Prettner’s Curare. Steve Byrum built this greatly
modified version. Wilson photo.
The recognizable VK Cherokee (circa 1965) was a great sport
design and Pattern trainer. Wilson photo.
recaptureMay 2006 31
Senior Pattern Association President Bruce Underwood shows off
his colorful Phantom 1. Wilson photo.
An unidentified helper gives his pilot the thumbs-up before leaving
his model at the edge of the runway.
This appears to be a Phantom—not to be confused with the
Phantom series as used by 1965 US Pattern team member Zel
Ritchie.
The author is unsure who is shown here, but he thinks it’s Lou
Penrod with one of his many original designs.
A Jim Whitley-designed Daddy Rabbit taxis back to the pits after a
successful mission. This is a popular vintage aerobatics model.
determined, and circumstances allowed me to go to meets hosted by
each association.
Sure, I was curious to see what each was like, but at the same
time I was a bit concerned and wondered what kind of welcome I’d
receive. Now I can definitely tell you I’m “hooked on the oldies”
and have found my place in RC. It’s not just because of the airplanes
themselves but, more important, because of the extraordinary degree
of congeniality and camaraderie of both associations.
I was taken aback several times by the extent to which people
would go out of their way to help each other, by doing everything
from loaning airplanes and equipment to doing repairs—whatever it
took to keep others (sometimes competitors) in the air.
This kind of helpful attitude is found elsewhere, but it’s actively
promoted in these groups and repeatedly seen in abundance
everywhere you look. From the leadership down, there is an attitude
of placing the individual flier ahead of the event.
After talking about this with another newcomer, I learned that his
experience was exactly the same as mine. We agree that these are
the most genuine and most inclusive groups of modelers we have
ever met. It’s contagious, and you find yourself wanting to be the
same way.
The first thought many have of vintage RC is of a bunch of old
codgers getting together to relive the past by flying their relics.
Nostalgia of some sort does play a part in the attraction of these
classic models.
There is no denying a special attachment to a particular design or
era of designs. Like car buffs proudly restore and display their
classic autos, vintage RCers fly the designs that have a special,
personal meaning for them. I was no different.
After my early experience with vintage Pattern, then later
competing in AMA Pattern during the mid-1980s, I was away from
the hobby for many years. I kept what was left of my models in
storage (just in case) and, sure enough, returned to modeling after a
17-year absence.
Almost everything I had was at least 20 years old. It was natural
for me to fly the balsa sport and Pattern models I had flown and
grown to love; however, I was surprised to learn that in my absence
my half-finished Taurus, my almost completed Dirty Birdy, and my
previously flown VK Cherokee had become “vintage” designs.
But there’s more to it than nostalgia. To claim that flying vintage
aircraft is only about “warm fuzzies” from the past oversimplifies
the reasons behind the growing interest in the VR/CS and SPA.
Fliers of all ages, not just oldsters, are attending fly-ins and
competitions.
What is the attraction—especially since the list of “legal”
airplanes makes them all at least 30 years old? Why bother to build
and fly 30-plus-year-old model designs when we have all the
modern ARFs you see so often at the field? Part of the answer might
be because of all the current ARFs.
The long-term trend toward modern ARF designs has been a
tremendous benefit to the hobby in terms of convenience, and it
allows much more time for flying. The price you pay is a certain
lack of individuality.
ARFs have that mass-produced look, with predetermined
finishes—take it or leave it. Trends tend to go in cycles; in spite of
the ARF’s virtues (especially as a trainer), a segment of modelers
has come to the point where it misses the creativity of finishing its
own airplanes and wants that custom look at the field.
Even when I’m building an ARF, I find myself changing
something in the finish to give it a personal touch. Despite the extra
time involved, a certain amount of building can be fun; it’s a good
thing to know how to work with balsa and/or fiberglass if for no
other reason than to perform repairs.
It’s human nature to want originality, and what could be more
original nowadays than a vintage model? As strange as it may sound
at first, bringing something unique and “new” to the field might
sometimes take the form of a proven pedigree design with your own
custom finish.
Another attraction is a classic’s reputation as a standout in
AMA’s history. There is something special about flying a piece of
history at your local field, as Scale pilots have long known.
The best vintage airplanes have their own stories to tell. If you
bring a Sr. Falcon (now kitted by several manufacturers) to the field,
you know you are flying one of the best-known advanced trainers
and sport models in history—and it still looks as good and flies as
well as ever.
There are at least two more reasons behind the increasing
popularity of these SIGs, the first of which is sharing common
interests with others that are not always shared at the local field. The
second is fulfilling that drive within some of us for
“friendly” competition to perfect our piloting skills
through the discipline of practice.
VR/CS—Preserving RC as It Was: As with
classic-car clubs, it’s easy to see why classic modelairplane
clubs develop, attracting RC history buffs
from across the country and overseas. With the
entire time span of RC modeling up to 1970 to
choose from, a VR/CS member will find a time
period and a type of aircraft to fit his or her
interests. The choice of finishing materials is
anything from familiar iron-on coverings to learning
all the old silk-and-dope covering methods. It’s up
to you.
