For anyone interested in joining an excellent Special Interest group I am in the process of forming a chapter within the Senior Pattern association in the Northeast (NJ,NY,PA, DE, MD) .

I joined the SPA last MAy and have attended one event last Sept. I have had such an excellent experience and have enjoyed participating in this group so much that I decided to start a chapter here in the northeast.
The SPA is a special interest group of the AMA. The primary interest is to promote the fellowship and camradarie of classic pattern flying. The stlye of precision aerobatics is focused mainly on pre- 1976 and older pattern aircraft and the class and manuevers of that era. In most respects it is very much like todays style of Pattern competition, but the main focus is to really enjoy what pattern Flying is all about, having a great time and enjoying the competitive sport with others.
My goal is that once the chapter is formed that we will be holding SPA events here in the northeast. SPA contest are similar to most pattern contest with some exceptions. First off, the aircraft must be designed prior to 1976 and there is engine limitations also. The engine sizes are limited to a .61 two stroke or .91 fourstoke, no tuned pipes or supercharged engines and no retracts, electric motors of equal size are permitted as well. The only exceptions ar for the novice class in which any airplane or engine size may be used. There are three popular classes for SPA. Novice, Advanced and Expert (including Senior Expert) additionally there are classes for antique pattern aircraft (prior to 1965).

SPA is a great group to join if you really like and enjoy precision aerobatics. Flying in SPA does not cost you an arm and leg either. Most airplanes used in competition are well within reason of costs, and several SPA legal aircraft are still offered as kits and ARF.

If anyone is interested in more information please check out the Senior Pattern Associations website at
www.seniorpattern.com

For anyone interested in information about the new chapter forming here in the northeast please feel free to email me at [email protected]
Thanks,
Jim Hamilton

Hi Jim,
I am excited about the prospect, but we have to do something about the rampant "tweaking" of the old designs.
The rules for the 1975 cutoff event have been bent to the point where it is dominated planes that were never originally intended to be flown without pipes and/or retracts, and are now often modified with longer tail moments, clipped wings, and the "wrong" number of landing gear legs.
Either we are flying a "nostalgia" event, or we are just flying non-Turnaround with designs that pretend to be nostalgia driven.
It amuses me that because there was a version of Don Lowe's Phoenix that had flown before '65 that now P-8s are SPA legal.
I can live with either approach.

Locally, I would like to see several classes: one on line with the more puristic approach taken by VRCS for designs before '65.
I believe we need allowances just for readily-purchasable powerplants and the real-life noise environment today, and this would make those planes dual-purpose.
The other class would be the proposed BPA. That's where I believe there will be plenty of participation.

later,
Dean Pappas

Jim,
It's a nice idea and surely needs development. Other than the cutoff dates, the differences I see between the two organizations is that SPA contests are more focused on the competition part where VR/CS events are more inclined on fun competition (so what if your three inside loops look a little like eggs ).
One thing the SPA does not do that VR/CS does is have Class I (rudder, motor), Class II (rudder, elevator, motor) and Class III (rudder, elevator, motor, ailerons). It would also be possible for a guy to fly the required maneuvers with a reed radio if so inclined. A number of flyers are using the old reed transmitters with modern electronics and flight packs.

Here are the VR/CS guidelines for pattern airplanes up to 1/1/70.

Planes must have been designed for radio control.
Aircraft must be built to the plan form of the plans.
Original airfoils must be maintained.
Changes to bolt on wings instead of rubber bands are OK.
Stab location can be altered.
Foam wings can be substituted for built up balsa.
Strip ailerons may be substituted for “barn door� style ailerons.
No scaling is allowed.
The pilot does not have to be the builder of the model.
Original plan materials or construction techniques need not be followed.
Power
a. Any side exhaust two cycle up to and including .61 cubic inches (10cc) is legal.
b. Four-cycle engines up to and including .91 cubic inches (15cc) without air chambers or supercharging of any kind are legal.
c. The use of vintage engines is permitted provided the above guidelines are met, but all engines must use a proper muffler. Tuned pipes are prohibited.
d. Electric power may be substituted for glow; there are no limitations on battery/motor combinations.

