Model Yachting: Sail and Power: Volume 6, Issue 62 – March 1950

‘1 `;`1 E’fu E, f I. I I * i. ; H I ) t I L= E. I.\1 E €EE= i I` sport. Let’s put it where it belongs; in a magazine devoted to the `.miniature rty.bzetty,qfohNf„i,#9 iJ SAIL AND POWER PHILIP BARR, Editor boat enthusiast”. A.s far as power models are concerned. •there is more real active interest shown in the hyd.ro sport than there is in sail and if sailing models are relegated it will be because the devotees of that Sport dq not .upport it. The advent of the. internal combusti`on motor did not spell the end of sail in the man size yachts. Today there are more sailing Associate Editors yachts in this country than there ever Sail : were. This is so largely because the men in this sport brought the youngsters up in the right path. The sailing yacht was brough.t within the reach of the DR. T. W. HOUK 6019 51st Ave., N. E. Seattle, Washington ord`inary man’s pocket bo.ok. The outboard motor has done the same to popT ularize motor boating because it opened the sport to the little man.. . Power: MR. S. S. RABL 6 North East Ave. Baltimore, Maryland Let us look- at the power models in another light. Young America moves on Address all communications to wheels. The average high school youngTHE I.aROCQUE COMPANY ster to`day has a better understanding of Publishers the internal combustion engine than we MODEL YACHTING MAGAZINE 92 Douglas Ave., Providence 8, R I. old shellbacks had of steam. These kids are no more. interested’ in sail than they are in ox carts. They speak of jet proSUBSCRIPTION RATES Domestic, One Year $2.00 pulsion in a way to make. us oldsters marvel. If the sport of model yachting Foreign, One Year …………………….. $2.50 is to Survive it is this generation who Vol. VI MARCH,1950 No. 62 Edvetwde\ FOR THIS WE SERVE The February issue of Mod`el Yachting had hardly reached its readers before the question arose in the minds of riany as to what power models were doing in a magazine that had been more or less devoted ex¢nsively to sail. Let us face facts squaie.ly and without bias. Model power boatirig dope is in t`his magazine because thede is a real necessity that it be there. The only real dope on model power boats heretofore has been published in a paper devoted to an alien must carry it on. Either get them interested in sail or go along with their superatomic ideas. This whter was born to sail and loves it. As a naval architect he has designed both sail and piowei craft. If he had tuned down every client who came to him in search Of a motor boat, there are many times when he would have gone hungry. A magazine lives not alone on its subsdspqoris. The advertisement in most periodicals pays the cost. This little Paper is Lno exception. Today it is run without profit and many times very close to the red ink side of the ledger. It survives because of the untiring effort of a few men. It cannot be canned on this Hditor’s Notes way ind(ilinitely and its pages must bii opened to more advertiser.q. Mr. “Gus” Lassel is on the sink list. We wish him a speed.y recovery. We would like to see every model yachts_ man send this grand fellow a “get well” card. Do it now! His address -831 Lakme Avenue, Wilmington, Calif ornia. The {ievotees of every sport (even the nudists) have their own mag`azine. In such a vast country as ours this is necessary because there must be some central ag`ency where all the information relative to the sport is collected and published for the good of all. To –\ support the sport, the magazine itself As we go to press a tie exists between needs support. This is up to the reader. Ballantyne and Heisterkamp, Ill, in the subscription contest for the prize of a model yacht. In order that the boys may How can you help? First of all by passing along what information you may possess. have a little more need.ed time to circulate around we have extended the closing date to April 30th. That’s final! Centuries ago the learned` men wrote their information in Latin so that the common man could not understand it. As long as this practice existed the Dark Ages held sway. If you have some information pass it along through these pages. The editor has constantly appealed for this sort of stuff. Perhaps you have no talent for fancy words or pretty sketches. Do not let that deter you. Write to the staff as simply as though you were writing a fri€nd` which is really just what the staff happens to be. Make your sketch as you would describe your idea to someone else. The magazine will render it suitable for reproduction if it has merit. Eiil= Eiii= We are most appreciative of the many “pats on the back” received on the February issue. Thanks! Our expansion policy has not as yet brought a single “gripe” our way. -`-\ Neil Rasmussen writes us that the Eastern Division voted 100% for the magazine at its recent annual meeting. We are grateful for this good news. Mr. Gallagher reports similar good news from his section. Eilli= FT Nothing has been produced without work. If you enjoy your hobby work A number of issues of the magazine have come back for lack o.f correct address. If you failed. to get your copy, and are a paid up subsc’riber, let us know. We will replace returned issues when the correct addresses are received. Remember, second class matter does not includ.e forwarding addresses. Wrong` addresses bring the issues back tt] us plus 2c postage to redeem them. FOR it as well as at it, the future of the game and. this magazine is entirely up to YOU. I have heard men criticize a certain clique because they dominated an organization. In most cases, of this kind, an investigation will reveal that the clique are the only ones who are willing to give their time and effort to see the org`anizati6n survive. `If you ai`e -.- willing to “Let George do it”, stop complaining or criticizing the men who do the work. Their lot is genei.ally hard under the best circumstances. Pitch in and help them. Rhode Island will have a new model yacht club in the near future. About twenty enthusiasts are working out the plans. It will become the M. Y. R. A. A. S. S. Rabl an affiliate (Continued on Page 24) 3 of The Tpidemtr of Seal.owep (Repi.inted. by spjci£`1 pci.mission from When the first human stretched his `Delly on a drifting tree trunk and found he could keep afloat in-definitely and that, by using his haiids and feet as paddles, he could move himselj` longer distances safely, he had discovered trans- portation by waLr. When he sharpenecl c)ne end of his log in ord.er to lowei- water resistance, he had inadvertently founded the s3:ence of naval arcli.i- tecture. The fastening togcther of groups of logs proiduced rafts tliat c,ould carry people and goods. Thc-n came the hollow- ing out of logs with fire-an.d shipbuilding began. Probably the oldest hull form in existence was found in Fayoum and W. E. Gardner, V. P., Marine Ag`e) shores of the United States but its stay was of short duration. World conditions tod.ay give us another try at its retention. But before we go ahead let’s go back a little. Egypt furnishes the earliest records of sailing ships, this information dating from about 6,000 B.C. The Red Sea on the east, the Mediterranean to the nortii and the navigable Nile all made for a natural development in shipbuilding. Egyptian history, as written by the early Greeks and’ Romans, is meager and not dependable, but Egyptian exploration, the study of monuments and wall pietures, interpretatiolis of hieroglyphics and the excavations of palaces, temples and tombs present a fairly accurate account of their maritime activities. is dated by ar3heologists as of the Badar:a:1 pc,rio.d, 10,000 B.C. Going up the Nile with square sail and before the wind, out rowing down Crude were these beginnings and theii` early development prod’uced craft that today appear awcsome. But thait was the foundation of selpowcr. Nations began to expand their trade by water and it sctoi became apparent that the with the current, their craft were boats rather than ships until about 3,000 B.C., when they began to voyage to foreign ports on the Mediterranean and ev n down the coast of Africa to the “Land of Punt,” a mythical name for any far distant place. The influence of the Eg.yptian. craft of 6,000 years ago is seen in` the Chinese and Burmese junks of today. This close similarity of type suggests a common origin and a cultural connection of both China and Egypt to Babylonia which may account for this nation controlling t:1e sea also controlled t,he earth. That conclusion held good for thoii.sands of years. Seapower is now coupled. with airpower and, to f orm the unbcatable triangl:, these two fac~ tors team up with the atom bomb. The purpose here is to Project a briej€ outlin3 of t:?e passag_` of the trident of maritime supremacy from one r`_ation to aiiother as each fell from the heights of glory, the descent beginning when the likeness. The Phoenicians followed the Egyptians and wcre greatly influenced’ by them, their ships being identical about i`uling powers tLl.rned their backs to the seal and its ships. Previously the crown of ocean sov:reignty had reached thc t:1.c-tim= 4 of Rlmescs Ill (1,200 B.C.). rJ`hii}t (.haiig`ed })t)\\`, a(I(ling a lam,; th(‘}` (ii.`’i>ks 1)eg`aJi inveiit,ed the birene and the tril.ene and swii`ter vessels had oat.s and shield`s alon.Q` the sides to the numbei’ of oarsmeii. Much t,hat is inl.ormative about the ships of. Greece rrotect their oa].smen.