Model Yachting: Volume 4, Issue 43 – September 1948

During the past three weeks we hct..ve received requests to put a stop to what they consider useless waste of space. The contention being, as expressed by our Vice-President Tom Allen, “Why all this continued blah, blah, about scoring? The One-plus-One system has been OFFICIALLY adopted and the West is quite happy with it. Is it necessary to print all that stuff that the die,hards want to unload. Let us pay a little more attention to the building of our clubs and expend less energy in tearing down ,-·hat the majority are trying to build. Any more of that and the chances for renewals from this part of the country are ruined. ……………………………….. and your letter worries me, quite a little, for if Post and Angell retire, we can all ill afford to lose two such good workers. My whole time is going into the building of the San Diego Club. and altho I certainly appreciate the honor of having been elected the MYRAA ‘s Vi.ce President, I warn you that I shall not accept any · higher office regardless of precidents. This 20 million dollar pro, ject keeps me pretty busy.,, w.~.q,,~.f. ..¼g,f4Ji~9 MAIN OFFICE 71 Calla Street, Providence 5, R. I. EDITORIAL STAFF Freeman J. Santos, Publisher-Editor Miss Jeanne A. Santos, Associate Editor Ains Ballantyne Technical Editor Leroy Gesback Mid-\Vcst Rep. G. C. Gallagher \V.·ster>1 Rep Founded Monr.L $2.00 in 1945 by Charles H. Farley Official P11blirntion of the YACHT R/\CING ASSOCIAT[ON OF AMERICA Subscription, One Year, in U. S. and Canada: $2.50 Foreign All rig/its reserved. Nothing that appears in th•s magazine may be reprod11ccd. F.ither wholly or in part, without writtc1i permission of the Editor acting for the MYRAA or from a contributor who reserves hi.1 rights. Make all Checks and Money Orders payable to “MODEL YACHTING” Vol. IV SEPTEMBER No. 43 JFORE?N~ AFT With this issue we call a halt to the c;ontraversy regarding the One-plus-One system of scoring. It has been our editorial policy to open the pages of this magazine to every member of the MYRAA who had something of interest to say. When opponents of the new system asked to be heard, we granted their request, altho we felt quite sure that arguments in favor of the old system would have very little effect in bringing about a return to that system. Our certainty was based upon the num, erous letters we have received from clubs that gave the new system a trial and were satisfied with it, expressing the hope that they would never have to go back to the old one. 2 Staff Banks, Secy of the Los Angeles Club, and one of California’s leading ·business men and a model yachtsman of many years standing, expresses himself so adequately, your Editor takes the lib, erty of transcribing part of his letter as a fit finale for this editorial. “Your valiant efforts to keep the mag, azine alive and a vital force in our sport, and your policy of impartially, presenting divergent views in its columns, I feel sure meet the hearty commendation and approval of the preponder:rnt majority of your readers. In your thankless self, imposed task as Editor you likely cannot avoid occasionally rece1vmg carping criticism from £.Ome dis_gruntled reader. I, for one, cast a vehement vote that you file all letters of personal abuse and vituperation – the mere venting of spleen-in the editorial wastebasket in 1 )@TILE PUBUC UBRAR che Summer, and in the furnace in the Winter. They certainly merit no place in the magazine. Now that the clubs have long since officially voted on the scoring system I should think the subject should· properly be considered closed. Those who con, tinue to carp over the result should be told to be real sportsmen and to accept the verdict of the majority in true dem, ocratic fashion. The specious reasoning expounded in your July issue by Robert Ballantyne can only be characterized as puerile, to say the least. The only logical interpretation of the fact that fifteen clubs did not vote either way is that those clubs were wholly indifferent to what system ~as adopted.” C’ DEMOCRACY VS. DICTATORSHI.P The annals of history are replete with the names of men who sacrificed and died to give all men the right to govern themselves. These names will live and be remembered long after the names of those that try to abrogate this right have been forgotten. Men band themselves together in an endeavor to advance a ·certain social or economic activity thru the democratic rule of exchange of ideas This procedure should hold true in model yachting, but unfortunately doesn’t. It is appalling how many clubs are succumb, ing to the dictatorship of one invididual. This lamentable condition, untenentable as it is, would never induce us to mention it editorially, were it not for the un, deniable fact that it has not only brought about the banishment of some twenty,:fi.ve clubs in the past six or seven years, but now threatens to “sing the swan song” for some of our once most prosperous ones. “You cannot teach old horses new tricks,” is as true a proverb today as it was over a hundred years ago. We older skippers should come to the realization that the future belongs to the youthful, not the ageing. Evolution produces some very hard pills the passing generation hates to swal, low, were it not for the tremendous pres, sure bro~ght to bear by the coming generation. The younger members of clubs suffering “go backward” tactics must see to it that “one man rule” shall cease to exist, if they desire to enjoy progress and success. Look around your club house and notice the many, many empty spaces that only a year or so ago were filled by enthusiastic, progressive, energetic skippers that grew tired of petty, cheap polittics and dictatorial policies. One alternative only remains if we are to salvage what little remains of these clubs, and that is. a complete change of management a~d social and sportive at, titude. Only men with intestinal forti, tude, to whom the srort means more than a pat on the back,-a stew of clams or a pottage of beans can force this change. Are you in this catagory? If you love the sport well enough, then fight hard enough to safeguard its future and your own personal status as men governed by democratic rule and pro, cedure. The Editor. ______ MODEL YACHTING.