Model Yachting Newsletter: Issue 11 – December 1982

model yachting tl | newsletter 7 | : i j } masthead Christmas greetings to our readers with an issue containing two technical articles to provide some winter discussion and improve your sailing, subs Subscriptions for the NEW year run from JUNE 1982 to MARCH 1983 . 1982/83 subscription is: £5.00 post paid U.K. £5.00 post paid EUROPE. £6.00 post paid ALL OTHER COUNTRIES. We have full sets of 1981/82 copies plus a few sets of 1980/81 copies still in stock and will supply these at the reduced rate of £3.00 per set (whilst stocks last) if ordered with a new subscription. Make cheques payable to: Model Yachting Newsletter Address 5, to: CROFTON COURT, CYPRESS ROAD, SOUTH NORWOOD. SE25 4BB. adverts We accept advertisements from known bona-fide model yacht fitting makers who assist us to finance the Newsletter by this means and in turn we hope to help people new to the hobby to find out where to get those awkward bits and Pieces that the local model shop never stocks. If you wish to place an advertisement to sell qua ntity production of hulls, fittings, please contact the Editor to discuss dire ct (01-653-7909). The advertisements for sale of secondhand boats etc. are put sails, or in free for subscribers. Photos For both the Newsletter and the M.Y.A. exhibition stands we would like to receive good quality photos (black and white only for M.Y.N.) or slid e negatives (colour for M.Y.A. Stands). Anything different, will be acknowledged fittings, sails, boats sailing, and returned where requested. unusual shots of people etc., all cover H. LUPART pictured at Dunkirk with his highly suc cessful RM design ANJA. pictures from the same venue inside, all by Senor Vilas Cardona. please mention Myn when replying to adverts More chairman’s column The past year has been one of intense activity, not only in matters of administration, which have included lengthy discussions on proposals for Constitution amendments and Rule revisions and even a new membership which has included scheme, two major international but also in events – the racing the Marblehead calendar, Golden Jubilee Regatta at Fleetwood and the IMYRU World Championships at Dunkirk, With be no less than decided, income to not meet 14 motions on the A.G.M. the least of which are ever rising costs and, Agenda, the at proposals the by halving the total number of councillors. increase income by trying to total of 40 members is the Club membership. Thanks effected a useful cost of which from various welcomed by recruit more highest ever, to the efforts ordering was £237, reduced advertisers. was a and had The total time, to Efforts have Individual of our the advantage expenditure but, although Officer, remains almost a current Ken Shaw, we the gross which appeared to that it effectively ensured Ken have deducting payments received good move which fares proportion of the and Address List, after pay. on been made this year to to their actual membership and not, to to the Association’s reduce Members Publicity particularly car or boat stickers, of affiliated clubs important issues it represents a very small what they felt they acould afford new M.Y.A. some to increase to a net cost of £22 This the membership the same are saving by producing a combined Fixtures clubs paid their dues according instances, there was also have proved unchanged at 64, that as in past responsible quite one be for popular. less than last year. Newly affiliated clubs are Milton Keynes Model Society, Wessex Model Boat Club and Drawley Model Boat Club. In spite of previous appeals, only 24 clubs had paid their dues by the middle of February. When the Association is low in funds, as it is nou, it needs this income to meet commitments due early in the year, so we appeal clubs to make a special effort next year to pay their dues promptly. Our Treasurer reminded clubs hosting National a copy of their regatta accounts club complied complied In with response about block afford the to this year. next year. a number coverage We shall third that they are obliged to submit to him at the conclusion of the event, take of requests for events steps to received in party ensure that this the past, and personal the to all but only one requirement Treasurer accident insurance, made but we is enquiries could not relatively high cost of the premium, Graham Bantock has gone to a lot of trouble to produce proposals for a new membership scheme based on direct subscriptions from members. This was considered in detail at the September Coucil in abeyance Events this until own wearing the as the decisions were made next meeting in year have Eric Nuttall, his meeting but no been January. overshadowed by the tragic buoyancy be when worn in a This accident going afloat and clothing or waders unsafe. The appear for the Memorial Fund raised decided dinghy. that this year the award will his valued services loss of result of a capsize of a dinghy while sailing water at Cleveland. personal and the matter has been held to the sport. Far no too many the Radio Secretary, recovering racing marks emphasizes under our the importance circumstances dinghies sum of £147 form of the award is still heavy use are and it has been be made posthumously to Eric The of should commonly in on in recognition of under consideration. Before Eric’s death, he served on a sub-committee with Roy Gardner and Roger Stollery to carry out a restructure of all M.Y.A. Rules on lines similar to those of the IMYRU. This proved to be a long and laborious hard-working Secretary. It is hoped that clubs of a jumble than the present rules and, has been taken to make amendments to exercise, the main will find burden of which fell on our the neu format to be less while carrying out the task, certain rules and to delete the opportunity others that are considered no longer applicable or to avoid repetition. The draft of the new Marblehead rules proposed by the IMYRU Standing Committee has caused much controversy and discussion, Council An entirely new draft was submitted by as an amendment but it has not been accepted as an alternative package, only as clause-by-clause amendments, the amendments very for Voting due time-consuming. new rules cannot countries adequate Following a be time study up-dating. subject timetable and the fresh to to the whole voting dates will amendments and and be vote Council review the 6m Class than a formality Sixes, in other member countries. although apart from England and task the which a been application announced to on has final of the give all member draft. has appointed Graham Bantock rules, This is an International IMYRU approval, because, of for the Bournville Club, sub-committee simplification and be original to an unavoidable delay in publishing to the complexity complied with request from Dave Knowles as a of course, The There has been with and the object of Rule and any amendments would, this is likely Scotland, to be there are little more feu, if any, In accordance with the mandate given to Council at the last A.G.M., the Duplex 575 and Mickey Finn One-Designs were given official M.Y.A. recognition last February, but we have no jurisdiction yachts may be the M.E, were fewer the class rules. The decision means that owners of these welcomed into club membership. Qur Exhibition at over Secretary, Graham Bantock, Exhibition and the London than previous years, ensured that we Dinghy Exhibition. due to the rail were once again represented Attendances at the former strike and severe weather and the Dinghy Exhibition did not seem quite so crowded as usual. However, we were allocated the final session in the lecture and demonstration programme and took full advantage of this opportunity to publicise model spared It is time and made with Jones and fully Ken to regret that we It had to accept the is with ill other pressing matters. We are needed to have Peter Maskell. been find the engraving troubled to fill Thanks are due to all the effort to assist at both most understandable in view of the has yachting. personal health wish the vacancies and exact location unusual and and them exhibitions. resignation of our for this problems Peter better has to happen both had luck in in of all two Trustees, the same of them have to devote future, all the M.Y.A. year, had his Ken but to face. spare Meanwhile, there is an outstanding task condition those who time volunteers to be carried out trophies and bring the up-to-date. REGISTRATIONS The Class Registrars report the following many as 112 boats compared with the 1981 time there 656 boats, has been quite due mainly to such the statistics, which show a net decrease of as figures (in brackets). an alarming reduction in surprising reduction in This is the first the overall the RM total fleet of fleet of over 60 boats. This could be explained by the assumption that club members are not bothering to register or re-register their boats, but it is more likely that people are leaving sport and we and we need are not recruiting new members. to seek the The sport seems NE RE-REG. CURRENT 9 3 8 33 7 28 68 21° 69 (75) (38) (85) 36″ 14 12 47 3 10 43° 218 Last numbers issued: NATIONAL its appeal RADIO A 10r m 6m be losing reason, VANE CLASS to Congratulations to all NEW RA R10r RM 14 24 94 RE-REG CURRENT 42 81 315 (44) (92) (378) (43) ‘es ales (254) 438 (514) (13) A – 1153 CHAMPIONSHIP CLASS 10r = 2152 M – 9 17 28 3344 6m – 880 36″ – 1229 RESULTS the National Championship winners, as follows: 36″ A.Austin Guildford RM C. Dicks Clapham m M.Harris Bournville R10r T. Fuller New Forest 10r W.Jones Birkenhead RA DO. Priestley Fleetwood 6m V.Bellerson Bournville Champions A (Scrutton Cup) D. Latham (Fleetwood) Cup C. Dicks the Clapham Associated cups and trophies: M A D. Latham Wing & Wing Cup A. Neptune Traphy Fleetwood Tots D. Trophy Austin Latham K. Butler (Sournille) D. Rose (Fleetwood) H. Hoogewerff (Holland) International Y.M. Cup: Team Championships: Johnnies Cup K. & M. Roberts, Birkenhead M, Harris & K. Butler, Bournville Marblehead Golden Jubilee Regatta: IMYRU World Championships, R. Seager (Clapham) Vintage race G. Bantock (Chelmsford) C. Dicks (Clapham) Vane Radio Nunkirk: For the second time, Barry Jackson (Ashton) is the neu “M” Class World Champion and runner-up in the R10r Class, thus repeating his performance at Durban in 1978 This is a most remarkable achievement, especially in view of the larger entry of 55 RMs and 34 R10rs from 17 countries. We extend our heartiest congratulations to Barry and also to those members of the M.Y.A. Team who did well to finish in the first eight Tony Quens, John Cleave and Time Fuller in the RMs and Tim Fuller in the R10rs. IMYRU_EC12m World Championship: Congratulations also to John Cleave for his successful defence of his World Championship title in Gibbstoun, New Jersey, U.S.A. Norman Hatfield Chairman 10 rater nats 11 AND 12 SEPTEMBER 1982 All boats were checked against certificates on I and J measurements and three boats had to adjust their spinnaker boom length and hoists before racing could start at 11.00 am, One round was sailed on Saturday in light and variable wind conditions making sailing very slow. Two disqualifications were given for not filling their jibs in light airs. All resails were completed to tie up the first round by 5.00 pn. Sailing restarted on Sunday at 10.15 am to complete the second round by 3.00 pm. Because of the time and the condition of two of the boats which could not continue in the strong SE winds a halt was called to sailing at the end of the second round. resails were sailed to finalise the scores, the winner being W. Jones sailing Boost, There was a tie for second place between M. Harris sailing Pimpernel sailing Mustang. Harris winning both beats to gain second place. Two beats were sailed, TM. Walsh The winner of the Larkfield Trophy for the most number of runs was R. Walsh with Mustang. D. REG.NO. BOAT SKIPPER CLUB K K K K K K K Boost Pimpernel Mustang Nabb Craktaran Monsoon One-Up W. Jones M.J. Harris R. Walsh E,. Watkinson P.J. Somers J. Wheildon D. Geldard Birkenhead Bournville Fleetwood Fleetwood Bournville MYSA Leeds and 1862 2922 1813 2091 2121 2126 2136 and R. All 1st ROUND LATHAM 2nd ROUND FINAL POSITION 26 28 34 U7 21 22 16 62 56 56 40 40 39 30 ist 2nd 3rd 4th 4th 6th 7th 10 29 8th 6 8 9th Bradford K 2123 Thin-Thing D.J. Rose Bournville K 2937 Red Lion T. Leeds and Benton Bradford eS LARKFIELD TROPHY Winner – K 1813 Mustang R. Walsh Fleetwood – 13 runs out of possible 16. 