Bill Winter, in association with RC modeling
pioneer Hal “Pappy” deBolt and others, formed the
VR/CS in 1989. Their stated primary objective was:
“ … to preserve and promote the memory of
radio control aero-modeling activity as it was …
there is no desire to advance the state-of the-art of
aero-modeling, nor rewrite what is recorded in aeromodeling
history. The flying of vintage radio
control aircraft is intended to be casual, enjoyable,
and interesting for everyone involved.”
The thinking behind the VR/CS was not limited
to a tell-it-like-it-was philosophy alone but also
32 MODEL AVIATION
Among the most elegant early Pattern designs was Tom Brett’s vintage 1962
Perigee. This one now resides in the AMA museum. Wilson photo.
The legendary Ed Kazmirski (in the black shirt) prepares his
taper-wing version of the Taurus for flight.
includes “… the idea of annual get-togethers … the theme would be
‘fly and tell,’ featuring demonstrations by prominent RCers flying
original or replica models of vintage RC designs.”
The VR/CS is interested in all aspects of historical RC and all
types of RC aircraft designs. Walking down the flightline and
observing the variety of models is like looking at a flying museum
of RC.
You are likely to see all sizes, ages of design, and control-surface
configurations, from single-channel rudder only to what was called,
at the time of reed systems, “full-house, multichannel” (the type of
airplane we take for granted now, with aileron, elevator, throttle, and
rudder). You can never be sure what aircraft will be displayed and
May 2006 33
flown at a fly-in, or “reunion.”
In addition to the usual draw of flying,
seeing others fly, and sharing stories and
information, reunions offer several
competition options, depending on the model
category. There are four flying categories:
Open, Concours (as authentic a replication of
a vintage RC model as possible, down to
original covering materials and techniques),
Pattern, and Scale. Each requires different
levels of authenticity, based on the original
design.
Most categories require the model to be
originally designed for RC and be built to the
original “planform,” or outline, of the design.
Engine size is limited to a .61 two-stroke or
.91 four-stroke, with provisions made for
models with electric conversions.
A VR/CS gathering is like an extended
family reunion, where you get together with
modelers from many states and Canada to fly
vintage RC. There is an automatic bond
formed with every other flier there. A
significant number of wives (they used to be
affectionately known as “RC Widows”) make
the pilgrimage with their husbands and form
their own bonds.
The VR/CS’s interests are not limited to
vintage airplanes. They extend to engines and
radios, thus the VR/CS encourages the
collection and restoration of original, historic
RC equipment. While promoting an active
interest in collecting, restoring, and flying 30-
to 40-year-old gear, the VR/CS encourages
the use of modern engines and radios for
safety reasons.
During the early years of RC, losing
models for all kinds of reasons was
heartbreaking, but it was routine and accepted
as part of the hobby. As happened frequently
then, engines quit at the most inopportune
time and radios were, shall we say, less than
reliable.
It was common to see some poor soul
raise his transmitter over his head while
running across the field toward the model (in
a vain attempt to get closer to it), crying “I’ve
lost it,” while others jumped into a caravan of
cars to chase the airplane before it flew out of
sight. Although modern radios are the norm
at VR/CS meets, you will see original
equipment (early analog proportional rigs,
reed systems, and possibly even escapements,
or “galloping ghosts”) demonstrated.
An unnatural way to fly by modern
standards (or even in the late 1960s), the
preproportional reed systems represented the
first major advance in aircraft control. The
first Nats and World Championships were
flown on reeds. The pilot would “blip” toggle
switches (one for each control surface) up
and down or side to side to get the desired
control response and flight path.
Flying reeds was nothing like flying a
full-scale airplane, but the result (the path the
model took in the air) was what mattered.
Seeing a VR/CS pilot fly reeds as in the old
days gives you added respect for the pioneers
of Pattern flying, in that they could so
skillfully fly Aerobatics with them. Some
reed pilots were so accomplished with that
system that they were hesitant to convert to
VR/CS kits:
Early RC Models, LLC/Bob Harris
www.earlyrcmodels.com
deBolt, Rudderbug, Royal Rudderbug,
Taurus, Rookie, Explorer, Sultan, custommade
kits:
Joe Grasso
(828) 631-3693
[email protected]
SPA kits:
Bridi kits (Chaos, Dirty Birdy 60):
Bluejay Airplane Kits
www.bridiairplanes.com/hangar/
T2A MK I, New Orleanian, A-6 Intruder,
Equalizer:
Carolina Aircraft
[email protected]
Parts and plans for 1960s-era Pattern
aircraft (two deBolt and one Nelson):
[email protected]
Kwik Fly 60 L 2nd Edition ARF:
Global Hobbies
www.globalhobby.com/public/gallery/1258
22.asp
Primus (“re-engineered” Taurus):
Home and Hobby Solutions, Inc.
www.homeandhobbysolutions.com/
PassTime Hobbies
www.mybloo.com/coosbay/laser/laser.html
Phoenix 8, etc.:
Precision Aero Composites
www.precisionaerocomposite.com/
MK, Pilot:
Singapore Hobby Supplies
www.singahobby.com/
Kaos 40 ARF, Big Stik 40 ARF, Big Stik
60 ARF, Skylark ARF, Sr. Falcon ARF:
Tower Hobbies
www.towerhobbies.com/
Phoenix 5, Phoenix 6, foam wings,
accessories:
Wing Manufacturing
www.wingmfg.com
Daddy Rabbit:
Zimpro
www.pub.nxs.net/dehunt/
Plans:
AMA Plans Service
www.modelaircraft.org/plansmain.asp
Model Airplane News magazine
www.rcstore.com/rs/general/plans.asp
Most plans from Model Builder magazine:
Bill Northrop’s Plans Service
(702) 896-2162
[email protected]
Hal deBolt plans:
Fran Ptaszkiewicz
23 Marlee Dr.
Tonawanda NY 14150
(716) 695-2099
Radio Control Modeler magazine
www.rcmmagazine.com
X List Model Plans
www.xlistplans.demon.co.uk
Sources for Vintage Models
proportional control, even when it came of
age.
