AMA Nats Lincoln '79: RC Pattern

AMA Nats Lincoln '79: RC Pattern

Chuck Shade

Arrival and Headquarters

How do you describe the world's largest contest for miniature aircraft? As reporter and competitor, I found it interesting and challenging, but not altogether easy.

After a 16-hour drive from Ohio we arrived in Lincoln Saturday evening and, before dark, located Nats Headquarters on the west side of Lincoln Municipal Airport. Headquarters was set up in a large, no-longer-used firehouse next to one of the largest concrete aprons I have ever seen — approximately 1,000 feet wide and at least a mile long. This apron was the site for RC Pylon, Pattern, Scale and many CL events. However, with an active runway approximately another 1,000 feet to the east, airspace was definitely not unlimited.

Flying over the grass between the concrete apron and the active runway was strictly verboten; some Pattern fliers were called down for violating this airspace. There were no incidents, and after the initial rounds everyone kept their aircraft "in" over the concrete. The active runway was used by occasional commercial and private traffic and a very active group — approximately 15 Air Guard F-4 Phantoms — were on hand almost every day. An F-4 takeoff is very impressive and noisy; speaking above it to call a maneuver was impossible and many fliers were "F-4ed" during the contest.

Although the ramp was 30 years old as a one-time parking area for what must have been hundreds of SAC B-47 bombers, it was still in good condition. Pattern and Pylon had no trouble making smooth takeoffs and landings.

Practice Field

Sunday I sought out the Lincoln Sky Hawks' practice field to get a few flights in before competition started Monday. Located on the east side of town approximately five miles from the airport, the Nats host club had a nice grass field complete with a much-needed sun shelter and a large wind tee. A wind sock in the southwest corner stood next to a large sign warning fliers to stay away from that area — a next-door neighbor in an industrial park (a large welding and heavy equipment repair concern) didn't like aircraft overhead. This never presented a problem, since the field was clean and approaches had plenty of room. Sunday was rather windy; the Nebraska breeze was noticeable.

Scoring and Transmitter (Tx) Processing

Sunday afternoon was Tx processing, when your transmitter was checked for proper frequency and your contestant number attached. Final official scoring was tabulated by a computer service offered by Bob Fowler & Sons, Pioneer RC Club, Santa Clara, CA. The computer printouts were informative and accurate, although a bit slow because score sheets were carried back to Headquarters for entry and the printouts then returned to the flight lines. My Tx number was 0077 — I hoped this lucky number would be significant for the rest of the week!

Sunday evening there was a very nice dinner — a great time to renew old friendships and make new ones. Back at the campground the wind howled and there was rain with a tornado watch until the wee hours. Monday morning was beautiful, cool and calm with a light breeze, and competition got under way.

Transmitter Impound and Flight Schedule

Tx control was strict all week. Transmitters had to be in the impound by 1 p.m. or you could not fly; official flying started at 2 p.m. Impounded transmitters and contestant numbers were checked and marked on a tally sheet before 1 p.m. and were not returned except for official flying, until 8 p.m. or later that evening. To many this impounding procedure didn't seem logical: Pylon Tx's were returned to fliers just before Pattern began and, later in the week, Scale Tx's were impounded only late in the day. For Formula I judging, Tx's were not impounded to my knowledge.

Flying started promptly at 2 p.m. It was soon evident that, although the contestant entry was down somewhat from past years, this was to be a hotly contested event in all classes. One and one-half rounds were completed by 8:30 p.m. Monday, but not without a short interruption in the middle of the first round to warn all pilots about overflying the grass adjacent to the active runway. FAA promised to shut us down if this could not be controlled. With one noticeable exception on Friday, this rule was well respected for the remainder of the flying. Each succeeding round was started five positions lower in the flight order.

With one and one-half rounds per day and a changing flight order, some pilots did not get to fly at all on Tuesday and others on Wednesday. Tuesday, while warm and sunny, was windy and most scores seemed to go down after the first round. Judging was furnished by USPJA and was definitely erratic in the early rounds. This evened out in later rounds, especially after chief judge Travis McGinnis scrambled the judge sets for later rounds and finals.