- Possessing` abundant timber lanids, they built larger :lnd stron`Q`er ships, shipbuilding` nation. becoming a ~– aiid I,iui]tlm`a }>ig“&`c] .8`].eatl}T antl inci.easing. can be gathered from the writing`s of both Greeks and Romans, su(h as Homer, g`reat Cicel.o, Caesar, Xenophon, Tacitus` Pliny, Eripidc`s, Plutarch, Sophocles, etc. Also of descriptive value are the decorations on vases and lamps, mo- They wi-re the I.irst to venture far out on the ocean; the first to sail by night, steering` by the North Star; and were explorers as well as g`reat sailors, traders and fighter.s. Tyre was Phoenicia’s principal port, all sea roads centering here saics, reliefs and models of terra cotta. Greece, with her d`ceply indented and sheltered inlets, her plentiful supply of iron, copper and red lead, enjoyed ideal conditions for shipbuilding`. and famous by-words were “merchants of Tyre” and “ships of Tyre.” Many a modern tale of the influence of seapower on the rise and fall of nations has The ol.dinary trireme is said to have been 150 feet long, beam 18 feet and drawing from 4 to 6 feet of water.. Phoenicia as its object lesson. The heritage of sea streng`th is also referred to as the spirit of Tyre in the tracing of the control of world dominance, the first requisite of which is control of the ,sea. Their merchant ships were wider and shorter, depending only on the sail for progress and using but few oars, and these mostly for maneuvering. These There can be no doubt that the Phoevessels were known as “roundships” and nicians were the chief trad.ers of the the war galleys were called. “longships.” western world for many cnturies, carThe Greeks wer.e probably the first peo~ rying on voyages and explorations of ple to give names to their ships, usually great daring. It is told by Herodotus feminine, and sometimes the builder’s that in the 7th Centui.y, B.C`., they sucname was added. Their sails were made ceeded in circumnavigating Africa. of many pieces of cloth, frequently dyed black, purple, vermilion oi., in the case According to descriptive records and of scout ships, camouflaged the color of the pictorial representations on tombs and mosaics, colossal ships were built by the sea. Ropes were of papyrus fibre or Kings about the 3rd Century,B.C. These ox hide. The painted eye on the bow, the were for pleasure and show, elaborately fierce boar’s head just above the waterequipped, having bl`onze bath tubs, mar- line, presented an aspect supposedly terble saloons richly .decorated with mosaics, rifying to the enemy. Navigation in the Archipelago constatuary and paintings, plants and fruit sisted of setting the course by “1ighttrees. The recoi`ded length of one is houses”: high towers built on headgiven as “280 cubits, beam 38 cubits.” Fantastic as this may seem, the actual lands; and building fii`es~a smoke signal by day and` a flare by night. existence of such `Lg.loi`ified houseboats” has been proved by the discovery (1895) in Lake Nemi of the hulks of two g.alleys bclonging. to Calig.ula, the date being set at 37 or 41, B.C. Discounting modern conveniences and comforts, no liner of today can boast of more mag`nificence As the heritage of sea strength, o}` what might be termed the Estate of Tyre, moved onward as one nation after another fell, principally through the decadence of i.ts maritime power., this “estate” passed into the hands of the or luxul`y. Eastern Roman Em|)ii’e in the 5th CenWhe]`e t]l(> Phtt(itii(‘iam lei.t ofl., tury, A.D. the i Hei.e. in lt,aly, centel.ed con- trol of the seas I.o]. 71)0 yczirs. Sultsequently, 0±. the }iia Romans it is record.ed that theii. ships for some considerable time differed but little from those of the Gi.eeks, the mercantile craft usually being. small, but in the conquest of territory the development in building war g`alleys kept in step with the building` of the Empire. issue. rules The the the idea waves” iiicidence that “Bi.iLcin- became o±. World a dead WarL` eliminated Britain’s competitors, with the excel:tion ol` the LTnited States, but in so doing` nearly eliminated Great B`ritain also. At the end` of W,orl`d War 11 the United States had acquired, at hitherto unheard of dollar expenditures, During this expansion and consequent the greatest naval and merchant fleet known to man. What has become of it? prosperity, extravagant and vain ideas in shipbuilding were evidenced. Meanwhile, in the 13th Century, an unexpected development took place when merchant guilds in-northern and Baltic seaports formed what was known as the Hanseatic League, which became one of the most extensive commercial combinations ever formed for the control of sea trade. Italy could not, successfully combat the League and the latter dominated the northern seas. Successively, the power of Tyre then passed from the Hanseatic League into This country, which has proved itself. to be the most powerful on ealth, has thus far let its sea st,rength .dwindie a.`’7ay. However terrible the A-bomb or its succissor may be, we cannot afford to dispense with seapower, in war oi. pcacc. But today our Navy and Merchant Marine are being allowed to fall apart ; shipbuilding and ship repair yards are ill d.ire need of substantial contracts to maintain the skills that would be rcquii.ed in emergency. The trident of seapower is still in our hands, however wavery those hands may the hands of Portugal, where i.t stayed for over 100 years, until it fell into the hands of Spain. Here it remained until acquired by Holland. The Dutch seaman was known as a combination of sailor, fighter and. trader and Holland remained supreme in the East for over 100 years. She was recognized as the greatest of trading nations and did not give up her commercial supremacy until the combined attacks of England and France had. completely exhausted her resources. be. Before the opportunity is lost, C.on- gress should see to it that our merchant fleet is maintained in proper strength and the industry revitalized. We may not have a chance like this again-and it would be silly to depend upon the “availability of vessels from friendly nations.” rmogs rmop successful models in the various classes recognized by the M. Y. R. A. A. If one were asked to name an outstanding personality in the annals of mod.el yachting on the West Coast, the name of A. R. Lassel (Gus) instantly amon`S’ the most noteworthy achievements of ou-r truly gifted. friend are his well- suggests itself. Here are a few remarks about this pleasant and affable gentleman, ever ready to help a fellow yachtsman in difficulty, from his vast store of both of which devices have been developed to a high degree of perfection, his very successful racing M Class Sun Kiss, and the refinements of design of technical knowledge and many years of experience in designing and building the X Class sharpie, as exemplified in last year’s National and Pacific Division In passing, one might mention that known Sliding Rig and his Vane Gear, 6` in the U. S. Lighthouse Service. This brief outlirie gives some idea of the ver- satility, adaptability, and many accomplishments of this truly gifted man, who at the height of his career, found himself, like the late F. D. R., struck down by the dread polio; yet,like his famous prototype, his courag`e has never fal- a U s tered, though he too, must perforce carry on largely from a wheel chair. In spite of this terrific handicap to one who has been exceedingly active, Gus still manages to continue to design and build model yachts, carry on an ext,ensive correspondence, perform his duties L A s s as an official of the M. Y. R. A. A. and L to continue his work under the terrific hand’icap of partial paralysis. Thus you see how a superman meets the trials of adversity. winner at Sam Diego. Mention should also be made of a new class of 40-inchers, originated by Gus Lassel and which are rapidly finding favor in Southern waters among the younger generation. It has been learned that Gub Lassel was educated to be an officer in the Army of Finland, but before he graduated’, the Finnish Army was abolished by imperial Russian ukase. This action apparently engendered a resistance movement in which Gus was concerned. Thus he became a proscribed person, and was forced to flee the country. He escaped by water across to Sweden, becoming a student at the Technical College at Helsingfors. Fi`om there he sailed to England in a square-rigger and followed the sea I or some yeal`s, making four trips around the Horn, a±.ter which he came to the U. S. and was invalidated in 1909. Lest one forgets, a mile post in the career of this iconoclastic genius, was his concept cyf that prognasthous device: the finless fin-keel, a subject of some controversy in the field of model yacht design, and whether ohe aligns himself on the pr-o or. con si.de of the question, the FFK design |`resents unmistakable phallic characteristics, which may or may not have been in the mind of its originator. The writer’s conitact with Gus Lassel has been only in recent years; those of you who have known him longer are far better qualified to evaluate his sterling character, his many accomplishments and his irreplaceable position in the model yachting field, and in which deservedly high sphere, we all hope that Gus Lassel will continue to function for many years to come. It is Finns preted sight, belief among sailor men that the are “fey”. This may be interto mean that they have second that they can foretell the weather Since then, Gus followed many lines of construction wor.k as foreman, millwright, blacksmith, superint,endent, resi- and possess an infallible nose for imdent engineei`, hoisting engineer, tow- pending storms, and that it is a lucky boat skipper and ship rigger. During break i^ol. a ship t,o have a Finn in the World Wa]` I he sei’ved as beacon t3nd`ei` forecastle. I am sul`e it is lucky for the ? M. T. person 11. .~\. amo]1g` A. t,bat i`ts hi`g`h it lias b]’ass> .iu(.h a I.or while ^\1c.tlii.ine miJn ol. modiil }’achting`, I.I.(im ti]11ci to time, rise to tell us what is flil- the Fiiin may not be able to d.o much in ing the wa}’ o]. helping` himself., he can sure help t)thcrL`; make no mistake a[)out that,. lil.escriptions our dal`1ing.s. The “1.ertilize mumbo-jumbo the subluxa- tions” of the in-and-out wedges; diagonuls a].c thrown in, too. The only hitch So, fl.iends, drink a toast to Gus Lasis t,hat they are prescribing f or siomesel, alid if the spirit so moves you, say a thing that we have not g`ot, except for. prayer f or the restoration to health oi` genuine scale models. Our models are this good friend o±. yours and mine; invested with a quality name.d “correGus Lassel. sponding stability”, which is realized by -G. C. G. Ore S«6Z6aeg W6tfo Vovcoe Steering Gecer and, S16dl6ng R6gg owd Comrmeuts By A. R. LASSEL (Continued from last month) The ideal condition woulid be a mainsail asleep and the jib occasionally “lifting”, near its head. “Lifiting” here connotes: being deflated near the head by wind creeping into the lee of it. Telltales are of no value, but this lifting is an accurate assurance to the skipper that he is getting the most of windward work out of his yacht. lowering the draft. And with it, Pand.ora’s box is flung open and its ventory starts rearranging things; ra’`v power of the appendage takes the in- the as- cc:iclency ovei` the well-nurtured insand-outs; the jewel-like 0.5%LWL is losing its validity; possibly, the diago- nals get nudged out of balance. Th“ late Dr. T. Harrison Butler, once I.iicl the “appendage has enormous influence on balance”, referring to that of the prototype; in the case of the mod’el, we have to find- a superlative of enormous. Shall we., then, abjul.e the cori.:spoLnding` stability and re-institute Pandy’s bill of lading?. Shall `ve proclaim the 1697r; of LWL as the limit of draft, wit.hout any addenda? Not likel-t, but we can work fol` “Correspon.