5 mast sections 2 In order to ensure that any given mast section will be sufficiently stiff in a particular application it is necessary to match the stiffness of the section to the loads which will commonly the be imposed on it. used mast loads imposed sections In Issue were listed. on a model This article yacht mast and a suitable mast for any given hull and 10 of MYN suggests the stiffnesses of many of: the describes the assessment of a practical method for choosing rig. Dy, Ballast LOADS ON THE HULL PND RIG The first step is to consider the Figure 5a shows a heeled yacht. through the centre of buoyancy, forces acting on the hull and rig when heeled. The buoyancy forces can be assumed to act vertically 8. As the yacht is at an angle of heel, 8 is some distance to leeward of the yacht’s centreline (except in extreme cases). line drawn through 8 cuts the yacht’s centreline at point M, A vertical the metacentre. The displacement of the yacht can be assumed to act downwards through the vertical centre of gravity, G, and it exactly balances the buoyancy. At heel angle 9 the horizontal distance between G and M is GMsin@. displacement and the lever arm, (7) Righting Moment = The see Fig. righting moment is the product of the 5b. VGMsing ( VY. = Displacement) Figure 6 shows a conveniently simplified illustration of a una-rigged yacht sailing to windward. The side force W acting on the single sail is considered to act on the mast at a single point (the vertical centre of effort) some distince h above the deck. The deck stepped mast is supported by a single shroud which has tension T. The yacht has freeboard F and draught d. The side force acting on the keel, equal to W, does so at half the draught below the waterline. The heeling moment is the product of the side force and the lever arm. (8) Heeling Moment = W(h+F+0*5d) Sailing to windward in a steady wind the yacht will adopt a heel angle at which the That is: righting moment will exactly balance the heeling momnt. (9) (10) V cMsing w = U(h+F+0+5d) = VGMsinO/(h+F+0.5d) 6 Let’s take another the shrouds meet The centre the deck Where load in the at mast of effort of i.e. the look Fig.6f. at the approximately mainsail approximately mid-way width of the the mast due deck to at the at and supported the keel the as in is 80% between tension in arrangement is 7a. as If deck not the The deck Fig. of ‘\’s, the somewhere the mast is load W and can be ignored here. loaded For Marbleheads, 6 metres total near 40% rig of too small mast is Fig. 10 height above the the total small effect Raters the height deck. above of the compressive compared with that of stepped mast on the shown in some and hounds. shroud is the and stepped yacht in Fig.6 through the deck the is thus and fixed 7b. rs i Ww From equation given (11) by The case 5 in the previous the formula: of the mast article we know the deflection for Fig. 7a is dongle 48E1 stepped through end is pivoted at the deck and at approximately as; the deck the mast is slightly step. different The deflection is because the lower given wi? (12) d= TO0ET yy The mast 100mm deflection is will have a not itself a very smaller effect on the useful sail divide d by Le Equations 11 (13) and d = = L Equation 10 has given us the 12 may WL 3 value further 12 metre than on a model. 13 The to written: F = 48 or can be 100) re-written as: (h+F+0+Sd)FEI,, re-arranged _ Rvs) so a Vormsing.L2 Ciising.b L this can be be ( of W of Clearly a deflection of other dimension and one method is FEL, d 1c (14) then quantity. shape deflection has to be sensibly related to some And that to give: psing,,__V cmi2 Elxx = (ea7L) Gireo-sa) Given sufficient information possible to calculate GM. regarding a Displacement, yactit’s hull form and construction it is F will be and d maximum heel angle and acceptable deflection and the the value required of El can be determined, 7 type known and of mast depending on the stepping arrangement, 3 A- ) ° ae gaI—O-wOe OO” we ol Fig. 8 ASSUMPTIONS. In this investigation una-rigged, act at The the side mid-span effect of so force between the far a number was deck assumptions idealised and other loads of to hounds, from the a the point mast forestay, have been made load, was this assumed backstay and The acceptable maximum value of d/L is not a fixed quantity, Q which is sign in THEORY never exceeded. equation IS All these approximations and somewhat invalid! So how do we in to e.g. turn have the was no shrouds yacht assumed been ignored. nor is there a heel use equation 15 the to to spreaders. have unknowns make was angle ‘equals! choose a mast? AND PRACTICE Firstly let’s simplify the expression for righting moment in equation 7. The value YGm can be crudely expressed as D times d, where D is the weight of the lead ballast. The second step is to assume h, F and d are all related to L. The third is to ignore the ‘uncertain! factor sin O/(Fd/L) in equation 15, and replace it with a variable f. Equation then 15 can be simplified to (16) El, =. give: fDdl. The next step is to calculate Ddl for various (boat/rig)s and plot values of El,, masts only known boats to be rigged successful in with stepped masts those cases. Because through the it deck is have the been most for common method, considered. Figure 8 shows some 80 plots for about 25 different (boat/rig)s and from this information it is possible to arrive at the following conclusions. CONCLUSIONS Line A represents above which which 16 will has a the it is lowest sensible value unnecessary to give moderate value of 2. go. stiffness. It is clear Line From from of E1,, C gives a the the data that (high DdL). larger which these displacement models, sailing at relatively low heel for these conditions as to angles. the need to (although perhaps disastrously!). Over the endure storm line B indicates sensible equation are less common for the larger boats heavy and of guide line C we data apply, years suit value to a mast section find f in equation relatively high The reason for the values of EI,, this is that the spend most of their masts have their been canditions comes only time optimised rarely On the other hand a modern light displacement Marblehead spends little time at low heel angles and comparatively more time at high angles of heel. Hence line D has been included as a mean line for the more stable boats and applies to the heavier Marbleheads, most (Ely, = Ddl + 3 x 10&kg.mm2), Figure 8 applies and spreaders. standing Points used E, will enable F and G on Fig. the 11 on and 12 deck indicate unless through the employing more use 8 indicate successfully in conjunction stepping of and which A class have sophisticated where with well precuations deck lower EI,, cases that EI,, Rates values a yachts, single arrangements for a given comparatively small designed rigging. set of On the of the Ddl value. masts have been other hand should be doubled when choosing a taken to support the mast are shrouds with section extra for spreaders stays. HOW TO All stepped Rigging methods rigging equations and to masts 10 CHOOSE you have A MAST to know is the weight of the lead ballast, the draught, and the distance from the deck to the hounds. For example a 131b displacement Marblehead (ballast D = 3*9kg), draught d = 17″ (432mm) and a suit of sails with a 55″ hoist (L = 1120mm) has DdL = 1°9 x 106, Figure 8 indicates that masts 2,3,8,12,13 and 15 will give moderate stiffness while mast 1 unnecessarily would probably be inadequate and masts 4,7 and 9 would be stiff. G.J. Fequired a ee 2.8x lo? HQ 225 5x/0F 9 BANTOCK mps s Cha 1983 clasDAT CLOSING DATE E CLASS 36R Mm: 10R A 6m M Team RM R10R R36R R.A. WATER Bournville Fleetwood Gosport Fleetwood Bournville Birmingham Birmingham Little Portugal Cup Champions Cup Mickey Finn National Model Marer Trophy 26th February 2nd April 23 April 23/24 April 26 March 27 August 28/30 May 11/12 June 3 July 17/18 September 30 April 14 May 4 June 20 August B. C. G. Re 31 July – 5 August 18 June 1st October 22/23 October 24/25 September Fleetwood Birmingham Chelmsford Guildford OTHER EVENTS 26/27th March 30 April/2 May 21/22 May 0.0.D. D. Lippett 3. Brooks R.G. Gardner J. Meir C.W. Sykes C.W. Sykes D. Knowles A Class RM at Bournville Gosport Leicester Jackson Jackson Bantock Stollery 19th June 8/9 October Date to be arranged PROPOSED R36R NATIONAL CHAMPIONSHIP to e pos pro MYC ord ldf Gui the t tha ted sta was it 9 no. MYN in ” umn Col ‘s man air “Ch In ounced stage a National.Championship event for the R36R class on a dateChatompibeonsann r fea I s” hip al ion Nat 83 “19 ded hea aph agr par a in e cam m ite s thi At er. lat nt eve the g gin sta be l wil ord ldf Gui t tha n sio res imp the n gai may s that your reader next year. 3 198 ber tem Sep 18 and 17 on als ion Nat RA the g din hol are we to, e lik ld Much as we wou our e gin ima can you as and , nts eve b clu of mme gra pro l ful mal nor in addition to our a age man ly sib pos not ld cou we t tha hed etc str ly ful so be to ng goi resources are ach bre the o int p ste to e lik ld wou b clu n kee er oth any if So second National event. next year, so much the better; but Guildford have not lost interest in the event and will almost certainly take it on in 1984. r ppe ski any to n ope be not ld wou ry ent t tha is e lud inc to e