Meetings and Sites

Tuesday evening an open NSFCA meeting was held on the grass in front of AMA HQ. There was much talk about Pattern rules, the rules committee, and judging; contestant judging in particular was thoroughly discussed. More ideas and guidelines were promised in the NSFCA newsletter.

As I was flying on Site 2 in qualifying rounds, I was able to visit Site 1 only briefly a few times. Site 1 had many interesting aircraft — Dan Parson's scale Martin-Baker 5, a beautiful scale Chipmunk, John Wofflick's original Twin, to name a few. In the first round one of John’s engines flamed out but he continued and finished the flight on one engine. That speaks well for the Twin design and John's flying.

Wednesday morning was beautiful (around 72°F, clear and no wind) and scores began to go up. Some radio interference seemed to affect several consecutive fliers on 72.240 on Wednesday evening, and several protests were filed for relights on Thursday. Wednesday evening was the AMA council meeting at Sandos Hall, University of Nebraska, where Dick Nutting (W.O.R.K.'s club member) announced the very good possibility of the 1980 Nats being held at the Wilmington, Ohio deactivated USAF base.

Incidents and Finals

Flying started a little early on Thursday (1 p.m.). Before round 5 was completed a spectacular midair occurred between Mark Doucey (Expert) and Bailey Reece. Mark's suddenly tail-less Dirty Birdy hit the concrete with disastrous results. Bailey's Curare landed safely but missing about one-fifth of its right wing panel.

Thursday's flying completed six rounds of qualifying competition; it was on to four rounds of finals on Friday and Saturday for the top 10 in each class. Friday's second finals round produced another spectacular event. Dave Brown (1st qualifier in Masters) was flying very well and called the three-rolls maneuver, then gave aileron control and the aircraft flew dead level — it turned out the aileron servo motor wire had broken and the plane was flying without aileron control. After about five minutes of some scary flying with rudder and elevator only, Dave managed a safe, though bumpy, landing to save the aircraft. That low score (510) meant Dave had to make the next two count for his best 3 of 4 in Masters.

Saturday's weather for the last rounds of finals was very windy, causing some bumpy flying and landings, but scores stayed up in many cases. One noticeable exception to the bumpy flying was Dean Koger's very large EU-1 aircraft, which still seemed to be on rails and flew very smoothly in spite of the conditions. While watching Dean's last flight, Dave all but conceded the national championship to Dean, as the scoring between them was very close at that point. However, Dave's earlier flying pulled him through by a small margin of 4 points.

Thanks

Many thanks are due to Betty Stream, Bill Seidler and all Pattern workers (too many to name here); the USPJA judges (who sat on the lines for six days); and the Lincoln Sky Hawks for graciously hosting and working the '79 Nats.

ADVANCED — IN ORDER OF FINISH

• Brian Crossley; Age 33; Yrs. R/C 5; Yrs. Patt. 3; Aircraft: Bootlegger; Type/Constr.: fiberglass/foam; Finish: Hobby Poxy; Engine: Rossi 61; Pump: —; Carb.: no; Pipe/Muffler: Rossi; Propeller: Rev-up 11x7½; Fuel: Cool Power 5%; Retracts: B&D; Radio: Kraft; Control Mode: 2; Roll Button: yes; Dual Rate: yes; Mix Contr.: no

• Jamie Strong; Age 22; Yrs. R/C 10; Yrs. Patt. 4; Aircraft: Compensator; Type/Constr.: fiberglass/foam; Finish: K&B; Engine: K&B 61; Pump: Kraft; Carb.: Perry; Pipe/Muffler: Perry; Propeller: OPS Zinger 10½x7½; Fuel: Cool Power 10%; Retracts: Rhome/Air; Radio: Kraft; Control Mode: s.s.; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Bob Pannell; Age 20; Yrs. R/C 6; Yrs. Patt. 4; Aircraft: Atlas; Type/Constr.: fiberglass/foam; Finish: Hobby Poxy; Engine: O.S. 60; Pump: no; Carb.: S.T.; Pipe/Muffler: Rossi; Propeller: Rev-up 11x7½; Fuel: Cool Power 5%; Retracts: —; Radio: Futaba; Control Mode: 2; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Mark Been; Age 24; Yrs. R/C 5; Yrs. Patt. 4; Aircraft: Saturn; Type/Constr.: fiberglass/foam; Finish: K&B; Engine: O.S. 60; Pump: Perry; Carb.: Perry; Pipe/Muffler: O.S.; Propeller: Hand-crafted 11x7; Fuel: Red Max; Retracts: Rhom-Air; Radio: Kraft; Control Mode: 2; Roll Button: no; Dual Rate: no; Mix Contr.: no

