A New Look at Vintage Aerobatics

The Senior Pattern Association’s newcomers guide to Aerobatics By Duane Wilson | Photos by the author except as noted As seen in the July 2007 Issue of Model Aviation. I wrote an introductory article, published in the May 2006 Model Aviation, about two AMA Special Interest Groups (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.

John Nessler (L) and brother Eric Nessler compete for fun with scratch-built Jim Kirkland Intruders. Bill Wilson photo. 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.

Joe Bridi designed the Dirty Birdy, published in the June 1975 RCM. Bridi photo. 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 SPA is about simple, fun aerobatics. Find out more at www.seniorpattern.com.

SPA member 1 Mickey Walker founded the organization with the genius idea of keeping things simple and inexpensive. 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.

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. 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.

The Cermark Javelin II ARF is perfect for SPA participation. No modifications are necessary. Michael Ramsey photo.

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 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.

Bruce Underwood calls maneuvers and guides “rookie” pilot as John Baxter and Scott Anderson judge. Gary Lindner photo. 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 (center of gravity 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).

(L-R): David Johnson, Bill “engine guru” Collins, and Phil Spelt with retired original SPA Logo Kaos. Bruce Underwood photo.

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. 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 website. 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 full-size SPA-legal airplanes. Dennis Hunt at Zimpro Marketing produces a performance-modified version. The Cermark version’s suggested retail price is $169.95. It has a wingspan of 58 inches. The performance-modified 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 website. 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.

The Daddy Rabbit is a no-nonsense design by Jim Whitley. It’s available from Zimpro Marketing. Proline Radio photo. • 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.

Jim Rogers built his Daddy Rabbit to use an O.S. .91 four-stroke engine. The extra power makes these models groove. As is common with rabbits in general, they are all over at SPA meets, and for good reason.

You can’t go wrong with a Joe Bridi design. His Dirty Birdy is good with a .60-size engine. RCM photo. • 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. • 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.

The World Models Intruder ARF is an SPA-approved version of the Jim Kirkland design. AirBorne Models photo. 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 test-fly 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! For those who are interested in a true-to-the-original Kirkland Intruder that is more suited to two-stroke engines, a fiberglass/foam kit is available through Dan Hines at Carolina Custom Aircraft.

Bob Klineyoung’s 1973 Phantom—published in the November 1973 RCM—can be built with standard or trike gear. 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.

Conforming to new field-noise requirements, the SPA allows four-stroke engines, shown in this Phantom 1. This design is available in several wing/stabilizer short kit versions; the fuselage needs to be scratch-built from plans.

Vic Husak’s King Altair was one of the first designs to adopt the short nose, long tail moment concepts. RCM photo. • 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.)

In Memory of Vic Husak (1924-2007): The Story of His King Altair

Many who are 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 larger-than-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 first-generation 2-meter Pattern aircraft from the 1990s.

Ed Kazmirski’s 8.5-foot Simla featured plug-in wings, which at the time was a revolutionary feature. 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. 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 of your favorite vintage model?

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. 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. 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 website 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.

SOURCES:

SPA
www.seniorpattern.com

SPA President Bruce Underwood lines up his Phantom 1 for a perfect landing. Fixed landing gear is practical.

John Nessler guides his Intruder to a beautiful nose-high landing. The SPA scores all landings. Phil Spelt photo.

The author’s King Altair on takeoff displays its distinctive vertical tail shape. Christina Harris photo.

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.

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.

Clockwise from top left: The author with King Altair, Don Eilor with Javelin II, John Nessler with Intruder, Vic Koenig with Dirty Birdy.

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 History Project biographies at www.modelaircraft.org/museum/history-recognition/ama-history-project. 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 website at www.rcuniverse.com/forum/forumid_379/tt.htm), where you can network with likeminded individuals worldwide. You can also participate in the SPA Discussion List (on the website). 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! —Bob Noll