I'm in the planning stages for a VR/CS event to be held around October of next year in the NJ, NY, PA, DE, MD region and it would be nice to have VR/CS and SPA join forces. The event will be open to all, VR/CS membership will not be required.

I'd love to talk more about this.

Dean,
It is great to hear your input, and I really hope to entice SPA contests and events here in the North East(I hope to have atleast one contest set up for 2007). To my best understanding any design must be within 3% of the original design size which to the best of my scaling factor still retains the original designs within reasonable limits. What is not limited is how the airplane is contructed, so I believe it is possible to take a pre 1976 design that was designed for pipes and retracts and lightnen it up to achieve a respectable means of perfomance. As far as the gear configuration well yes that can be a debatable subject for sure, personally I feel that if you choose to go from trike to tailwheel or vice versa, have at it. I have been flying an Utter Kaos with a pretty much stock set-up the only deviation is that the ailerons are driven with independant servos. I use an OS .61 FSR with no pipe, it holds out well and is capable of most manuevers listed in any class. But I do hear what you say about design and what is legal and what is not. SPA prescribes that the design must be prior to 1976, however certain designs have different variations such as my Utter Kaos. It essentially derived from the original Kaos but to my understanding when the SPA accepted it as a SPA legal aircraft it is because it's design is closely related the original Kaos ( and that can be debated as well). It is only my guess that the reasoning behind this is to promote more flying and to have more designs available for SPA competition. Another example would be the Goldberg Skylark 56, the original version was different than the MKII version which was introduced in 1978. The original Skylark had a semi symmetrical wing ( same as the Falcon 56) where as the Skylark56MKII has a fully symmetrical wing.
So where do you draw the line, I don't know and the only answers anyone can give would be merely a personal offering( In SPA contest the CD and/or judges have the final say as to what is and is not a legal airplane). The rules are what they are and I don't mind following the guidlines set forth. Really what I think the point is, truely enjoy flying a group of airplanes that fly great and offer outstanding performance. Additionally I feel that it is also important to enjoy the type of competition a flyer chooses to compete within. By looking at the guidlines in VR/CS they seem to be quite the same as SPA, but even still they do allow some design alterations as well.
The other main point of SPA and I am sure it encompasses the same ideals as VR/CS is to really enjoy flying a particular class of planes and the fellowship and comradrie in which both groups focus on. I think that SPA has alot to offer someone looking to fly precision aerobatics, because it is challenging and competitive and it does help people's flying skills improve.
But above all that and anything else, it is a hell of alot of fun.
I do appreciate all opinions no matter what side of the fence you lean on, and I must say the Antique classes would be great. Personally what I like is that it includes two of my favorite airplanes the Sr.Falcon and Ed Kazmirski's Taurus ( which in my opinion is one of the best designed planes in Pattern for it's time). I do hope that once the chapter is formed that we will most definitely offer antique classes as well providing there is a strong enough persuasion. Thanks for your opinion and let me know if you have any questions
Thanks,
Jim Hamilton

Yes, discussed that up here too. Then the spectre of a flightline consisting of various colored Daddy Rabbits crossed our mind. People will find the best plane that qualifies and that is all you will see.

Then there is the matter of time having marched on. Many of the airplanes were experiments to find what works. We now have a much better idea of that and it's hard to build a model that you know won't fly well; or at least not as well as it could. I have on the building table right now a plane, Troublemaker, which was famous in its' day but the horizontal stabilizer is right at the bottom of the fuselage and rudder. Should I build it knowing it won't fly as well as other designs? . . .or raise the stab just a wee bit?

I have to say this about the Daddy Rabbit, It is very popular among SPA, but then again so is the KAOS series of airplanes, including the Dirty Birdy as well. Members are also building other designs such as the TroubleMaker, King Altair and the Panzer is becoming popular as well. I think the reason the Daddy Rabbit became so popular is because it flies exceptional and is not very difficult to build, so with that combination it is alot like most rabbits - it multiplies quickly!
Me personally I like alot of Joe Bridi's designs, so I am a Kaos fan. What can I say, some folks like Chevy, some like Fords or Dodge, and sometimes you find that odd ball out there that likes the AMX Javelin or Matador.