• Roy Speights; Age 49; Yrs. R/C 10; Yrs. Patt. 5; Aircraft: Curare; Type/Constr.: fiberglass/foam; Finish: K&B and Hobby Poxy; Engine: Rossi; Pump: no; Carb.: Rossi; Pipe/Muffler: Rossi; Propeller: Master Airscrew 11x7½; Fuel: Home Brew; Retracts: Rhom-Air; Radio: Kraft; Control Mode: 2; Roll Button: on stick; Dual Rate: yes; Mix Contr.: yes

• Lee McDuffee; Age 24; Yrs. R/C 10; Yrs. Patt. 3; Aircraft: Tiger Panzer; Type/Constr.: fiberglass/foam; Finish: K&B; Engine: S.T. X-60; Pump: Perry; Carb.: Perry; Pipe/Muffler: Mac’s; Propeller: Rev-up 11x7½; Fuel: Red Max 10%; Retracts: Goldberg; Radio: Kraft; Control Mode: 2; Roll Button: no; Dual Rate: no; Mix Contr.: no

• Jerry Voth; Age 43; Yrs. R/C 9; Yrs. Patt. 6; Aircraft: ASP (original design); Type/Constr.: foam/fiberglass/balsa; Finish: Hobby Poxy; Engine: O.S. Blackhead; Pump: Robart; Carb.: Perry; Pipe/Muffler: Semco Top Flight 11x7; Propeller: GLX 10½; Fuel: Goldberg; Retracts: Proline; Radio: Futaba; Control Mode: 2; Roll Button: yes; Dual Rate: yes; Mix Contr.: no

• James Bennett; Age 29; Yrs. R/C 4; Yrs. Patt. 2; Aircraft: Saturn; Type/Constr.: fiberglass/foam; Finish: Imron; Engine: O.S. 60; Pump: Perry; Carb.: Perry; Pipe/Muffler: OPS; Propeller: Rev-up 11x7½; Fuel: Red Max 5%; Retracts: none; Radio: Multiplex; Control Mode: 2; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Terry Throckmorton; Age 17; Yrs. R/C 4; Yrs. Patt. 3; Aircraft: Phoenix 6; Type/Constr.: fiberglass/foam; Finish: K&B; Engine: S.T. ABC; Pump: no; Carb.: S.T.; Pipe/Muffler: E-D Zinger 11x7½; Propeller: Goldberg; Fuel: Proline; Retracts: Kraft; Radio: Kraft; Control Mode: 2; Roll Button: no; Dual Rate: no; Mix Contr.: no

• Dan Sheridan; Age 34; Yrs. R/C 8; Yrs. Patt. 3; Aircraft: Dirty Birdie; Type/Constr.: fiberglass/foam; Finish: K&B; Engine: Rossi; Pump: no; Carb.: Rossi; Pipe/Muffler: Rossi; Propeller: Master Screw; Fuel: Cool Power 10%; Retracts: Rhom-Air; Radio: Kraft; Control Mode: 2; Roll Button: no; Dual Rate: no; Mix Contr.: no

NOVICE — IN ORDER OF FINISH

• Tim Just; Age 17; Yrs. R/C 1½; Yrs. Patt. 1; Aircraft: Deception; Type/Constr.: balsa/foam; Finish: K&B; Engine: Rossi; Pump: no; Carb.: Rossi; Pipe/Muffler: hand-crafted 10½x7½; Propeller: —; Fuel: Home-brew; Retracts: Proline; Radio: Kraft; Control Mode: 2; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Scott Murray; Age 17; Yrs. R/C 2; Yrs. Patt. 1; Aircraft: Deception; Type/Constr.: balsa/foam; Finish: K&B; Engine: Rossi; Pump: no; Carb.: Rossi; Pipe/Muffler: Radio-South 10x7½; Propeller: —; Fuel: Home Brew 10%; Retracts: Kraft; Radio: Kraft; Control Mode: s.s.; Roll Button: no; Dual Rate: yes; Mix Contr.: yes