——– CARD OF THANKS The Editor and publisher of “Model Yachting,” Mr. and Mrs. Howard Angell and Mr. and Mrs. Harry Denkwitz wish to thank Mr. and Mrs. William Hoeg and their charming daughter Evelyn for their gracious hospitality during their stay at Marblehead ANNOUNCEMENT RENEW THAT SUBSCRIPTION 3 ONE-AND-ONE SYSTEM OF SCORING VS. OTHER SYSTEMS By C. H. FARLEY Adopted by theMYRAA, the “oneand-one” system of scoring points for pond sailing has produced varied comment. There are a few dissenters, naturally, but even some of these were pleasantly surprised after trying the scheme out on their ponds. The proponents put the plan into practice long ago, and report that they are fully satisfied, and would never return to the old 3-2-0 system. Official records show that 13 Clubs were represented at the last Annual Meeting, and 10 voted in favor, of the 1 and 1 system, and 3 for other systems. A mail referendum was held later, but still only 13 votes were returned, 1o in favor of the 1-and-1 System, 2 for the 3-2-0 system, and one for a 3-2-1 system. Thus two chances were given for all clubs to vote, but 12 clubs were evidently disinterested. Among these 12 clubs, 4 or ‘5 are skiff-sailing clubs, who use the 1-andl system anyway, and perhaps refrained from voting on a strictly pondsailing matter. This leaves the balance , of clubs not voting at 6 or 7. Many MYRAA Clubs are very small in mem, bership, or are in the “one man club” category, and show lfrtle activity or in, terest in national matters. The·fact that several large clubs were decidedly in favor of the 1-and-1 system gives good idea of the general sentiment throughout the country. • It is a matter of record that when a vote is taken in the MYRAA that only a small portion of the clubs bother to vote. It is a fact that four years ago, at a time of national crisis, that only 46 % of the American electorate went to the polls, hence apathy in voting is not restricted to model yachtsmen. Various statements have been advanced to “explain” the reason why the 3,2,0 a 4 system should be retained, and how it started. One quaint notion is that “points are allotted entirely on the distance sailed,” as set forth in July “Model Yachting,” with diagrams and figures. Such a survey may be mathematically correct when applied to a pond over which a uni-directional wind blows, straight up and down its longitudinal axis, giving a true beat and a true run. Actually such a course, at least on East, ern and Mid-western ponds, is rare. The wind usually blows from one corner, and is seldom true as to direction. Consider cases where ( 1) the wind direction is such that the course can be sailed to ~ind ward in one ·hitch or leg: (2) with only one change of tack: (3) where the gye is used along one shore; ( 4) where the pond is not of a rectang, u.lar shape; (we have round, square, figure-eight and other odd-shaped ponds with irregular outlines. Under the above conditions, theory and diagrams are of no value, and a yacht beating to windward does not neces, sarily cover a 3-2 ratio of distance as compared with the return leg, as the article in July “Model Yachting” claims. , A. beat to windward on one hitch ap, proximates the distance covered on the retµrn reach. When reaching or run, ning, and a yacht comes ashore several times, or gets off course due to a change of wind direction, or where she jibes or broaches, often covers a great deal more distance than when holding a straighter course down center of the pond. Such meanderings, not always the fault of the skipper, greatly reduces the alleged 3-2 ratio of distance between windward and leeward legs, and in some cases a figuref, run could cover •the approximate distance as is covered on the beat. We don’t need a diagram to show a beat in one hitch, or the loops described and distance reduced by extensive gyeing. One esteemed contemporary defies” someone to tell him “just what sport awards points for losing,” as he whim· 0 l I l The pool at Camden, New Jersey, where the National “M” Class Championship races will be held during the Labor Day holidays, September 4, 5 and 6. This pool was built especially for th~ racing of model yachts and has been grea~ly ir~pr~ved since some of our Eastern skippers were there a few years ago. It 1s bmlt m a location free of trees and affords unobstn1cted winds from any direction. Some spirited sailing is in the offing. The races this year are under the auspices of the South Jersey Model Yacht Club. sically labels the one point given in the one-and-one system for completing a board. We refer him to the MYRAA r.kifi:sailing rules, which prescribes the one-and-one system. Also we refer him to the Eastern Yacht Club and Corinthian Yacht Club of Marblehead, Mass., which