Having had the opportunity to witness 3 SPA events this year I came away with a few conclusions. First, like AMA pattern SPA is competition and fun. The camaraderie and fun factor is just like the AMA events I've attended for years. Many in SPA will tell you SPA is much less competitive than AMA precision aerobatics but I've personally yet to attend an AMA pattern event in 15 years that was anything but fun, even with my move from NSRCA D1 to D3 and an SPA event is a competition, make no mistake. AMA or SPA, everyone is out for a good time, I've made instant friends here in the south. Second, the 3% rule for modification was dropped in favor of "if it looks like a duck, it's a duck". Tail moments are lengthened, tail dragger's dominate, tail surfaces are enlarged in some cases. The SPA legal World Models Intruder shares only it's name with Jim Kirkland's design. At least 50% of the flight line consists of Daddy Rabbits, though today's Daddy Rabbit is far different animal than the original. Dennis Hunt has done a masterful job of bringing this design into the 21st century with plug in wings, tail dragger stance( although there are a few trike gears ones out there ) and is slightly enlarged to accommodate the engine of choice in SPA, the OS 91 four stroke. He kits the Daddy Rabbit in various stages which ultimately feeds it's popularity. He's done a wonderful job with it and is now doing the Panzer so it may soon become the standard in SPA, time will tell. SPA power-plant rules are such that unless you fly a smaller, lighter plane, the OS 91 is a distinct power advantage over the .61 2 stroke un piped. Noise consideration has some bearing on this as well as power-plant availability. SPA provides a venue for those unwilling or unable to compete at today's ever escalating AMA levels and to do it with some nostalgia by flying mildly updated planes from the golden years of precision aerobatics. That being said I intend to have an OS 91 four stroke powered updated Deception ready for 1 or 2 SPA events in '07 in the Expert class. I read with interest the forming of the BPA, however I wonder if precision aerobatics in general is going the way of open wheel Indy car racing in this country. With AMA pattern, SPA and now possibly BPA, with the already relatively small group of precision aerobatic competitors available, will there be enough to go around ?? Or will the 3 distinct choices of pattern venue help stir interest again and increase the numbers overall that compete ??? Personally I wish SPA would allow quiet .61 two stroke tuned pipe setups ( propped to turn 10 to 11K ) and retracts. The pipe would put the .61 on a more level ground with the 91 four stroke ( and is more in keeping with the early planes original power ) and the retracts, whether they really afford a performance improvement is debatable would also add to the nostalgia of the event or cool factor of the event. I guess if SPA allowed those 2 things there wouldn't be a BPA ??????
Ed Miller.

I am excited about the prospect, but we have to do something about the rampant "tweaking" of the old designs…

This “can of worms� has been opened many times before, usually by those outside of SPA who have as yet not competed, and have only a partial knowledge of the philosophy of the organization. This new Northeast SPA chapter must be formed under SPA rules the same as other chapters, or it cannot be an official chapter. Naturally a person of your accomplishments and stature would be a welcome addition, but I would ask you to respect existing rules, and give us a chance before pointing out all the things you’d like to see changed. I am not making any apology for SPA, I only hope to better explain the reasons for any changes to the original design.

I belong to BOTH groups, (somewhat rare), and have an appreciation for both viewpoints---for VR/CS, the focus and emphasis is on the AIRPLANE, with greater rewards given to those who labor the most to make the plane as close to the original in every detail. The competitive aspect in VR/CS is only a small part, relatively speaking to the whole VR/CS experience. SPA places the primary focus on COMPETITION WITH vintage airplane designs, and catches the “spirit of� AMA pattern back then—namely being competitive within the rules to best perform the current maneuvers. While SPA members respect the original model, being absolutely faithful to the original design is not the driving principle—affordable and simple competition with an eye toward making each participant’s experience enjoyable is what it’s all about.

“…Either we are flying a "nostalgia" event, or we are just flying non-Turnaround with designs that pretend to be nostalgia driven…�

This makes good copy, but is way over the top. The airplanes are not “tweaked� nearly as much as you might think. Changes are small in nature, no “scaling up or down�, no substitution of one airfoil or wing with another—the planes are supposed to look very close to the original. Adding an inch or so to the fuse length to help the plane balance with a 4-stroke, (VR/CS allows 4-strokes also), or whether the plane has two or three wheels, (although my personal preference is to stick with trike gear), hardly makes the plane a “pretender�. The reason for small changes has to do with the current SPA maneuvers which span ALL THE WAY to the 1-1-76 cut-off date—many of the maneuvers didn’t exist when the original plane was being flown. Small changes, (emphasis on “small�) are sometimes made to help these earliest planes be more competitive.