`ling. Balance”. In the behalf of corresponding balance, cod’s head and mackerel’s tail d-This system has a windjammer prece1iniation (watch your diagonals) augurs dent. On board a full rigger, the yards no good. For such a hull acts like a on the mizzen are braced into a spiral barge towed from the heavy end, by so that the highest, call it the royal, which the reactive force of the watrr comes closest to being athwartships. is concentrated unstably at the forward That causes the royal to lift before the end. That, in contradistinction to the rest of the sails, upon the ship being expel.ience we have when the barge is headed up. It becomes the helmsman’s towed from the light end. In this latter duty to keep that lifting confined. to the case, the water. is being’ accelerated weathei. leach of the sail. The head of along t;he whole length of the bottom the jib is your royal. setting up a directive force with ever- No model yacht can successfully compete without the helm having been made to act symmeti.ically. The w’ay to check the symmetry is by observing the lifting increasing lever-arm. A raking midships section is a pal.allelism in a yacht. In presenting the influc`nce of the ap- of the jil), and it takes a bit of practice pendage, the center of lateral plane is not considered, for that is static, but the tio allow foi` vagaries. leading. ed`.9.e of the keel will be given top i)illing` in ‘,ance` (lynamicall}`. c(>iisitleratit)Ii o]. This it.i edg’e im})o].- t:“c elitei’s undistui.beid water and builds up a i`ea(.tivci fol.ce varying` as the 1.83 power of the speed. If that force has an appi`eciable lever-arm, their pi.oduct (the moment) becomes indisputably pal.amou]lt tlnd deserves being called, violent. Yet, we avocational architects g`libly fail. up the outside ballast with the canoe-body with long easy curves and leave nature with the metaphorical dynamite. Ai.t has been served, but corresponding balance demands a vertical leading` ed.ge with its economy of ardency-moments. con\’tmt,ional keel dcsigli defeated the purpose of balance and thiit a skeg` eng`aging. undist,urbed water had’ a productive c,lement of ba]ance. With that in view, roughly the profile of a full keel was excised out of the appendage as would a surgeon a malig`nant growth. The skeg was extended to support, the I)ulb. In the field tests the keel performed miraiculously, and., in a manner, fixed one end of an imaginary curve delineating behavior-characteristics resulting from varied positions of the leading edge of the keey. The situation of the varia- A recessive leading edge is a better one yet, whenever model sailors al.e deemed bles at the other end of the curve can well be pictured without actually making them tangible: the keel swept back from the stemhead at an angle of 45 degrees and the mast perched just above it. Something for freak-abolitionistcchelon to rule out! saf e with it. A deep skeg as far aft as the law allows takes some curse from the overind.ulgence in curves. It has been said that the effect is inconsequential; yes, in small doses, but what about heroic measures? Yet, with the guinea pig 40″ yachts, having sheet-metal fins and skegs, one square inch of area added to The skeg keel has the unique distinction of being legislated out of organized model yachting, before a yacht so the skeg wrought a change for the betequipped has grown up to a nationally ter: perhaps on account of little of the or internationally recognized size. Only water. reac`hing it was in motion. One one boat, a 40/650 type, has been so may deduce, too, that the thinner the equipped and likely to be, for she has garboards, in the way of the keel, the served. her purpose of confirming, first better working chance has the skeg. hand, what the writer is talking about. About 15 years ago, there was a hull, There is a suspieion that she experiences in a generic sense, that was 1007o meta- difficulty in steering in a f ollowing sea, which difficulty may be ascribed to the centroid and the rest of it top-echelon prescribed.. The profile of the keel, for- short distance of nine inches between ward, was in the carefully compounded the ruidder-stock and the keel’s leading ed.ge. If this distance be materially inand touted 45 degree angle with the horiz.ontal. Strictly, ivory tower stuff, creased, the appendage would take on a somewhat different shape and also anyet as wayward as the dumbest tyro other name: Finless-in-conventionalsense-fin-keel or, in an abbreviated could produce. The suspicion arose that the lore hand.ed down had not been properly evaluated, in the first place, for it could not be made to fit the model. A devout wish goes out that the towerdwcllers should be required to come down to the ground level of experiment before expounding. Anyhow, the keel was redesigned with form, Finless Fin Keel or just FFK. This keel shares with the skeg keel the honor of being out of bounds for model sailors. The FFK is in use on the Pacific Coast, in Milwaukee, Uruguay and Argentina, hence the first-hand knowledg.e of its •he end to establish beyond cavil t,h{il mechanics 9 is not dyin`&` out,. Anybo(ly priding` himself o±. knowledg`e ()f by a ,`cnsible ]jlaccme]it ill the i.oiv`ard what end ol. the yacht. The “simulation” works and it’s working. now. in.akes the model yacht tick should have this empirical information, lest he be found uninfol`med oi. an ossifie.d tower- The spotlight from up yonder ill tllL` dwelle].. ivory tower is on the Sun-Kiss and -in_` In spite of our plmnecl welfare-setu;J, you can have a near-perfect balance, but at a sacrifice. The proce.lure is this: take o:1 a “Simulated stowcd groun(1,tackle”, Simulate in the fore peak the stuff you would anchor with, to the extent of one pound for an “M” and an “X”, tw.o pounc].s for an “A”. These weights have a di3taiice fr’om the center of buoyancy ancl it becomes the leverarms of their momcnts. Thus the apijroximate lev:r-arms are 24, 31 and 36”„ their moments 24, 31 and 72 inchpounds, respe.ctivcly for the “M”, “X” and “A”. .Their respective keels weigh diagonal.i of the freeboai.d are, from that angle, found wanting ill a tw’o-w&y` sti`etch. They are that way, havi:ig laboriously processed from 20 ChecJrios and. 38 Zips and sundry others, ol. w’hl.h the writer has sailed the build~r’s trials, at least. During this achievemLnt only the lines of the Zip-type were subject to changes. Yet, when the lines oi` this boat had received the rev`rse of t.ie r.- named figures into tile corresponding moments and we have I or answer cently prescribed treatment, thcre \vas an improvement enough to send a 16year old boy to Boston to win the National M event. National champions, Faithful and Gurgl:s, are products oL these changes. Full forward and. a^t as the Sun-Kiss is, Jack Spowart went further yet and made one that loggeu 1 13/16″, 1 15/16″ and 1 7/8”. a bit 13.5, 16 and 38 pounds. Divide the last These are the distances the keels must move af.t so as not to disturb the trims of the yac,hts. un.der eight knots on Berkc-1ey pond. Motr.er Nature visibly registers a yacht’s sailing length by piling up two crests of waves, one forward and one Assuming that the leading edges of the ke ls are vertical, the aidvantages aft; the distance between them is tile length the boat is using and it can bc` accruing is this: the leading edges are different than the one sponsored by the now aft of the dynamic center of lateral resistance, the dynamic fulcrum, and quarterbeam. It is of concern to the the reactions of the bow wave and that designer to stretch this length by having the boat start the bow wave early of the kells are on the opposite ends ol an imaginary steelyard and it comes (the Sun-Kiss has hers an inch or so close of balancing. Regardless of wind abaft the bumper) and keep the sternor speed the boat makes, the steLelyard wave from forming too so.on. In order for the No. 1 wave to crest early, it is a does not change. Rampant violence is opposed by rami)ant violence. The ingood idea to rely on a Meyerbulb or a side ballast must be declared’ on the cerdeep forefoot. To keep the No. 2 wave tificate of an A. klippety-klapping without ambition to rise, the problem was viewed in the light of an owner of a steamship who wanted The skeg can be r3duced to a mere more tak=-home pay. He ran the thing strut supporting the gudgeon entailing in a drydock, cut her in two, jacked the an advantage in maneuvering. The p.yends apart and filled the interspace with •off is on ponds with wind-shadows and frames and strakes. When rcifloated, on yachts without sliding. rig. In the case of the proposed DX-class, the essential weight of e`.uipment can pay its way 10 she carri?tl moi`e cargo, consumed less (Continued on Page 29) I__. _____ crHE commoDORE`s CORnER Bu TEDuouK (All rights resei`ved) The setting of racing schedules, election of club officers and the building and repair of yachts for the Spring Season is occupying model yachtsmen everywhere The radio control boom is a lively topic of discussion in club meetings. An International Radio C’ontrolled Model Boats Contest in England introduces a new kind of activity with functioning scale models. Skippers are talking up the formation of an A-Class Association to boost the “Queen of Model Racing Yachts.” September 3, 4, NATIONAL X-CLASS CHAMPIONSHIP, MILL POND M. Y. G’.* September 3, 4, NATIONAL M-CLAsis CHAMPIONSHIP, SEATTLE M.Y.C.* September 3, ANNUAL MEETING, M. Y. R. A. A. at SEATTLE.* September 16, Prince Cup, AClass, Prospect Park M. Y. C. September 17, Eagle Cup, A-Class, Prospect Park M. Y. C. October 8, Schoenfeld Trophy, AClass, Pacific Northwest Assoc. at Se- attl e . * October 8, Bellingham Plaque, MClass, Pacific Northwest Assoc. at SeCOMING EVENTS attle * March 5, 19, April 2, 16, Red Series, October 22, Krauss Trophy, M-Class, Prospect Park M-Class, Sam Diego M. Y. C. M. Y. C. *Tentative. March 12, 26, April 9, 23, Red Series, A & X-Class, San Diego M. Y. C. April 9, 10, International Radio ConRADIO CONTROL trolled Model Boats Contest, Fleetwood, The Executive Committee of the M. England. May 14, Garbe Cup, M-Class, Pros- Y. R. A. A. has chosen the X-Class for radio control. The new class shall be pect Park M. Y. C. known as the DX-Class. The rule conMay 28, Inter.national Shield, A-Class, sists of the existing. X-Class Rules minus Pacific Northwest Assoc. at Everett.* the restrictions on radio control. The July 2` Blackmore Troph}’, M-Class, Pacific Northwest Assoc. at Portland.* July 2, 3, NATIONAL A-CLAS,S CHAMPIONSHIP AT DETROIT.* July 10, Greater Cleveland. Championship, M-Class, Cleveland vs. Forest Hill. July 30, Griffin Trophy, A-C’lass, Pacific Northwest Assoc. at Evei.ett.* present X-Class which prohibits radio conti.ol will continue as a separate class. The February Rudder Magazine carried an announcement of the Radio Control Class on P. 63. A number of inquiries have resulted. Jul}r 30, Walg`i.en Troph}., M-Class, Pa- To speed up developments R. C. fans cific Northwest Assoc. at Everett.* are invited to communicate with one an- 11 other. in A Pi()+t(`i` Radit> C(jnti.ol ol. of pet.sons model intt,restc(i ed foi. “`cale feat,ui.cs and pert.