has memberships and boats outnumbering model yachting 100-to-1, and sail 10 dif, ferent classes. These clubs use both a percentage system of scoring and a point system. Their point system is, and we quote from their Rules: “The Point Svstem ( 1 point for starting, 1 point for finishing, 1 point for each boat beaten in each race, 1/ 4 point extra for 1st) .” This is quite similar to the MYRAA one-andone system. Even by use of the percentage system, with two boats in a race, the winner would get 100 % and the 2d boat, or the “loser” 50 % . Hence, no matter how many boats are in these races, the last boat to finish within the time limit gets a percentage or a certain number of points. These skippers do not ask for, or expect, points on a 3-2-0 basis, and they sail a triangular course, or a course to windward and return, without clamoring for extra points for covering more distance between certain marks than between other marks, or because one leg is sailed in less time than another leg. Neither do they begrudge less skillful skippers one point for completing the course. (And, by the way, don’t for, get that both winners and losers get this one point). If persistent winners expect to gain and retain club members by ..awarding” the loser the magnificent sum of ZERO, whilst arrogating to themselves a nice, big, juice FIVE, they are on the wrong track! Experienced model yachtsmen know that any group of skippers sailing to, gether continuously, inevitably develop certain ..top-men” who can lick the tar out of the rest of the fleet, regardless of the scoring system used. This superiority is so marked (in too many instances,) that it is· difficult to digest a theory that such top-men can not be satisfied with TWICE as raany points under the one-and-one system, as their less fortunate or less skillful opponents get, whether the course be a beat, a reach or a run. It must not 68 forgotten that the winner and the lo’3er cover the 5 same approximate distance on any given leg. The relation of one leg to another in terms of distance or time value is simply a smoke-screen to justify a topheavy score. One writer states that “a superior windward yacht is penalized by making her sail further,, (on a beat) ~~for the same number of points,, (as for a run). It should be obvious that all competing yachts must sail the same course anJ the same approximate distance. Nothing is mentioned about the loser being ·•pen, alized,, by getting a ZERO nnJer the antiquated 3,2,0 system. If the claim of some writers, that nothing but beating is worth while, and that reaching or running should be classed with, and we quote-“a haystack being blown before the wind,,, then it might please these gentlemen if we would abandon reaching and running, also steering gears, and return to those good old days (?) when skippers didn’t have the equipment or brains to control a model before the wind. Even now, with modern steering devices, it takes great s~ill to steer a model yacht prop:::rly off the wind Other proponents of the 3,2,0 system cite fishing-schooners and windjammers as being the ne-plus,ultra in water, vessels, where their ability to go to windward brought horn the fish and tea quickly. We can swallow the schooner, but not the wind~jammer al, lusion; and after all, what model skip, per sails for tea or fish? All he wants is something besides a ZERO to show for his labors! We note that one prominent British model yacht club is currently trying out a 2,2,0 scoring system in place of the old 3-2-0. Still another variant proposed in the United Kingdom is to score 2, 2 ,O plus 1 p9int for winning both ways. While either of these two proposed sys, terns equalizes the value of windward and leeward boards, (which is desirable,) no provision is made to encourage a skip, 6 per who seldom wins, but always com, pletes his boards, even though he finishes very close behind the winner. The 2-2-0-plus 1 scheme is less desir, able than a straight 2,2,0, but both sys, terns stri~e the ~eynote of selfishness, and a desire to retain an overbalanced plurality, and obtain FIVE times as many points as a defeated and often outclassed opponent. Claims of the proponents of the Five, nothing School, to the effect that the l-and-1, the 2, 2-0 and other systems result in little or no change in th~ plac, ing of yachts on the score sheet at the end of a round are more or less correct, but irrelevant and without point. It is certain that where the 1 and 1 system is employed, yachts accustomed to high scoring will find their 1, 2-3 etc. placings somewhat interchangeable, and that the chance to eventually win or lose after sailing off ties wilf be increased greatly, all of which should increase general in, terest, and give the persistent winners much,needed humility, the persistent losers, hope. The die-hards’ claims are rather naive, as they miss entirely the real issue, which in the case of the one,and-one system is “to give every competing skipper a break, credit for doing his best, and to alleviate the terrific handicap under which the less-skilled skippers operate against the best in the land.,, The one-and-one system provides an INCENTIVE for all skippers in a club to enter as many races as possible, par• ticularly races for accumulative seasonal scores. As each skipper gets at least one po_int for each board he completes, this fact works to stimulate his attendance. It all adds up for more boats on the pond, and thus better advertising and prestige for the sport. No longer must a skipper, after