MYRAA 1944 Year Book

RACING ASSOCIATION OF AMERICA YEAR BOOK EE a ae Syd Wag | Fr al MODEL YACHT 1944 EDITED CHARLES 87 QUINCY H. BY FARLEY ST., MEDFORD, MASS. | 1944 — NATIONAL OFFICERS and EXECUTIVE COMMITTEE CHARLES H. FARLEY, President 87 Quincy Street, Medford, Mass. CLIFFORD A. NICKERSON, Secretary CHARLES HEISLER, Vice-President Hampton Manor, Renssalaer, N. Y. JAMES L. SYTHOFF, Eastern Div. Rep. 84-09 Talbot St., Kew Gardens, N. Y. WILLIAM E. TOPPING, Treasurer 1208 Lillibridge Ave., Detroit, Mich. ARCHIE ARROLL, Midwest Div. Rep. EASTERN DIVISION OFFICERS Charles A. Heisterkamp, President 91 Fonda Road, Rockville Ctr., N. Y. Daniel J. Manning, Vice-President 17 Morton Street, Providence, R. I. 13428 Glenfield, Detroit, Mich. GEORGE ATTHOWE, Pacific Div. Rep. 1924 Prince Street, Berkeley, Calif. MID-WEST DIVISION OFFICERS Wilmarth F. Post, President 3293 DeSota Ave., Cleveland Heights, O. 41 Osborne St., Peabody, Mass. Howard L. Curry, Secretary H. H. Howeller, Vice-President 28 East Ave., Valley Stream, N. Y. Andy S. Anderson, Treasurer 20 Lennox Avenue, Rumson, N. J. 5370 Drexel, Chicago, IIl. James E. Lennie, Secretary-Treasurer 18674 Grandville, Detroit, Mich. PACIFIC DIVISION OFFICERS Walter R. Many, Vice President 365 So. Mansfield Ave., Los Angeles, Cal. GREATER DETROIT M.Y.R.A. Harry A. Miller, President 741 Van Dyke, Detroit, Mich. Clarence Schaitberger, Vice-Pres. 5784 Buckingham, Detroit, Mich. George E. Steinbrecher, Secretary-Treas. 2950 Columbus, Detroit, Mich. ACQUIRE a model yacht. GET IN TOUCH with any of the Na- if there is none in JOIN a club, tional, Divisional or Club officers listed in or your this book. They will gladly inform you on matters relating to the sport of MODEL ORGANIZE ONE. Become a member of the fastest growing and most engrossing of vicinity— YACHTING. sports. W. P. BITHELL’S A-CLASS “REDSKIN” ON BOSTON M.Y.C, A BEAT RICHARD TOMPKINSON’S X-CLASS “BLIX” SAN FRANCISCO M.Y.C. 1944 RACING CALENDAR MODEL YACHT RACING ASSOCIATION OF AMERICA 1944 NATIONAL CHAMPIONSHIP RACES 1944 MID-WEST DIVISION Apr. 31—Tre-pol-pen. July 2—M-CLASS, at Berkeley, Cal. Apr. 31—Detroit M.Y.C. Aug. 13—6-M CLASS at Detroit, Mich. Apr. 31—Cadillac M.Y.C. Sept. 3-4—A-CLASS at Detroit, Mich. May 7—Interclub. A-Cl. May 14—Interclub, M-Cl. Note: For any or all of the above, a’‘postponement may be arranged by the respective Chairman of Race Committee and O.O.D. in case weather condition prevents completion May ing, unless all entries are agreeable. ENTRIES shall be unlimited in the A, 6-M and X Classes, but limited to four yachts per club for M-Class. 1 additional entry will be allowed for every five yachts registered in 1944 in excess of the first ten. 21—M.W.M.-Cl. CHAMPIONSHIP, F.H. MLY.C. at Cleveland, O. May 28—T.P.P. /M-Cl. June M-Cl: Cad. 6-M Ci. 4-—Interclub. Steinbrecher June 11—T.P.P. M-Cl. M-Cl. June June 6-M Cl. M-Cl. Sept. 3-4—X CLASS at San Francisco, Cal. of a race on the announced date. No postponement to be fixed on the next day follow- 18—MIDWEST SHIP. 6-M 25—Interclub M. Miller Trophy. Team Oct. 8—Gillette Int. 1944 May oe POND at Port Washington, June 18—A-CL. POND at Verona Park, N. J. July 2—Marblehead Cup at Port Washington, N. Y. Aug. 6—M-CL. SKIFF at Renssalaer, N. Y. Sept. 3-—Anderson ,* ¥; Cup (M) _ Renssalaer, 10——Campbell Cup (M) at Boston, Mass. Sept. 17—A-CLASS SKIFF. Brooklyn, N.Y. Sept. 17—X-CL. POND, at Boston, Mass. oe ee for July 2—Open. Shute Trophy, A-Cl. July 23—City Championship, A-Cl. July 30—Inter-city, Detroit-Cleveland. Trophy. Aug. Miller 6—MIDWEST A-CL. CHAMPIONSHIP. Aug. 20—Interclub, M-Cl. Aug. 27—Frankel Trophy, M-Cl. Sept. 10—-Woodall Trophy, 6-M Cl. Sept. 17—Aaron De Roy Trophy, A-Class. Sept. 24—Interclub M-Class. Sept. 4—D.H. 3-Year Trophy (M) Renssalaer, Sept. Col. selection July 16—Scripps Trophy, 6-M Cl. EASTERN DIVISION EVENTS, Trophy, CHAMPION- July 9-Interclub. A & Cl. at Boston. Col. Cad. 6-M Cl. ENTRY FEE is $2.00 per model, all classes. Yachts must be registered—and club entering yachts must be in good standing in the MYRAA. TIME of START, 10:00 a.m., all races. EVENTS M Class. (SKIFF) Renssalaer, Oct. 1—Greater Detroit M-Cl. Champ. ping Trophy. Top- Oct. 8—Interclub, A-Class. Oct. 15—Victory Trophy. lumbia M-Class. Oct. 22—Tre-pol-pen “M”. Columbia ‘““M.” 6-M Class. Co- Cadillac “6-M.” Oct. 29—All Clubs. Sept. 24—Santos Trophy, Providence, R. I. €M). (E.D. Championship events in capitals) Entry fee, E.D. Championships, $1.00. PROSPECT PARK M.Y.C. CAll races in Detroit unless otherwise noted.) Entry fee, Championship Races, M-W Div., $1.00. FOREST HILL M.Y.C. May !4—Perpetual Trophy Race. June 18—Triangular Race—Perpetual Cup. May 30—Races for A & M Classes Oct. 12—Races for A & M Classes Sept. 10—Forest Hill Cup (Final race). Nov. 7—Races for A & M Classes Oct. 22—Greater Cleveland Championship. July 16—Annual Regatta. THE NEEDS OF MODEL YACHTING By Tue Eprror What are the needs of model yachting? Many reasons will be given by various periy but we all agree to certain fundamens. THE FIRST NEED is the will to design, build and sail these intriguing creations, hence pioneers must get er in some organization such as the MODEL YACHT RACING ASSOCIATION OF AMERICA, that has standard rules and tions, so that some definite plan of p ure and operation will be assured. Before the advent of this Association there were dozens of clubs, each with its own set of rating and racing rules. When two or more of these clubs met in competition there was much grumbling and bickering, as each could not know each other’s regulations, some of which were often made on the spot! The yachts were of all shapes, types, and sizes, and handicapping did not help much. If every baseball, football or hockey team had its own rules what chaos would reign! Perhaps some of the present standard rules do not please some individuals; however these have been carefully revised and compa _ may be said to be as fair as can to all. THE SECOND NEED is to get more people, lots of people, interested; and persuade them to join your club. If you go along with a few members, expecting others to join just because you get out once a week and sail a boat somewhere, you will be disappointed. People don’t usually join anything they rasa node — ot‘tapas oo an invitation. eople n considerable urging, prompting and explanation. ‘Tell them how easy it is to build a boat, what fun it is to sail one. Go out of your way to interest them wher they stop to watch your boat, and don’t be a sourpuss and grunt a short answer to their innocent, albeit sometimes insane questions. Offer to help them select a plan, or help them to get started, etc. Put your models on display in some local store window, or exhibition. It pays to advertise. Promoters of exhibitions are glad to get a fine display of models, and often reciprocate with “expenses” or material for prizes for your season’s racing. Get after the cub reporter on your hometown scandal-sheet, whether it is the New York Times or the Bingville Bugle, makes no diff. Any paper will be glad to print articles or scores if you will only send or phone them in to the sports editor. Get the feature writer and shutter-fiend for the “poiper” over to the pond, give them a couple of cigars and get some free publicity. Build up the club. THE THIRD NEED is to try and get a better pond or lake to sail on. A one or two-man club can’t do this unless they are magicians. If you can prove