SPA—Vintage Competition While Keeping
It Simple: While promoting RC history, as the
VR/CS does, the SPA is primarily interested
in RC Pattern competition “…as it was in the
good old days,” as the Web page says.
The “good old days” (meaning when
things were simple, fun, and inexpensive) are
defined as the 1960s and early 1970s, before
the pressure for a competitive edge meant
pilots had to buy increasingly expensive,
high-performance gear to remain competitive.
SPA founder Mickey Walker missed the
fun, the fellowship, and the challenge that
only competition can produce. Pattern models
have always been designed with serious
competition in mind.
However, if left to ourselves, most of us
wouldn’t burn gallons of fuel practicing
Aerobatics to be the best we could be without
competition. The incentive of the contest
gives us the discipline that results in better
flying skills in the end. You know you’ll be
putting those skills to the test in front of the
judges.
To understand SPA, you have to examine
the history of AMA Pattern. Technology of
the earliest Pattern designs, of the early 1960s,
such as the Taurus or Perigee was almost
primitive by modern standards.
Original plans showed control surfaces
hinged by sewing them on with nylon line.
Everybody—Nats and World Champions
down to the rest of us—used simple dowels
and rubber bands to hold the wings on. There
was only a small technology gap between
average fliers at the local field and the world’s
best.
Because of large, bulky servos and less
powerful engines, the emphasis was placed on
building light. There were no retracts or tuned
pipes, even at the highest levels of
competition. Flightlines at local fields were
filled with trainers and Pattern designs, which
naturally led to the tremendous popularity of
Pattern contests.
As technology advanced as a result of
rapid growth during the 1960s, designs
quickly changed to keep pace with new
innovations and rules changes. By the mid- to
late 1960s, technology had progressed to the
point where a new standard of highperformance
engines, more reliable
proportional radio equipment, and a large
variety of high-performance designs were
there from which to choose.
Many call this era—the mid-1960s to the
mid-1970s—the “golden age” of Pattern. Yet
a competitive aircraft was still simple,
affordable, and within the average modeler’s
reach.
Although modelers welcomed increased
reliability and performance improvements,
things began to change by the mid- to late
1970s and certainly by the 1980s. There was
a developing expectation among competitors
to present to the judges (usually each other)
in a certain way (fast, large, and with your
“feet up”).
To be truly competitive, especially in the
upper classes, there was competitive pressure
toward even higher-performance (meaning
higher-priced) engines and airplanes. Anyone
who progressed out of Novice (i.e., most
Pattern pilots) faced more expenses if they
were to continue to compete.
You had to ask yourself how competitive
you wanted to be and whether or not you
were willing to pay for the best engines and
latest model designs. Those who didn’t were
often outperformed by those who did.
Retracts made an additional contribution
to the total investment and complexity
needed to compete. However, to attract new
competitors to Aerobatics the opposite was
true. Tuned pipes and retracts were purposely
disallowed in the entry-level Novice class (a
fact not lost on SPA rule-makers).
RC Pattern was originally the only
aerobatics game in town. Today the event has
branched out into many other forms of
aerobatics, each of which is also high tech
and requires a major economic investment.
So what alternatives are available for
Sunday fliers who are interested in aerobatics
and want to find an organized outlet for
friendly (but serious) competition? Many are
discovering SPA and many more would be
interested if there were events in their areas.
When Mickey Walker and his friends got
together to form the SPA in 1991, they were
aware of the shortcomings they observed in
traditional AMA Pattern. They believed that
it had strayed from its early roots and left the
average competitor behind. The group made
a conscious decision to return to Pattern’s
“golden age” by eliminating all nonessentials
(such as AMA’s Novice class) but extending
this rule to all classes, from Novice to
Expert.
The SPA-legal models and maneuvers
were chosen to be those in existence before
the 1976 cutoff date. However, to allow more
flexibility and give interested newcomers the
opportunity to “test the waters,” any model
could be used at the Novice level. The legalairplane
list would take effect only when
members moved on to higher classes.
These decisions had the deliberate effect
of “putting the brakes on” technology. The
emphasis shifted from a combination of flying
skill and the latest equipment to just the
pilot’s skill and hard work. Flying is still
extremely competitive—but friendly (those
two terms can be used in the same sentence).
An unexpected twist was added to the
rules in 1998, when one of the primary host
clubs for SPA events passed a noise rule in
response to AMA’s leadership’s urging.
Many clubs across the country were losing
their flying sites because of noise complaints
and others would eventually face the same
dilemma.
The SPA membership voting on new rules
changes that day faced a hard choice; either
SPA was going to find a way to make things
quieter or possibly lose that beautiful site
someday. In the end they could see what was
in the future for RC, and they made the
decision to allow modern four-stroke engines
as large as .91s without supercharging.