(>i-mance. 1)oats P1.inted in- cludes : Col. Tom All(in, fJ69 Scott Sti.eet, Sam Diego 6, Calif.ol’nia. Henry Fi-e3, 738 22 Ave., Sam Francisco, Califoi.nia. W. D. deFontaine 205 E. 42nd, Nc\w York 17, New York. Leroy Gesbeck, 7345 So. Blackstone, Chicago 19, Illinois. 1.ules are obtainable from J. Hcathcote, 8 Henniker Street, Swinton. Lancashii.e, England. We were mistaken in saying that manufactured R. C. sets are now available in the Citizen’s Band. They will be soon however, in the meantime sets ariavailable in other amateur bands. T“`e problem of how to operate s\everal yachts at a time without radio inter- Chas. Heisterkamp, 415 Whitley Rd., ference is occupying the thinking OLC R. Wynnewood, Pa. C. fans. Yates Hickey Jr., 451 39th N., Seattle, INTERNATIONAL Washington. A-CLASS ASSOCIATION T. C. Lonnquest,110 Asp3n St., C’hevy Chase 15, Md. Gus Lars 1, 831 mington, Calif. An Association of A-Class owners for the purpose of boosting the InternaCapt. Guy Lawrence, Ware Neck, Va. tional A-class in the United States is Jim Ohgi, 524 N. 76th, Seattle, Wash. proposed by Mr. E. Stuart Tucker, vetH. Halsted Park, 215 Katonah Ave., eran model yachtsman of 3125 Lawrence Street, Sam Diego 6, C`alifornia. It Katonah, N. Y. Henry Peters, 252 Breckwood Blvd., is expected that the Association will work within the structure of and in Springfield, Mass. Lakme Ave., Wil- Blvd., cooperation with the M. Y. R. A. A. Francis Reynolds, 4214 28th Pl., Se- Interested persons are invited to write to Mr. Tucker. Paul Plecan, 121 Sempton Franklin Square, New York. attle, Wash. REPORTS OF SECRETARIE,S Ed Sage, 2429 California St., Huntington Park, Calif. Reports received so far from the modBob Smith, 1825 N. E. Fremont, Port- el yacht clubs are very interesting. They land, Oregon. reveal that the Average Model Yacht Jim Walkei`, 1166 N. E. 31st., Port- Club has 20 members of which 11 reguland 12, Oregon. larly attend meetings and 9 regularly Oregon Model Yacht Club is asking sail in regattas before an average of for the privilege of sponsoring the Na285 spectators. Spectators are the most tional Radio Control DX-Class for the flighty, ranging from 1 to 3000 dependWalker Tro_T)hy at Gol.den Gardens Basin, ing on the weather. The Average M. Y. Seattle, Wash. on Ser`tember 2. Other C. members own 17 model racing yachts, clubs who wish to bid for this regatta 45% of their members enter regattas should contact the M. Y. R. A. A. Secand 557o attend meetings. Smallest r3tary. club reporting had 5 members, largest 50. (Best attendance at meetings was The International Radio C’ontrolled reported by Central Park 957o, Jersey Model Boats Contest in April is City 87% and.Staten Island 829ro. 10 sponsored by the Radio Controlled clubs reported engaging in pond sailing` Models Society of England. Individuals 6 skiff sailing and 2 power boating. and teams representing various countries will compete for hand’some trophies on (Two clubs complained of trees around their ponds.) Unusual activities rethe model yacht pond at Fleetwood. Scale sail and power boats will be operported. were: Everett M. Y. C. has two ated individuz`]1y. Points will be award- (Continued on Page 28) 12`’ E]onstern D6ap6s6oro Schedule April 29-30 May7 May 27-28 June 17-18 July July 16 July 22-23 July 29-30 Aug. Aug. Sept. Sept. South Jersey Prospect Park Clacc M Opening Day C’lass M Garbe Trophy Class M E. D. Championship G.lass M Marblehead Cup Class M E. D. Championship Class M L. I. Pexpetual Mill Pond Class M Open Regatta Class X E. D. Championship Class X National Championship 12-13 Class X H. C`urry Cup 27 2, 3′ 4 Class M. Anderson~D. H. Trophy 16,17 Class A E. D. Championship C’lass A Prince-Eagle Cup Class M Team Race Trophy Class X E. D. Championship Class M. Krauss Trophy No other races on schedule, remaining dates left open. Sept. 24 0ct. 7-8 0ct. 22 South Jersey Irvington Long Island Marblehead Mill Pond Mill Pond Mill Pond Deeper Hudson Prospect Park Prospect Park Long Island Deeper Hudson Prospect Park ELECTION OF OFFICERS FOR 1950 President Vice-Pres. Treasurer Secretary E. D. Rep. Wilbur D. Hopkins 575 Wellington Rd. Alden 8. Taplin 316 Lyster Rd. Daniel Manning 410sborne St. Niels J. Rasmussen 6079 Myrtle Ave. Frank C. Good`win 16}£ Franklin St. Ledmar, N. Y. D.H. Oreland, Pa. S.J. Peabody, Mass. M Bklyn., 27 N. Y.P.P. Marbleh3ad, Mass. President Hopkins then appointed Aims Ballantyne, 5 Jefferson Street, Port Washington, N. Y., as Chairman of Race Committee. Sona. Franc6sco seven of the eight were also designed by Lassel. These are all V-bottom or Hongr ALreco sharpie type and vary only slightly from At the moment there is a dearth of local news. so I have the pleasure of sendilig you. a photograph showing Louis Bourgeois, the winner of X Class National Championship and Pacific Division X Class Championship, 1949, and the winning boat: Exquisite. A full account of these races will be found in the August, 1949 issue of MODEL YACHTING. one boat to another, and the winner: Exquisite, is an excellent example of the type. I`t is hoped that the Editor will be able to make use of this photograph, as a study of the salient featul`es of Exquisite’s desig`n reveals some interesting angle of the trend. in present day X Class development. If this picture be com- pared with that of the Eastern Division X Class Champion of 1947, Aims Ballantyne’s Exploit, which you will find on Sam Diego, there were twelve competi- page 9 of the August, 1947 MODEL tors in each event, and of the Southern YACHTING, some very marked differboats, eight, were buil,t by Gus Lasisel; ences will be apparent. In this regatta, wliich was held at 18 Paul C.ollet- Louts Bourgeois receives cup Staff Banks The long, flat hull of Exquisite, show- is cari`i3d extremely far aft, and the jib is small. I have been told. that the mast siderable contrast to the greater under- is 40″ aft of the stemhead and I believL` the area of the jib is 275 square inches, body and larger displacement of Exploit. versus Ballantyne’s 350 or more inches. T.ie col-ivu`ntional seal flippper type of fin in about the usual position, again differs You will also notice that.Exquisite has from the Lassel fin with its straight little or no forebody. This seems to indileading edge and its location further aft cate that there are several ways in which on the underbody. to get a rig aft on a hull, and the reas.ons which suggest the advisability of such It is in the rig, however, that the location must be left for elucidation b}sh2irpest difference occrirs in these two the respective designers; the writer lacks boats. While the rig o’f Exploit is carthe technical qualifications to discus` `i.ted \+.e:I aft, t:ie reason for this would ing` vLry little displacement, offers con- appear to be in the very large jiib in proportion to the main, which we understan`J is one of the principles held by Mr. Ballantyne. This should be studied in relation to the amount of forebody which t,his boat shows. them intellig`ently. The sharr`ie type is very popular in Tout`_i.ern California, where Gus Lasse] has rioneered their d.evelopment in tht` design and buil.ling of a hundred oi. them,`more Now when you look at the photo of Exquisite, you will notice that her rig 14 or 13ss, and while som(` model yachts,men do not consider them :is thing.s of beauty and. a joy forevei“ like a round bottom boat` }’et it can not chanical iiit,erests who take pi`ide in con- be gainsaild that they are fast and weatherly and the record pi`oves that they do win races. Which, after all, is what a yachtsman wants his boat to do. And if you want to know more along` this structing. their boats with mathematical line, contact Louis B’ourgeois; he should know the answer. precision. A glance at the craft, stowed in the park clubhouse, shows the intricate work involved in the sailing and control gadg`ets with which their skip- pers are cntinuously experimenting. Many are now equipped’ with vane gears, which, as simply explaiiied to this land1ubber scribe, are designe.d to keep a boat on its course in relation to the wind. And, said Gibson, “Skippers using a vane It is noted that in the Lassel designed boats, with the lead shoe being so far aft, it is the practice of the designer to attach a small piece of lead trimming have plenty of headaches trying to outballast, 5 or 6 ounces or so, in the exguess wind directions at Irvington pond.” tr.eme nose; this is known as SGT, William S. Ajello is C.ommodore of which means: simulated ground tackle, the Club now with Harold Shellmer of and just enough is carried to trim the Green Village as Vice Commodore. boat to her des.igned LWL. Vane Gears are used on both these boats, and in Frank Pribula is Financial Secretary and addition, the Lassel boats are all fitted Pearson Gordonier, club champion in 1947-48, is Official Measurer. with sliding rigs. -G. C. Gallagher Irvington members, in addition to those already mentioned., include Ben Cichy, Sam Friedenberg, Arnold Dacey, One o3 the Towro9s Oldest Harvey Barringer, John Betzner, Louis Toker, Henry Salm, Elmer Coober, William Wood. Frank Kotlan, Oscar Christiansen, Fred Hemmer, James Lindsay, and Joseph Donato. Other members are Oliver Van Houten, Eugene Wolfe, Bruce Walsh, Albeit Grasso, Each Sunday afternoon the pond at Irvington Park is dotted with white sails, it’s edges busy with ardent mariners studying their craft. They, with scores of “amateur” fans, are members of the Irvington Model Yacht Club, one of the town’s oldest organizations. Sidney, Bailey, Leslie Wilde, James Fitz- American George Grimme of Union. Toker is 48-49 champion. patrick, Fred Kerchner, Leo Callahan, Charles Kerchner, Harry And’erson and The club, found`ed in 1908, had alterElmer Bailey of Newark; Robert Roe of nately rough and smooth sailing through West Orange, Oliver Brown of East t:ic years as do all such groups, until Orange; Fred Nobbs of River Edge; and 1933 when it was taken over by the Legion Post 16 as a com- munity recreation project. Fred ScheuNow one of the largest clubs in this erman was commodore then and othel` area, the Irvington group belongs to the |1rominent members included former Eastern Division of the National Model police chief, Abraham Ruban, fire chief James Thompson, Ji.. and Capt. Edgar Van Name. The latter., who at 86 is the club’s oldest member, piloted oyster sloops as a young man and then served as a tugboat captain out of New York harbor. He is a Newark resident. Racing Association as well as the Metropoliitan Model Yacht Racing Association. High rating skippers are regular competitors in races throughout the east and Irvington in turn plays host to other clubs. According to Charles C. Gibson, Sec- retary-Treasurer of the Club, the ma].ority of its members are men with me15 Last Sunday, they held an invitation race for the