While VR/CS makes a point of staying exactly true to the original plans, (in many cases right down to the dowels and rubber bands), back at that time, there was quite a bit of experimentation in an effort to have a bit better flying plane. SPA doesn’t allow experimentation anywhere near as much as pilots did back then, (such as the swept winged Taurus Howard Thombs flew), out of respect for the original designs.

“…The rules for the 1975 cutoff event have been bent to the point where it is dominated planes that were never originally intended to be flown without pipes and/or retracts…�

Again, more important than the planes being exactly like the original, the over-riding principle is to keep competition basic, inexpensive, and fun. Pipes and retracts are just fine, but they were clearly intended as performance-enhancing devices, (and the planes fly just fine without them). Isn’t it interesting that AMA didn’t allow them in Novice, (presumably to attract new pilots and keep things simple). SPA just extends that idea to all classes.

For those who prefer pipes and retracts, it looks like the BPA is well on its way--only time will tell if they will hit on a workable formula, and the events will be well-attended.

I agree that Antique Class, (whenever it makes a comeback), should be 1965 and before, and primarily be a “purist� and nostalgia-driven event, but the rules will have to be changed by Mickey Walker and the Board to make that happen.

The bottom line is that the rules developed back in 1991 work well for us, and we have a great time flying “real� vintage designs. The emphasis is on competition and flying skill, not on absolute exactness to the original, and we hope many people in the Northeast will come on out, give it a try, and put their skills to the test. After you’ve flown a couple contests we’ll have a better basis to talk.

Should I build it knowing it won't fly as well as other designs? . . .or raise the stab just a wee bit?

"Stripes"--makes a good point. Some of these planes were designed before proportional radios--some have design flaws that you know are easily remedied with subtle changes, without destroying the looks of the original design.

It all depends on what you value most, a plane that is absolutely true to the original, or one that might fly a little better. Many of these designs are "scratch built", all the way from templates etc. Are you going to knowingly build something that will not be as competitive as it can be? When competition is the main purpose for building, there must be a balance somewhere between faithfullness to "planform" and flying characteristics.

I faced this problem when I started building my new King Altairs from scratch. The rudder line was at 45*, (not all that suitable for Knife Edge flight), which back then was not a problem. In the end I kept the planes basic rudder dimensions, and changed the shape somewhat for the sake of flying characteristics.

I happen to have a running correspondence with the plane's designer, Vic Husak, and told him what I was doing all along the way, then showed him the final photo of the completed plane after the first flight. I was delighed that he approved of my changes, so that took some of the "sting" out of any possible criticism I might get from purists Having the designer's approval means a lot to me.

Duane

-----------------


When I first started flying R/C (late Sixties), the AMA pattern and the FAI pattern and aircraft designs were significantly different. The Americans seemed to prefer hot propeller driven models that performed snaps and spins. The FAI crowd were more into jet-like maneuvers and flight. It ticked many of us off when the AMA folded and changed the AMA maneuver schedule to favor the jet-like FAI maneuvers.

What I am seeing today is a reemergence of the rebellion that started way back then. Most of us talk nostalgia, but just as many, or more of us, really seem to want a pre turnaround, unlimited form of snappy pattern maneuvers utilizing smaller aircraft than the present official pattern models and pattern are providing. It seems to me that we want the homebuilt, rip-roaring, full tilt, less refined/specialized models of yesteryear, but not particularly from nostalgia.

This type of pattern would interest me again. I'll bet many others feel the same way. Maybe it is just time to call a spade a spade and get it over with.


Ed Cregger

What is the best thing about flying pattern? It is something that poses a consistant challenge, improves one's skill but mostly you are flying with others that feel the same way. Some people like the style of IMAC and some like the style of pattern and then there are those that like both. Either way the notion is the the same, to fly competitivly in a manner or fashion in which you like. But however you fly, the most appealing aspect is those that you compete and fly with (not compete against but compete with, there is a difference).
The modern stlye of aerobatic competion has really priced itself away from the majority of those who fly R/C. With less limitations comes higher levels of performance but yet yeilds a higher cost too. Perhaps that is why pattern is not quite as popular as it once was years ago.