It didn’t take too long to see that fourstrokes
outperformed the .61 two-strokes by
being able to provide vertical performance
that was essentially equal to that of a good
piped .61. What started as a sacrifice and a
compromise to cut noise and keep a great
contest site turned into a performance
advantage.
Most pilots have since converted to the
four-strokes, although two-strokes are still
legal as long as contestants meet the noise
standard. Few who initially voted againstfour-strokes would want to go back to the
way things were.
The VR/CS also allows four-strokes for
the same reason, and both groups welcome
the current move in the direction of electricpowered
flight. It remains to be seen how
much evolution will take place because of
electric motors.
The State of Vintage RC: Just a few years
ago most vintage designs were nonexistent in
kit form. The only method of building was by
ordering plans from magazines or AMA and
the time-consuming labor of love called
“scratch building,” which might take months,
depending on the model’s size and
complexity.
Now, because of increased demand for
vintage kits, a rapidly growing variety of
high-quality, laser-cut balsa kits and fiberglass
Pattern designs are being produced, and others
are about to be released. (See the sidebar for
information.) These are being offered not only
by traditional manufacturers but by a host of
small businesses led by talented modelers.
A good barometer of how national interest
is growing is Web pages that RC enthusiasts
visit. An excellent site is RC Universe at
www.rcuniverse.com. In addition to being a
marketplace for buying and selling airplanes
and equipment, RCU and other sites sponsor
user-friendly “forums” where modelers can
ask questions and discuss almost every
conceivable interest within the hobby.
The longstanding forum devoted to
vintage RC was recently joined by a new
forum added under the heading of RC Pattern.
This was done in direct response to popular
demand for a “classic Pattern” forum (all
Pattern designs prior to the rules change in
1996 which allowed unlimited-power, 2-
meter aircraft specifically designed for
Turnaround Pattern).
This includes vintage Pattern and the later
high-performance airplanes with pipes and
retracts. There are many discussion threads of
interest to SPA members and prospective
members. Give these forums a try.
The VR/CS has members in 46 states and
three foreign countries. Just since 2002 the
number of its sponsored events has increased
from three to seven, with fly-ins and reunions
in several states, including an annual event at
AMA Headquarters in Muncie, Indiana.
The largest get-together and highlight of
the season is the annual Spirit of Selinsgrove
Reunion (named after the site of its first event
held at Selinsgrove, Pennsylvania, in 1990).
The reunion has been relocated several times
and is now held in Endicott, New York, Labor
Day weekend.
Although most gatherings are currently
held in the east, there is a new fly-in near
Denver, Colorado, with the possibility of
more events in the west. New chapters in
North Carolina and Colorado are part of the
reason for more sanctioned events. Additional
chapters are welcomed, and the Web site
includes information about how new chapters
should be formed.
The SPA is more regional in nature, with
an active group of competitors living
primarily in the Southeast. There are currently
chapters in Alabama, Tennessee, Georgia, and
the newest in Virginia. As with VR/CS, as
new chapters form, more people are able to
attend SPA Pattern events.
To learn more about the VR/CS or SPA,
the first place to go is each SIG’s excellent
Web site: www.seniorpattern.com and
www.vintagercsociety.org. Both associations
are actively seeking new members.
Growth results from interest at the local
level; to get things going, all you need is a
small group of pilots who enjoys vintage
flying. There is no reason why SPA or VR/CS
events can’t be hosted anywhere in the
country by having local groups work closely
with national leadership. Try something
different from the routine fun-fly by having
your local club sponsor an SPA competition
or a VR/CS fly-in.
The best of RC’s past is making a comeback,
so get involved and give vintage a try. The
reasons for the appeal of these aircraft to the
modelers of today are as varied and individual
as the designs themselves. Whatever the
reason, it’s a blast to fly these designs again—
or for the first time. I’ll see you at a meet. MA
Duane Wilson
[email protected]

ONE DEFINITION OF the word “vintage” is something “…
characterized by excellence and lasting popularity … representative
of the best.” Two of the many SIGs that are sanctioned by AMA
devote themselves to the history of radio-control aeromodeling and
preserve its best for a new generation of modelers to enjoy.
Although the history of RC can be traced back further, for
practical purposes it begins with the introduction of radios
Jeff Petroski of Home and Hobby Solutions holds his newly kitted
Taurus. This famous Ed Kazmirski design was originally kitted by
Top Flite. Wilson photo.
Many are probably familiar with the Sr. Falcon; this one is by Bob
Harris of Early RC Models. Wilson photo.
by Duane Wilson
John Haffner’s award-winning
version of Phil Kraft’s Kwik Fli II
uses dowels and rubber bands to
hold the wing on, as the original
did. Duane Wilson photo.
An AMA specialty group
finds its place in history
manufactured in the late 1950s and early 1960s. The same way we
listen to “solid gold” radio stations to hear the best songs of the
1960s and 1970s, these SIGs have rediscovered the “golden oldies”
of RC to enjoy again. It is no accident that certain designs have
become “classics”; they have staying power and are still greatlooking
and superior-flying airplanes.
Although the Vintage Radio Control Society (VR/CS) and the
Senior Pattern Association (SPA) promote the history of RC and the
standout models produced during that period, the central focus and
purpose of each organization is different. The VR/CS seeks to
preserve the best of RC’s past in its entirety and the SPA seeks todate from roughly 1960 to January 1, 1976.