wangling a “pass” from the wife to attend a race, return home with the weekly zero report. If there were eight boats in the Continued on page 12 J TUNING UP THE VANE GEAR I by Charles H. Farley I I ii CHAPTER II MOVEMENT OF RIG SLIDING RIC The Rating Rules for A-Class, 6-M Class and 1Q, Rater Class prohibit moving the mast, ( and hence the rig) more than one-half an inch on either side of a black mark SUPPOSED to be placed on the deck. We say “supposed” because the mark is usually missing! Hence 2 a total distance of movment is one inch. The X-Class and M-Class have no such silly restriction. Mr. A. R. Lassel, em, inent American authority, after years of experiment testing scores of similar models, has stated that seven inches of movement of rig on an M-Class yacht is NOT enough to preserve balance in varying strengths of win,d from zero to forty miles. Many American 1’v1’sand X’s carry a sliding rig of from five to seven inches scope. The sliding rig, how, ever, is ~eldom moved during a race, and most skippers use it only to locate the so-called “best” position of rig for the prevailing wind, and leave it there un, less the wind changes considerably in strength. Quoting Mr. Lassel: “A requisite for winning races is the ability of the yacht to head up in the LIGHTEST wind ex, pected, even if lee helm must be used, which is the general situation. If the tuning-up process is made in strong winds, an ability to predict this zero po, sition is required. If the mast is set in illlllilNI I I I t.a.XJL.Xm something like average wind, the vane is set to produce J. slight lee helm by ~djusting the feather-swing inb?ard. _With a decrease of wind, lee helm 1s available; with an opposite change of wind, weath, er helm is produced by giving the feath, er more outboard swing. The “best,, position of the mast is not entirely likely to hold good in all events, though.” Where chain-plates would have to be shifted, and thus make unsightly holes in the deck, with the sliding rig no such defacement is necessary. Running before the wind, short-ended models often have a tendency to nose un, der, but when the sliding rig is moved well aft, such a boat will lift her head and sometimes even plane. This proves ~he theory of “wind depression.,, Yachts with good overhangs, such as the X-class, which do not nose under in heavy go, ing, will sail faster and steer easier be, fore the wind when the sliding rig is moved well aft. This is especially true with boats having fine entrances and flat runs. Pushing the rig too far forward will make a boat depress her bows or round up. PRINCIPALS OF SAILING WITH VANE GEAR The fundamental principles of sailing with vane gear are as follows: a) The vane-feather, operated by the wind, is the power plant. Its leading and trailing edges will always keep par, allel to the direction of the APP ARENT wind. 7 I b) \\/henever the boat wanders off -her course, the feather remains parallel to the wind, and helm is exerted accordingly. c) When on the wind, and a puff or a lull in the wind causes the yacht to head up or to fall off, the helm is auto, matically exerted, which keeps the yacht on a steady course. • c) On a run or a reach, a yacht has a natural tendency to swing her bow away from the wind, hence if the main, sail is carried to starboard her head will be turned to port unless helm is used to keep her straight. The large mainsail overpowers the smaller jib, even when the jib is “winged out” on the opposite· side to the mainsail. f) The use of a spinnaker helps to equalize the mainsail, and where a spin, naker can be used on runs, less steering couple is needed. The vane gear, when properly ad, justed, automatically gives the correct amount of helm to keep the yacht on her course. To get the most speed and weatherli, ness out of a boat, the trim of the sails, position of the rig, anc;l the correct ad, justment of the vane gear must be just right. It is true that with improperly set sails, and wrong position of the rig, the vane gear will FORCE a boat to keep on a give~ course, BUT such pro, gress will be too slow to be of value. The less rudder-drag now, the more efficient tuning-up, and the better the trim of the sails, the faster and closer the boat will sail, with vane-gear or any other sort of steering control. TUN INC UP WITH VANE CEAR WINDWARD WORK First, tune up your yacht to windward so that she points as high as possible and travels fast, WITHOUT THE VANE GEAR ABOARD. The mast must be plumb in the thwartship plane. Center the rudder by placing a light rubberband over the vane spindle and through the enc! of the tiller. American skippers seldom lock their rudders amidsh.ps when sailing to windward with Braine gear, but if it is your costum to lock the rudder, it may be well to move the rig slightly aft when the vane gear is finally shipped. At any rate, it should not be moved “several inches” as uninformed writers state. Mr. Berge wrote that he had to move his vane gear back on his A-boat two inches beyond the position used with Braine gear. We believe that the vane he then used was unbalanced and its inertia affected the steering. The vane gear is not intended just to force a boat to “point” high, but to take the place of the human hand at the tiller, to “feel” the wind, and to take advan, tage of any change in wind direction or strength quickly. THE BETTER THE BOAT IS TUNED UP FOR WIND WARD WORK BY HER BALANCE AND SAIL TRIM ONLY, THE BET, TER SHE WILL PERFORM WHEN THE VANE GEAR IS ADDED. After the yacht