that you have a fair number of people enrolled in your club, and more would join if they had a better pond, you have a good selling argument. Most municipalities are rotten with dough which some politician is itching to spend (through a contractor-friend, possibly). He may or may not get a “cut” but why worry? If he doesn’t, someone else will. So get after these public spendthrifts, and get a better pond built. We have heard of more than one such project obtained in this manner. Or, if your members are extra hard workers, borrow a donkey-engine, a vacant lot, and dig one yourself, as one active club actually did recently. THE FOURTH NEED is to determine just what class your members want to promote. If your pond is small, the 50-800 M-Class, or the 6-Metres class would be preferable. Don’t be inveigled into building anything smaller. If your prefer the nd is fairly large then you may -Class or the X-Class. Having too many classes at once in a small club scatters the interest, as at least a half dozen boats of one class are needed to make an interesting race. As the club increases membership, it can then sail more than one class. Now take my advice, and build only to designs which have proved their worth, or to designs by experienced men. Trying it your- self, with no previous practice, is commend. able, but foolhardy, as such amateur attempts usually end in frustration and disappoint- ment, which causes many to quit the game before they even get a fair start. Don’t build a design unless you make sure it will “rate in”. A lot of crack-pots, many of them large yacht designers, publish designs which are all wet as far as rating is concerned, both in drydock and in the water. 2 THE FIFTH NEED is some sort of clubhouse where members can meet regularly, swap ideas, pan the other guy, and settle good time. arguments and have a general give everyone a chance. We can’t all be good. Don’t work too hard o1 be so bloodthirsty. Never “throw” a race, but no need to garble every comma in the Rules in order Arguments at the pond will scare away prospective members, so zip the lip and save a ship when out in public. boat grazes a floating match. Serve refreshments, or give a dinner once in a while. Invite interesting speakers. You would be surprised to know how hungry some of the local windbags are! Have members give talks on design, woodworking, metalworking, sail-making, and other topics. navigation. their pond.) One club gave a course on (Must have had obstacles in Show moving pics of the club in action. You will be surprised to see how you look to others—I know I was when some fi‘ckerfiend shot a few feet of candid stuff when I was bawling out my mate! An old shed or garage is sometimes available for little or no rent. You can then store your models between races and avoid the rigging and unrigging and attendant disturbance of “trim”. Small models can be transported in your flivver—if you can get the gas—large ones are easily carried on the roof, strapped to a light frame. The lead ballast is of course removed and carried inside the car. Clubs using skiffs, but minus a_boathouse, overcome this handicap by building a trailer out of part of an old automobile and towing it behind a car. One club towed several trailers clear from Boston to Washington and back on several occasions, and thought nothing of it. If you must have a trailer license, have the club pay for it—what is the treasury for, anyway? THE SIXTH NEED for a successful club is to elect the right kind of officers, and not elect certain characters just because they squawk louder than the others or just want to stick out their chests. If they don’t or won’t work for the club’s interests, you know what to do! Keeping the boys in good humor calls for a Race Committee who are always and who won’t stand for any breach of rules. Don’t expect to on the job forever, though: maybe on the job, evasion or keep them they would like to sail once in a while themselves! rotate the job among the members. to get a oaall or screech “foul!” when your Just ask yourself: “Would I rattle the bones, play poker or lay a fin on a goat. week. after week, year after year, and never win, place, or show?” The answer is ixnay. Govern yourself accordingly, unless you want to keep the club and puny. THE SEVENTH NEED is something to satisfy the “moderns” or “futurists.” You hace | be surprised to know how many of these fact-seeking enthusiasts look at a Rated Model with disdain. While old pickle-puss conservatives prefer a floating object which they claim resembles a real yacht, some (perhaps further advanced than we may comprehend) want to add this or that strange adjunct, which, in turn, peeves the conservatives. This reed could be filled by creating a “G Class” or Gadget Class, with anything “allowed” in the way of a hull, or alleged hull, and with any sort of gadget, thingumbob, whirligig or knick-knack welcomed, whether in hull, fin, steering-gear, control, or rig. This is not a joke. I am dead serious. However, such a class would have to have ONE rule, to wit: “The G-Class must be pnpeles by (so many) square inches of sail, or is less. Whether this S. A. limit was 500 or 2,000 important so long as the S. A. is lim- ited. If there are as many gadgeteers as the voice in the wilderness proclaims, we suggest they pound their drum in the ears of the long- ini ap Executive Committee, and good uck, TO SUM UP. Get back in the game. Resurrect your club. Join the M.Y.R.A.A. Buy a plan. Build a boat. Sail it. You will be amply rewarded for the small om of moolah you put into it. Gung o! So Buy each member a rule book, and make _them read aloud at meetings. If a few members win all the races and prizes, eventually more or less dissatisfaction will arise. Arrange for handicap races to We adopted, M.Y.C. suggest as the written following by the motto South be Jersey “We at SOUTH JERSEY will do all possible to continue Model Yachting, while putting our best efforts into winning the war.” 3 RATING M.Y.B.A.A. CLASSES TABLES Ctr: Lee:| Outrig-| Metal | Sliding: Class | Displ.| L.0.A.|L.W.L.| Beam | Draft Erte. dope Bilge |gers: | fin-a |Adjusting b’rd. | home Keels Boards | Pont’s. | keel A * * * * * » * | NotAl.| ? eae 6-M + * + oy g * * % ? ? ? ee ? X |NoL.| NoL.|NoL.|NoL.|NoL.| M |NoL. |50.25”|50.25”| NoL. |NoL. | NoL.|No L. | Not Al. | Not Al.|NotA.| Not Al. NoL.| NoL.|Not Al. | Not Al.|NotA.| Not Al. 36” | No L. |36.25” |36.25”|NoL. | NoL. | NoL. |No L. | Not Al. | Not Al.| O.K. | Not Al. 1) Projecting keel forbidden, all classes. Hollow| Hollows Rania Rudder Garb’ds| of hult |*79″STM| stern Class| req. in | in surface Transl beyond B oe Hull Vane | Masts &| Masts &| Limit meas. |steering| gear Spars | Spars | movemt |SP7TM |marks| |BCR® |Req.* | O.K. | O.K. A * NotAl.| ? ? O.K. 6-Mi-— * NotAl.| ? ? O.K. |Req.* | O.K. | NotAl.| X | Required] O-K- 1” Radius M |Required| 36”ut N |pequirea| |NotAl.|NotAl.|NotA.| None | O.K. | O.K. | O-K- | O.K.|NotAl.|NotA.| None | O.K. | 0.K. O-K. | O.K. | NotAL)NotA.|None | O.K. | Not Al.| |Gr.Diam| rig@ |NoL.* | 1.0°* 1.027 * jinit | None 75” eee None o” None i 9-75”) 2) Includes bent or curved masts and spars: rotating or bipod masts. 3) Where movement of rig (sailplan) is limited, such limits must be marked on deck. Full | Sail |Sailplan| Fore Class|Sliding| area |Lim. Hgt.| Jibstay Rig | timit A |NotAl. * 6-M|NotAl| X * |abovedeck 83.5” , | 71.1” a7 |Hgt.a.d.| | 64.0 ” |53.32”| ” |NotAt.