My father became interested in RC in 1963, when we moved to an
area near the former site of the RCCD (Radio Control Club of
Detroit)—a group that was at the forefront of the growing RC
Pattern movement of the early 1960s. Tom Brett, the 1962 World
Champion, had won the World
Championships in England the year before
with his Perigee design (which now hangs in
the AMA museum. He was a member of the
RCCD and a tremendous hero figure to me.
The RCCD hosted a series of Detroit
Invitationals (similar to the modern
Tournament of Champions events), which
was attended by a who’s who of early RC
Pattern fliers: Hal deBolt, Ed Kazmirski,
Jim Kirkland, Don Lowe, and many others. I
was fortunate enough to see the best of
vintage RC Pattern firsthand as a young
teen; it left an impression on me that still
exists to this day.
When I first heard of the VR/CS and
SPA I decided to join both for a trial period
(the membership dues are reasonable), but at
first my involvement was limited to reading
newsletters. I considered going to an event
or two, but they seemed too far away to get
to. However, this year I was more
30 MODEL AVIATION
There was constant experimentation in the era of these models.
Howard Thombs flew this swept-wing version of the Taurus.
Hal “Pappy” deBolt tinkers with his original-design P-Shooter at a
contest in the 1960s.
The author’s Taurus on final approach after its second flight. Nice
job, Duane! Dick Pettit photo.
A bit more modern design is Hanno Prettner’s Curare. Steve Byrum built this greatly
modified version. Wilson photo.
The recognizable VK Cherokee (circa 1965) was a great sport
design and Pattern trainer. Wilson photo.
recaptureMay 2006 31
Senior Pattern Association President Bruce Underwood shows off
his colorful Phantom 1. Wilson photo.
An unidentified helper gives his pilot the thumbs-up before leaving
his model at the edge of the runway.
This appears to be a Phantom—not to be confused with the
Phantom series as used by 1965 US Pattern team member Zel
Ritchie.
The author is unsure who is shown here, but he thinks it’s Lou
Penrod with one of his many original designs.
A Jim Whitley-designed Daddy Rabbit taxis back to the pits after a
successful mission. This is a popular vintage aerobatics model.
determined, and circumstances allowed me to go to meets hosted by
each association.
Sure, I was curious to see what each was like, but at the same
time I was a bit concerned and wondered what kind of welcome I’d
receive. Now I can definitely tell you I’m “hooked on the oldies”
and have found my place in RC. It’s not just because of the airplanes
themselves but, more important, because of the extraordinary degree
of congeniality and camaraderie of both associations.
I was taken aback several times by the extent to which people
would go out of their way to help each other, by doing everything
from loaning airplanes and equipment to doing repairs—whatever it
took to keep others (sometimes competitors) in the air.
This kind of helpful attitude is found elsewhere, but it’s actively
promoted in these groups and repeatedly seen in abundance
everywhere you look. From the leadership down, there is an attitude
of placing the individual flier ahead of the event.
After talking about this with another newcomer, I learned that his
experience was exactly the same as mine. We agree that these are
the most genuine and most inclusive groups of modelers we have
ever met. It’s contagious, and you find yourself wanting to be the
same way.
The first thought many have of vintage RC is of a bunch of old
codgers getting together to relive the past by flying their relics.
Nostalgia of some sort does play a part in the attraction of these
classic models.
There is no denying a special attachment to a particular design or
era of designs. Like car buffs proudly restore and display their
classic autos, vintage RCers fly the designs that have a special,
personal meaning for them. I was no different.
After my early experience with vintage Pattern, then later
competing in AMA Pattern during the mid-1980s, I was away from
the hobby for many years. I kept what was left of my models in
storage (just in case) and, sure enough, returned to modeling after a
17-year absence.
Almost everything I had was at least 20 years old. It was natural
for me to fly the balsa sport and Pattern models I had flown and
grown to love; however, I was surprised to learn that in my absence
my half-finished Taurus, my almost completed Dirty Birdy, and my
previously flown VK Cherokee had become “vintage” designs.
But there’s more to it than nostalgia. To claim that flying vintage
aircraft is only about “warm fuzzies” from the past oversimplifies
the reasons behind the growing interest in the VR/CS and SPA.
Fliers of all ages, not just oldsters, are attending fly-ins and
competitions.
What is the attraction—especially since the list of “legal”
airplanes makes them all at least 30 years old? Why bother to build
and fly 30-plus-year-old model designs when we have all the
modern ARFs you see so often at the field? Part of the answer might
be because of all the current ARFs.
The long-term trend toward modern ARF designs has been a
tremendous benefit to the hobby in terms of convenience, and it
allows much more time for flying. The price you pay is a certain
lack of individuality.
ARFs have that mass-produced look, with predetermined
finishes—take it or leave it. Trends tend to go in cycles; in spite of
the ARF’s virtues (especially as a trainer), a segment of modelers
has come to the point where it misses the creativity of finishing its
own airplanes and wants that custom look at the field.
Even when I’m building an ARF, I find myself changing
something in the finish to give it a personal touch. Despite the extra
time involved, a certain amount of building can be fun; it’s a good
thing to know how to work with balsa and/or fiberglass if for no
other reason than to perform repairs.