has done her best to windward WITHOUT the vane gear, remove the elastic and ship the vane gear. Unlock the gear, so the feather and counter-weight are free to swing from side to side. Set the feather in the beating position, pointing aft at an an, gle of about 35 degrees from the centerline of the boat, rudder amidships .. The angle of the feather, inboard or out, board from the centerline of the yacht is regulated by beating-stops soldered to the vane disc on the hand-operated type, and by a single or a d5mble adjustment on the self-tacking types. Marks may be filed or scratched somewhere to indicate the angles of 30, 35, and 40 degrees. These angles may be located by means of a templet cut to the proper angle, or by marking the angles on a flat piece of wood, and mounting the vane upon it. Of course you will have balanced the vane gear and checked the verticle true, t1 \\ ;1 u h d \’ C a r C f C r ( a C t C t C \ t E t a t L C t I ·-=s· of the vane-spindle as described else, “iicre in this article. Now try the yacht out with the vane ,•..:araboard. If she doesn’t point high ~ncltravel fast, adjust the feather angle until she does, but limit the angles to not i.:ss than 30 degrees or more than 40 J..:grees. If she doesn’t perform well ,,·ithin these limits, then the rig should lit,: moved slightly aft, or forward, as the ..:asemay require. If she falls off, adjust feather inboard a trifle; if she sails too high, ease off the adjustment a little outboard. Make ad, justments gradually, as. even a half tum of a regulating screw will affect the per, formance. If she sails higher on one tack than on the opposite tack, locate the fault. It may be because the gear is not function, ing equally on both sides of the centerline of the yacht; the vane-arm or the tillerarm may not be in line; the vane-spindle or the mast may be canted to one side; the rudder and/ or skeg may be twisted or warped; the hull may’be lop-sided. If the latter is the case, it can usually be corrected by giving the feather more scope on the side affected, or less, as the case may be. n~-‘ le us >n at :d :o :e r, 11r E )_ E ~, REACHES AND RUNS Point the boat in the direction you wish it to sail. Trim the sails, Lock the feather assembly and counterweight as, sembly in line. Hold the tiler amidships and twist the feather and counterweight so the leading edge and trailing edge of the feather are parallel to the wind, and ahead of it. For the theoretical setting of the vane gear and the trim of the sheets, consult the CHARTS-Vol. 1-No. 2. TRUE WIND AND APPARENT WIND The CHAR TS do not show the addi, tional adjustment of the vane gear re, quired to compensate for the difference between the TRUE wind and the AP, PARENT wind. As a matter of fact, it usually difficult or impossible to de, termine the exact direction of the true wind when sailing models from the shore. Hence, for all practical purposes, the theoretical set as shown on the CHAR TS will serve as a bassis for setting the vane, and adjustments for the apparent wind cause for worry as far as beating is con, cerned, and adjustments for the apparent wind may be confined to reaches and runs only . Where shifty winds prevail, it is ad, visable to disregard both the true wind and apparent wind, and play the windward shore, unless conditions thereon are unsuitable, such as high banks, weeds, etc. When a yacht gets on a lee shore she is, to say the least at a disadvantage, as it is often impossible to get off of it. _____ _iNUL YACNTIN…_ ___ ~ LYNN IN THE INTER-CLUB Lynn M. Y. Club has selected August the 29th as the date they will be hosts to the Rhode Island, Marblehead and Boston clubs. The place of sailing has not been definitely chosen, or whether it will be skiff or ponq sailing. The participants in the last Inter-club meet at Boston are still wondering what became of the prizes that should have been presented to the high scorers of that event. VI RCI L TROPHY RACE, X CLASS July 5. A light variable Westerly breeze, together with a liberal quota of our celebrated California sunshine, added up to cl:perfect sailing day for the in- , augural race for the Virgil Perpetual Trophy, which is to be an annual event, limited to yachts in the X Class. The handsome Trophy which stands about two feet high and is surmounted by a replica of a model yacht under saH, was presented to the Club by a donor who wishes to remain anonymous, and the 9 72:J Prcspccts fer th first event under the Deed of Gift brought out a field of nine entries. Noth, ing spectacular transpired on this occasion, a few boats ran into calm belts or otherwise sailed erratic courses and both collisions and res ails were very few. Ex-Com. Bill Moyes sailed a flawless race with Mad Bob, No. 9; this combina, tion of Bill and Bob is hard to beat, though Paul Collet made a good try with HeE: L-:-lls No. 11, but not quite good cno:·1h. The results for the day were: Boat Skipper Score Moyes No. 9 36 points No. 11 Collet 34 ” No. 24 Gallagher 33 ” No. 22 Petterson 29 ” Pearsall No. 40 26- ” No. 20 Kenner 26 ” Tofte No. 6 24 ” No. 4 Baptista 23 ” No. 29 (471) Schmidt 20 ” —101— SAN DIECO M. Y. CLUB “Model Yachting” has received from the s~.n Diego Ch-!b which will sponsor the National “A” class and the Pacific Division “M” class Championship Races 10 San Di<"':roClub 0 at their new pool on the Labor-day Holidays a most comprehensive prospectus of three pages. It gives a complete list ' of the activities scheduled, with a detail map of San Diego with the