lik ld wou we t One rule tha ry ent an age our enc ld wou e, hop we s, Thi nt. eve io rad al ion Nat who has already won a of l dfu han the h wit ing pet com be not ld wou y the t tha g win kno rs ppe of hopeful ski ld wou re the on iti add In y. rit ula reg h suc h wit nts eve io rad win t sen pre at who s expert a change. be a good change of winning with an “own design” boat for of ts ten con the to ity lic pub e giv to as d kin so be ld wou you if I should be grateful this letter in your next issue. R.J.6. PEASE Hon.Sec.e, Guildford MYC for sale Two Talisman sailuinches latest two drum version. Unused and still boxed complete with 6 drums £20.00 each. r gea o di ra ss Le ls. sai of s it su 2 h wit te le mp co ed, ark unm Virtually unused and Mickey Finn £55.00 ono Macconnell Tel: Holmes Chapel 35411 (Cheshire) ss le s; il sa ts se 2 d an s om bo , gs in tt fi th wi te le no. 3093. Hull. compRing 0225 742745. ‘M’ Class ‘247’t an d masts £120 radio equipmen s. lt Wi m, ha rs Co x, Bo , ey hl As , ad me le tt Li 22 , David Trippe 10 Regatta review There has been a very limited response to the comments made in an earlier issue regarding the reporting of local races and activity. The following events have been reported to the editor and are published to give newcomers some idea of activity in the areas involved. AVOCET TROPHY. Held annually at the Broads M.Y.C. located just outside Great Yarmouth, this year saw 16 RM class yachts from clubs at Chelsford, Kings Lynn, S.E. Essex and Leicester complete a full schedule of 6 races each. the modified Trapper he has used for some time, his Winner was Chris Eagle sailing just ahead of Andrew Schumann sailing home-built 247. CARDIFF. An open event for RM class was held at Cosmeston Country park near Cardiff on 8th August. 20 boats representing clubs at Hereford, Cheltenham, Chippenham, Appledore and Woodspring as well as home based South yales M.Y.C. saw an early light wind strengthen to storm suit conditions during the day. Apparently the lake is large and close to the sea and frequently windy so intended visitors are warned for the future. Winner here was Jack Hammond of Cheltenham, a very experienced sailor. We are aldo told that Alison Borthwick beat her dad! EDINBURGH. The second RM national championships took place on 4th September and attracted an entry of 13 yachts. Inverleith Pond near the centre of Edinburgh is noted for its sheltered position and this year proved a typical light weather day. Winner was R. Leckie, sailing a Deception, the boat with which he did so well at the Fleetwood Golden Jubilee Regatta. Prizes included quantities of whisky so that at least competitors were able to celebrate at the end of a rather damp and windless day. DONCASTER. Once again an open RM event attended by 26 boats from Ashton, Etherou, Leicester and Lincoln clubs. Light winds allowing top suit sailing made for some good close sacing with a minimum of incidents. Vital race was no. 24 where eventual winner Robert Smith sailing a Sea-Urchin met Barry Jackson sailing a Zephyr, and managed to get a slight lead which he was able to use to cover Barry to the line. CHELMSFORD. The Betton memorial trophy meeting saw entries from Kings Lynn, New Forest and S.E. Essexe John Cleave won sailing his japanese boat, Robert Owen other leading several Danson, followed by Danson members. DOVERCOURT. The venue this year for the Eastern District R10R championships, run by the S.E. Essex club. Unfortunately only 5 boats entered and were met by gale force winds which persuaded one to retire before the start. Richard Buxton sailing a Cracker won narrowly from Chris Eagle sailing a new Nooky Bear, Tuine from S.E. Essex and Mike Hammond from Broads. the other entrants being Terry POOLE. The Southern District RA event held at Poole Park drew an entry of 9 boats. Foggy conditions with no wind gave way by 11.30 am to a light breeze which allowed completion of 18 races by 4.30 pm. Winner was regular RA sailor Peter Wiles from Ted Croxson and LEICESTER. R. Stevens. The Dennis Nixon Challenge series for RM class has been run throughout the season, with points gained for appearances in regular monthly events. Thus anyone entered in the final race only started with a handicap. Designed to encourage the regular club sailor, the final saw 20 boats entered. Weather conditions of 30-knot winds 650 saw 10 sqein area. boats only complete Winner was Dave Andrews the schedule using C rigs sailing his new Heartbeat. sailed by Robert Smith and designer Trevor Morrison 11 cut down to New boats showed great promise. around 12 MARBLEHEAD CLASS RATING RULES REVISION In order to keep subscribers up-to-date with developments, the Editor has very kindly offered to publish the proposals for the IMYRU revision together with amendments proposed by various member countries. These have now been circulated to the Authorities and the Secretaries of all accompanying voting forms must IMYRU Rating Rules Officer by 30th April, be voting system be recorded in accordance of the Union. The returned to the 1983. The final rule will be established strictly by the number of votes for or and votes will National with the against normal each proposal proportional finalised rules package will then be distributed by 3lst July, 1983 for a straight YES/NO vote to be returned by 3lst October. If accepted, lst January, 1984. the rules will come ; into force from No explanatory diagrams are included with these proposals, as this would greatly increase the the that intention form of which will Prior to the amount final of paper work involved. draft depend on the will include outcome However, explanatory it is diagrams, the of the voting. the detailed voting on the forms, there are two initial principles requiring a vote: A. It is proposed place at by France this time, that no amendment until much further to the rules should take discussion has taken place. B. It has been proposed by Sweden and Belgium (see amendment to clause 3(iii) ) that all measurements should be taken in metric units only and that this C. all references to amendment imperial units. majority are It would This imperial units result in the amendment should be omitted. omission throughout the rules of would only be carried if by Holland that an overwhelming all metric measurements in millimetres rather than centimetres (see amendment A in this the for in favour. has been proposed vote A vote for this amendment would result should be (iv) to clause alteration 3). throughout rules. It continue is hoped that unaltered Rating Rules for revision of the a number Sub-Committee of measurement follow the this is instructions IYRU of years. at present which instructions as will rules Please in the apply to closely as will enable note, however, process all them to of that the drafting a set classes and which will possible. N.D. Hatfield. Chairman, Executive NOTE for In MODEL accordance hold meetings the proposals. of votes YACHTING with a decision made proportional per Club will IMYRU. ASSOCIATION of their constituent The Board, be the Clubs voting same at as the before system at A.G.M., the 30th will A.G.M. be Districts will April to vote on used and the number THE INTERNATIONAL MODEL YACHT RACING UNION PROPOSED HATING RULES POA 1. “Measurements .-…-followns” for: All measurements shall be taken and recorded ” CLASS (MARBLEHEAD 50-800 CLASS) THE INTEANATIONAL as BASIC RULE (No existing rule) follows: ii) Amendment by England: Omit final two sentences of IMYRU proposal, ++decimala.” …-.-decimals. All metric “ALL imperial IMYRU proposal: The class shall consist of monohull yachts having an overall by Sweden: Omit all references (iii) Amendment length of fifty inches (127 cm) and a maximum measured sail area (except (This applies throughout the rules. overall length of 127.0~ 0.6 cm (50 ins) and m maximum measured sail area of Amendment (iv) Amendment (ii) by Holland: Re-number IMYRU proposal as clause (a) and add HULL MEASUREMENT the following clauses: Existing rule: (Titled “Overall Length”). (a) Overall length of hull fifty inches (50 ins). Amendment (i) by Sweden: The class shall consist of monohull yachts having an (b) The official language of the class is English and the English text shall prevail in the event of a dispute over translation. measurement No boat shall take part in class races unless it has a valid measurement certificate (e in the “shal: . case datory; the English word “may” is permissive. its spars, sails and equipment and sign the measurement IMYRU form. sails, shall be checked by an official (ec) measurer. (j) New or substantially altered sails shall be checked by an official measurer and stamped or (k) It signed by the measurer times near the tack. with the intention of the details of the the IMYRU any rule, shall be temporarily features which have led to the refused measurement refusal any part of a boat, spars, sails or equipment, he shall the measurement form. If an interpretation of the rules Authority shall refer the case to the IMYRU. shall be reported to report accordingly on in needed, the National shall give dispensation to a yacht without the prior permission of the IMYRU. UNITS OF MEASUREMENT IMYRU_ proposal: Measur: metric units follows: inte Linear: (>) may be taken and recorded in either inch. imperial or Areas: Square inches and decimal fractions of a square inch. imperial Areas: Square centimetres and decimal centimetre. urements shall be correct m urements ALL metric m the measurer is shall be largest rig. doubt regarding the accuracy of the to be included in the overall measurement of the hull Amendment (i) by England: ‘a) Overall length of hull shall correct to fractions of a square two places Pumpers be fifty inches inch (127 + 0,6 cm). This is to be measured plus or minus one quarter of an approximately parallel to the waterline (b) Bumpers may extend a maximum of one half inch (1.3 em) beyond the hull measurement Amendment (ii) at the bow only. ty Sweden: Substitute (a) in INYRU proposal for:| including bumper shall be 128.3 ~ 0.6 cm. (Also Amendment (iii) by Sweden: Delete (b) in IMYRU proposal. Amendment (iv) by Sweden: Substitute (4) in IMYRU proposal for: The bow shall be constructed of resilient material capable of minimising damage in the event of a collision. of decimals. to one place of decimals. Overall length of the hull, including bumper, shall be 50}” (1283 mm). Amendment (vi) by Holland: Delete (d) in IMYRU proposal and substitute: Bumpere shall be 4” (13 mm) thick, at least, and extend from the top of the deck to below the waterline at rest, Bumpers must be made of a resilient material capable of minimising damage to another yacht in the event of a collision Any yacht not fitted with an efficient bumper shall be refused a certifica’ have its certificate withdrawn. Amendnent (vii) by Holland: Add new clause (e) 1 Boats measured before March, 