It’s human nature to want originality, and what could be more
original nowadays than a vintage model? As strange as it may sound
at first, bringing something unique and “new” to the field might
sometimes take the form of a proven pedigree design with your own
custom finish.
Another attraction is a classic’s reputation as a standout in
AMA’s history. There is something special about flying a piece of
history at your local field, as Scale pilots have long known.
The best vintage airplanes have their own stories to tell. If you
bring a Sr. Falcon (now kitted by several manufacturers) to the field,
you know you are flying one of the best-known advanced trainers
and sport models in history—and it still looks as good and flies as
well as ever.
There are at least two more reasons behind the increasing
popularity of these SIGs, the first of which is sharing common
interests with others that are not always shared at the local field. The
second is fulfilling that drive within some of us for
“friendly” competition to perfect our piloting skills
through the discipline of practice.
VR/CS—Preserving RC as It Was: As with
classic-car clubs, it’s easy to see why classic modelairplane
clubs develop, attracting RC history buffs
from across the country and overseas. With the
entire time span of RC modeling up to 1970 to
choose from, a VR/CS member will find a time
period and a type of aircraft to fit his or her
interests. The choice of finishing materials is
anything from familiar iron-on coverings to learning
all the old silk-and-dope covering methods. It’s up
to you.
Bill Winter, in association with RC modeling
pioneer Hal “Pappy” deBolt and others, formed the
VR/CS in 1989. Their stated primary objective was:
“ … to preserve and promote the memory of
radio control aero-modeling activity as it was …
there is no desire to advance the state-of the-art of
aero-modeling, nor rewrite what is recorded in aeromodeling
history. The flying of vintage radio
control aircraft is intended to be casual, enjoyable,
and interesting for everyone involved.”
The thinking behind the VR/CS was not limited
to a tell-it-like-it-was philosophy alone but also
32 MODEL AVIATION
Among the most elegant early Pattern designs was Tom Brett’s vintage 1962
Perigee. This one now resides in the AMA museum. Wilson photo.
The legendary Ed Kazmirski (in the black shirt) prepares his
taper-wing version of the Taurus for flight.
includes “… the idea of annual get-togethers … the theme would be
‘fly and tell,’ featuring demonstrations by prominent RCers flying
original or replica models of vintage RC designs.”
The VR/CS is interested in all aspects of historical RC and all
types of RC aircraft designs. Walking down the flightline and
observing the variety of models is like looking at a flying museum
of RC.
You are likely to see all sizes, ages of design, and control-surface
configurations, from single-channel rudder only to what was called,
at the time of reed systems, “full-house, multichannel” (the type of
airplane we take for granted now, with aileron, elevator, throttle, and
rudder). You can never be sure what aircraft will be displayed and
May 2006 33
flown at a fly-in, or “reunion.”
In addition to the usual draw of flying,
seeing others fly, and sharing stories and
information, reunions offer several
competition options, depending on the model
category. There are four flying categories:
Open, Concours (as authentic a replication of
a vintage RC model as possible, down to
original covering materials and techniques),
Pattern, and Scale. Each requires different
levels of authenticity, based on the original
design.
Most categories require the model to be
originally designed for RC and be built to the
original “planform,” or outline, of the design.
Engine size is limited to a .61 two-stroke or
.91 four-stroke, with provisions made for
models with electric conversions.
A VR/CS gathering is like an extended
family reunion, where you get together with
modelers from many states and Canada to fly
vintage RC. There is an automatic bond
formed with every other flier there. A
significant number of wives (they used to be
affectionately known as “RC Widows”) make
the pilgrimage with their husbands and form
their own bonds.
The VR/CS’s interests are not limited to
vintage airplanes. They extend to engines and
radios, thus the VR/CS encourages the
collection and restoration of original, historic
RC equipment. While promoting an active
interest in collecting, restoring, and flying 30-
to 40-year-old gear, the VR/CS encourages
the use of modern engines and radios for
safety reasons.
During the early years of RC, losing
models for all kinds of reasons was
heartbreaking, but it was routine and accepted
as part of the hobby. As happened frequently
then, engines quit at the most inopportune
time and radios were, shall we say, less than
reliable.
It was common to see some poor soul
raise his transmitter over his head while
running across the field toward the model (in
a vain attempt to get closer to it), crying “I’ve
lost it,” while others jumped into a caravan of
cars to chase the airplane before it flew out of
sight. Although modern radios are the norm
at VR/CS meets, you will see original
equipment (early analog proportional rigs,
reed systems, and possibly even escapements,
or “galloping ghosts”) demonstrated.
An unnatural way to fly by modern
standards (or even in the late 1960s), the
preproportional reed systems represented the
first major advance in aircraft control. The
first Nats and World Championships were
flown on reeds. The pilot would “blip” toggle
switches (one for each control surface) up
and down or side to side to get the desired
control response and flight path.
Flying reeds was nothing like flying a
full-scale airplane, but the result (the path the
model took in the air) was what mattered.