pool, head, quarters and hotels marked so that there cannot be any mistakes made in reaching whatever place the visitor wishes to go to. Even the rates at the different hotels are mentioned and how economies can be made by grouping. Bravo, for San Diego, and the men guiding the sport's activities in southern Cahfornia. The illustration above shows the end of the "Free-for-All" races held at the San Diego Pool under the auspices of the "San Diego Union" one of the local newspapers, on June the 5th. High school students competed with their own boats made in the craft shops of the public schools. More than 700 boats of various lengths competed. ft took 27 heats to determine 1 the winners. Sailing was across the nar- • row section of the pool which measures at this point 22 5 feet. The pool is rec' • 1 tangular and measures 800 feet in length. Sailing started at 10 :00 a. m. and finished p. m. Members of the club ~'.thciatedand lent valuable advise to the ,trticipants. r The Model Yacht Club House now nder construction can be seen at the u h . ·xtreme right, as is t e construcbon ..:quipment working on the tide contr_ol ,tructure. Notice how the boys m ~heir excitement waded into the pool to rctack their boats. What a happy day it must have been for our Vice-President Col. Tom Allen who engineered the project of the Mission Bay Recreation Area inSan Diego. c ':00 L• ------ODIL TAC"TfN._ ____ _ EASTERN DIVISION M-CLASS SKIFF SAILING CHAMPIONSHIP The Eastern Division M-Class Skiff Sailing Championship was held July 2425th at Marblehead, Mass. The races were held in Marblehead Harbor at Chandler Hovey Park. Eleven boats were entered and two rounds were sailed in a 5-20 mile SW to NW breeze the first day and a 15-20 mile NW breeze the second· day. Wilbur Hopkins of Deeper Hudson MYC won the event with his famous "DOT" with a score of 31 points. Scfond place went to Soren Pedersen of Lynn MYC with 30 points. Third place was won by A. B. Reynolds of Mill Pond MYC with 2 5 points. Final Standings W. Hopkins, Deeper Hudson, DOT, 31 S. Pedersen, Lynn, Nemesis 30 A. B. Reynolds, Mill Pond, Patch 25 · A. A. Mattsson, Marblehead, Bottleneck 24 F. Fountain, Lynn, B. 0. 24 H. Angell, Rhode Island, Rhody 22 H. Denkewitz, Rhode Island, UNC 19 W. Munsell, Lynn, Trudy 18 G. White, Deeper Hudson, Penguin 16 J. Kingsland, Hartford, Question Mark 8 E. Lakeman, Marblehead, Red Top 8 I Dan Manning, President of the Eastern Division was Officer of the Day, ably assisted by Wm. Hoeg as Scorer and Lou Smith as Assistant Scqrer. Commodore Sidney Doane was starter. A very tasty luncheon was served in Chandler Hovey Park on Saturday and Sunday by the wivesof the membersof the Marblehead MYC under the Chc1.irmanship of Miss Margaut Manning. Dexter Goodwin ,was chief coffee maker. On Saturday Evening, July 24th a banquet was held in O~d Fell~ws. Hall with 141 present. A chicken pie dinner was served followed by dancing. Al Mattsson was Chairman of the Banquet Committee and V. Com. Lester Conner was M.C. L. Conner. (Pictures of event to appear in next issue). _____ _.ODIL TACHTINICl------ JOHN BLACK Your editor spent a few happy hours reminiscing with John Black of Florida on his visit to Boston, July the 18th. John doesn't seem to grow a day older as the years go by. He still has hopes of establishing a club or two in his adopted State. Here's wishing him success. Few men have his record of N ~tional Championships. A soldier disembarked in San Francisco after two long years in the Far East, and was greeted with appropriate ecstasy by his beautiful young wife. Alone at last in their room at the Mark Hopkins Hotel, they were disturbed by a sudden clamor in the corridor, and a cry of "Let me in!" The soldier jumped four feet and exclaimed, 'TU bet it's your husband.,,. The beautiful young wife answered angrily, "Don't be silly. He's thousands of miles away somewhere in the Pacific!" 11 ONE PLUS ONE.SYSTEM From page 6 a tack, or re-starting his yacht, and so fouls another yacht, the rules provide the penalty of disqualification for that board. Very often a yacht thus disqualified has already lost, or nearly lost the race anyway, and thus a disqualification means no loss of points under the out-moded 3-2-0 system. With the one-and-one system, a disqualified yacht loses his one point which he would have received for completing the board. Hence the one-and-one system provided a strong deterrent for careless or wilful fouls. It is reported that repeal of the Sailing Rule affecting scoring will be attempted at the next Annual Meeting, the pro, posal being to return to the feudal 3,2,Q system and kill the one-and,one system. Skippers and clubs who are interested must ready their vote, should the mat, ter really come up. In the opinion of the writer, repeal of the one-and,one system would be a long stride backward, ,and help to keep sailing interest for the many smothered. ra-ce, and he didn't quite win even a single board, he still can show a score of 14 points under the one-and-one system, versus ZERO under the greedy 3-2-0 system. Under the one-and-one system, 8 boats sailing, the best score possible is 28 for winning all seven boards both ways. Best possible score with 3, f-o system 1s 3 5. But so hungry are some, that one disgruntled skipper recently advised the writer that the one,and,one system was ..no good," because he won every board, in some race and got 28 points, instead of 35, and the low man got 20 points. Now there is no doubt but that this rapacious character