Lindebloom Trophy, named (Continued on Page 28) Model Power Boating tar 9).9). gRad/ What About Our Model Hudro Draves? writer has found for these small shafts. Th.e experience of other fans also bear this out. A 3/16″ diameter rod is sufficiently strong for the hottest “E” motor and 1/4″ material will carry an “A” job. Some fans have the rod chrome While the propeller is the business end of any model hydro there are a numbel. of pieces of mechanism which must transmit the power of the motor to that point. This assembly of various parts is plated for protection from rust and to secure a smoother surface. This must be called the drive. It is composed of pieces . carefully done for if the rod is not freof shafting and bearings with appropriquently turned in the plating bath it will ate support for both. Let us discuss ‘ build up more plating on one side and first of all the import transmitter of the become out of round. In the polishing` power the SHAFT. of the chrome after plating, again carc` must be exercised not to ben’d the shaft. Shafting may be made of various metals but its first requirement is that it be straight and true. To test a shaft for the qualities it may be rolled on a flat steel plate such as the table of a circular saw or jig saw. If it rolls naturally along this surface without un- STAINLESS STEEL d`ue bounces or shimmies, for all practical purposes it is straight. Be sure to clean the table of all dust, paint and glue This is a non-corrosive material and comes in all grades of hardness. The non-magnetic variety contains a lot of nickle and is pl.one to gall in the metalic bearings. MONEL It is also This possesses the same qualities as assumed that the same will be done with the shaft. A slightly bent shaft may be straightened with Patience but there is no guarantee that it will remain so under load. Let us see what the best metals are f or the shafting.. stainless and it is pretty hard to tell it from some of the varieties of stainless. In non-metalic bearings it is excellent `but is almost worthless where some spots befoi.e making` this test. metalic bearings are fitted. COLD ROLLED STEEL GROUND STEEL DRILL ROD This material is excellent for the lower This is by far the best material the |`owei.ed and slower speed motol.s but it 16 is iJi’oiic L(j i’u.it aiid is sometimes balls that i`e\’olve wit,h the shaft and act t()o the same as a i`oller put undei` a heavy :`ol’.t t,o maintain its perfect alifrnment un(ler th(I torquti of the -motoi.. MANGANESF. AND This mzi-I,t-i’ial is load to mo\Te it. The roller or ball bearing.s ai.e not obtainable in small sizes TOBIN BRONZE on the pal.. with an outside d`iameter that is practical to use in the strut. As a general rule the outside diameter of the casing for a 3/16″ shaft bearing is 13/16″. There are spe3ial onc3 with 11/16″ shell. The needle bearings on the other hand are made with an 11/32″ 0. D. for the same size shaft. Bearing manufacturers tell you not to use any lubricant other tha.n a very light oil on the bearings. This with stainless steel and when not well lubricated i* also pl.one to gall. HARD BRASS This niaterial has been used with some success on the low powered models. Its only recommendation is that it is cheap anid easily obtained. It is perfectly 0. K. for the slow speed prototype mod’els. should be used sparingly and wick fed. This type of bearing. is subject to rusting and often one speck of rust on a needle bearing will spell it destruction. In articulated struts, when properly fitted, there is nothing better than a good needle bearing. It must b© treateid with respect to its delicate mechanism. As to the metal for all shafting it must be remembered that the small diameter shafts used on the model hydros have as a general rule more surface speeds than the shafts in a full size P. T. boat. The shaft is no better than the bearings in which it turns. It is false economy to try to save money on either of these items. Bearings must be designed of the best material available. A I.eview of those materials may not be out of order. BRONZE BEARINGS Plain bronze bearings with steel shafts are excellent if they can be ke_T)t under constant lubrication and cool. In the water the latt:r is easy but many a AGATE bronze bearing has failed on shore because of overheating. The moral of this stol`y is not to run a bronze bear- For the very high speed. jobs this is by far the best available material. It must be pure and free from impurities for one speck of abrasive material in the mineral will start a cycle of abrasion that onlv ends in the complete destruction of the bearing and the shaft. Spe- ing too long when the mod`€l is in the cradle. There are several special bronzes made for bronze is good but under the pounding ulated strut. Oilite qualities. cial tools must be used to shape this mineral and as a general rule it is be- yond the reach of the average fan. Recently there has been produced a synthetic agate that is far superior to the natural product. It is the bearing material found in the finest watches and in his.h speed inst].uments. bearings. liable to go received in bronze has Graphite to pieces an articthe same MICARTA ANI) LIGNUM VITAE WOOD For direct drive there has been no matel.ial that has excelled these two in the writers experience. They were fit- The wi`iter has used it but for the small hydro there are other materials which are an excellent substitute. ted at one time as an emergency rnaterial when nothing else was available. Now they are fitted to all the experimental boats as a matter of design. Neither of these materials will gall a shaft and even when they are hot enough to smoke they do little damage to the shaft other than draw its temper. BALL, ROLLER AND NEEDLE BEARINGS These are anti-friction beariiig.s antl ai’e nlade of vel.y bar(I steel rollers or 17 oi` base of the g.raph AA represents a shaft lined directly at the planing surfaces. In this case 1000/,, of the power delivered by the pr.op is used in f orward They will run dry lon`g.er than ziny othel. bearing and have the quality tt±. holding` the lubl.icant by absorptio]i antl g.ivng it back to the bearing surfiice when they are hot. propulsive woi.k. At 5 degrees 98% is delivereid, at 10, 97`’/o and so on until the ang`1e reaches 30 deg’rees where 870/a is delivered. This shows that at eve]i In boring bearing`s of this ma- terial be sure to make the hole slightly oversize I or both of t,hem swell when they absorb oil. Neither are suitable for an articulated. strut and both are best when they arc water cooled and lubriicateid. This phase of the bearing will be discussed later. Lignum Vitae wood is the world’s oldest bearing rna- steep angles a lot of the power is still used in forward effort. .A_s those of us who have had sorry experiences with it weill know, .the di- rect drive with its steep shaft has a temiency to shove t.he bow under. At terial. No substitute for it other than micarta has been found to date for the stern bearings of large steam ships. 5 deg`rees 9% o±. the power is expended in this manner. At 30 degrees 50yo or a half of the power is acting on the lever arm above the planing surface. At 15 degrecs this is 3497o and works on the arm B-A. Incidently this angle is the gr.Latest ever used on large boats. Graphs are misleading things if you do not know PLASTIC BEARINGS Among the new plastics there a number of compositions that hold’ a lot of promise. C’onsiderable experimentsing is still to be done before the perfect one is found. If any rader has information relative to these pass it along. how to read them and the actual forward propulsive effo[| is the resultant of these two forces. Those of you who know of the parallelogram of forces will understand this. To those who do not it is of no consequence. The purpose of the Now what about the complete drive assembly? In the February issue we discussed the various drives. As the geared drive is beyond’ the capabilities of the average fan we will confine the comments to only two types. i ^SHtFT ANGL: graph was t,o impress only one thing on your mind., KEEP THE SHAFT ANGLE AS FLAT AS POSSIBLE, “period.” The graph also shows the decided advantage GTPAPH~ of the articulated drive where the propeller shaft is aimed at the planing surfaces. Now let us consider each drive separately. EEE*E: – ~ryrfu’+ —+~aeut -,-_ __\ i. .___T .,j“`: b pexc~. – „ ~ oO`^cq i-iT,_:~;F=T=! i–: . ,i;I-:Tcl=,I, -* .. trL~(pc, – .ca`r-|o rty-.i.`4 — One of the most important features of either drive is the angle of the propeller shaft. Let us pause a moment to give this its proper consideration. Sketch 1 shows the effect of angle applicable to either drive. This is what is called in engineering circles, a graph. Let us study it for a moment. The bottom line THE ARTICULATED DRIVE This is by fa`L. the favorite d’rive of the 18 1.11(.iii`g. h}7di’o. Allot. thii recoi.tl mzt}’ bi.(taking. boats llav3 used it. This wi.iter is biaseid ag’ainst it but I will ti.y to be impai’.tial in its evaluation. In this; di`ive the propeller s’iz`.ft }`ropei.` is carried in the strut and s`ilpi3Fed with powei` by a di.ive shal.t from the motor. As the ang`ulai.ity of the two shaj.ts is not the same a universal lje ma{lii thimie]` at its aft (.`nd to throw the bow up. If she has the opposite telldency the forward end of the shim is made thinnT3r. B.y this method, perfect planing adjustments sil-tlc`. Sketch ,`3 shows this method. are pos- DIRECT DRIVE joint is necessary. Some fans set their motors level and use another universal there. The best desig`ns of this drive have the key collar hardeneid so that it also act.-` as tile agent to take the thrust. A hardened stcel washer should be inserted between the key collar and the bear.ing to reduce t’ne wear and friction. As it is nc`cessary to lubricate both of the bearings a space between them is built in the sti`ut to take this, see sketch 2. As the universal joint is the weak sister of this drive it should` be the best obtainable. The writers d`eci`3ion to use direct drive was the 1.csult of some sorry ex- The writer has f ound that the Curtis Universal Joint which is marketed by thing. happen. Right then and there we swore an oath to the pink elephants that the Boston Gear Works to be as good if not, better t,ham anv i or this work. Three types of struts- ai.e used for this articulated` drive woulid not be used a.gain. We had seen the props of the big. racing hydros throw their blades. pei`iences with the articulated drive. We fitted an articulated drive to one of our carly hydrofoil models and with an old Super C`yclone .60 motor very little trouble was experienced with it. When tli.e old Su_r`er Cyke was replaced with a hot Hornet, the drive haid hardly run a minute all told when it carried away, tak:ng with it the best prop that we had seen thus fat.. F`riends running the conventior}al hydros had seen the same work and are designated “A”, “8”, and Wc had even seen them wiring shafts in “C” on the sketch. Type A is by far two but we had never seen a strut let the most popular and` has the advantage go unless hit with driftwood. If the big of being. easily shimmeid as will be disboys, carrying hundreds of horsepower, cussed la,ter. This sti.ut is fastened directly to the bot`tom of the boat. Type “8” is fastened to both the bottom and the stern. Type “C” to the stem alone. could d`o it, so could we and started to fight it along that line if it were to take a year. We know a lot more now about direct drive, we do not know every thing aboi-.t it but we definitely know a lot of things “What not to do.” Due to the.fact that the hull may be trimmed by the thrust of the pi.o|} it is bcst to fit a wood or micarta shim under the palm of t,he strut. If the mod.el has Sketch 4 shows the details of the latest, strut fitted to our. eleventh hull. a t,endency to 1.oot he]` bow the shim Here the beat.ing’s ai`e ol. micarta and a 19 \\Tater .I,ct>op is I.itle(I undiir t,he boss. The .