Seeing a VR/CS pilot fly reeds as in the old
days gives you added respect for the pioneers
of Pattern flying, in that they could so
skillfully fly Aerobatics with them. Some
reed pilots were so accomplished with that
system that they were hesitant to convert to
VR/CS kits:
Early RC Models, LLC/Bob Harris
www.earlyrcmodels.com
deBolt, Rudderbug, Royal Rudderbug,
Taurus, Rookie, Explorer, Sultan, custommade
kits:
Joe Grasso
(828) 631-3693
[email protected]
SPA kits:
Bridi kits (Chaos, Dirty Birdy 60):
Bluejay Airplane Kits
www.bridiairplanes.com/hangar/
T2A MK I, New Orleanian, A-6 Intruder,
Equalizer:
Carolina Aircraft
[email protected]
Parts and plans for 1960s-era Pattern
aircraft (two deBolt and one Nelson):
[email protected]
Kwik Fly 60 L 2nd Edition ARF:
Global Hobbies
www.globalhobby.com/public/gallery/1258
22.asp
Primus (“re-engineered” Taurus):
Home and Hobby Solutions, Inc.
www.homeandhobbysolutions.com/
PassTime Hobbies
www.mybloo.com/coosbay/laser/laser.html
Phoenix 8, etc.:
Precision Aero Composites
www.precisionaerocomposite.com/
MK, Pilot:
Singapore Hobby Supplies
www.singahobby.com/
Kaos 40 ARF, Big Stik 40 ARF, Big Stik
60 ARF, Skylark ARF, Sr. Falcon ARF:
Tower Hobbies
www.towerhobbies.com/
Phoenix 5, Phoenix 6, foam wings,
accessories:
Wing Manufacturing
www.wingmfg.com
Daddy Rabbit:
Zimpro
www.pub.nxs.net/dehunt/
Plans:
AMA Plans Service
www.modelaircraft.org/plansmain.asp
Model Airplane News magazine
www.rcstore.com/rs/general/plans.asp
Most plans from Model Builder magazine:
Bill Northrop’s Plans Service
(702) 896-2162
[email protected]
Hal deBolt plans:
Fran Ptaszkiewicz
23 Marlee Dr.
Tonawanda NY 14150
(716) 695-2099
Radio Control Modeler magazine
www.rcmmagazine.com
X List Model Plans
www.xlistplans.demon.co.uk
Sources for Vintage Models
proportional control, even when it came of
age.
SPA—Vintage Competition While Keeping
It Simple: While promoting RC history, as the
VR/CS does, the SPA is primarily interested
in RC Pattern competition “…as it was in the
good old days,” as the Web page says.
The “good old days” (meaning when
things were simple, fun, and inexpensive) are
defined as the 1960s and early 1970s, before
the pressure for a competitive edge meant
pilots had to buy increasingly expensive,
high-performance gear to remain competitive.
SPA founder Mickey Walker missed the
fun, the fellowship, and the challenge that
only competition can produce. Pattern models
have always been designed with serious
competition in mind.
However, if left to ourselves, most of us
wouldn’t burn gallons of fuel practicing
Aerobatics to be the best we could be without
competition. The incentive of the contest
gives us the discipline that results in better
flying skills in the end. You know you’ll be
putting those skills to the test in front of the
judges.
To understand SPA, you have to examine
the history of AMA Pattern. Technology of
the earliest Pattern designs, of the early 1960s,
such as the Taurus or Perigee was almost
primitive by modern standards.
Original plans showed control surfaces
hinged by sewing them on with nylon line.
Everybody—Nats and World Champions
down to the rest of us—used simple dowels
and rubber bands to hold the wings on. There
was only a small technology gap between
average fliers at the local field and the world’s
best.
Because of large, bulky servos and less
powerful engines, the emphasis was placed on
building light. There were no retracts or tuned
pipes, even at the highest levels of
competition. Flightlines at local fields were
filled with trainers and Pattern designs, which
naturally led to the tremendous popularity of
Pattern contests.
As technology advanced as a result of
rapid growth during the 1960s, designs
quickly changed to keep pace with new
innovations and rules changes. By the mid- to
late 1960s, technology had progressed to the
point where a new standard of highperformance
engines, more reliable
proportional radio equipment, and a large
variety of high-performance designs were
there from which to choose.
Many call this era—the mid-1960s to the
mid-1970s—the “golden age” of Pattern. Yet
a competitive aircraft was still simple,
affordable, and within the average modeler’s
reach.
Although modelers welcomed increased
reliability and performance improvements,
things began to change by the mid- to late
1970s and certainly by the 1980s. There was
a developing expectation among competitors
to present to the judges (usually each other)
in a certain way (fast, large, and with your
“feet up”).
To be truly competitive, especially in the
upper classes, there was competitive pressure
toward even higher-performance (meaning
higher-priced) engines and airplanes. Anyone
who progressed out of Novice (i.e., most
Pattern pilots) faced more expenses if they
were to continue to compete.
You had to ask yourself how competitive
you wanted to be and whether or not you
were willing to pay for the best engines and
latest model designs. Those who didn’t were
often outperformed by those who did.
Retracts made an additional contribution
to the total investment and complexity
needed to compete. However, to attract new
competitors to Aerobatics the opposite was
true. Tuned pipes and retracts were purposely
disallowed in the entry-level Novice class (a
fact not lost on SPA rule-makers).
RC Pattern was originally the only
aerobatics game in town. Today the event has
branched out into many other forms of
aerobatics, each of which is also high tech
and requires a major economic investment.
So what alternatives are available for
Sunday fliers who are interested in aerobatics
and want to find an organized outlet for
friendly (but serious) competition? Many are
discovering SPA and many more would be
interested if there were events in their areas.