|10009”|Nolim.|Nolim.| |Spinnaker:| Spin.|Head-| Batten | Loose | Marks for |Genoa jib | pole |stick | Length | footed |S.A.meas. gtowed Yes Yes® No M | 0K. | 8005”|No tim. | 8?81TM- | yes 36”| O.K. |500%” |Nolim. |Nolim.} No |Limit |Limit | limit4| + |-98” ” | * | 0.8”(La sails | limits©. M.S. * |, o745.90| OK: MS. |gggso-| Yes Jib ontyx| Yes o.Ki7] No | 15.07] .75”| MS-4° | o.K.7] No | gsea | -75”7] MS-4° | o.KS7] No ets | 1.07] Mt 45″) 4) Number of battens allowed in Mainsail, 4. (all classes). Jib battens, 3 (X, M, & 36” class). Roach of sails are not limited in the A and 6—Mclasses. A 2-inch limit is in force for the X,M, and 36” classes. 5) Allspars must be marked at the points of measurement (of S.A.) with a black band % in. wide. 6) If Genoa jib used on M~class, total S.A. must not exceed 800 sq. in. *=See Rating Rule of this class. ?=Not mentioned in Rating Rules. No. Lim. No limit. Not.A or Not Al. Not allowed. 7) Rounded foot of leose-footed sails not measured on X, M, & 36” classes. OFFICIAL CLASSES OF MODEL YACHTS Model Yacht Racing Association of America By C. H. FARLEY factor. International A Class (A) The A-CLASS has heavy displacement, full garboards, and is similar to the 6-Metres Class, on a scale of 2 in. to the foot. Early models displaced from 30 to 40 lbs. and were from 70 to 75 in. O.A. Present day craft displace up to 65 Ibs. and some measure from 80 to 90 in. O.A. The Rule combines LWL, WLB, Quarter Beam and Displacement, and the amount of SA allowed depends upon these factors. Limits and penalties are applied to minimum displacement, maximum draft, average freeboard. 4 a LX VJSA 12+ V3sD Marblehead 50-800 Class (M-Class) (International) The M-CLASS is the most popular small sized model. It has developed from a light displacement type, with good overhangs into a heavier, fuller-bodied craft with little or no overhangs, as the LOA limitation encourages designers to use all the LWL possible to gain speed, The M-Class is fast and able and easy to transport from place to place. The formula is as follows: L+V/SA LWL of from 50 to 60 inches is not considered great. No formula is used, hence great variety of hull-forms is possible. = Rating. The rating of 1 Meter (39.37 inches) must not be exceeded. International Six-Metres Class (6-M) The 6-M CLASS is quite similar to the A-Class in appearance but because of a smaller scale (1 2/3 inches to the foot) is aceordingly smaller and lighter. The Rule closely follows that for the prototype, or full-sized 6-M Class. A 32-ounce weight may be carried to represent the crew-weight. This class RULE combines the factors of “L,” Girth-difference, Sail Area and Freeboard. Fixed tables determine the limits of LWL, Min. Displ., and Max. Draft. The formula is as follows: L + 2d —-VSA-F = Rating. 2.37 32.80 inches is the limit of Rating. X-Class (American 1,000 Sq. In. S.A. Class) The X-CLASS is a medium displacement, but fairly large type, comparable to the Swedish Square-Metres classes. It has less displacement than the A-Class, but is often quite as long and as fast, even with a comparatively small S.A. Displacement varies from 20 to 30 Ibs., and – LOA from 60 to 80 inches. The LWL is usually long, as there is no tax upon this Early types ranged from 12 to 15 lbs., but radually increased to from 16 to 20 lbs. No ormula is used, resulting in widely divergent hull forms. M.Y.R.A.A. 36-Inch Class (36” Class) This class was created for juniors. The Rules apply equally to the “J” or Junior Class, and the “S” or one-design Sharpie Class. The Sharpie design was the result of a designing competition, and intended to standardize an able, sturdy boat. Yachts of the S-Class may of any individual design, round-bottomed or not. This is the only Class recognized by the M.Y.R.A.A. as being free to use a metal on keel. No formula for this simple class tule. Comparative Table and Diagram The comparative table and diagram shows the main features, limits, or exceptions of the five M.Y.R.A.A. Classes of model yachts. However, it must be understood that in order to get ALL the dope, the Rating Rules of the class examined should be referred to. Besides the Rating Rules, the Chapter in “Regulations,” entitled “Instructions to Measurers,” contains much additional information, as does “Rules sheeted or set.” Governing sails unfairly Many standing rules apply to all classes. Some of these are: Moving or shifting ballast prohibited. Radio Control not permitted. Bumpers are required when sailing. Projecting keels prohibited, etc. FPICAL LINES=MY RIAA, CEASSES | Shown in relative size to one another Scare: ‘Il6″= 1.0″ hy eens H Va ce eee H i fig ees aa MARBLEHEAD 50-800 7 hy DISPL.20 (I4lead) 59 LOA. +9 LwWl. ExB. 10 S-A: 800 DR. 12 30 (20 lead) – 60 Mi. 4.2. mit 2s 9.4 1100 Mae AS6 i . 30(20 lead) cate . eae: I\ {000 CHF. 44 wee A-CLASS g’31°5 L DR. SA. \1.9 1650 AT THE EXHIBITION \ r i ~ Sea ~ SS \ a as : i 4 HIT i] {] 4 i THN © – = =<— a UJ y ee a —— ———» s 0 —— quit —————— — quit rts —— a A. \—A | ee = i jute i\ 7. W. eS saneS Te IS THIS HOLLOW ? Original Cartoon by H. W. HARTNELL (Canada) | ZEPoRLIP — |SAVE A SHIP STNOBAJqBOITLDL Manyeuwo e8ss0b¢ LSe¥hzT|2°*s6Sr9LT¢8TL.d 6ogzs°* 0S>T2 eOT (UAeopsteusim4Jpyeud1y)Ba1qNoqjuOorxZs6Ot€TzdJATeb+n)9gy|L|Sj°$%*s¢6|oS(g9h)o8°*T4}ugTtrQ8i0e19esTe62g.wp0smyq01SutLS OT b° SO|oqFg9I6u2°*Txe¢t8LisVy ePI2g|°9$aS6¢db8T¥0is*y e0FTL|2S$fQ“°nw*.q8ozl9a],4gb1s6tyZH T9SU0DIBOy4 MONTCLAIR M.Y.C. METHOD OF COMPUTING SEASONAL SCORES The Montclair (N. J.) M.Y.C. submits a plan for computing scores which should interest all scorekeepers This plan was introduced by Mr. Wallis C. Axt, the club’s Vice-Commodore. It endeavors to evaluate some of the conditions not covered in detail by the Pond Sailing Rules, but which the Montclair skippers consider is covered more equitably by a process aimed at determining more fairly a season’s winner. The chart on the opposite page shows how the points are worked out. Columns (1) and (2) are of course ob- vious. Col. (3) lists total would have received had he entered. points each skipper he won every race Col. (4) shows points each skipper actually did win. Col. (5) is Col. (4) divided by Col. (3) and multiplied by 100 to give percent. Col. (6) shows how many races each skipper sailed out of the total 17 races held. Col. (7) is obtained by dividing Col. (6) by the total races held, or 17, and multiplying by 100 to obtain percent. Col. (8)Sg aoa Correction Factor, is Quoting Mr. Axt again, he says: “One may ask, ‘Why get involved in percentages and attendance correction factors? Why not consider the winner the skipper with the most points actually scored during the season?’ “This would be unfair, for all skippers don’t necessarily have the same maximum points possible they could score. This is shown in the case of Dr. North and Mr. Westervelt, Sr., both of whom attended every race, but whose maximum possible was 317 and 282 respectively. “This difference is due to an unequal number of byes drawn on days when an odd number of yachts sailed. Also, each could have had an unequal number of ‘no races’ due to collisions with other yachts. Although the Pond Sailing Rules provide for resails when collisions occur, resails are often impractical because of limited time.” Editor’s Note:—Regarding “byes,” the analyses given in “Standard Starting Schedules” show that regardless of the number of “byes” each yacht will have the same points possible, unless in the case where a round is not completed, which possibly is covered by Mr. Axt. determined by a curve (not shown herewith), which may ys exvressed analytically by the equation: Attendance Correction Factor = .0125 x attendance = %. The proponents feel that weight should be iven a skipper’s attendance in determining is final score for the season. This is to pre- — — -—— vent a skipper who bag. built up a high percentage, a i racing only three or four days, from withdrawing and resting on his laurels for the rest of the season. “If he’s good,” says Mr. Axt, “he’s got to show us throughout the season.’ Hence, if a se has an attendance record of 80% or better, his correction factoris 1.000, resulting in no change in his score (Col. 5). However, ig that figure, his factor is determined by the above equation. What effect this factor has in determining the final position of a skipper is shown in the tabulation by the score of 65.7% in Col. (5), next to the highest score, but his final rating after correction is fourteenth place. Col. (9) is Col. (5) multiplied by Col. (8). The Montclair Method is in marked con- trast to the Handicap Flag Race Method, printed elsewhere in this book. The Montclair Method emphasizes attendance, while the Handicap Method endeavors to equalize racing between (1) experienced skippers or those who attend most of the races, and (2) less experienced skippers or those who seldom have a chance to sail. The merits of the two systems must be decided by the reader. In sailing models we have to be content with the material on hand, or in other words, sail with the yachts which appear on the starting line. There is no such animal as “equality” either in skill or in the time available to each individual for sailing or competition. The number of yachts is never the same in different races; sometimes three or four start, sometimes a dozen or more appear. Hence we must use the system which gives the majority the most satisfaction 9 HANDICAP FLAG-RACES By Capt. Wuyte-AsHE Most clubs have a few skippers who seem to win most of the marbles. This, although commendable, is also more or less discouraging to other skippers, or newcomers, who lac the specialized skill or experience. The Handicap Flag-Race method has been successfully used throughout a full racing season by a large and active club. were most gratifying. The results One race for each class was scheduled for each week-end, and a flag awarded the winner of each race. Some skippers can’t get away to sail on a Saturday, others may fsce to skip Sunday The cost of such flags, when made up in 2 or 3 dozen lots, will be only a few cents each. With the handicap entering into the situation, it will be found that although one flag may be won easily, that to win two or three flags is not a very easy task; in fact it is practically imposible to win a half-dozen. We have seen three or four “top” boats knocked galley-west by some of the “tail- enders,” where the former had a 20% or a 40% handicap on their score sheet. Less experienced contestants have a grand chance to snag a prize, and are almost certain to do so. races, hence schedules were arranged so the A and X Classes sailed on a Saturday, and the M’s on Sunday. so on. It makes no difference how many yachts are in a race. One day there may be four; another, seven or eight, etc. It is possible for a yacht unable to sail but one race in a season to snag a “banner.” A reasonable requirement is that no less than three yachts sailing will constitute an official club race. : Suitable flags will be made up on order by any firm dealing in regalia. Specify grosgrain _ ribbon; this has the same finish on both sides. Use ribbon one-inch wide. The length of a flag, finished, should be about one and fiveeighths inches. A gold or silver star or other device should be printed on the flags, both sides. Red or blue ribton is most suitable. A different color may be used for the various classes. The flag should be cut with a “swallowtail” to prevent fraying. The edge near the staff is turned over and sewn, so as to make a loop about 1/16th inch in diameter, through which the backstay may be worked. The proper method of displaying is to fly flag on the backstay near the truck, each flag being kept one flag-space apart. Work the stay throught, making a knot close to the upper and lower part of the flag to prevent its THE RULES The following week, the schedule was reversed, so the M’s sailed on Saturday and the A and X on Sunday, and shifting up or down. ing loop, the flag will rotate with the wind. to the A flag awarded a yacht belongs to that yacht only, and is not transferable to any other yacht. If desired, the holder of the most flags at the end of the series or season may awarded the club championship, or flag races and regular “out-for-blood” races alternated. The yacht winning the first race shall be awarded a flag. The handicap is 0, of course for this race. The Race Committee keeps all scores on file, and opposite the name of the winning yacht, notes, “Won Race No. 1. 20% handicap for subsequent races.” In the next race, the same yacht may or may not win. Either way the 20% handicap is subtracted from her point score. If, in spite of this handicap, she still has the highest corrected score, she then wins a second flag. Then the Race Committee marks the tally, “Won Race No. | and No. 2. Handicap will be 40% for subsequent races.” Once a handicap is applied to any yacht, it stands for the season, unless a series is finished and a new one is started, in which case all yachts start the new series from scratch. Should a tie occur between leading after the score is corrected, then a yachts flag is awarded each of the yachts tied, and the 20% or 40% handicap shall automatically be in force for both in their next race. If the handicap of 20-40% is considered too small, it may ke increased to 25-50%, but must not be changed during a series. The Race Committee should be very careful not to give out a flag until the records are consulted and the handicap, if any, has been deducted. Once issued, it is like trying to take an all-day-sucker away from a baby, to get a flag back from a skipper receiving it by mistake. This style of racing has acquired popularity, and both top-skippers and tail-enders look forward to getting another crack at a flag, and when they do get one, appreciate it. Sailing model yachts demands more skill and practice than the average skipper can acquire or spare. Handicap racing tends to equalize their chances against the persistent winners, and introduces a greater “chance” element comparable to horse racing, golf, poker, bingo, and other games and sports. 10 HANDICAP FLAG-RACES—Continued popularize this sport of If we wish to really model yachting, we wil Have to relax once in TABLES SHOWING a while and give the other fellow a sporting chance. Many top-skippers are always out for blood, and won’t give even the club “jeep” a break. Hanticap racing puts the top-skipper at a disadvantage, and helps the less favored. Every skipper, great or small, who can Yacht 6 in Ist RACE them. He admits this, and would ates have this constant display instead of winning a “tin” mug or other piece of junk, which would te put in a cupboard in his home, and seldom viewed by Fe We earnestly propose that you try this form of racing. It is guaranteed to promote new interest in club events, increase entries. and The following caps would work table illustrates how handiout in a hypothetical case. * * 18.0* E F 9 8 00 00 9.0 8.0 4 in 2d RACE 5 in 3rd RACE A 10 F 5 B C 9 6 A 14 D E 5 8 B C 11 12 00 00 00 20% 20% 00 00 00 RACE C 9 20% 6 in Sth RACE 9.0* 6.0 5.0 00 20% 16 8.0 20% 16 B 16.0 13.0 11.0 00 00 A 4th 20% be 5.0 8.0 12.8* 12.8* fi 12 00 12.0 A B C D E 18 16 1] 10 2 46% 40% 20% 00 00 10.8 9.6 8.8 10.0 9.0 12 10 1] 12.0 10.0 00 00 00 11,0″ * Indicates winner. When every yacht likely to sail has been in competition at every one has had the maxi- Example: Score = 18 points. 