• Terence Ferentinos; Age 30; Yrs. R/C 1½; Yrs. Patt. 1; Aircraft: Dirty Birdie; Type/Constr.: balsa/foam; Finish: Hobby Poxy; Engine: S.T. X-60; Pump: no; Carb.: Slide; Pipe/Muffler: Mac’s; Propeller: Rev-up 11x7½; Fuel: Sig 5%/8%; Retracts: Rhom-Air; Radio: Futaba; Control Mode: 2; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Kevin Castaing; Age 16; Yrs. R/C 4; Yrs. Patt. 1½; Aircraft: Compensator; Type/Constr.: fiberglass/foam; Finish: K&B; Engine: Webra; Pump: Perry; Carb.: OPS; Pipe/Muffler: OPS Zinger 11x7; Propeller: Red Max 5%; Fuel: Rhom-Air; Retracts: Futaba; Radio: Futaba; Control Mode: 1; Roll Button: no; Dual Rate: yes; Mix Contr.: yes

• Mike McConville; Age 14; Yrs. R/C 3; Yrs. Patt. 1½; Aircraft: Phoenix 8; Type/Constr.: fiberglass/foam; Finish: K&B; Engine: S.T. X-60; Pump: no; Carb.: Super Tiger; Pipe/Muffler: E.D.; Propeller: Rev-up 11x7½; Fuel: Cool Power 15%; Retracts: Southern R/C; Radio: Futaba; Control Mode: 2; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Larry Kramer; Age 13; Yrs. R/C 5; Yrs. Patt. 3; Aircraft: Compensator; Type/Constr.: balsa; Finish: K&B; Engine: O.S. Max; Pump: Perry; Carb.: Perry; Pipe/Muffler: Mac’s; Propeller: Rev-up 11x7½; Fuel: Sig 15%; Retracts: Rhom-Air; Radio: Proline; Control Mode: s.s.; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Dan Crosswhite; Age 17; Yrs. R/C 4; Yrs. Patt. 2; Aircraft: Dirty Birdie; Type/Constr.: fiberglass; Finish: acrylic lacquer; Engine: O.S. 60; Pump: Perry; Carb.: Perry; Pipe/Muffler: OPS; Propeller: Rev-up 11x7½; Fuel: Sig 15%; Retracts: B&D; Radio: Kraft; Control Mode: 2; Roll Button: no; Dual Rate: no; Mix Contr.: no

• Joe Barnes; Age 20; Yrs. R/C 5; Yrs. Patt. 3; Aircraft: Tiger Tail; Type/Constr.: balsa/foam; Finish: Super Poxy; Engine: HP-61; Pump: no; Carb.: HP; Pipe/Muffler: Mac’s; Propeller: Zinger 11x7; Fuel: Dyna-Knight 10%; Retracts: Rhom-Air; Radio: Kraft; Control Mode: 1; Roll Button: no; Dual Rate: no; Mix Contr.: no

• Vernon Kramer; Age 44; Yrs. R/C 7; Yrs. Patt. 4; Aircraft: Compensator; Type/Constr.: balsa; Finish: K&B; Engine: O.S. Max; Pump: Perry; Carb.: Perry; Pipe/Muffler: Mac’s; Propeller: Rev-up 11x7½; Fuel: Sig 15%; Retracts: Rhom-Air; Radio: Kraft; Control Mode: 1; Roll Button: no; Dual Rate: yes; Mix Contr.: no

• Robert Condro; Age 30; Yrs. R/C 5; Yrs. Patt. 2; Aircraft: Compensator; Type/Constr.: fiberglass/foam; Finish: acrylic enamel; Engine: S.T. X-60SE; Pump: Robart; Carb.: S.T.; Pipe/Muffler: Zinger 11x7; Propeller: Local Brew 15%; Fuel: Rhom-Air; Retracts: Kraft; Radio: Kraft; Control Mode: 1; Roll Button: no; Dual Rate: no; Mix Contr.: no

Transcribed from original scans by AI. Minor OCR errors may remain.