When Mickey Walker and his friends got
together to form the SPA in 1991, they were
aware of the shortcomings they observed in
traditional AMA Pattern. They believed that
it had strayed from its early roots and left the
average competitor behind. The group made
a conscious decision to return to Pattern’s
“golden age” by eliminating all nonessentials
(such as AMA’s Novice class) but extending
this rule to all classes, from Novice to
Expert.
The SPA-legal models and maneuvers
were chosen to be those in existence before
the 1976 cutoff date. However, to allow more
flexibility and give interested newcomers the
opportunity to “test the waters,” any model
could be used at the Novice level. The legalairplane
list would take effect only when
members moved on to higher classes.
These decisions had the deliberate effect
of “putting the brakes on” technology. The
emphasis shifted from a combination of flying
skill and the latest equipment to just the
pilot’s skill and hard work. Flying is still
extremely competitive—but friendly (those
two terms can be used in the same sentence).
An unexpected twist was added to the
rules in 1998, when one of the primary host
clubs for SPA events passed a noise rule in
response to AMA’s leadership’s urging.
Many clubs across the country were losing
their flying sites because of noise complaints
and others would eventually face the same
dilemma.
The SPA membership voting on new rules
changes that day faced a hard choice; either
SPA was going to find a way to make things
quieter or possibly lose that beautiful site
someday. In the end they could see what was
in the future for RC, and they made the
decision to allow modern four-stroke engines
as large as .91s without supercharging.
It didn’t take too long to see that fourstrokes
outperformed the .61 two-strokes by
being able to provide vertical performance
that was essentially equal to that of a good
piped .61. What started as a sacrifice and a
compromise to cut noise and keep a great
contest site turned into a performance
advantage.
Most pilots have since converted to the
four-strokes, although two-strokes are still
legal as long as contestants meet the noise
standard. Few who initially voted againstfour-strokes would want to go back to the
way things were.
The VR/CS also allows four-strokes for
the same reason, and both groups welcome
the current move in the direction of electricpowered
flight. It remains to be seen how
much evolution will take place because of
electric motors.
The State of Vintage RC: Just a few years
ago most vintage designs were nonexistent in
kit form. The only method of building was by
ordering plans from magazines or AMA and
the time-consuming labor of love called
“scratch building,” which might take months,
depending on the model’s size and
complexity.
Now, because of increased demand for
vintage kits, a rapidly growing variety of
high-quality, laser-cut balsa kits and fiberglass
Pattern designs are being produced, and others
are about to be released. (See the sidebar for
information.) These are being offered not only
by traditional manufacturers but by a host of
small businesses led by talented modelers.
A good barometer of how national interest
is growing is Web pages that RC enthusiasts
visit. An excellent site is RC Universe at
www.rcuniverse.com. In addition to being a
marketplace for buying and selling airplanes
and equipment, RCU and other sites sponsor
user-friendly “forums” where modelers can
ask questions and discuss almost every
conceivable interest within the hobby.
The longstanding forum devoted to
vintage RC was recently joined by a new
forum added under the heading of RC Pattern.
This was done in direct response to popular
demand for a “classic Pattern” forum (all
Pattern designs prior to the rules change in
1996 which allowed unlimited-power, 2-
meter aircraft specifically designed for
Turnaround Pattern).
This includes vintage Pattern and the later
high-performance airplanes with pipes and
retracts. There are many discussion threads of
interest to SPA members and prospective
members. Give these forums a try.
The VR/CS has members in 46 states and
three foreign countries. Just since 2002 the
number of its sponsored events has increased
from three to seven, with fly-ins and reunions
in several states, including an annual event at
AMA Headquarters in Muncie, Indiana.
The largest get-together and highlight of
the season is the annual Spirit of Selinsgrove
Reunion (named after the site of its first event
held at Selinsgrove, Pennsylvania, in 1990).
The reunion has been relocated several times
and is now held in Endicott, New York, Labor
Day weekend.
Although most gatherings are currently
held in the east, there is a new fly-in near
Denver, Colorado, with the possibility of
more events in the west. New chapters in
North Carolina and Colorado are part of the
reason for more sanctioned events. Additional
chapters are welcomed, and the Web site
includes information about how new chapters
should be formed.
The SPA is more regional in nature, with
an active group of competitors living
primarily in the Southeast. There are currently
chapters in Alabama, Tennessee, Georgia, and
the newest in Virginia. As with VR/CS, as
new chapters form, more people are able to
attend SPA Pattern events.
To learn more about the VR/CS or SPA,
the first place to go is each SIG’s excellent
Web site: www.seniorpattern.com and
www.vintagercsociety.org. Both associations
are actively seeking new members.
Growth results from interest at the local
level; to get things going, all you need is a
small group of pilots who enjoys vintage
flying. There is no reason why SPA or VR/CS
events can’t be hosted anywhere in the
country by having local groups work closely
with national leadership. Try something
different from the routine fun-fly by having
your local club sponsor an SPA competition
or a VR/CS fly-in.
The best of RC’s past is making a comeback,
so get involved and give vintage a try. The
reasons for the appeal of these aircraft to the
modelers of today are as varied and individual
as the designs themselves. Whatever the
reason, it’s a blast to fly these designs again—
or for the first time. I’ll see you at a meet. MA
Duane Wilson
[email protected]