won the race, but he resented the fact that, as he said, under the 3-2-0 system the low man would have gotten only 6 points, compared to his 35. It would have made him happy to be 29 points ahead instead of his ..measly" 15 points lead!' No modicum of satisfaction was enjoyed by this undernourished winner because of the fact that The man in the barber chair signalled he collected the silverware given for the with his finger ... Got another razor?" he prize, received the adulations (?) of his club-mates, and posed for the press amid whispered. "Why?" asked Vincent, the the cheers of the public. barber ... I'd like to defend myself," said An interesting angle on fouls is cited the customer. by \Dan Manning, President of the Eastern Division, MYRAA. In a case where a skipper is careless about making ADVERTISINC RATES MODEL YACHT FITTINCS PLANS KITS Tel. LA. Established 3-4141 1832 ½ ¼ Page .......................... $2.00 ·per Page .......................... 3.00 per 1/3 Page ............................ 4.5'0 per ½ Page .......................... 6.00 per ¾ Page ................... ~ ...... 8.00 per Page ................................ 10.00 per ..Where to Buy,, $1 per inch per 15% discount on yearly contracts. issue issue issue issue issue issue issue JAMESBLISS& CO., INC. 220-222 State St,, Boston, Mass, - --.-,.._.__......,. 12 ..,.., ~ Model Yachting 71 Calla Street Providence 5, R. I. J1 T v ) r Vice-Pres. Berkeley, Cal. Horatio W. Bishop, Sec.-Treas. 4025 Violet St. La Mesa, Cal. Geo. E. Atthowe, DIRECTORY National f-1.Harris Howeler, Pres. Chicago, Ill. 5730 Drexel Ave. Thomas J. Allen, Vice-Pres. 969 Scott St. San Diego, Cal. Wilmarth F. Post, Treas. 3054 Coleridge Road Cleveland Heights, Ohio. Howard I. Angell, Sec'y 86 Brandon Road, Cranston, R. I. J. L. Sythoff, E. D. Rep. 84 Talbot St. Kew Gardens, L. I., N. Y. Archie Arroll, M-W. Rep. 13428 Glenfield Detroit Mich. A. R. Lassell, P. D. Rep. 831Lakme Ave., Wilmington, Cal. Club Secretaries (Only Affiliated Clubs Listed) Berkeley-Geo. E. Atthowe 1924 Prince St. Boston-J. Berkeley, Cal. C. Kiley, Jr. 83 Fairway Rd. Chestnut Hill, Mass. Cadillac-William Robertson 17180 Chandler Park Drive Detroit 24, Mich. Central Park-T. Trouchlinger 66 Fort Washington New York, N. Y. Chicago-Robert Ave. Schreiner 4031 No. Mason Ave. Eastern Chicago, Ill. Division Deeper D. J. Manning, Pres. Peabody, Mass. 41 Osborne St. W. D. Hopkins, Vice-Pres. 3 75 Wellington Rd. Delmar, N. Y. A. S. Anderson, Treas. 19 Tower Hill Ave. Red Bank, .N J. H. L. Curry, Sec'y 21 5th Avenue Port Washington, N. Y. Mid-West Detroit Model-Geo. So. Euclid, Ohio Leroy Gesheck, Vice-Pres. 7345 So. Blackstone Ave. Chicago, Ill. Walter C. Foote, Sec.-Treas. 15035 Minoch Ave. Detroit, Mich. Detroit Yacht-Percy J. Darnell Empire--F. S. Urbaniak 101 So. Third St. Forest Hill-Wilmarth Brooklyn, N. Y. F. Post Officers) A. Root 40 Sherbrooke Ave. Hartford 6, Conn. Irvington-Paul T. Daly 40 Lexington Ave., Apt. A-4, Newark, N. J. Jersey City-(No List) Long Island-Harold Kethman 32 44th St., Astoria, Los Angeles-Staff Wash. L. I., N. Y. Pederson 5 3 Elsmere Ave. T. W. Houk, Pres. 6019 51st Ave., N. E. Seattle, E. Steinbrecker 1 7161 Birwood Ave. Detroit, Mich. Lynn-SorenM. Division N. Y. 18806 Gainsborough Detroit, Mich. (See Nat'l .·'T- Pacific Schenectady, Hartford-Burnitt 4186 Ellison Rd. V. S. Allen 1506 Union St. Division Ronald Meil, Pres. 1• Hudson-H. Lynn, Mass. Banks 794 S. Central Ave. Los Angeles 21, Cal. 13 Mill Pond-F. E. Farmer 31 Harbor Rd. Port Washington, N. Y. Marblehead-William E. Hoeg 11 Jersey St. Montclair-R. NO MORE COOSE-ECCS 0. Marblehead, Mass. Regar 139 Chestnut St. Montclair, N. J. Phenix-Alfred Schnueckle 3608 N. Broad St. Philadeplhia, Pa. Prospect Park-Charles E. Wanker 666 59th St. Red Bank-Frank Brooklyn, N. Y. S. Anderson Matawan, Route 1 dhode New Jersey I. Angell Officers) Island-Howard (See Nat'l San Diego-Col. Tom J. Allen ( See N at'l Officers) San Francisco--Don Fiare 7228 4th Avenue, N. W. Seattle, So. Jersey-Chas. Wash. A. Heistercamp Park Ave. and Apple Lane Riverton, N. J. Tre-Pol-Pen-Tom Williams 1 722Belle Ave. Flint, Mich, Washington-A. 4118 Woodbury J. Downing St. Hyattsville, Md. FOURTEAM SCHEDULE Four Boats Per Club Read from left to right First Race Second Race 1-59-13 9-15-4-6 2-6-10-14 10-16-3-5 3-7-11-15 11-13-2-8 4-8-12-16 12-14-1-7 Third Race 5-12-15-2 6-11-16-1 7-10-13-4 8- 9-14-3 14 Now the egg of an ostrich is heavy and fat, But the pee-wee 's is puny and small, While the egg of the hen is okay, as as ye ken, But a goose-egg is NO GOOD AT ALL! R. Lyon 334 10th Avenue San Francisco, Cal. Seattle-Marius By Commodore U. P. Todate, N. A. In the hungry old days when they sacred three and two, The winners got more than their due; Their slogan was "Come, build Us up, ye poor dopes, We '11 take five points-a goose-egg for you!" Fourth Race 13-3-6-12 14-4-5-11 15'-1-8-10 16-2-79 So the Clubs got together and made wit!. the vote, ) As down-trodden people will do; For the egg of the goose they could find no real use, So they killed off the Three-and-the~ Two! Sure, you now get one point for trying your best, Win, place or draw is your goal, tars! Gone are the days of the top-heavy score, The dissenters are gnashing their molars! Ye now figure scores as the major yachts do, Get a point for each yacht we defeat, And one extra point for sailing the course On a reach or a run or a beat. H. D. Kreger of Detroit kindly com, municate with the Publisher, stating what check for $6.00 