One thing that is appealing about SPA is simply that just about anyone has the resources to participate in it. You do not need high tech radio equipment or super high performance engines and equipment. That in itself keeps the cost reasonable for the most part. As an example you could outfit a Sig Kougar with a good .46 size engine and a 6channel radio (with computer programming) for under $400. This setup along with flying practice could be a very competitive combination. Now if you already have the engine and radio, then the costs are even less ( believe me there are alot of other planes besides the Kougar that could fall into this category). The point here is that you do not need to spend a whole lot of money to fly on a very competitive level. I don't think that most of us will ever be sponsored by any company so the budget we have for this hobby is preset.

Something else to think about as well. In any type or level of competition you will always have people tweaking or modifying their equpment to get an advantage or to acheive better performance. I don't care whether you fly Aerobatics or race turtles, stock or modifed, it is in the human nature to tweak things. Believe me, they did it prior to 1976 and still do it today. It is one thing in pattern flying that has not changed. It kind of gives a whole new meaning to the term purist, right?

One constant in flying aerobatics is this, you can have 10 identical airplanes all set up in identical fashions, so when placed in competition it is the skill of the flyer that determines overall finishing standards. Flying precision aerobatics comes down to this, it is 35% the ability of the airplane and 65% of pilot skills. Another important aspect of pattern is setting up your plane to perform at it's optimum level. These are skills that one gains outside the flying routine. It starts with construction of the plane, equipment installation, and finishing. There have been several times where I was very impressed with someones airplane and I never even saw it fly.

So what is so great about SPA? One thing for sure is this you build it, you fly it, you win it, and even if you don't take the top place place you still love what encompasses the passion of flying model airplanes. To do that with others that feel the same way, is way makes any group great.

The rules and guidelines associated with any level of competition or group will be something that will always be debated, argued and so forth. You like what you like.

By early 2007 I am hoping to have the a northeast chapter formed of the SPA, it will follow all the guidlines set forth by SPA. By the time spring rolls around I am hoping to have a "Fly In" here in the northeast so that we can get together, fly some pattern, and have a great time. Also this year I would like to have a sanctioned contest as well. For any information about any of it please feel free to contact me anytime.
And remeber this;
Pattern Flyers make smoother passes!

-------------------


Just for the record, I am not against the SPA in any way. Lest someone misinterpret my previous comments.

The SPA provides us with something that we all must want, or we wouldn't be members. I appreciate all of the work, time and money that has been spent by those who make the SPA a reality.

Now to make up my mind as to which model to build this Winter. I now have kits of the original Kaos, the Super Kaos and the Dirty Birdy 60. Decisions, decisions. I am going to use my OS FS-91 Surpass II/P in something, but the Bridi models look a bit cramped for that big of an engine. Maybe I'll stick to two-strokes in these Bridi models and look elsewhere for a bit larger model for the OS four-strokes.


Ed Cregger

You got the SPA in the nutshell with that statement. If you don't like it don't join. Its about cheap flying first, flying by older simpler rules second, flying a good flying pattern plane without too many gizmo's third, flying an older design or kinda older design fourth. Or was that fifth? Anyway its not like an antique car even. Its more like a hot rod event where you are only allowed certan mods to the original car no younger than a 76 model. It would be like a hot rod contest where fancy independant suspension is not allowed, suicide springs only, no superchargers allowed. And then the prize is not based on looks, but the drag race. So I don't think the SPA is your event.

Folks, I saw kingaltair's plane fly at Paulding, after the Hotlanta contest and it was a thing of beauty! He use a Saito 125 and it was slow and gracefull. Flew kinda like a modern two meter ship. In fact I think the span is two meters! Probably would be a good first or second plane in regular AMA competition as well.

Now to make up my mind as to which model to build this Winter. I now have kits of the original Kaos, the Super Kaos and the Dirty Birdy 60. Decisions, decisions. I am going to use my OS FS-91 Surpass II/P in something, but the Bridi models look a bit cramped for that big of an engine. Maybe I'll stick to two-strokes in these Bridi models and look elsewhere for a bit larger model for the OS four-strokes.