1983 comply with the shall 1982 rules. q) 5. in Amendment (v) by Holland: Delete (a) in IMYRU proposal and substitute: Inches and decimal fractions of an inch. fe} Linear: Centimetres and decimal fractions of a centimetre. All the to another yacht Metric. b) If proposed in principle by Belgium). Imperial. B. length of the yacht shall be mensured approximately parallel to The overall length of the hull All measurements shall be taken and recorded as follows: a) Linear: Inches and decimal fractions of an inch. b) Areas: Square inches and decimal fractions of a square (a) waterline. overall is allowed. measurement at the bow only and oust be made of resilient material capable of minimising damage to another yacht in the event of a collision. Any yacht not fitted with an efficient bumper shall be refused a certificate. and Amendment (ai) by Holland: Add to the IMYRU proposal: No National Authority as the length and the joint between bumper and hull shall be clearly definable. Amendment (i) by Sweden: If a measurer is in any doubt as to the legality of A. specified overall may extend a maximum of one half of an inch (1.3 om) beyond the hull in the opinion of the measurer, does not comply for a ruling. Existing rule: the (4) Bumpers are in no case 2. FAIR MEASUREMENT (No existing rule) Any yacht which, hull. proposal: with with the class rules. IMYRU proposal: the overall length measurement, the length shall be measured between verticals at the extreme ends of the hull, with the yacht afloat and fully rigged shall be the owner’s responsibility to ensure that the boat complies at all to (b) A tolerance of one quarter of an inch (0.6 cm) in excess of, or less than, is an interested party or has a vested interest. (h) Repairs and replacements, other than attached (a) The overall length of the hull shall be fifty inches (127 om). (g) A measurer shall not measure a boat, spar, sails or equipment owned or built by himself or in which he Bumpers are in no to be included in overall measurement, whether built in, recessed or otherwise wurer officially recognised by a National Authority shall measure a boat, allowed. (c) Bumpers are limited to one-half inch (0.25″) overhang. owner’s nam word (rt ty Holland: Omit “centimetres” from IMYRU proposal and replace (b) One quarter of an inch (0.25″) in excess of, or less than, 50 inch overall The IMYRU accepts no legal responsibility in respect of these rules. (d) Also proposed in principle by by “millimetres”. (This applies throughout the rules.) 5161 cm*(800 sq. ins). (c) i.e. to imperial units in IMYRU proposal. Belgium.) spinnaker) of eight hundred square inches (5161 sq. om). 3. tence in IMYRU proposal nt _(i) by England: Substitute first (2) PROHIBIT Existing (c) A rig in defined ruler (a) Movable keels, 2 Bowsprits, ¢) centre-board boards, overhanging rudder: damage to the original alternative rij » except in bona fide rudder. (f) The keel and/or ballast SHALL NOT be changed during a race or series of races. (a) The maximum height of rig, measured from the deck to the lower edge of the {e) The height above deck of the jib-stay of any suit of each alternative rig shall not exceed eighty per cent (80%) of the height above deck of the lower edge of ¢! of the jib-etay is defined as the point where the intersects the front of the mast. (a) Movable keels (i.e. keels which can be adjusted either fore and aft or in a Fixed keels having a movable trim-tab are not ty this clause), centre-boards, £ Bowsprits, overhanging rudders, Movable or shifting ballast prohibited lee-boards, bilge-boards. but not including any vane (a) Outriggers, pontoons, twin hulls, “tunnel” hulls. IMYRU steering gear. (e) To change rudders during a race or series of races, except in bona fide cases of damage to the original rudder. (£) The keel and/or ballast SHALL NOT be changed during a race or series of races. Amendment (i) Movable keels, defined as centre-boards, those which are direction or by Amendment specific (ii) rotation. lee-boards, adjusted bilge-boards. during a race or series of Fixed keels having a movable by England: gravity greater Add new clause (g): than Movable keels races of material which is nov woven Ballast material having a construction. Amendment (iv) by Sweden: Substitute (a) in IMYRU proposal for: Movable keels (i.e. keels which can be adjusted in fore-and~aft, sideways, or vertical direction), trim-tabs, centre-boards, lee-boards and bilge-boards. Amendment _(v) by Sweden: As amendment (iv) but omit “trim-tabs” and add new sentence: The the fin may the area of fixed Amendment area of the any trim-tab attached to not (d): A “tunnel” hull is any hull @ hollow below the waterline when the bottom is checked with a ruler Amendment (vii) by Sweden: Delete internal ballast shall not (f) and substitute: The keel, keel ballast be changed during a race or series of races. Amendment (viii) by Sweden: Add new clause (g): The ballast shall not contain a material with higher deneity than lead. sail. have 4 To change the keel or any number of suits of ons recorded on sails, the Measurement the largest of which shall Certificate. All smaller suits of sails shall be within the measured dimensions of the rig to which they relate and shall comply with all other restrictions on sails. (g) The maximum height of any rig, measured from the deck at the mast to the head of the mainsail shall be eighty five inches (216 cm). (h) The height above deck of the jib-stay of any suit of any rig shall not exceed eighty per cent (80%) of the height above deck of the head of the mainsail of the largest suit of that rig (4) The height of the jib-stay shall be defined as the intersection point of the line of the (3) luff of the jib extended upwards to meet the forward edge of the it. ere only mounted in not a single sail is used, it shall front of or behind the mast be termed the mainsail, and the jib-stay height whether limit shall apply. Amendment (i) by England: provided it conforms Delete (a) and substitute: Any type of rig may be used, in every way to these rules. Amendment (ii) by England: Delete (c), (d) and (e) and substitute: Not more than 3 rigs are allowed, provided the measured sail area of each does not exceed eight hundred square inches (5161 sq. cm). The sails of each rig must be clearly marked A, Bor C. Sails of one rig may not be used with any other unless the clearly marked as belonging to more than one rig. Amendment batitute: eight hundred square inches (5161 sq. om). (e) All sails of each rig shall be clearly marked A, B or C in the clew of exceed 25% of placed at 90° to the centreline of the hull. or (4) The total messured sail area of each rig shall not exc fin. (vi) by Sweden: Add new sentence to which A rig shall consist of a maximum of two sails, excluding spinnaker. A maximum of three measured alternative rigs are allow: trim-tab are prohibited. 11.5. uf All sails (except spinnakers) shall be basically triangular in shape. b) ic) in any Amendment (iii) by England: Add new clause (h): Sails (other than spinnakers) made ‘@) (f) A rig is defined are rig. The height jib luff line of the proposal: each by England: Substitute (a) in IMYRU proposal for: shall be 85 inches. headboard or eye, IMYRU proposal: vertical direction. largest of which shall on the Measurement Certificate. If any dimension of any remaining suits is greater than that of the largest suit, then these suits shall be recorded as Movable or shifting ballast. of the not exceed 800 square inches. The dimensions of this suit shall be recorded bilge-boards. (a) Outriggers, pontoons, twin hulls, “tunnel” hulls. (e) To change rudders during a race or series of rac cases as any number of anits of saila, sail is (iii) by England: Delete (f) and substitute: A rig is defined as any number of suits of sails, the largest of which shall not exceed a measured area of eight hundred square inches (5161 sq. om). The dimensions of this suit shall be recorded on the Measurement Certificate. If any dimension of any remaining suits is greater than that of the largest suit, then these suits shall be recorde Existing fi ari rule and ft, IMYRU proposal: load water There are no restrictions on beam, tumble-home, line length, displacement, scantlings, materials (except where provided elsewhere in these rules). Amendment (i) by England: Omit entire rule as unnece. as alternative Amendment (iv) ty England: Delete (g) and substitute: The maximum height of rig, measured from the deck to the head, shall be eighty five inches (215.9 om). There ry. shall be no sail Amendment 7. RIGS Existing rule: (a) Bermudan, Marconi or jib-headed mainsail, Gaff, Gunter, Wishbone, be used (0) Not more than } alternative rigs are allowed, Of each does not clearly marked A, exceed 800 square Bor C. (3) inches. The provided the total sails of each etc. m: sail area rig must rigs. above this (v) by England: Delete point, except for a headboard. (b) and substitute: Assuming that a spinnaker is not set, a suit of sails shall consist of either one or two sail of the two shall be considered to be the jib. Amendment aft shall (vi) by England: Delete be considered to be sails; the forward (j) and substitute: The sail fitted furthest the mainsail. be (4) Amendment (vit) by England: Delete (h) and (i) and aubstitute: The jib height 9. SAIL MEASUREMENT (No existing rule) surement of any suit of each rig shall not exceed eighty per cent (80%) of IMYRU the height above deck of the head of the largest mainsail of that rig, The jib height measurement is defined as the point where the straight line between the luff at the tack and the luff at the head, when extended, intersects the front {a) All sails shall be measured rigged on and fully extended along the masts and spars. Amendment of the mast. 8) Amendment (viii) by Sweden and Holland: Delete “(except spinnakers)” in (a) consist of maximum two Amendment (x) by Sweden: sails, excluding spinnaker. Delete (f) and substitute: A rig is defined as a mast, shall be recorded on the Measurement measured jib-halliard e) LESCH – the 6) DIAGONAL – the front diameter of masts and spars 43) is where ie on point on the clew and the nearest point on the front AIL – Where the the purposes sails that of the ‘ 10. luff by a cord or wire having a maximum diameter of one eighth of the cross above clauses and substitute: section of t! exceed three-quarters of an inch (1.9 cm). sail wraps round the mast or where part of the this part of front edge of the the sail sail t or spars shall be ignored for considered to be the aft applied for racing. to render it flat the along the set up with the maximum tenaior When taking the diagonal sail must line be and pulled out with sufficient of measurement. For double luff or groove. TRIANGULAR Existing (a) MAINSATL KEASUREMENT rule: burt — A. Measured from bottom edge of the sail to the lower edge of the headboard or eye. point