18.0x.8 = 14.4, corrected score. mum 40% applied, each having won at least two flags (a remote possibility), then it js time to start a new series, as carrying the whole fleet 18.0x.6 = 10.8, corrected score. on a handicap basis oa: be ridiculous. * COMMUNIQUE Remember?—you heard it in a news broadcast—“. . . thirty-four of our bombers failed to return.” The flight officer’s report said—‘‘We ran into a flock of enemy fighters . . . just waiting for us.” Why? Well, a Seabce’s sister discussed the landing-strip he was working on and told where. A San Pedro dock worker mentioned high-octane gas—and its destination. Someone eise mentioned a shipload of bombers. And a 2. 8.8 12.0* D F Multiply point score by .6 for 40%. * 16 13 11 6 in SHORT CUT to compute percentage: * B C D E F Multiply point score by .8 for 20%. Corrected Score 00 * NOTE that after winning one race, 20% of the point score is deducted. After winning two or more races, a handicap of 40% is deducted. Handicap 18 establish better understanding and good fellowship. Point Score A sport a long string of flags at his truck, is couliot POSSIBILITIES OF SYSTEM lot of other “harmless” scraps of informa- tion were passed on—from friend . .. to friend … to stranger… to spy. And “thirty-four of our bombers … failed to return.” —Jack Finney 11 Model Yacht Racing Association of America MEMBER CLUBS ATLANTIC-S. Engelbretsen (C), 173 W. Nicolai Road, Hicksville, L. I., N. Y.; Wm. Perfect (VC), 56 Midwood Road, Rockville Center, N. Y.; Chas. A. Heisterkamp (S), 91 Fonda Road, Rockville Ctr., N. Y BALTIMORE—Oscar Perkins (C), Eastern and Weber Ave., Middle River, Md.; Arthur I: Downing Ce, 4118 Woodbury St., yattsville, Md.; Wm. J. Haggerty (S), 113 N. Montford Ave., Baltimore, Md. BAYVIEW WOMEN’S—(Mss.) Agnes Hiltz (C), 2163 St. Clair, Detroit, Mich.; Edythe Townsend (VC), 1521 Holcomb, Detroit, DETROIT MODEL—Harry A. Miller (C), 731 Vandyke, Detroit, Mich.; Clifford B. Russell (VC), 543 W. Philadelphia, De- troit, Mich.; George E. Stemnbrecher (S), 2950 Columbus, Detroit, Mich. DETROIT WOMEN’S—Mrs. Ruth Lennie (C), 18674 Grandville, Detroit, Mich.; Mrs. Flora Fisher (S), 1002 Etowah Ave., Royal Oak, Mich. FOREST HILL—Wilmarth F. Post (C), 3293 DeSota Ave., Cleveland Heights, O.; Ray M. Savage (VC), 2628 Princeton Road, Cleveland Heights, O.; Ronald B. Meil (S), 4186 Ellison Rd., So. Euclid, Cleveland, O. Mich.; Julia A. Eppinger (S), 12538 Ra- cine Ave., Detroit, Mich. BERKELEY~—J. B. Spowart (C), 641 Spruce St., Berkeley, Calif.; Paul A. Schmitt (VC), 1968 36th Ave., Oakland, Calif.; (Miss) Frances A. Rankin (S), 1889 Harmon St.ie Berkeley, Calif. BOSTON-C. H. Farley (C), 87 Quincy St., Medford, Mass.; Stafford Levy (VC), 44 Sheffield Road, Roslindale, Mass.; C. M. Fale (S), 21 Leonard Ave., Cambridge, ass CADILLAC—Archie Arroll (C), 13428 Glenfield, Detroit, Mich.; Stanley Warwick (VC), 2303 Elmhurst Ave., Royal Oak, Mich.; Walter C. Foote (S), 10328 West Outer Drive, Detroit, Mich. IRVINGTON—Eugene Wolfe (S), 145 Abinger Place, Newark, LONG ISLAND-—James L. Sythoff (C), 84-09 Talbot St., Kew Gardens, L. I., N. Y.; Otto J. Gerry (VC), 85-17 10th St.= Rich- mond Hill, L. I., N. Y.; James Warrell (S), — LOS ANGELES—Adolph Borreson (C), 1049 Cherry Ave., Long Beach, Cal.; Stafford Banks (VC), 1525 E. 8th St., Los Angeles, Cal.; Walter R. Many (S), 365 So. Mans- field Ave., Los Angeles, Cal. – LYNN-I. J. Patey (C), 14 Morrill* Place, Lynn, Mass.; Louis A. Parker (VC), 42 Bartlett St., Lynn, Mass.; Soren Pedersen CENTRAL PARK~—Joseph A. Weaver (VC), 169-01 32d Ave., Flushing, N. Y.; CMrs.) Dorothy Arges (S), 405 W. 56th St., New York City. CHICAGO-—Thomas Malloy (C), 7121 Paulina, Chicago, Ill.; James McKinney, Sr. : (VC), 6818 Cornell Ave., Chicago, Ill.; H. H. Howeller «S); 5730 Drexel Ave., Chicago, Il. CLEVELAND-A. H. Beecher (C), 3586 Warren Road, Cleveland, O.; Robert Morris (VC), RFD No. pA Hudson, O.; O. J. Step_ part (S), 3502 Daisy Ave., Cleveland, O. COLUMBIA-C. G. Schaitberger (C), 5784 Buckingham, Detroit, Mich.; George H. Smith (VC), 2910 Gray Ave., Detroit, Mich.; Wm. E. Topping bridge Ave., Detroit, Mich. CS), 53 Ellsmere Ave., Lynn, Mass. MARBLEHEAD-—Dexter Goodwin (C), Stacey St., Marblehead, Mass.; Francis Courtis (VC), Elm St., Marblehead, Mass.; Wm. E. Hoeg (S), 11 Jersey St., Marblehead, Mass. MILL POND—William Moran (C), 10 Har: bor Road, Port Washington, N. Y.; Adrian Iselin, II (VC), East Williston, N. Y.; F. E Farmer (S), 31 Harbor Road, Port Wash ington, N. Y. MILWAUKEE-F. Roy Keebler (C), 295. N. 49th St., Milwaukee, Wis.; Ed. Mich ener (VC), 3002 S. Kinnickinnic Ave. Milwaukee, Wis.; Miss Kay Turzynski (S) (S), 1208 Lilli- DEEPER HUDSON-H. V. D. Allen (C), 1506 Union St., Schenectady, N. Y.; Dix- on Belgrave (VC), 115 Mohawk Ave., Scotia, N. Y.; Charles Heisler, Sr. (CS), Hampton Manor, Renssalaer, N. Y Hawthorne Ave.,”Valley Stream, L. I, 2580 N. Newhall St., Milwaukee, Wis. MODEL CLUB OF NEW YORK-F. L Hereshoff (S), 33 Riverside Drive, Nev York City. 12 MEMBER CLUBS—Continued MONTCLAIR—Fred M. Muir (C), 43 James St., Monclair, N. J.; Wallis C. Axt CVC), 28 Gates Ave., Montclair, N. J.; Richard O. nee (S), 139 Chestnut St., Montclair, PROSPECT PARK—Charles E. Wanker (C), 666 59th St., Brooklyn, N. Y.; Charles H. Lucke (VC), 658 68th St., Brooklyn, N. Y.; Charles R. Wanker (S), 666 59th St., Brooklyn, N. Y. RED BANK-—Andy S. Anderson (C), 20 Lennox Ave., Rumson, N. J.; Leslie Hill CVC), Little Silver, Re Franklin S. Anderson (S), Matawan, N. J. RHODE ISLAND—Howard Angell (C), 108 Friendly Road, Cranston, R. I.; Samuel R Dickie (VC), 125 Francis Ave., Pawtucket, R. I.; Clifford A. Nickerson (S), 17 Morton St., Providence, R. I. SAN FRANCISCO-—H. Free (C), 738 22d Ave., San Francisco, Cal.; M. Haxton CVC), 555 Eddy St., San Francisco, Cal.; Don Lyon (S), 334 10th Ave., San Francisco, Cal. SEATTLE-Sverre Bockalie (C), 1419 N. 51 St., Seattle, Wash.; Earl Petersen (VC), 1659 Harbour Ave., Seattle, Wash.; T. W. Houk (S), 8047 15th Ave., N.E., Seattle, Wash. SOUTH JERSEY—Marshall F. Guy (C), 108 E. Beechwood Ave., Oaklyn, N. J.; Frank Wood, Sr. (VC), 19 Hillcrest Ave., Collingswood, N. J.; Norma E. Guy (S), 108 E. Beechwood Ave., Oaklyn, N. J. TRE-POL-PEN—Archie J. Fisher (CC), 1002 Etowah Ave., Royal Oak, Mich.; Alex Moncreiff (CVC), 14920 Longview, Detroit, Mich.; James E. Lennie (S), 18674 Grandville, Detroit, Mich. WASHINGTON-R. C. Valentine (CC), 3805. Kansas Ave., N.W., Washington D. C.; Hugh Ross (VC),; Elicott Valentine CS), 3805 Kansas Ave., Washington, D. C. 13 BITS OF OAKUM FROM HERE AND THERE Old-time ship-builders first made a_halfmodel entirely by eye, to a certain scale, and moves forward in the same manner, hence the two centers actually balance one another. stations and marking around the sections on paper. Sometimes the model was made of horizontal lifts pegged together, and when