`trut pi.(j|)ei. is a pie(.,e (>f. bi`ass rod as it need not be streamlined, being out of water when the boat is running`. The water fl`om the scoop is led up and around the shaft to the intermediate bearing as shown in Sketch 5. From this bearing the water is again led overboard through a rubber tube. Hull number nine had’ a similar arrangement with the exception that a small oil tank was fitted above the intermediate bearing and the oil led down the shaft casing by gravity to the strut bearing. In this Sketch 6 shows an idea for a full surface propelling hull. Here the stern is brought to a point just wide enough to take the bearing. It is only an idea and has not been tried. It has a lot of merit on paper and the intermediate bearing can be the conventional type of ball bearing as it is not running in water. Keep your planing surfaces on this hull as far foiward as possible. The planing surfaces should not be deep so as to keep the shaft angle low. Remember 81.44 miles per hour was made with an articulated drive encased in just such a similar contraption. case both bearings were of bronze. We have found that in aligning the direct drive it is best to first bring the engine and the strut bearing in perfect alignment. The bottom of the i.ntermediate bearing is then beveled off by filing to meet the line of the bottom of the hull. The bearing mounting plate fits against the outside of the bottom planking and a hole is drilled in it. After the intermediate bearirig is perfectly aligned to the plate, the plate is screwed to the hull The a.djoining surfaces of both the bearing and th6 plate are lightly tinned’ before the final assembly and after the plate is screwed to the hull the bearing is gently slid down on the casing tube until it touches the plate lightly. The final soldering is done from the outside of the hull throu.gh a hole previously drille{l in the plate as shown in Sketch 5. 20 Whet Aboeet Oovr Roc6aeg Modct Props? If some one were to ask me what was the best propeller for a model racing hydro, (or a large one for that matter) I could only give the frank answer that I did not know. I know of no living man w`no can speak with conviction when he says that he does. W.e must remember that scientific investigation of the conventional propeller, running submerged, has not been cai.ried much past six thousand revolutions per minute. Our model props today do not run submerged and revolve at speeds that are almost beyond the belief of the devotees of the large racing jobs. Surfaice prop3liing is beginning to catch on in the big racing hydros and some day this may be scientifically investigated to tfike out the g`uesswork. jA.` it now st,ands your own g`ue,`s ma}T be as good as that of the g`reatest living propeller expert. Let us review that which we definitely know about props aiid pi`oceed from there. First of all we know that a prop has two important dimensions, namely diameter and pitch. The DIAMETER is the distance from tip to tip or the greatest, dimension across the blades passing through the center of the hub. The PITCH is a highly theoretical dimension but it is Conceded to be the advance of the spiral of the plade in one I.evolution. We often say that a bolt has sixteen threads per inch. The pitch of those threads is 1/16 inches and the bolt woulid progress through the nut that distance in one I.evolution. When we speak of the pitch of a propeller we mean that it will move through the water a theoretical distance equal to that pitch. As water is not a solid` medium, like the metal of a nut, the prop does not advance this theoretical distance but loses ground. This loss of forward distance \\’aters’ surf.ace. If you have ever been close to an old ti`amp steamer working her way down the Sound light` and with most of her propeller. out of water, you will know what I mean. The thump of t,he blades is sometimes audible 1.or a half mile. R.emember that these blades are not revolving much over 80 R.P.M. Imagine the imp==t of a surface propeller revolving at 15,000 R.P.M. Is it any wonder. then that the model hydros will bend soft brass blades and fatigue aluminum alloy ones? There are good reasons why the fans pay real money for Stainless Steel and Berylium Bronze Props. A THLOPET`CAL bLADE is called SLIP. Slip in the case of the model propeller may sometimes eciual as much as 80 percent of the pitch. It is to overcome slip that designers lay awake at night thinking up new blade shapes. Just as the hull at high speed’s suffers from the effects of friction, so does the prop. The surface speed of the blade incl.eases as the tip i` reached. Here the friction of the water against the blade also has the The surface propeller has set up new probl:ms to give designers more insomnil. The greatest of these is the impact the blade smacking down on work well but I would not say that it is the best prop. A lot of further experimenting has to be done with it before it can be definitely recommended. It was designed so that its leading edge cleaves in to the water continually from hub to tip. At each one of the radians the impact angle has been reduced so that as the tip is approached the impact angle becomes less. There are many more questions confronting the experimenter. For instance, should the blade have sweepback and how much?. Should the t,ip reach ahead or backwards, as in my own propeller. Why not reverse the present type of prop so that the tip reaches ahead of the hub in to solid and undisturbed water? This has theoreti- greatest lcverage against the shaft. Theory demands that the area of the blade at the tip be kept low for high speed. On the other hand the large area of the blade has been found to have more efficiency so that the design of any propeller therefore is a compromise between the sublime and the ridiculous. ‘`f My own experiments .have been directed. to reducing the blade impact and frori these a blade was designed as shown in the illustration. It seems to the 21 eal merit. Why tloes not someolie \\Ti{h more time on t,heir hands than I tl`y this? The latfei’. t,ype of prop also has i}itercha}i{.>“iiable on vai.ittus hulls. Th(` shaft bol.e has also been standardized in my o\\’n practice at 3/16″ diameter. the advantag`e that if the blade bends the pitch is increased. How a flexible`blade of this type that will let the engine rev up in starting` and as the motor warms up and the speed becomes greater the pitch is increased? All of this talk about the theory propellers is not worth a tinkers rap we can not go out and buy the kind prop we want. Very few of us have casting facilities in our own shops and must depend on making a pattern an’d having it cast. Incidentally your friend in .he dental lab can cast you an excellent prop out of vitalium by his lost wax method if you first make him a wax pattern, (and pay for the vitalium) How about making your own props? At once you have visions of a heck of a lot of filing or going out and buying an electric furnace. I have made them with the ordinary tools found in a modelers shop. I have completed stainless props in one evening including the boring and` turning of the hub. Peop Hub Briefly the method of making the props consist of first making a hub is then slotted to receive a sheet metal blade and the assembly is silver soldered or brazeJd. The blades are then twisted to the desired shape and pitch angle. The hub is a lathe job pure and simple. and. this will vary from 3/8″ to 7/16″ diameter depending on the strut bearing. I have stand;rdized on a hub 9/4″ long, .but there again your own practice will dictate this dimension. The standardized hub has the advantage of being` 22 AJ5C TYPIC.AL PROP BLANtI.s used in the fast, I-acing` models. IL woi-ks satisfactory on the Mccoy, Hornet and Dooling motors. Blank 8` is I or the run of the mill .604 Cu. in. (10 cc.) motors. Blank C is for these same motors with a heavy flywheel when used in scale or prototype models. Blank A f ollows my theories of reducing impact. To I.,AizE A BrzAss A i.HeE.I HEX tiEAD e>LADE cpc,r> Bf`LT AND T-`LZE SLCT \) )TOTYPE cut in thin strips f or this work if you care to but it takes a lot of experience to do this. Bef ol`e you assemble the the blades in the hub, secure also some Handy Flux. This is a paste composition used for low temperature brazing. B.e careful with it I or it is poison. Keep it away from the kids. C’oat the slot wit,h the flux and insert the blade. Be sui-e that the blade is firm and tight so that, it will not move during the brazing ~`T=iz±EE¥;5C:iT::A:¥:=H:-:D rile off Cor^f’r=, a-‘le. .