Pittings shall not be included (>) Masts and spars shall not be included in sail area measurement. at the sured from the after edge of the sail (clew) to the nearest luff. (Pocketed or double luffed) Diagonal – B. Measured from the after edge of the i1 (clew) to the forward side of the mast when the clew is fully extended shall not along the in any measurement. boom. IMYRU_proposal: (a) Delete clause (g) from IMYRU proposal. Delete clause and the would be (b) Diagonal – B. M Delete all the sail. luff groove sails this tension must be sufficient to ensure that the front edge of the sail is tight against either the front of the mast or the inside an inch (0.3 om). (a) The greatest dimenaion of edge of the between leech and aft edge of the sail. mainsail half width measurements, A jib or headsail shall not be set on a luff spar and shall only be supported this heading as next tack or clew do: side of the mast. Masts and epars are not included in sail area measurement. Amendment (441) by Holland: between the (1) SETTING UP FOR MEASUREMENT – the yacht is to be (1.9 om). Amendment (ii) by Holland: line fitted within the mast, tension by England: sail furthest from the of the sail at head, (%) HEADBOARD – the area of sail or other material above the head. not round. it diameter of masts and spars is limited to three-quarters of (i) inch edge of the sail. measurement existing rule. Amendment an line between the aft end of the head and the c: straight FRONT EDGE ail limited to three-quarters of proposal: along ite in three-quarters of ght line between tack and cl {1} ROACH – te (4) & (©) Ao exiting rule. (g) straight e FOOT = the a (f) Masts and spars not to be included in sail area measurement. (£) that point clearly marked on the edges of the sail. (e) Permanently bent masts and spars, rotating and bipod masts are allowed. an inch at 3} LUFF – the straight line between the front of the head and the tack. rule: The gre sail not define the measurement points (abe (b) or (c) above, then they shall be (d) Hollow masts and spare are allowed. () the mid point of the luff. Where the (c) There are no restrictions on material, weight or section and no extra ‘ edge of the nearest an inch (0.75″). As ia (h) HALF HEIONT WIDTH – the straight line between the mid point of the leech and fs} There shall be no limit to height of mast. a) DEFINITIONS. (c) CLEW – the point at the bottom of the aft edge of the MASTS AND SPARS IMYRU Delete IMYRU proposal and heading and add new clause SAIL MEASUREMENT the mid point of the leech. be sixty eight inches (172.7 om ‘ urement. (b) TACK = the point at the bottom of the front edge of the sail furthest from under this section as clause Sk ‘The maximum spinnaker hoist for any rig shall entailed line of 1.9 om). rig Amendment (xiv) by Holland: Delete clause 16(a) in IMYRU proposal and add it measurements are and substitute: IMTRU (a) HEAD – the line at the top of the sail where the width measured at right angl Amendment (xiii) by Holland: Add new cleuse (k): The area of the spinnaker is free The greatest 1983 (iii) by Holland: Add (c) All sails shall be measured laid dow on a Amendment (xii) ty Sweden: Delete (i) and substitute: The height of the jit-stay b) the Amendment (iv) by England: sured from deck to the head of the measured mainsail shall not exceed eighty Existing IMYRU proposal in these rul TRIANGULAR five inches (216 cm) and shall be recorded on the Measurement Certifica’ 8. in accordance with (ii) by Holland: Add (b) All sails shall be of a soft pliable material. ie the or the Delete clause (a) measured in Amendment restrictions. shall be defined as the intersection between the jib-stay, if there is no jib-stay, and the forward edge of the mast. be entitled: sail they relate to and shall comply with all other Amendment (xi) by Sweden: Delete (g) and substitute: The height of the shall Amendment Certificate. Smaller sails are permitted if they are within the measured dimensions of the (1) by Holland: sails flat surface with all wrinkles removed along the ‘a boom to each sail, rigging, a measured suit of sails and any smaller sails. The dimensions of the measured guit All instructions, unl Amendment. (sx) by Sweden: Delete (b) and substitute: The sailplan of each rig shall proposal: Luft – A. Measured from the bottom Whether or not 16b in IMYRU proposal and add under as clause. the luff, point a headboard at which is edge of the fitted, sail to the head of the sail. the head of the the width of the sail, sail measured at shall right be defined angles to the is three-quarters of an inch (1.9 cm). () Diagonal – B. Measured from the bottom after corner of the sail (clew) to the nearest point measurement on the shall luff. be Where taken to 3) (b) Cuff X by England: is measured from head to IMYRU (ii) “along the front edge of the In IMYRU proposal delete, “after side of the mast.” of the aail, shall of point on the Any by Holland: Delete whole clause, (aee also sail. amendment of the Multiply Q by R and divide by two (2). measurements, by England: In IMYRU proposal delete (a) and substitute: be measured + 3″ then the shape calculation of are to be Luff sail. the purposes luff of any il shall be bridged of measurement sail to the leech. a bow and added within the to the sail area, except the is to be divided into triangles measured area: the and curved restriction on ty the PERPENDICULAR following restriction: of a triangular mainsail does (1) leech (See amendment (iv) to Rule but of the sail to above area shall Distorting the avoid measurement measured at | height of leech from which is not shape of the permitted. sail. the cross measurements are taken shall be bridging any hollows 10.) shall not in the leech with straight line 14. BATTEN be convex between battens or between adjacent batten head respectively. _(v) ty Holland: of the clauses: 13(s)1, Delete 13(a)2, second sentence 13(b)1 and of IMYRU proposal in each 13(»)2. LIMITS Existing + edge in the measured area. not on the Amendment the edges P. Delete whole clau: included if the extent ‘The point and clew or applied as for triangular sails. (iv) by Holland: and clew of the Amendment (iv ) by Sweden: Add new sentence to clause (d) as follows: Amendment (ii1) by England: Add new clause (d): Curved front edge measurement: Amendment the clew to the exceed 28 (iii) by Sweden: Reword clause (d) in IMYRU proposal as follows: The Amendment (ii) by England: Add new clause (c): If shapes other than triangles © not Amendment determined ty Ta) Trianj ie mainsail: multiply A by B and divide by 2. multiply shall Amendment (ii) by Sweden: Add in IMYRU proposal clau: (a) and (») additional restrictions on the same basis as the + height and > height (2). (b) Jib or Headsail. Multiply Q by R and divide by 2. the line joining the tack line for bow is be front Ta) Maineail. Multiply A by B and divide by 2. anils leech length above luff of the sail, the half width moasurement not proposal: of the on the width. exceed + DIAGONAL B+ one inch (2.5 cm), then the rule: for its hollows or notches in the measured as (iv) to OF SAIL AREA (b) Jib or Headmail edges point a straight If the mast) Multiply A by B and divide by two to shall not (b) The area between foot and bottom edge of sail shall not exceed one inch (2.5 om) in depth. (c) Any area forward of the ured triangle at the luff shall be (a) Triangular Mainsail (or Sliding Gunter with head in same straight line as are the mid-height sail, jib or headsail from the after edge of the (iii) (1) luff of the Amendment (i) by England: Delete whole clause and substitute: 13. RESTRICTIONS ON THE EDGES OF SAILS from head to tack. Amendment clause 10. Amendment measured from on the a) The width of the roach shall not exceed two inches (5.1 om) measured (11) by Sweden: As amendment (ii) to clause 10. IMYRU sail fully extended across local with luff. Amendment Existing point Wo hollows or notches are allowed in the leech of any sail. by England: is measured CALCULATION its width. (e) Luge of sails sail shall be defined right anglen to the (b) Diagonal R is measured from clew to the front edge of the 12. jib or headsail the nearest The maximum width of the beyond a straight (b) Diagonal – R. Measured from the bottom after corner of the sail (clew) to the Luff Q width of the (4) Leech of sails whether or not a headboard is fitted, the head of the as the point at which the width of the sail, measure: luff, is three-quarters of an inch (1.9 om). ‘a) extended across (c) Rounded foot of sails The rounded foot of any sail shall not project more than 1″ (2.5 om) proposal: (i) fully (AR + 7.6 om). This measurement shall be taken with the sail fully (a) Luff – Q. Measured from the bottom edge of the sail to the head of the sail. Amendment fully extended across ite width. luff. nearest sail a height of three quarters of the (b) Diagonal – R. Measured from after edge of sail (clew) to the nearest point IMYRU angles to the $B + 3″ shall not exceed +B + 3″ (4B + 7.6 cm). This measurement leech to nearest (a) Luff – Q. Measured from bottom edge of the sail to lower edge of headboard the the the 2. rule: at the exceed AR + 3″ (48 + 7.6 cm). This measurement shall be taken with Length of luff is called Q. JIB OR HEADSAIL MEASUREMENT eye. side of the (No existing rule) be taken with the 1. The max Length of diagonal is called R. Area – multiply Q by R and divide by 2. or mast, (b) Jib or Headsail widths Length of diagonal is called B. Area – multiply A by B and divide by 2. Existing after the extended across ite width. The maximum width of the mainsail ured at right angles to the luff, at a height of three quarters of the luff length from the foot 11 4 12 and substitute (a) Mainsail: Length of luff is called A. 11. on the within The maximum width of the mainsail measured at right luff, at the mid-height of the luff, shall not exceed 2. 