the model was faired the lifts taken apart and used as templates for the waterlines. Some modern designers work out a_ halfmodel along with their lines as did the fa- Development of hulls has been a slow process from early days to the present. Heavy, then made the lines by sawing it across on mous Nat Herreshoff. Other present day designers use only the lines. Where a ship is built with a metal skin it is necessary to make an accurate half-model upon which are laid out the plating, frames, butt-straps, ports, etc. The model is usually painted white, and the outlines of plates, etc., marked in black ink. The true shapes of plates, etc., are taken off the model and the stock ordered accordingly. The jib-headed rig was first ridiculed because to old-timers it looked strange and to them seemed inviting trouble use of the higher masts required for such tall rigs, yet this rig has now almost entirely supplanted the old gaff rig, and is hailed as a great improvement both in ease of handling and in efficiency. A larger rudder will help prevent broach- ing in sudden puffs or strong wind. In accordance with Froude’s “Law of Comparison” when vessels are of exactly the same form but different size their various characteristics vary. For instance, if one yacht has twice the length of another similar yacht she will have: twice the beam four times the area of sail and wetted surface eight times the displacement 1.41 times the speed 16 times the stability 8 times the heeling moment. Note that stability, or power to carry sail, increases much faster than the heeling moment from wind pressure. This is the reason why large yachts are much stiffer than small ones with relatively less draft and displacement. In the “old days” sail area was untaxed, as it was believed that excess in this direction would constitute a tax in itself by being dif_cult to handle in rough going. It worked out that most yachts were over-canvased. Now the trend is towards reduction of sail and refinement of hulls. The C.L.R. moves forward a certain + centage of the mean width of a fin, and its movement is ind dent of the forward or leading edge. e C.E. of the sail-plan wide-beamed, or chunky craft were so slow that they never got anywhere. Long-ended, low craft were faster, but very wet. Hulls opened up and spars and sails carried away in a blow. Experience has taught the proper lesson, and gradually progress was made toward better, sturdier construction of hulls, and more efficient rigs for all sorts of conditions. Speeds of model yachts have been recorded at 1.9 MPH beating, and 5.5 MPH running, in strong winds. M-Class. The A-Class, the M-Class and the 6Metres Class models are International Classes, recognized by the I.M.Y.R.U., which is suspended for the duration. The X-Class, although recognized by the American M.Y.R. A.A., is not yet an International Class model, although a a years ago such a class was proposed by several British model yachtsmen. The oldest British class is the 10-Rater Class, somewhat similar to the X-Class but with an L.W.L. measurement, and variable S.A. Rating Rules, intended to keep yachts of any class more or less equal in speed for good competition, always work out so that original boats built under the rule increase in size and weight in spite of the rules. Hence the AClass has done just this, as have the Swedish Sq. Metres Classes. Displacement of the latter has nearly doubled in twenty years and LWL taken a big increase. Sail-plans have grown heavenward and given increased efficiency. The new, heavy boats are faster than the old light types in all weathers. A limit on hoist of sail-plan prevents the A- and 6-M Class from gaining the advantage of increased speed. Salt water is heavier than fresh water, specific gravities a as 37 is to 36. Consequently a yacht floats higher in salt water. By addin ballast 1/36th her total weight if accustome to sailing in fresh water, the owner would get an equivalent displacement in salt water, or vice-versa, reducing 1/36th. Shallow water slows a yacht appreciably. here a pond has a curb and a boat a proaches, the angle of approach gradually eases, and she sometimes runs parallel, or sheers off. This is due to a cushion of water keeping the yacht off shore. In changing a balanced design, it may be lengthened out or shortened longitudinally only, to remain in balance. Changing beam independently of the draft scale will upset the balance. 14 Ee G. PARKER’S M-CLASS “JACKIE” LYNN M.Y.C. Note Vane Gear, Sliding-rig, fittings and rigging SS = a a EES a Se °E = W. G. BITHELL’S A-CLASS “MINERVA” RUNNING seen ERT: eee of eA — aE ot a Leet a =~ sr eee A-CLASS YACHTS IN A RACE TO WINDWARD Left to right: “‘Westward LX,” ‘“‘Minerva,” ‘“‘Redskin” ee tener enenr ——— MRS. W. G. BITHELL STARTS “MINERVA,” A-CLASS Note Braine Gear, fittings and rigging Bits of Oakum From Here and There—Continued A heavily ballasted, deep bodied yacht will be depressed in the water when she heels. A non-ballasted or lightly ballasted yacht may however lift up in the water and float on her side. A normally ballasted craft usually cancels the depression by the lift of the hull on heeling. Many stupid persons think hobbies and sports unimportant, where in fact they are among the most important things in life itself, since they add interest to existence. Mone and time spent on sports and hobbies is well invested and returns interest and dividends in mental relaxation and physical health. A_ pear-shaped – section mast, so – called streamlined, has been found to actually back- wind the mainsail worse than an ordinary round spar, unless the mast revolves. With a high narrow sail sufficient “flow” in a strong wind is attained when the sail is cut as flat as possible. In light airs the easing of the clew-outhaul should give sufficient flow. A hollow wooden mast is as strong as a solid one, when the former has a slightl ee diameter than the latter, and the holow mast will have less weight. Hence a 10-foot hollow mast weighing 11.5 Ibs., and having outside diameter of 4 inches and inside diameter of 3 inches, has a_ breaking strength of 8,500 lbs. A solid mast with the same breaking strength would be 3% inches in diameter but would weigh 21.6 lbs. Although the solid mast is 9% smaller in diameter, it weighs 88% heavier than the hollow mast. A 30 degree angle of heel is sufficient for a yacht and better than a 45 degree angle. Hence shortening sail to avoid excessive angle of heel will relieve the depressing force, decrease leeway and increase speed. The success of model yachting is largely dependent upon the absolute impartiality and good judgment of the responsible officials. The first mariner’s compass was a piece of lodestone set on a cork disc floating in a bowl of oil. Similar compasses are still in use on fishing boats in certain parts of the world. The gyro-compass eliminates errors, and combined with an auto-pilot keeps ships and planes on the selected course. If the ship yaws the slightest bit, the helm is actuated and the ship brought back on the correct amateurs attain a high success in these features, while some old sailors, with years of experience at sea, produce most awful-lookin craft, as, although they appreciate the ideal, they cannot produce it. On the other hand experienced designers of large yachts often fail regarding racing-models, although they have all the academic knowledge extant, which is successful with full-sized