|ilyiii` aml is what it` name implies “easy I.lowillg`.” Actually you may use a dime 5ra7,^e PPOP5~ operation. If a long steel rod is filed on its end and driven in the bore alongside of the blade it will be a good means of holding the assembly in the gas flame. Be sure the joints ar.e well covered with the flux and then the work is ready for the bi.azing. Once that che blzides are shaped from the blanks they are ready for fastening to the hub. For the prototype models they may be made of brass and solidered by the ordinary means. For the fast jobs they should be silver soldered. If you do not have a lot of this work to do take the asssembly to your refrigerator repair man and have him silver solder it, as he does his pipe connections. Tell him to allow a good. fillet where the blade joins the hub. If you care to do the work yourself proceed as follows. blade and fills it. This will be a big help in drilling. out the bore later. Iray the finished woi`k away to cool naturally. By no means dunk it in water. This will harden the steel and soften the brass. lDENTIC-AL, FIT TIN TEMPLATE. TO ONE bLADE AND SHAF± oPPoS`TE DON’T do it. t3LAOE TO THAT BLADE Select the burner on your gas range which has the most powerful flow. You will generally find one that is this way on every range. Hold the propeller at the point in the center where all the little tongues of flame converge. When it starts to become a dull red start heating the end of the Easy Flow wire. There will be a point in the heat where the flux discontinues to boil and shortly after this it will start to run. By this time the work should be a cherry red. As soon as the wire starts to melt into a ball apply it to the work and. it will spread like wildfire. Continue to melt wire and apply the balls to the work. With a little practice you will be able to make fillets like a professional operator with a torch. Be sure, on the stainless steel props, that the solder penetrates the bore of the hub around the TLMPIATE Fit.st secure some Easy Flow brazing wire. This contains quite a bit of 23 With the hub held in a vise the blades are twisted to the desired pitch with a pair of pliers or a sinall wrench. Only patience and practice can t,each you this o]jei.ati\m. a\\’£iy J`i`()in With tbt. you al.t I)t` c}i(I sure ol. the you pl.()]J I)u]] i,hc pliei.s or wrench t,o your RIGHT. Wit,h the hub pointing` Noi.th and Sout,h the blade should lie S. E. – N. W. The f oi.- ward end of the prop in this casc-I)oints North. ‘l`his is about a.s `Q`(iod a.i y()u call do on such a small mass. Now! What is the best pl`op? Down here in Dixie we can only quote the words of a famous Rebel general. Its the one that “Gits thal. firstus with the mostes.„ The finished filing` is done aftei’ the bending and the I.orward face of the blade should be filed to a curve. The aft face is allowed to remain flat. The edges on the high speed props should bc razor sharp for this helps to reduce the impact force. This operation will show your workmanship, and patience alone can produce a good job. Now a word about balance. One of my friend.s showed me one of his props that had been “Statically and dynamically” balanced. I smiled, for this was like driving tacks with a sledge hammer. Let us consider something for a moment. Our racing props are revolving at a rate close to 15,000 times per minute. If my figures are right this is pretty close to 250 times per second. In the time that, you can say “chimpanzee’ the prop, having two blades, has d’elivered 500 impacts to the water and back to the hull, each in the neighborhood of three ounces in intensity. Even though the prop .were as much as a tenth of an ounce out of balance it would not be noticed. Spin your prop on a well oiled piece of shafting and make sure that the same blade does not stop uppermost every time. Complctc sets or separate fittings. including Vane Type stccring gear for 50-800` 6-meter` X-Class and Class A models. 50-800 by A R. Lassel $2,cO R. Lasscl 1`00 John Black John Black 2.00 9.50 John Black 4.00 by John Bla.k 5.00 More improvements in this magazine will be noted in subsequent issues. Big t`nings are afoot. We would like to have more contact with club secre.taries who are in a position to pass along news tidbits of genel.al interest. We will use cverything if space permits, or, found pcrtinent read.ing. EE Eilii! We suspect that Skipper Houk has a few pleasanit tricks up his sleeve which he is getting ready to pull into the open for the joy of his organization. We have never failed to enjoy a good magic show, especially how those fellows pull rabbits out of a silk hat! EEEZF Mr. Robert Schreiner, 4031 North Mason Aventle, Chicago (30) Illinois, is the new M. Y. R. A. A. secretary. We are curiously wondering about this spendid young man whether or not the rough weather in his territory has given him writers cramp. Is it due to Bob. Accept it? BLUEPRINTS SLIDING RIG CHEERIO 2 CHEERIO 3 KILT]E` 6-Mctcr BOSTONIA 7. Class A` (Continued from Page 3) lack of news coming into his office from the val.ious club secretaries? We would like to use his stuff in a special corner of the magazine. Here is a bid for you, MODEL YACHT FITTINGS SUNKISS` E]di.or9s No.es Eillil Eiilli= Constructive material will have priority over personal photographs in fuLure issues. Fine screen cuts are expensive. Don’t be hurt if we fail to use them. We are sure most of you will understand this. Send 25c for 40 page illustrated catalog of Ship and Yacht model Fittings. A. J F!SHER 1002 Etowah Aye. Royaloak. Mich. 24 Club News I.(I“’l-:rt ROAT17V.I I Tllis department is not an inno\’ation with MODEL YACHTING but an old 1.eatui.e under a new g`uise. We al.e g`o- ing to collect in to one space the material of this nature that formerly appeared throughout the magazine. We can not publish the news of your club i£. your secretary does not senid it in, that is pltent, but we will publish it monthly if it comes in that way. C’mon f ellas lets have the dope. Anothc`r feature that we intend to publish from time to time is a directory of the clubs, both sail and power. Often there is some one in your city who is interested in your sport and would wclcome a chance to talk over his problem with a fellow sufferer. If he could find you, you have a prospective member on your hands. Give us the dope, the club name, its meeting place and date and hour of the meetings. If you do not have a fixed meeting place but meet at alternate members homes let us have this dope also and tell us how to contact your officers so that we can pass this info along. If you don’t want to receive visitors tell us so and we won’t divulge your secret hiiding place to a soul (not even to the Department of Internal Revenue or the F. 8. I.) BALTIMORE Th3 membcrs of the Baltimore Model Po-\-`-er Boat’club may not have the fast- t`st boats in the Eastern circuit but by t“.e Lord Harry they have the most disting`uished. looking. members as may be BALTIMORE MODEL POWER BOAT CLUB MEETING, JAN. Back Row: 13, 1950 L. to R.-O. Perkins, Buress, A. Balling, C. Toms, Zenker, J. Sollers, Sr., J. Keller. R. W. Front Row: L. to R.-L. Skuhr and J. Sparr. Seated at the table are L. Skuhr and someone known and seen at most of the mects from Detroit to New York. We wonder what Joe Sparr is dr“aming about. Can it be that he has visions of that new “A” motor that he is .g=ntly fondeling zipping off a new world’s record or just mei.ely putting out enough to cop the clubs kitty for the first guy to pass 70 M.P.H.? How about it Joe? The othel. I)icture we I:ceived from Baltimore shows a 36 c.c. motor built by Jim Sollers, Sr. (big Jim, that is, for there are two of them. Little Jim, or vete:.Ji_1 mcing` mcn and there are several i_1 the gI:`oup who have burned their fin- to be more pi.oper, Jas. T. Sollers, Ill is commodore of the club and the photographer of both pictures). The motor has a bore of 1 1/2 ” and a stroke of 11/4 ”. Lrc].S back in the days ol. Flash steam` It is equipi’)ed with a rotai.y valve of spe- see,1 from the accompanying photo of t.:e i.ollective group. Many of them are 25 c.ial derig’n and an ingenious a].1`ang.e- ment whereby spark and g`as control are integral and only one adjustment is necessary for any speed. These big motors colning out of Baltimore are not t,`i be scoffed at. One of these days they will start perking. motor clo you wish to be beaten by :I manufactured motor? Just such a not(ji vv`as once used to f’ly a big` sail plantl glider. Notice REMINDER TO ALL MODEL YACHT MEMBERS 1. $1.00 classes. Registration fee for all 2. Please do not send stamps. 3. Each registration must be accom- panied by an orig.inal and a duplicat-I nieasurement certificate properly filletl out (Section G 7 General Rules) regard1`ss if new or re-registered. 4. Members please register through your club officers. 5. Club officers please cooperate by The Baltimore Model Power Boat Club meets on the first Friday night of every month at 1226 St. Paul St. at 8:00 P. M. Come in the hallway and down the basement via a door und’er the stairs. Visitor`s are always welcome. (Those with cash more so). The address of the commodore is: J. T. Sollers, Ill 8120 Liberty Road Phone Roslyn 1326 sending in as many as possible at one time. 6. Registration fees without proper measurement, certificates will ,be re- turned. Let’s all cooperate and make each other’s job as pleasant as possible. Emergencies such as have occurrecl will be cared .for with as quick dispatch as I have tried to do in the past. 1’11 lean too, but let’s not all lean the Speaking of motors we hear that some of the boys in the Eastern Power same way. Leroy C. Gesbeck, Treasurer and Registra]` B.oat circuit are playing with 90.0 c.c. motors in unlimited A class hulls. We M. Y. R. A. A. understand that the top limit of weight in this class is 27 pounds. Watch this fellows; for a stripped d.own Evinrude twin will get well under this weight; well enough under to pi.ovide the necessary weight for a hull. Th3se little mills will rev over 6000 as a matt=r of course ADVERTISING RATES (Effective March 1, 1950) 1 Page, Single Edition ……….-…….. $20.00 1 Page, 12 Editions ……….. Each 18.00 y2 Page, Single Edition ……………. 11.00 1/2 Page,12 Editions ……. and for the short duration required on 1/4 a race course may be made to do 9000 with safety and measure about 90 c.c. Don’t forget that years of I.acing exrerience has gone in to this motor and penty of “know how.” After spending a year of hard work on a home made 1/4 Page, 12 Editions ..: …. `=C Eachl0.00 Page, Single Edition ……………. Each 6.50 5.7 All cuts extra unless supplied’ by advertiser. Copy must reach our office by 25th each month for next issue. Tel.ms: Check with ol`der. The Shin€|te, Ho.\t im`iit-sai]* t`Ft` \\Trapi)e(} al.ouiid an(`l secu]’e(I `\“.it,h sc()tch tape. Bv T. W. HOUK der, shape(i |hc` bottom ol. }Tach+u vy’ith as illustrated::: is i,hii masts The rud~ iiailed to shing`le }iails. A piece of sheet leacl just heavy en’ough (C’ontinued from February) to almost sink the ^c“tei.n o±. the yacht is nailed on .3`oin`Q` The cards ai.e issued in rotation, for instance : top of through the int() stel.n, the the ruddei.. nails The y.