10 — CALCULATION OF SAIL AREA. (b) Jid or headsail: is (4B + 7.6 cm). This measurement shall be taken with the sail in (b): “nearest point Amendment (iv) ty Holland: Delete IMYRU proposed rules 10, new rule 1. sail.” side of the mast” and substitute: point sail proposal: by Sweden: Add to (a) in IMYRU proposal at end of first sentence: Amendment (iii) by Sweden: the (a) Mainsail widths tack. Diagonal B is measured from clew to the front edge of the sail. Amendment of (6) 13. ADDITIONAL SAIL RESTRICTIONS (i) luff the nearest (5) Amendment the rule (also proposed as an amendment Ta) Battene in leech into by @ngland): mainmail shall not exceed four in number and shall divide the approximately equal (Ay parts. Battens not to exceed four (4) inches in length. (10.2 om). the leech into approximately equal parts. measured from the centre of the mast the spinnaker. Ta) Battens in mainaail shall not exceed four in number and shall divide the into approximately five equal parts. Battens shall not exceed four inches (10.2 cm) in length. (b) Battens in headsail shall not exceed three in number and shall divide the 1 into two inches approximately four equal parts. Battens shall not (5.1 cm) in length. exceed (c) A tolerance of one half inch (1.3 cm) shall be allowed in the positioning of the battens. Amendment (i) ty Sweden: In IMYRU proposal delete the word “five” in clause (a). Amendment (ii) by Sweden: Delete the word “four” in clause (b) Amendment (1i1) by Sweden: Incre: Anestaant iv) ty Holland: rule ett tolerance in clause (c) to one inoh (2.5 om). Substitute “batten pockets” for “battens” throughout Existing rule: Ta) Tesnbrards shall not exceed three quarters of an inch (0.75″) across the lower edge. This shall along the line insails and any be measured between the edgen of the of the lower edge of the headboard. This sail. the point it supports headsails, rial may be used for tablings in the head, tack, or clew of (c) Whether or not a headboard is fitted, the head of the as sail includes spinnakers. (b) Only sail at which the sail io three quarters of an inch width measured at right proposal: infringe the rul, (b) Any contrivance for extending the spinnaker to any other than a triangular shape, such as an outrigger or footyard, prohibited. (c) The spinnaker boom shall not be ust (4) (e) (f) fe luff of an inch (1.9 om) in width. Amendment (i) by England and Sweden: Delete IMYRU proposal and substitute: its outer end when right (b) By extend more than one inch (2.5 cm) be more than three quarters of an inch 8 or attachment points deck within six inches (15 om) of the tack of the jib. No boom shall extend beyond the overall length of the yacht. Headsails or jibs may only be used Amendment (i) by England: Amendment by Sweden: Delete clause (e). Amendment (iii) by Sweden: forward of the mast Amendment is not must be fixed to the sail within the measured (a): The width of the sail or headboard Registered and substitute: (f) The “owing rig” main boom allowed. Numbers:— Height 24 ins. Spaced + in. between figures. (except imum spinnaker hoist for any rig shall be 68 inches. boom. % in. Width 1} ins., Thickness 3/8 in. ‘The Registered Numbers will be preceded by the distinguishing National Letter of similar dimensions. National Letter for England is “Kk”, Bar dividing Class Mark and Numbers to be 1/8 in. thick. 2 in. x 1850 x 1} in. approximately. IMYRU proposal: Class and Registration marks aa detailed below must be displayed on either side of every mainsail used, aa high on the sail at differing heights on each side, as the sail width will Sises: Class Mark — Height one inch (2.5 ons permit. positioned Thickness one-quarter inch (0.6 om). Registered Numbers – Height two and one-half inches (6.35 cm). Width one The Registered Numbers will of similar dimension: (») Spinnaker boom not to exceed fifteen (15) inches in length, measured from of (f) (iv) by Sweden and Holland: Add to clause (g) after “boom”: Owner’s Racing Plag:- om) wi 16. SPINNAKER AND SPINNAKER BOOM outer end clause Existing rule: Sizes:- Claes Mark:- Height lin., Thickn sails. to Delete in which the jib boom is attached directly to an extension of the Amendment (iv) by Holland: In IMYRU proposal, delete note at end of clause (a). centre of mast with mainsails of the sane rig. Delete whole clause 17. above the HEAD (1.9 at the head, measured to the aft side of the mast in mainsails and to the luff in jibs, shall be no more than three quarters of an inch (1.9 om). No dimension of a headboard to be more than three quarters of an inch (1.9 om). Headboards are permitted in all a bowsprit by being tacked down at forward. Example: with the exception of headboards and the front edge bow. Amendment (111) by Sweden: New ol: is allowed. A spinnaker shall not be set without a boom. No jib, foresail or spinnaker shall be sheeted directly to the main boom. Any boom supporting a jib or foresail shall be attached directly to the (14) by England: not battens or an auxiliary sheet, Sleeves and tubular pockets are not Amendment (v) by Holland: Delete second sentence in clause 11(b). the (Not also rules 10 and 11 for definition of head of sail.) (b) Only sail material may be used for tablings in the head, tack or clew of any 1. area IMYRU (a) Sails or rigs may be changed at any time, provided auch change doos not angles to point of SHEETING AND CHANGING SAILS OR RIGS (No existing rule) sail should be taken ‘The width of the sail at the underside level of the headboard shall not exceed three quarters of an inch (1.9 cm). This rule applies fo all sails. and shall not attachment 18. DISTINGUISHING MARKS (a) Headboards shall not exceed three quart. Headboards shall to the outermost the spinnaker boom) (0.75″). IMTRU_proposalr Amendment 17. h) 15. HEADBOARDS a) (>) Spinnaker boom shall not exceed fifteen inches (38.1 om) in length proposal leech proposal: (a) The maximum spinnaker hoist for any rig shall be 68 inches (172.7 om). Battens not to exceed two (2) inches in length. (5.1 om). IMYRU IMYRU in number and shall divide (b) Battens in headsail shall not exceed three and three-quarter inch Thickness three-eighths of an inch Spacing one-half inch (1.2 om). 4-5 om). (0.9 cm). be praceded by the distinguishing National Letter(s) Alternatively, the National Letter(s) may be placed on a line above the Registered Numbers. Bar dividing Clase Mark and Number to be one-eighth of an inch (0.3 cm) thick. (ao) (9) Amendment (i) by England: Delete IMYRU proposal and substitute: The class mark is to be approximately one inch (2.5 om) high and one-quarter ‘a) of an inch (0.6 cm) in thickness. (bo) The registered numbers are to be a minimum of three inches (7.6 om) high, (5.1 cm) wide (except for the number one) and half an inch two inches (1-3 om) thickness placed at a different height to both class mark and numbers. Amendment (ii) by Sweden: Delete IMYRU proposal and substitute: shall be placed at different heights on the two sides of the sail, those on letter or number is of such a design that, when placed of the sail, th ‘The National Letter(s) shall either be they may by one person in a race or be so placed. 19 to become clause 20 if all clauses On the maat a measurement band shall be painted one-eighth of an inch second band of equal width shall 1982. Minimum sizes: Class Mark – Height one inch (2.5 cm). Width (not specified). Thickness one-quarter of an inch (0.6 cm). – Height two and one-half inches (6 cm). (4.5 cm) (except Thickness three-eighths of an inch (0.9 cm). Minimum spacing between adjoining figures: one-half inch (1.2 om). Bar dividing Cl. Mark and Number: one-eighth of an inch (0.3 cm) thick. Amendment (iii) by Holland: In IMYRU proposal add after “Width one and three- quarter inches 19. (4.5 cm)”: (except number 1 and letter I). RM. CLASS Existing rule: Headed “Appendix RM Class”. The foregoing Rating Rules apply to Radio Controlled “M” Class yachts in all respects. IMYRU proposal: All the foregoing rules shall apply to the RM class except the followings (a) No spinnakers shall be allowed. (b) The number of radio channels employed for controls shall be unlimited. (c) All radio equipment shall be fixed in position and shall not be changed during a race or series of races replaced with similar 2 Amendment except that items of equipment may be (1) by England: Re-title IMYRU clause “Radio Controlled Marbleheads”. Amendment (ii) by England: Re-word clause (a): Spinnakers are prohibited. Amendment (141) by England: Delete clause Amendment (iv) ty gland: Re-word clause (b). (c): All radio equipment shall be ized in position during a race or series of races but items of equipment may be replaced by Amendment similar parts. _(v) by Sweden: Re-word clause (b): The number of radio functions employed for control shall be unlimited. However, self-steering and self-trimming devices shall be prohibited and there shall be only one-way communication between the helmaman and the boat by radio communication). Amendment the «ame (i.e. no information shall be returned from the boat (vi) by Sweden: Add to clause (c) after “aimilar items”: placed in ponitions. (tty painted bands shall be of a contrasting colour. head of the sail. If this is not possible, even when the National Letter is placed above the number, they shall be placed as high as possible, 1 and 1). be the 80% distance of the hoist of the mainsail. ‘The ‘The marks shall be placed above an imaginary line projecting at right angles to the luff, from a point one-third of the distan asured from the tack to the Width one and three-quarter inches are retained). 0 18 and 19, BANDS October, number. National Letter(s) races. MEASUREMENT separated from the Sail Number by a horizontal line approximately 0.6 cm in length or shall be placed above the and Sail Numbers series of ADDITIONAL RULE proposed by Holland, to be placed between cla A the starboard side being uppermost. back to back on the two sides (vii) by Sweden: Add additional clause (d): A boat shall only be in width, with the top level with the head of the mainsail. not be hoisted below the top of the band. Clase Marke and Sail Numbers as detailed below shall be clearly visible and the class embl “crewed” (clause (c) The national letter shall be the same size as the numbers and shall be Where Amendment (iz) with the (0.3 cm) The mainsail underside level shall with s MARBLE READ U.K. I. . UN KN/oud I TEMPER Gon” MAIN BOON SA/L 14 CLoT H PitsToS — H KRONKE. S. ViLAR CARDAA 15 RM For the first Trappers The nats and time Seahorses ‘Deception’ Chris the Dicks in hull 1975 event was not and indeed is to survey dominated the the old by impression ‘Illusion’ an was design, overwhelming presence one of of variety and Minus Bustle, first sailed originality. when it was a comparatively light displacement boat. He won by the 1976 Van National Championships with it and the rig now used with approx. 