covered. F. J. S. Charles Heisler Silverware 109 State Street Albany. N. Y. i l COMINC EVENTS National ANNUAL MEETING Sept. 4, 5 and 6 at Camden, N. J. ·cpt. 4, 5 and 6, M class Championship (pond) at Camden, N. J. Sept. 4-5-6 Nat. A Class Championship San Diego, Cal. T elivised by Paramount Pictures Eastern Divis·ion Sept. 18, 19, Prince and Eagle Cups, • (skiff) at Lynn Oct. 9-10, X class Champ. ( skiff) at Rennsalaer Special Club Events Oct. 2, Gillette Cup (A class) (pond) at Boston Jct. 24, Krauss Cup (Prospect Park) (skiff) at Brooklyn, N. Y. At Detroit Sept. 26, Invitational "A" Class Race for Steinbrecher Trophy Oct. 3, Aaron Deroy Memorial "A" Class Trophy-Open Race Oct. 10, Inter Club "M" Championship. Oct. 17, Miller Trophy Race Inter-City with Cleveland Oct. 24, Inter-Club "Six-Metre" Oct. 31, Invitational "A" ClassShute Trophy Invitational races are open to all registered "A" Class Yachts. FISHER SELF-TACKING VANE WITH IMPROVED GYEING FACILITIES B1·ass and Aluminum material used; stampings and machined parts eliminate US-:! of wire construction--except on tiller. Dalsa wood or white pine Feather furnished. Attached to your deck with 3 small screws: tiller clamps to rudder Post. Complete, ready to use with sailing instructions. Brass and Aluminum $6.00 Chromium Plated $7.50 (When ordering give measurement from rudder post to the stern of your yacht.) Extra Feather SupportsBrass $ .50; Chrome $ . 7ti A. J. FISHER 1002 Etowah Avenue Royal Oak Michigan YACHT PLAN§ Abbreviations: FNS-Fin & Skeg: S.F.-Seal-Yipper fin: C.F.-Conventio,ial Fin: IS-Isolated skeg: °WL-Waterline: BT-Buttocks: R-Rabbet. SASail Area Dimensional figures in rotation represent: LOA, LWL, Ex. Beam, WL. Beam, Draft. Displacesment in lbs. Figures in parenthesis give, weight of lead ballast. A-CLASS WESTWARD VIII. F. L. Pigeon, Des. F&S: WL: BT: 78.4: 48.5: 14.18: 11.26: 41.23 lbs. Rating 39.36. Full size lines and 1 /8 sail plan ........ $:l.00 NAIAD, J. A. Potter, Des. F&S: WL: T3T:R: 76: 49.5: 14.1: 11.S: 47 lbs. (82 lbs.) SA 1800. Full size lines and 1/8 size sail plan .......... $3.1)0 M-CLASS. All full size lines HELEN J., one-design, LOA, 50.25; LWL, 38; WLB, 9.64; Dft. 10.00: Disp. 19.50 lbs. S.A. 799.50. Designer, Richardson .................... $2.00 ARROW III, LOA, 50.3/16; LWL, 50; Beam 9; Lead 12 ½; Disp. 18 ¼; S.A. 792; Designer Ains Ballantyne .............................................. $2.0 HUMPTULIPS, T. W. Houk, Des. SF: IS:BT: WL. 50.25:50.0:9.20:8.9:10.92. 17.5 lbs. (12.5) SA 799 .......................................................... $2.00 SUNKISS, Ted Thorsen and A. R. Lassel, Dea. SF:ES: 50.25 :50.25 :9.70 :9.0 11.3: 18.75 lbs. (18.6) SA 798 .............................................. $2.00 MARGARET, James Fulton, Des. F&S: WL: BT:R: 50:45:9.0 8.66 9.25; 17.5 lbs. (12.75) SA 768.5 ...................................................... $2.00 PLOVER, P. A. Fiske, Des. CF:IS:WL:BT:50: 48: 9.2 :8.9: 11. 19.6 lbs. (13.5) SA 797 .... $2.00 X-CLASS. SUSIE Q.-V bottom, LOA 73, LWL 55, Beam 12 ¼, Draft 12, Dis. 23 lbs., Lead 15 lbs., Hull 5 lbs., Fittings 2 ¼ lbs. Des. A. J. Downing, N. A. EXPRESS, C.H. Farley, Des. CF:IS: WL: BT:R: 77:54: 10:6:12.8: 12. 24 lbs. (16) SA 997.5 Full size ....................................................... $2.00 GULL, P. A. Fiske, Des. SF-IS: WL: BT: R. 77.5:55: 11:12: 12: 24.5 lbs. (16) SA 996.75. Half size lines, full size body and construction plan ................................................................ $3.00 LILEX II, C. C. Liljegren, Des. Mod. SF: IS: BT: WL: R: 78: 65: 12.4: 11.2: 12.25: 27 lbs. (17) SA 998. Full size ................................ $2.00 SIX METER CLASS CALF.DONIA R. D. Matheson & Alymer .Pratt Des. F&S: WL-B'I': 59. 7x38x12xl 1. 2x8.8. 22.6 lbs. (15.6) SA 1311. Full size lines, ¼ size. sail-plan ........................................................ $2.00 ORIOLE, C. J. Pratt, Des. F&S. WL-BT: 62.5 x41xll.5xllx9.18 27.25 lbs. (19.5) SA ··1185. ½ size Jines .................................................. 2.00 FALCON, C. J. Pratt, Des. F&S. WL-B'I': 6'.!.i, x40xll.25xl0.7x9.12. 25.25 lbs. (18). SA 1212. ½ size lines ................................................. $2.00 CALIFORNIA SLIDING RIG. Full size, for M-class ....................................................... $1.00 36-INCH SHARPIE. S-CLASS. Official MYRAA One-design Sharpie. W. R. Many, Des.. Fnll size lines and construction plan .............. $2.00 LASSSEL SELF-TACKING VANE. Full size ........................................................ • 4-FOOT SKIFF. C. Simpson, $1.00 Des ............. $1.00 15 AUG2 J 19~ Seattle Seattle Pub. Library Wash 7 ~''"'"'''''''''''''''"''''''"''"'''~ ~ I I I I ~ i~ I I I I ~ I ~~ ~ ~ The SAN DIEGO Model Yacht Club ~ I Invites You To the Labor Day Regattas I\ ~ National "A" Class Championship Pacific Coast Champions·hips-''M" Class r--~ SEPTEMBER 4-5- 6 For Information Entry Accommodations, ' Blanks, ~.f.lM • write the Secretary TOM J. ALLEN 969 Scott Street San Diego, Calif. ~.... ,"'~''-,a..''''''~""~ • Bring the Girls With You to the FIRST ANNUAL COMPETIT_ION FOR THE Santos Memorial Trophy RHODE ISLAND MINIATURE ROCER WILLIAMS YACHT CLUB PARK, PROVIDENCE, R. I. September ·25 26 ? Open 'To Any Registered Boat in the "M" Class Racing Starts Saturday the 24th at 1: 30 P. M. Banquet and Entertainment Saturday Nite Reservations must be received before September 18. Write to the club secretary Howard I. Angell, 86 Brandon Road, Cranston, R. I. ~ ~ --1:~ P. 1 1