Ed Cregger

[/quote]


Of the kits you mentioned, you see the Dirty Birdy most often, or you might consider the Super Kaos. I don't know if flyers of the D.B. make the fuse slightly wider to better handle the 4-stroke or not. This is an example of the "tweaking" that goes on. An additional 1/2 inch wide fuse, and possible lengthening by 1 to 1.5 inches for balance purposes would never be noticed by most people, but it helps the engine fit better. Most engines are side-mounted.

Good luck, and hope to see you next season

Duane

You saw Cass Underwood put it through its paces, and yes it DOES look and fly a lot like an early 2-meter ship--way ahead of its time IMHO.

To anticipate questions----yes I use a Saito 125 in that plane since it is "legal" in Novice, which is what I fly, and it was necessary since I had to add a lot of weight to the nose for it to balance properly. My other King has an OS .91

I think Mickey Walker was flying a Dirty Birdi with a, believe it or not, TT Pro .60 on the nose. It flew well.

Hi Duane,
Hey, at least we agree about the Antique class, there is a place for the purism ... and we don't have to sneer when we use that word.
I'm all for "keep it loose". I smiled real wide when I read Mickey's original SPA mission statement long ago: you know, I flew some of those planes as a youngster!
I even built a crooked Orion back in '67. Wish I had that butchered kit back!

But, here's my problem: I'm looking to build a plane that I think will be legal, given what I hear is being accepted, but nowhere in the rules on the SPA site can I find these allowances spelled out. Arguments ain't fun, unless we agree to fly together anyway afterward, and if the plane ain't legal ...
Whether you are inside the event or outside, unclear rules are stinky. If the event is to grow into other parts of the country, this will be a problem.

Hi Sport_Pilot, Actually I like the idea of just flying non-Turnaround, at an event. I just need to know which event to build for. You have helped with the answer.

Oh yes, the plane will be dual purpose SPA and VRCS, and electric, that way I can fly it at a field near home. It will come from that brief 6 or so year period between retracts becoming necessary and the advent of the tuned pipe. Wanna guess?

Oh, by the way, that Altair looks great.


Dean Pappas

Jim--

Good luck on starting the NE Chapter of the SPA. I was at the Asheville competition this fall myself---I was flying a Bridi SunFli (white with pink undersides)---I live in Greensboro, NC. For any of you guys in the NE sitting on the fence about SPA, go ahead and join Jim in starting a NE Chapter. It's loads of fun---very challenging too. Jim's a terrific pilot and a great guy to hang out with. The quality of competition in SPA is very, very high----clearly well above my abilites (I regularly place in the bottom 1/3 of Novice). More importantly, the SPA guys here in the SE are fabulous people, a real joy to be around and compete against.

Duane & I are trying to start an NC Chapter of the SPA. So far, we have 3 folks interested. Duane & I have already had a practice session earlier this month, working on the new 2007 Novice routine. We have lots of work to do for the 1st competiton at the end of March. Jim---next time you are in NC for a couple of days, give me a call or drop me an email with a few days advance notice. I'll be glad to have you visit our club here and we can get some practice in. Regards,...Steve Vergamini (WarpedWing).

There was an attempt to create a 3% Rule, but that proved to be difficult to enforce, (and who wantes to go around with a ruler checking every detail in order to "let somebody have it" anyway). We adopted the "Duck Rule" mentioned earlier--if it looks like a duck, it's a duck. If you want to use a plane for both VR/CS and SPA, I'm positive you will get no arguements from SPA folks, as VR/CS rules are more strict. There is certainly nothing wrong with bringing a plane built to planform to an SPA meet--most planes are original, or very close to the original---it just seems there are lots of mods since that is what everyone wants to talk about in these forums. There will be very few problems/arguements unless the plane has had major mods, and even then you would probably be politely asked to bring a different plane next time.

My "advice" (though I'm sure you don't need it), would be to select a plane close to the 1970, (for VR/CS purposes), cut-off date, with a vertical hinge line for the rudder so "knife edge" won't be a problem. Most late '60s designs were quite advanced, and will fly fine without changes. Most common SPA changes involve small enlargements of the engine compartment to accomodate the 4-stroke engine, (if desired), and a slight lengthening of the fuse.