360 square inches of measured sail in the jib is also 1975 vintage. This appeared to be a departure from the 560/240 current trends mushrooms on in Europe rig advocated for the 247 design but is in line with and tried this material 2 – No doubt ‘Synthesis’ shells follows ago Tony Saltonstall weigh about the but gave 6 ‘Ashanti’, ‘Zephyr’ rigs will now crop sailing. up like Some manufacturers using it because of mast and sails. difficulty the technique and and rudder. The progression and is probably ideal from and to have mastered the 11 to 12 with fin The designer feels the small displacement concept would be unsuccessful construction, up seems ounces the point of view of laying up Kevlar. light hull such entirely in Kevlar were 3 years experienced in moulding. ‘Synthesist U.S. other designs. At last some hulls moulded his the beam and low unless given the advantage of ultra However all this is to little advantage if the skipper chooses a suit of sails taller than wind conditions Dave HOllom made on more than one occasion. dictate, a mistake The even other downwind performance on these occasions was spectacular making lightweight boats look like stationary objects. liable to get stuck in irons and although the To windward Dave’s Sythesis seemed this may be put down to lack of familiarity with a new boat, it may also be a pointer that the small fin and rudder employed are getting near the limite. This problem was reported with the ‘Bone’ design, which is similar in concept, in the U.S. This year has seen a real surge in the use of “high performance’ only 5 materials in model boats in 1981 and ‘Mylar’ year tells a different story. used single panel yachting. Carbon sails om just 2. A fibre masts were used on glance at the fleet for this However, yet again the winning boat (and 2nd and 3rd) sails and there was a hint of a certain amount of resistance to the ‘high tech’ approach amongst the top placed skippers. Squire Kay seems to shun carbon fibre and Kevlar, sticking resolutely by alloy and glass and preferring to rely on his own ability to make his boat go. Barry Jackson felt his own one-piece sails were ‘good enought although in contrast Squire expressed regret at not having devoted more time to cutting better sails. Considering his result this simply emphasizes the point that the ability of the skipper is of prime importance in top level competition. The light airs on Satuday afternoon and evening dropped enough for most of those with soz ‘Mylar’ sails to give them an airing, but it was not sufficiently light for these sails to come into their own. Tim Fuller’s tall suit, which was only about 75″ on the main luff, was in a heavier ‘Mylar’/Ripstop Nylon composite material which is more a substitute for terylene or dacron than an out and out light airs materials. In common with some others he finds the lower aspect ratio sails easier to trim. Concern over excess weight aloft has caused a number to opt for lighter dacron cloth for 70″ and even 60” suits. Surprisingly perhaps those who used carbon fibre masts used them for their tallest rigs and not their storm rigs for which alloy was used by all (Vic Cooney had no storm suit masts). There were also many serious attempts to achieve light hull weight and acceptable stiffness, good examples being Russell Pott’s boat (see MYN No.7), the Dections and Chris Eagle’s Trapper. Plastic sheet decks serving simply to keep the water out and add some torsional stiffness were used on about 35% of the boats. During the strong winds on Monday a number of serious collisions occured resulting Both John Cleave and Tim Fuller were glad they had been prudent in damage to boats. enough to bring a complete change of R/C gear. David Andrews and Tony Rooze were less fortunate. Both suffered from R/C malfunction, causes not located, and in spite of replacing all his gear since last time Mr. Rooze had to withdraw from racing for the second year. Let’s hope he has better fortune next year. G.J. 16 BANTOCK RA class championship Held over the bank holiday weekend in August, this event was dominated by the appearance of a real “Fleetwood blow”, As can be seen from the results a majority of the boats retired with a range of damage caused by the continuous high winds. Jack Lee Results 1024 108} 2. J. Osborne 3. S. Kay 1264 1354 150} Smith 5. Re Newport 6. I. Hall B. Helas Highlander Highlander 162 230 Retired:- P. Chester, G. S. Craythorne, R. Burgess, M, Walker, J. Ellis, N. Rothwell, W. McGuire, G. Caine, A. Youd, W. Winstanley, ROC Skipper FINAL RESULTS CHAMPIONS CUP Match Racing Match Match Schedule Schedule Racing Final Racing Score Score 1 Score 2 Position Position Pos. 1. N. Hatfield 11 14 10 94 20 C. Eagle 16 10 9 96 3. A. 15 16 Ss 75 4. C. Dicks 17 18 2 32} 5. T. Fuller 16 20 z 69 6. D. 14 18 = 67} 7. M. Dicks 15 15 S= 105 8. M. Hammond withdrawn 9. J. Cleave 18 14 3a 50} 10, B. Jackson 15 14 7. 47k 11. C. Yabsley 12 12 11 117 12. T. 15 14 T= 97 Hollom Hollom Quen – 9-10 OCTOBER 1982 17 9= OD D. Hackwood, J. Brooks Taylor, |] 8. N. James NHN 7. Nuki Bear 2S Re Venceremos N 4. 85} Priestley of mw NH DO NI D. wa 1. icc SHURA a sail trim a Like, I close feel suppose, most model yachtsmen, I arrived at the sport through craft activities rather than dinghy sailing. Which means that the problems arise with sailing a boat rather than building it, and most particularly with the vari ations of sail trim rather than just getting round the course. The practised dinghy sailor must get a really for the setting of his sails and the effects of small adjustments of trim. It is quite different standing on the bank 50 yards away, hauling the boat in, adjusting the outhaul, pushing the boat out again and then trying to detec t the effect on performance of the trim adjustment. The model yachting literature is very light on guidance on sail trim or tuning. There is excellent advice on the two most important requirements for a competitive boat getting the displacement and fore and aft trim right, of the resistance sails with the hull’s centre wrote in Issue 2/0680 of M.Y.N., possible to indulge in you get this For a long fine the fine of lateral and balancing the centre of effort – and then, as “Clubman” “once this basic process has been mastered it will tuning which makes a first class trim.” So time I always trimmed my boats with sails, the luff hard down the outhaul pulled out camber on the mainsail, the kicking strap hard down backstay enough tensioned only to give a constant to to give maximum one inch give camber to remove all only slight twist and up the mainsail. rather firm setting the boats (currently 247’s modified with a one inch looked do tuning? wrinkles from the panelled always where be very pretty and sailed well to windward in any At the this wider transom) reasonable wind. When setting the boat up I only worried about getting the jib slot right. I’ve sailed for quite a while like this, mostly concentrating on trying to get to grips with the rules, but occasionally wondering what else there was to “fine tuning”. Our last district event last year was a friandly sail-in at Dovercourts after our A.G.M. It was an exceptionally calm day, with the wind occasionally gusting to half a knot! Graham Bantock, acting as 0.0.D., and of whose sails I have had many suits, saw my usual trim and suggested I undo it all – no luff tension at all on jib or main, kicking straps on jib and main loosed right off to give lots of twist, outhaul in give more camber. It looked terrible! sails hanging creased and baggy! to But it made a great difference to the boat’s drive in those breathless conditions. Clearly sail adjustment to suit wind conditions warranted similar attention to the constant effort to master books the details of which I have, and the was rules. That’s when I returned to the three very useful disappointed. R. Griffin (Model Racing Yacht Construction) makes the point that the sail tuning process is concerned with the from them under all set of the sailing conditions, sails so that the maximum effort is derived but goes no further. C.R. Jeffries (Radio Control for model Yachts) makes some helpful comments on adjusting the jib slot. Vic Smeed (Model Yachting) does give some guidance on the use of the outhaul and kicking tuning strap, full size dinghies. not applicable controls three but only one – to models, downhaul, dimensional brief paragraph. In Wind Strength 1. Drifting kicking shape of the sail to relate different wind strengths in a of sail started to read the some of the contradictory advice, themes which cover. use strap and backstay – and airfoils in different wind simple various settings table which I can of these use to and much of the which books on that is four relate strengths. basic to the What four controls to try to develop an trim. Heel angle: O – ae 2. 3. 4. Light Moderate Strong 5. Maximum for suit in question NB Beyond wind strength handling of much there are common outhaul, follows is my attempts understanding spite I 3° = 10° 10° = 30° 30° + problems, 3 increased but it also heel tends depends on 18 to the decrease boat’s boat speed or cause stiffness. Downhaul: controls the luff tension, maximum camber in the sail. With no furthest aft. the As which controls tension tension is increased, the fore and aft position of the position of maximum camber is the position of maximum camber moves forward until a point is reached when the sail starts to take a reverse curve just behind the luff – which is highly undesirable since it breaks up the airflow over the sail. The camber is moved steadily from aft to the forward most powerful setting as the wind increases from drifting to moderate, As the wind further strengthens the sail power is reduced by adjusting the camber back to a mid setting to reduce heeling. 1. No tensions, attached to the sail 2. Light pull, 3. Medium pull, 4. Firm pull, 5. Heavy pull, as maximum camber as far aft as possible sails to keep the lightest wind surface. still baggy. some creases in jib and more noticeable creases in mainsail. no creases. just avoiding reverse curve behind luff, maximum camber as far possible. Quthaul: which controls filled with camber set. wind – depth pushing Increased of camber. the depth sail The foot with setting a should finger can of camber increases the be checked with the overstate power of forward the the sail – depth sail of important in drifting conditions – but reduces the angle of attack to windward. As the wind increases from moderate to strang the sail is flattened beyond the mid-setting to Teduce its power so as to reduce heeling. MA24 mum Cambar laaesr 1. 12% camber as percentage of sail chord. 2. 3. sail horn 8% 4% i.e. for a typical tall suit with 12″ sail settings are approximately 14″, 1″ and 3″, Kicking Strap: boom and reduces of the the which sail to meet sail controls sail twist – chord at the head of the the increasing change in relative to the 4. Hard down, Backstay: only which very sail. between Twist is of the the three camber sail chord at increased as apparent the wind at the wind the head Angle of about 30° between sail chords at the foot of 2. Regular curve in leech, medium twist. some angle direction the sail and at the head. Fairly hard down, the the foot. 1. Rounded leech, full twist. 3. chord at the foot, > twist, slight Angle of about 20° between sail chords. of about 10. twist, controls mast bend – is of about 5. which progressively flattens the mainsail from the head downwards, Flattening this particularly the area between the head and the jib hoist. area spills wind which very usefully reduces heeling as the wind strengthens, 1. 