craft, the idiosyncracies of racing models are not clear to them because of lack of experience or observation of successful racing models in action. A rudder should be placed as far aft as possible in order to gain leverage. A balanced rudder creates resistance in spite of increased steering effect, because of interference of the streamlines from the after edge of the fin. Hence a skeg isolated from the main fin also causes increased resistance. In 1935 a committee of the Northampton Town Council (England) recommended that Sunday sailing of model boats in Abington Park be banned. Alderman Whiting, prominent Nonconformist, said “the matter is far from trivial, and we are in danger of sowing seeds likely to take away the sanctity of the Sabbath, and to reap a terrible harvest.” We don’t know what lcpene!, but there was quite a row. Model yacht races were held in Geneva, Switzerland, as early as 1872. The Scottish Glasgow Town Council first permitted model yacht sailing on Sundays in 1935. Considerable regret was expressed by some of the inhabitants for this momentuous decision, and the committee was severely criticized. Wind tunnel experiments show that a sailplan is most efficient when the aspect ratio Cheight to breadth) is 1 to 1 running, but 9 to 1 beating. What is the best all-round ratio is yet to be discovered. Four to 1, however, is practical and 3.5 to 1 quite common. How to adjust the Braine gear. If the boat luffs in a heavy puff, more leverage is needed. If she falls off in a puff, less tension is needed. If the boat luffs in a lull, less tension; if she falls off in a lull, more tension needed. course. Before a new clause was inserted in the International A-Class Rules recently, it was discovered that a 20-foot LWL yacht displacing 499 Ibs. and with 160 square feet of SA could be rated in! The three main requisites in yacht design are speed, seaworthiness, and beauty. Some When the helm is put over, the stern of the yacht is thrown off to one side by the pressure and suction developed, and the yacht slows down, particularly on the side the pressure is applied. If helm is kept in the same position the yacht gradually travels in a curved track until she finally goes in a circular orbit. A yacht does not “pivot” as commonly supposed. 5 Bits of Oakum From Here Sid There—Continued Because of its freedom from mast interference on its luff, and possibly because of its relatively high aspect ratio, the jib delivers more than twice as much propelling force on a beat, in proportion to its area, than does the mainsail. The jib guides the air current onto the mainsail and prevents breaking down of the flow. On a dead run the jib does ve little work, unless both sails are out wing-andwing. A full keel type yacht, with sharply raked sternpost and rudder, develops heavy resistance as compared to the so-called fin-and-skeg type. Large yachts usually are “full-keelers” because of structural considerations. Nat Hereshoff built some large 40-Raters with fin keel and spade rudder, and they were so fast that nothing could touch them. Mast interference causes a fluctuation of pressure and suction near the luff. Immediately behind the luff there is high suction and low pressure. A little further back the suction drops off abruptly and the pressure rises, and still further back from the luff, about 4 of the way across the sail, the suction reaches its peak again, while pressure falls off to its minimum value at the same point. A sail has high suction on the leeward side of an intensity more than twice the maximum pressure on the windward side. This suction pulls the boat ahead. A rudder works as follows: the water strikes against its surface, creating pressure at the front and a suction at the back. The suction is stronger than the pressure. A neutral zone exists along the rudder edge, where pressure and suction balance. Beyond 35 degrees angle, the water rushes in behind the rudder and reduces the suction, as well as the steering effect. The center of pressure of a rudder when the yacht moves ahead is not at the C.G. of the rudder but always ahead of it. The difference between a master and a mediocre skipper is just the degree to which either is willing to go in studying and fussing with his model. Skippers of average ability who lack the faculty of grasping each small detail of tuning up or sailing may acquire it by persistent practice and observation. We cannot always hope to beat the champions, and if we give them a “race” we have done well. We can, however, profit by our own mistakes and carelessness and heed the advice of those who should know. Model yachtsmen sometimes like to tell their troubles, expecting sympathy. They would be surprised to know how often all they reo g do get is a raspberry behind their ack, What Every Young Skipper Should Know: In order to compete in races held under the auspices of the M.Y.R.A.A. or its Divisions you must REGISTER your boat. You must not push your boat at any time except at the start of a race unless she gets aground. You must obey the sailing rules. Get a copy of the rules from your club secretary, and read it over. The records for office-holding in the M.Y.R.A.A. are held by Eugene L. Cheney, of Saugatuck and Winter Park, who was our President from 1932 to 1938, and Mr. E. A. Bull of Brooklyn, who was our Treasurer from 1928 to 1934. Mr. F. L. Pigeon of Boston was our Secretary for five consecutive years, 1930 to 1935. In sixteen years we have had 5 Presidents, 9 Vice-Presidents, 3 Treasurers and 10 Secretaries. (Lots of wear and tear on the latter.) Square or oblong sails were the first type to be created. Egyptian, Viking, Greek and Roman ships carried square sails. A model of an Egyptian vessel was found in the tomb of Tut-ankh-amen. Square sails were carried on ships of Columbus’ time, and so on to the American clippers. Fore-and-aft (schooner) rig is said to be typically American. The skin resistance of a model is highest at the cutwater, or along the entire fore profile. A deep fin or keel increases the resistance many times more than the extra area which must be counted in wetted surface. Hence, while 11-12 inches draft is acceptable on our models, twice that draft would be more a hinderance than a help. The center of lateral plane of a yacht should be located in terms of water-line length. distance of between 54% and 59% is considered about right. Wind tunnel tests prove that on a beat, pressure increases near the luff of a sail, and decreases rapidly towards the luff, reaching a value of nearly zero at the after edge. Thus ractically all the driving force is obtained Som that portion of the sail nearest the luff. When casting lead keel in plaster of paris; or gypsum as it really is, mix some beer in the water, and the mixture will not set so rapidly. Speed to windward depends on weight as well as lateral plane, because a yacht sailing heeled creates a hollow in the surface of the water which is not balanced by any hollow to leeward. The more bulk, the bigger the hollow and the bigger the push. The Eagle Cup was first raced for in 1896 and continued until 1937, a period of 42 years. The races were sailed from skiffs in and about Brooklyn, N. Y. This is probably the oldest American trophy in existence. 