Bottom line---if someone decides to modify something, make it small, (the smaller the better), so the plane retains it's original look.

My King Altair needed a different rudder for SPA--other than the canopy, that is the only obvious change. Fortunately Vic Husak thought it was a reasonable change.

It just sounded funny to me when I read this--"we have THREE so far"--doesn't sound like too many, but that's how things get started---you see, SPA started in Ga, Tenn, and Alabama. That puts NC on the "outskirts" right now, but just like the NE Chapter, the Carolina Chapter will come as more people come to find out about SPA competition--if they like precision aerobatics, they WILL ENJOY IT. That was part of the reason I wrote the May M.A. article, I wanted others to find out about, and experience what I'd found.

The "SPA Experience" like the "VR/CS Experience" is difficult to describe to others, but Steve is right--if you're "sitting on the fence" come out and give it a try--you've got nothing to lose. Most of us start out as "Novices", (but I'd prefer to call us "future Experts"). It seems hard to believe my first SPA contest was only 1 year ago. My hands shook through the first two rounds, even though I had flown AMA Novice pattern back in the '80s---the adrenaline rush is the same in front of the judges, and you feel everyone is watching, and I suppose they are--but they're "with you" and want you to get better. People are more than happy to help newcomers.

People DO try to do their best, but the general atmosphere, (at least to me) seems more laid-back. We're looking for great things for 2007.

Why not include the SouthEast? Or are we already "organized"

Gilles Fireagle
Palm, Bay, FL

The "Northeast Chapter" takes in the states Jim mentioned. Right now there are Alabama, Georgia, and Tennessee chapters, one is forming now in Oregon, and we'd like to form a "Carolina"chapter, (lots of things here tend to be combined, as in Carolina Panthers).

We have many members in Florida, and Texas. Perhaps someday, these folks will organize to form state chapters, but they haven't done so as yet.

Ed Cregger: as far as the Dirty Birdy goes, I can tell you this. I built one two winters ago from the RCM plan. The engine compartment is very tight. You will probably have to widen and lengthen it for a 91 four stroke. As far as balance goes, my suggestion is to definitely lengthen the fuselage. With a Rossi 61 and a minipipe, I wound up being significantly nose heavy and had to add weight into a compartment I built into the tail. Since I added the weight so long ago, I can't recall exactly how much, but I think it was at least two ounces. That said I think it came out at around 7.5 pounds, I think this is about half a pound lighter than the plans say. The fuselage was a pain because of all the sanding, shaping etc and took quite a bit of time. It could be lightened quite a bit, 3/8 balsa as a fuselage top isn't light! The wing is easy to build. If you are into foam, Dynamic Balsa has the cores. I think they may even have the stabilizer cores as well. The work was worth it, its a great flying plane. In my opinion, smooth and greaceful describe how it flies. I almost flies itself.

As far as a NE chapter of SPA goes, that's a good idea, although with two kids under 5, I doubt I'd have the time to actively compete at a serious level. I simply don't have the time to practice at a competitive level. I build these old designs because they fly so darn good. I never attended an SPA meet, but it sounds like low key, low pressure and fun. If you have any questions on the Dirty Birdy, there are many on RCU that have built it and give good advice. That's whats so great about this hobby.

Mturowski----Well said, you are "right on" about everything you mentioned. The Dirty Birdy is a very slick and fast plane with or without a pipe. It has very sleek lines that come from all that sanding. I had a fiberglass version I flew back in the 80s until I pulled up when the plane got too close to the ground while inverted. I have another nearly completed fiberglass version I bought from a friend 20 years ago but have had in storage.

We have one fella in SPA who "specializes" in the Dirty Birdy, and goes out of his way to build a light version. I believe he offers these for sale--I can give you his e-mail if you'd like.

Mturowski----About competition, you don't have to practice to the point of perfection before coming out and giving it a try. You don't need to embarrass us--if Jim offers a contest, just pick your class, practice a week-end or two and come on out. You'll know then whether or not you'd like to get more involved.

BTW--SPA dues are only $20, (mostly for the newsletter), and there is a discussion forum similar to this, (www.seniorpattern.com)

Duane