2. Loose, no pull on mast. Light pull, not significantly 3. Moderate 4. Firm pull, 5. Very tight, pull, tending partly to affecting main flatten mainsail. spilling mainsail enough to shown in the following above spill mainsail Applying the above settings shape. to table. jib hoist. above jib hoist. the top suit on an RM the suggested relationships are When wind strength requires a change aspect/area suit then only the settings for wind strengths 3, the lower suit. 19 down to a lower 4 or 5 would apply to The settings for the jib are generally the same as – since jib luff tension is much less adjustable settings have been used. – if a jib radial available. with kicking strap is used, for the mainsail than on except that: the mainsail, only two the full range of adjustments are If the jib boom is attached to the deck with a fishing swivel or similar so that the leech tension (or twist) is controlled by tightening & luff cord or a forestay attached to the front end of the boom (the most popular arrangement) then the adjustment is much less sensitive and it becomes very difficult to achieve kicking strap setting 4. The effect onethe shape of the mainsail foot (the position and depth of maximum camber) at the above settings is shown below in exaggerated form. The jib shape is similar. Downhanwn Wind strength f aan Wind etrmnatn Z 1234¢5 : se a , Wind strangth 5 Wind 1. strength: Full even curved camber, lots of direction towards top of sails. twist to match large change in apparant wind Camber with 12% outhaul not particularly deep, to maintain windward angle of attack. 2. Some tightening as wind rises. 3. Normal or standard shape. Maximum camber right forward for maximum power from the sail. Some twist. 4. Flatter shape as wind becomes strong, to reduce power, and thus heeling, of ring. Only slight twist, starting to spill wind from mainsail reduce heeling. 5. Maximum camber half back, very flat sail above jib hoist to further from foot to head to further reduce power of rig. Medium twist to reduce heeling and wind on mainsail largely spilled above jib hoist to further reduce heeling. Perhaps it’s time to change down a suit! Compare a top suit set up for wind strength 5 with a working the wind was only wind strength 3, i.e. need for a working redefining as wind strength 3 derived Note that – at low specifically twist is wind – at high used strength with in two the top the same wind set up as if what is wind strength 5 for a top suit will suit but the to be established for the particular suit/boat. been suit in suit in I relationship will have would emphasize that the table has mind. ways: to match change in direction of apparent wind. wind strength to cimply spill wind out of the top of the sail to reduce heeling. The table to – include Telative gives other a framework within which parameters sheeting angles such to develop sail tuning and could be extended as: of main and jib booms in different wind conditions – sheeting of mainsail relative to centre line (whether or not to have main/jib horses) – fitting/tension of shrouds and effect on mast bend. – mast rake. – type and setting of jib swivel/radial. I am discovering that extent to which the table developes the speed of my particular boat round a course in different wind conditions (and ignoring racing tactics) think it likely fast figures the extent that different can sensibly be to which boats given any optimum require for all sail different approaches boats. airfoil But I and thus no but I hard and would be interested to know shape is common to different hull shapes. errata The following diagrams vere omitted from Part 1 Apologies! of the article on Mast Sections. dm OA do di = Fascinm eS metres The best entry for Witton Lake, Birmingham, 2nd & 3rd October. many years included Bellerson’s completely re-rigged three past winner new boats Omega, to and different designs, three other past Vic winning boat/skipper teams. Unfortunately the gales of the previous week died on the Friday night and only 2-4 knot winds greetéd competitors on Saturday morning. The wind direction gave a spinnaker reach from the clubhouse end anda fetch back. Defending Champion Ariel, before be Omega and Micromorph all started in top gear with 10/10 the wind dropped to 1-2 knots. ideal for the 131b Micromorph, own that the boat was was fortunate was fouldd had to attend a wedding the resail to get (not his), not quite a resail a new boat justice done. living against In conditions were expected by many desiigned by Peter Somers. As to Peter his mate Mike Harris began to discover on his by a disqualified yacht saw These up to Something when well the expectations. Else in the fourth heat In the third to windward when lead. Mike lost In close the run heat the to he latter zero and the wind beat,and Omega was beaten for the first time, downwind. Alan Trinder’s new boat won its first points downwing in the fifth heat against Micromorph having been loaned a decent spinnaker. What little wind there was dropped to nothing by the seventh heat and racing had to be abandoned with pairs still on the water. At this stage Polaris lead with 26/35 followed by Omega 25/30 and Something Else 23/32. The abandoned races and resails were comparatively strong 3-5 knots from taken first the same thing Sunday morning general direction. in a Large wind shifts put many hopelessly placed boats into a winning position on the beats but Vic Bellerson continued to consolidate his lead. Ian Taylor seemed to have found a superb windward trim and in fact won his last eight beats. The top three boats each lost only two beats, downwind performance being the deciding factor. 1. 2. 3. 4, Omega Something Else Polaris Ariel 5 Oberon 6. Trebel Chance 7. + Micromorph V. Bellerson I. Taylor G. Bantock W. Akers 46 4o 36 S. I. P. Smith Cooke Somers 32 30 30 8. Bionic Leek R. Williams 10. Exit W..Archer 9. Helvig 50 points 28 B. Bull 1l. Miss 6 M 26 25 A. Trinder 12. E Nor Mouse 13. Blue Ice P. Lock B. Flury 19 15 1 HULL-O THERE! HEARTBEAT. We have had several enquiries about the mouldings for this M.Y.N. plan. These are available together with a fin and rudder, from E.L. Jones, 8 Marline Avenue, Bromborough, Merseyside, at a cost of £ including plan. The fin and rudder are slightly different from the original design and are separate from the hull so if you want just the hull then ask for that. David Adnrew’s boat uses an Ashanti fin that happened to be lying around in his workshop at course if you modify SPECTRUM. A a design you can’t sue new moulding for a of an integral hull as Heartbeat. or Robert J. time and designer goes very well, if it fails to boat of approximately 131b displacement, and deck moulding with hatch, Details Smith the the from Trevor Morrison, who is sailing fin and 277 Buxton rudder. Road, but of perform, consisting Same price, Macclesfield, £35, Cheshire, the prototype very efficiently. CONTENDER. Rather lost in the interest in Neception, we are featuring a cutaway drawing of the “other” Dicks design from Phoenix Marine. wet soTM TRAPPERS, Regretfully we have to report that Oliver Lee has ceased production of this design. Production of a new singlehanded 3-5m design to meet the market for a small keel-boat produce the for any meantime the full more model look after size market yacht the hulls. one you has meant If have the that the time is no longer situation changes we will got. 22 available let to you know, in Finns Sunday, August 22nd, saw the National Championship meeting of the Mickey Finn Association, Twelve happy souls, mainly from the more northern parts, met at the Bournville Club in Birmingham to contest this event under the watchful eye of Dave Hollom – OOD. Racing got under way a little after 10.00 a.m. following an OOD’s briefing on the course which managed to make full use of the host Club’s lake. Six marks were laid in a sort of box formation and the course took in some five lengths and at least three widths, It ran something like Beat, Reach, Run, Reach, Run, Reach, Beat, Run, Beat; though the wind swirling through some of the surrounding trees sometimes tried to confuse the issue. There was some discussion both during racing and during the Association’s AGM regarding whether the OOD should order a change of suit (after the afternoon’s rain he could probably have done with one!). What was clear was that with the wind changing drastically, even on one leg of the course, anyone who did go down to a second suit was at a serious disadvantage in the lighter airs. Ten races were run in a fairly leisurely fashion with a short break the first and for lunch and the AGM after the sixth. was Clear that unless something drastic happened for repairs after From the third race onwards it the champion was going to be either Barry Jackson or Andrew Hollom, Lower down the order the racing was quite close, as one would expect in a one design class, and the eventual announcement of Jack Lee’s third place came as a genuine surprise. At about 4.30 p.m. Dave Hollom presented the Mickey Finn Trophy to Barry Jackson and the prize for second place to Andrew Hollom. In addition to the trophy, first, second and third places received some liquid refreshment and a bar of Bournville. MIKE KEMP 1st “Champion! K3 Barry Jackson 114 2nd K2 Andrew Hollom 14% pts 3rd K33 Jack 31 4th K34 John Brooks 45 pts Sth K4 Mike Harris 54 pts 6th K594 Brian 59 7th pts KS Roger Alton 66 pts 7th K104 Mike Kemp 66 3th Ko Derek 692 10th 11th K26 Ken Shaw 97 pts K430 Peter Somers 99 12th K51 Mike Alton 110 pts Lee Smith Priestley pts pts pts pts pts 5 PY o ° soe” ¢ goTMTMynedt \oe ‘ eure’a aet*ne £ ene 20) nod® oP Lye op poe” ° er me ° 0 of a5 or 6 wae Ls 6S pvh® > 3° ih” aed and chs |e oo. or® yeoeTM =) | ‘Ss widrenad co} ‘pcord get end a a . go ‘ pov eect paste cons . 4a VP. cOM\ 300 pany aa oh de eomect he jure one A cor ys cov tf IS eni>* ont. 08” “1506 1 ‘ © prom gab ® 1 46 a pt oveTM ene me ane. 4n % er 6 co} ° +; pe PAS err ef of Ke ce xne we per Sat Fo 9 ba 0 eck xad>? and yo ao’ qe Loren” ae 4 a® . ae yet eee orem , petit | te pe gade we so ivrhe a cont © a a nat centt? a e2% P 23 a ender” powers youre post a HO¥ ye “es verge? End uw %O pce? ae one wos ger® veyool ; eooTM oD “ cna 208″ et e 36 &MI sails from stoclc, carbon masts & booms, gooseneck, boom kit, groovy section, wire, etc. SAE for new ld lists Graham Bantock 35 the paddocks WITHAM essex ENGLAND CM8 2DA WITHAM (0376) 516248 JONES FITTINGS C12, R10R, RM hulls, fins, and rudders available tn GRP; sensibly priced alternatives to the usual kits offered alsewhere. The EC12 is an’official’ mould and meets the class requirements and there is also a John Lewis ‘A’ class in GRP too. FITTINGS for every application. A complete range of items fittings, ies, goosenecks, stainless masts and SAE or price or from of part stock bottlescrews, steel wires, booms Manufacturer Completed available including radial flat aluminium and alloy round tubing jib bows- for etc.,etc. the world famous JONES completed international reply VANE-STEERING GEAR. boats a speciality. coupons, please, for current lists. E.L.JONES, 8 Marline Avenue, Bromborough, Merseyside. Tel. 051-334-1969 24