|cht is now ready for a trial spill. Sailing. a Shingle Boat 1.equii`ed judg- ment and skill. In heavy weather a Red, Green, Blue, Yellow; Red, Green, smaller sail is used and the masts are Blue, etc. All the Reds are lined up at raked’ aft so the sail will have a lifting the starting line first. The first three effect on the bow. If the sails are too to cross the finisli line are g`iven cards big the yacht will nose down under the W`nich entitle them to enter the finals. water and the race is over for her After the winners of the Green Blue and skipper. Yellow divisions are determined the finalists are lined up for the Grand All kinrds of variations I.ron the origiFi`iale. Enthusiasm runs high and. the nal design shown are encouraged anld yachts are chcered wildly as they work toward the finish line. Loving cups are young builders are urg.ed to express their individ.uality in their yachts. They awarded to the winners in the light ol. may be gaily paiiited and decorated and ngwsphoto flash bulbs! t,heir owners’ crests or 1.acing flags may be drawn or painte.I on the sails or deck. T:1e materials needed to build a fleet, So niow g`et togethc`-r a group of young`of Shingle Boats are few. A handfull of st3rs and see how much fun you can select cedar shingles, a piece of sheet have sponsoring a ,€,hingle Boat Racing lead, a roll of cookery parchment, some Club. scotch tape, a paper of pins, a spool of thr`ad and some shingle nails. ;..:NOTE. Write the lustrations are desired. Tools required are ja.ck knives, coping saws (optional), scissors, sandpaper or broken window glass, and tack hammer. The heavy part of the shingle for the bow. It is rounded. off coping saw. The bottom of the sliced away with the jack knife is used with a bow is so that t,`ie bow will lift in sailing., like a skim- mi:1g dish racing yacht. Masts and cross bar are made from pieces of shingle and secured to the hull with pins driven up from underneath the hull. The cross bar is lashed to the mast. Halliai.ds are made of thread running. from the tops of the masts to knife slits in the hull as illustrated. Ed`Q`es of the cookei`y pa]’ch- 27 Mag`azine if il- 1.c`co}mii€mids Comn.ado..e’ s ao …., er (Conti]iued f].()in Pa`q.e 12) scale power boats. The club makes visitations to neighboring` club meetings as a pepper-upper. Irvington M. Y. C. has 4 members who regularly travel to interclub championship races. (All the that all its members sub- scribe. CLOVE LAKES MODElj YACHT C’LUB is showing` signs of activity ag`ain and is planning to come back into the M. Y. R. A. A. OREGON M. Y. C’. is actively engaged in a building program, plans to join the M. Y. R. A. A. soon. ROCHESTER M. yachts of Rochester Model Yacht Club Y. C. rented a 35 mm. projector and a are of different classes). Sam Diego has Soundscriber to put on an illustrated a fleet of ten 40″ sloops and a sailing talk on Mod.el Yachting we sent them. schooner. Seattle reports 3 Two-Meter Class yachts, one 40″ sloop, 1 P-Class The club will soon be in the M. Y. R. A. A. John Roder sends us a newspic of sloop, 1 schooner, 1 power cruiser and a radio controlled fireboat. Their activiPeter Peterson of Manistee, Michigan w:io makes little sailboats and sails them ties include functioning scale model contests, shingle boat and 24″ class sloop across Lake Michigan. One of them races for Juniors and a perpetual downmade it in one week, unescorted. town window exhibit. Stratford M. Y. C. has a fleet of 22 Thirty-Six Inch OneDesign Sloops that race twice monthly for the Barrett Trophy. Several of the clubs have two or more sailling waters. One ot the Towro9s Oldest (Continued from Page 15) AROUND THE CIRCUIT BERKELEY M. Y. C. Pacific Division President George Atthowe is receiving congratulations on his engagement to Miss Olive Halbert. CHICAGO M. Y. C. wants instructions on how to build the Pineapple Can Mimeograph. More copies are available and it will soon be published in Popular Mechanics Magazine. FOREST HILLS M. Y. C. Secretary Fred Roach is figuring hard on how to make the National M-CThamps in Seattle. MILL POND M. Y. C. MRS. F+ed Farmer, Wife” wants graph.” Now big it has a the “Dear Club Secretary’s a “Mimeopineapplecanowe know why M. P. is so membership waiting list. for a former member of the Warinanco Club of Elizabeth. Clubs from Jersey C’ity, Camd.en, Long Island, Staten Island and New York City were represented in the 16-boat race, won by Aldin Taplin of the South Jersey unit. The sleek, sailing craft are objects of admiration of the youngsters who are loyal fans of the club. Some bf them have their tiny boats painted to match a particular idol and are looking forward to the day when they can own and sail “a big one” of their own. Some of the “big ones” run to five feet in lensth. RHODE ISLAND M. Y. C. Sam Dickie reports that he has a d.andy self tacking vane of lucite and aluminum and a heavy “M” that “looks like a coal barge and is just dandy in winds of Beau fort force 5 and up.” SAN FRANCISCO M. Y. C. has subscribed 1007o to Model Yachting Magazine, fifty subscriptions in all and the EASTERN DIVISION has gone on record` as approving Model Yachting Magazine and its policies and 2,q The Berkeley Yacht Club has elected the following officers for 1950: Paul A. Schmitt, Commodore. Dan Herb, Vice-Commodore. Geo. E. Atthowe, Sec.-Treas. Russ Robertson, Measurer. Paul Collet, Director at Large. The club’s racing schedule is not yet available, but an active and busy season is anticipated. \(i,oiitinued.Ill.om P;\.sie tji 10/ fucl and ciL the sanie time mati(i `e`]`eater speed. Whatcvel` happene`l lo the diag`()- nals and buttocklines aft could just as well happen to an “M”. Sun-Kiss is fi’ankly a carg`o a lilici. ol’. a bat,tlecruisei., t`r, 1.o+. her coefficients cat.I.icy, ]1). It was a.“sumed t,hat when the \\rilitl ]iad reache(I a velocity of 16 miles i)ei+` houi“ it was time to reduce the main- sail, ai)d the mainsail only, in order to advance the center of effort. On this Ct`tasl„ i,hc vei.t,ical leading edge is becoming` standard. foi. that mat col’].esponrd to that of a hull expected tt) be driven most economically when the constant, in the speed-leng’th formula, ill one. That, accord.ing to Taylor’s Tables. The sternwave crests where propellei.s might be. The secret lies primflrily with the but- Roster ot Secretaraes Model Yacht Rat.,ing Association of America, Robert Schreiner, 4031 N. Mason Ave., Chicag`o, 34, Illinois. tock lines. In the passing`, it is sugg`ested that the designer of an A-boat that has the habit of piling` up a stern-wave ten inches ahead of t,he rudder-stock to stop and consiider the Sun-Kiss lesson. Her pre cept is being used successfully. Seattle owns seven Sun-Kisses, the keels varying along foul. different designs. The indices of balance vary from near-perfection to 10, yet the diagonals are alike. Is it possible that they did not have anything to do with balance in the first place? Am just a metaphorical farm-boy from Missouri wanting lig.ht on the subject. The hydro-dynamically unyieliding forward sections of this boat are like the Lowestoft drifter’s (the Lowestoft drifter is the whipping boy for metacentr`o-analysts). Thorsen’s oi`iginal keel design produced a balance index of 15, not bad, but the draft specification called for 15”. To decrease the draft, the seal flipper keel was designed which was still acceptable in yielding an index Eastern Division, M. Y. R. A. A., Niels J. Rasmussen, 60-79 Myrtle Ave., Brooklyn 27, N. Y. Midwest Division, M. Y. R. A. A. President Ronalid Miel, 4186 Ellison Rd., S. Euclid, Ohio. Pacific Division, M. Y. R. A. A., Gus C. Gallagher, 18 Delano Ave., Sam Francisco 12, C`alifornia. Berkeley Model Yacht Club, George Atthowe, 1924 Prince St., Berkely, Cal. Boston Model Yacht Club, James A. Potter, 19 Nbrton Road, West Medford, Mass. Cadillac Model Yacht Club, Win. Robertson, 17180 Chandler Pk. Dr., Detroit 24, Mich. C,’enti.al Park Model Yacht Club, Rudolph J. Heide, 447-49 East 88 St., New York 28, New York..:. Chicago Model Yacht C,Tub, Richard. P. Skonie, 2340 N. Kimball Ave., Chicago, Illinois.* Deeper Hudson Model Yacht Club.’:` H. V. D. Allen,1ri06 Union St., Scenec1_osers in the Popula].ity Co]itest. tad}T, 8 N. Y. IM Deti-oit Model Yacht, Club.::: Geo. Steinbrecher, 18806 Gainsboi.ough, Det,roit 23, Mich. Empire Model Yacht Club, F. S. Urbaniak, 101 So. 3rd, Broklyn, N. Y. Everett Mo.del Yacht Club, C. 0. Davis, 2113 18th, Everett, Washington. Forest Hill Model Yacht Club, Fred Pacific Northwest Model Yacht Racing Association, Don Davis, 3830 Wetmore` Everett, Washington.::: Prospect Park Model Yacht Charles E. Wanker, 666 59th Brooklyn 20, New York.* Club` Street` Rhode Island Model Yacht Club* Commodore Sam Dickie, 125 Francis Ave., Pawtucket, R. I. A. Roach, 663 E.117th St., Cleveland 8, Rochester Model Yacht Club, Edward Ohio.* Hartford Model Yacht Club, Burritt A. Root, 40 Sherbrooke Ave., Hartford, John Roder, Senior Officer, 138 Glenthorn Road, Rochester, N. Y. Sam Diego Model Yacht Club, AlberL Tramonti, 956 Cordova Drive, Sam Die- Conn. Irvington Model Yacht Club, Lewis go 7, Califorr`.ia.* Tokar,1156 Grove St., Irvington, N. J.* S.eattle Model Yacht Club, Miss Charlotte Simpson, 1251 S. W. 137th, Apt. Jersey City Model Yacht Club, K. W. 202, Seattle, Washington.* Lloyd, 474 Liberty Ave., Jersey City 7, N.J. Sam Francisco Model Yacht Club, Don Lyon, 334 loth Ave., Sam Francisco, Long Island Model Yacht Club.* Glen Calif. Meyer, 60 Grand Ave., Brooklyn 8, N. Y. Los Angeles Model Yacht Club, Staff Banks, 794 So. Central Ave., Los Angeles 21, Gal. Lynn Model Yacht Club, Soren Pederson, 45 Morrill Ave., Lynn, Mass. South Jersey Model Yacht Club,* Chas. Heisterkamp,Ill, 415 Whitlet Rd.` Wynnewood, Pa. Staten Island Model Yacht Club, Alex S. Sellar, 129 North Ave., Staten Island, 14, New York, N. Y. Marblehead Model Yacht Club, Win. Hoeg,11 Jersey St., Marblehead, Mass. Mill Pond Model Yacht Club.* F. E. Stratford Mod.el Yacht Club, Donald Schuler, 44 Edison Street, Stratford, Conn.* Farmer, 31 Harbor Road, Port WashTre-Pol-Pen Model Yacht Club, Tom Williams,1722 Belle Ave., Flint 6, Mich- ngton, N. Y. Model Clu.b of New York.* F. L. Herreshoff, 33 Riverside Drive, New York, N.Y. Oregon Model Yacht Club, Berk Strowger, 2434 N. W. Kearney St., Portland, Oregon. igan.* Washington Model Yacht Club, A. J. Downing., 4118 Woodbury St., Hyattsville’ Md. *M. Y. Feb. 19. 30 R. A. A. dues paid before 5g€:i:`±i::it;;,-::–f¥:i:i;l=::i-::fi:fi:i::–:-ii;fl:i:13i;f±:±i;?:ii-i=:?=±i: RE RE RE BETTER THAN COLD Better than grandeur, better than gold, Than rank and titles a thousand fold, Is a healthy body and a mind’ at ease, And simple pleasures that always please. A heart that can feel for another’s woe, And share his joys with a genial glow; With sympathies large enough to enfold All men as brothers, is better than gold. RE RE Better than gold is a conscience clear, Though toiling for bread in an humble sphere, Doubly blessed with content and health, Untried` by the l¥sts and cares of wealth, Lowly living and lofty thought Adorn and ennoble a poor man’s cot; For mind and morals in nature’s plan Are the genuine tests of an earnest man. RE Better than gold is a peaceful home Where all the fireside characters come, The shrine of God, the heaven of life, Hallowed by mother, or sister or wife. However humble the home may be, Or tried with sori`ow by heaven’s decree, +he blessings that never were bought or sold, And center there, are better than gold. -Abram J. Ryan. .¥ a+,%+ `as:¥ffi rfaniel J. I,,{anning 41 0sborne St Peabody, }#{ass*