16 Bits of Oakum From Here and There—Continued A boat (A) that points high on the wind The suck developed on the leeward side of a sail is attributed to the partial vacuum that actually exists there. The sail is sucked into this vacuum. A sail pierced with holes draws as well as one without holes. The closing of the slit between the mast ed sail increases the average pressure about is slower than (B), which does not point so aA igh. (A) has the shorter course, however, while CB) falls off more to leeward, and hence takes a longer course. CA) heels less in a strong wind and drifts but little to leeward, while (B) heels more and drifts further to leeward. CA) in strong wind has less pressure on the rudder and vane feather, as these are more upright, and the speed is not retarded. (B) has more pressure on the rudder and vane feather, as these are more horizontal and develop greater lifting and less steering effect, ence the retarding forces are greater. CA) has a ee to drift to leeward in light airs. (B) drifts less than CA) to leeward 0. Sagging out of a sail means a loss of pres- sure from 20% to 30%. A high, narrow sail, in consequence of its better qualities to windward, develops about 33% greater pressure than a low gaff sail. The proportion of height to breadth should be at least 3 to 1. The center of effort of a sail-plan should lie ahead of the center of effort of the lateral plane of the boat. in light airs. | I ° i i ‘ iH yy i / , p Starter to Spectator: Do you mind standing back, sir, please ” From an original sketch, by H. Hood You are preventing the wind getting to the boats HONOR ROLL OF CHAMPIONS Model Yacht Racing Association of America NATIONAL CHAMPIONS, A CLASS MIDWESTERN DIVISION CHAMPIONS, 1925—Slipper, J. A. Weaver, CP 1926—Bostonia I, John Black, B 1927—Bostonia II, John Black, B 1928—Slipper, J. A. Weaver, CP 1929—Bostonia III, John Black, RI 1930—Bostonia IV, John Black, RI 19831—Bostonia IV, John Black, RI 1931 to 1985 inclusive Bostonia III, Jordan Cawthra, GR 1986—W. W. J., Archie Arroll, CA 1937—Detroiter, G. Steinbrecher, DM 1988—Cadillac, Archie Arroll, CA 1989—White Mist, Jas. McKinney, OP A CLASS 1982—Bostonia V, John Black, RI 1988—Vanja, George Baron, © 1984—Westward III, F. L. Pigeon, B 1985—Yankee II, W. G. Bithell, B 1986—Blue Chip, W. G. Bithell, B 1987—Dolphin, E. P. Phillips, MP 1988—Fortuna, W. G. Bithell, B aeae–Cierapray, 7 McKinney, OP 1942 Giver, Soe Arroll, CA McKinney, OP MIDWESTERN DIVISION CHAMPIONS, M CLASS 1939—Pioneer, Paul Collet, BE 1940—Nancy II, W. C. Schlaefer, W 1984—Shadow, E. L. Cheney, S 1985—Zip, George Baron, C 1986—News, Archie = CA 1987—Lucky Breeze, C. Meyer, GR 1941—Comanche, Tom Williams, GR 1942—-Miss Mary II, Dan Herb, BE 1948—Judith, E. T. Macomber, B 1988—Thistle, Archie anny CA 1989—Stingaree, Jas. McKinney, OP NATIONAL CHAMPIONS, M CLASS 1982—Old Gold, Jordan Cawthra, GR 1988—Moon, A. Millward, SI 1984—Shandon, V. VanCuelebrock, DM 1985—Bumper, Ed. Dixey, MH 1986—Chicapat, J. A. Weaver, CP 1987—Cheerio II, John Black, MH 19388—Faithful, Ted Thorsen, LB 1989—Gurgles, Irving Richard, SC 1940—Cheerio III, John Black, MH 1941—Humptulips, T. W. Houk, SE 1942—Noto, Stafford Levy, B 1948—Spitfire, Archie Arroll, CA 1940—Zip III, George Baron, OP 1941-2—Vagabond, Jas. McKinney, OP 1948—Spitfire, Archie Arroll, CA MIDWESTERN CHAMPIONS, SIX-METRES CLASS 1989—Argo, S. Warwick, CA 1940—Heather, Archie Arroll, CA 1941—Argo, S. Warwick, DM 1942—Hurricane, Archie Arroll, CA 1948—Hurricane, Archie Arroll, CA PACIFIC DIVISION CHAMPIONS, A CLASS 1988—Enterprise, Chas. Simpson, BL NATIONAL CHAMPIONS, X CLASS 1989—Enterprise, Chas. Simpson, BL 1940… eeeeeseeeeee , John Dennis, BE 1942—Avenger, Jack Nickerson, LA 1948—Express, C. H. Farley, B NATIONAL CHAMPION, 6-M CLASS 1941— 1942—No Contest PACIFIC DIVISION CHAMPIONS, M CLASS 1938—Passion, Geo. Atthowe, BE 194B—………..cccecceee , Archie Arroll, CA 19389—Gurgles, a Richard, SC 1940—Olympus, T. W. Houk, SE 1941—Sun Maid, Paul Collet, BE TA ee Sin ccsconexes » Gus Mahlstedt, BE 1948—Humptulips, T. W. Houk, SE EASTERN DIVISION CHAMPIONS, A CLASS 1981—Bostonia IV, John Black, RI 1932—Bostonia V, John Black, RI 1938—Yankee Doodle 3, S. H. Cox, CV 1934—Bostonia IV, John Black, MH 1985—Banshee, C. H. Farley, B 1986—Bostonia VI, John Black, MH 1987—Redskin, W. H. Mansfield, B 1988—No Contest 1989—Toothpick, H. Lockman, MP 1940—Polka Dot IV, H. Curry, MP OS errr ar re » R. Ballantyne, MP PACIFIC DIVISION CHAMPIONS, X CLASS 1940—Blix, R. Tompkinson, SF 1941—Ace, Don Lyon, SF 1942—-No Contest GILLETTE INTERNATIONAL A-CLASS TROPHY 1984—-Polka Dot IV, E. A. Bull, PP (tie) Vendetta, Fred Brown, B 1985—Yankee II, W. G. Bithell, B 1986—Scheherazade, C. H. Farley, B 1987—Westward IV, F. L. Pigeon, B 1988—Fortuna, W. G. Bithell, B 1942, ……cccesveecveee ee Ballantyne, MP 1948 — eee ’ Ames Ballantyne, MP EASTERN DIVISION CHAMPIONS, M CLASS 1987—Cheerio II, John Black, MH 1988—Razee, R. Ballantyne, MP 1989—Aloha II, H. Shellmer, IRV 1940—Aloha II, H. Shellmer, IRV 1941—Thumb, R. Ballantyne, MP 1942—Donit, C. Heisterkamp, A 1948—Arawa, A. Ballentyne, MP 1989—Fortuna, W. G. agree B 1940—Westward X, F. L. Pigeon, B 1941—Minerva, W. G. Bithell, B 1942—Blue Chip, E. P. Archibald, B 1948—Margie, Stafford Levy, B CAMPBELL TROPHY, M CLASS 1934—Pal, W. A. Wadsworth, WF 1985—Turps, Frank Goodwin, MH 1986—Tommy, Soren Pedersen, L 1987—Marbleheader V, Ben Chapman, L 1988—Tommy, Soren Pedersen, L 1989—Rogue, Joe Patey, L 1940—Jeep, C. H. Farley, B 1941—Dart II, Maurice Levy, B 1942—Boston, Maurice Levy, 1948—Noto, Stafford Levy, B EASTERN DIVISION CHAMPIONS, X CLASS 1989—Pheasant (S), C. O. Brook, DH 1940—X-Cuse (P), C. Heisler, DH 1941—Gargoyle (P), P. Gordinier, IRV 1941—X-Cuse (S), D. Belgrave, DH 1942—Express (P), Olin Goodale, B 1942—Excuse (S), D. Belgrave, DH 1948—Express (P), C. H. Farley, B 18 , é HONOR ROLL OF CHAMPIONS—Continued MARBLEHEAD COMM. SHELDON CLARKE TROPHY, PERPETUAL CHALLENGE CUP (M-CL) CHICAGO 1982—Cypher, Francis Courtis, MH 1988—-Broom, Selmer Larsen, MH 1984— . 2… Charles Gonday, LD =o Gordon Curry, PP ieeeTe er cee , Wm. T. Hasert, JC iss? Skippy, Gordon Curry, MP 1937—Dux, Norman Lloyd, OP i J. McKinney, OP 1988—Swift, Archie Downie, JC 1939— 1940—Glenspray, J. McKinney, OP 1939—Minotaur, Cecil Drake, A 1940—Thumbs Up, R. H. Ballantyne, MP 1941—Thumbs Up, R. H. Ballantyne, MP 1942— …….. ,J. L. Sythoff, LI 1948—Arrow aE ‘Ames Ballantyne, MP NOTICE AARON DE ROY TROPHY, A-CLASS, DETROIT 19383—Bostonia III, Jordan Cawthra, GR 1934—-Mar-Vey, Harry A. Miller, DM 1985—Bertha, Phillips, DM 1986— 1987—Rene IV, Warren Lee, TPP 1938— 1939— 1940— , G. Steinbrecher, Jr., DM 1941—No Contest (A-CL) 19283—Monsoon, C. A. Sonntag, C 1934—-Mizpah, E. L. Cheney, SAU 19356-—Mizpah, E. L. Cheney, SAU 1986—G!enshee, J. McKinney, OP There are many regattas ¥ en to all clubs, which are not listed here. e reason is that a complete and correct list isea available. Considerable research has been necessary to compile those printed here. If you have other complete lists, or can fill in any of the gaps above, the Year Book Editor will be glad to include such additions or corrections in a future issue. HONOR ROLL MEMBERS IN THE U. S. ARMED FORCES BOSTON M.Y.C. Henry L. Higginson, USN Ronald Moore, USN Nelson Whitman, USA Irving Farley, USA William Mills, USA William Leate, USA Thomas Allen, Jr., USA BERKELEY M.Y.C. Jack Wakeman, USAAF Wm. Wakeman, Jr., USAAF CHICAGO M.Y.C. W. Burdette Benjamin Gee, USA Carl Gesbeck F. L. Menninger, Jr., USNAF M. Mullen O. Sonntag Jack Flynn, USN Harris Mather, USN Robert Escoube, USA COLUMBIA M.Y.C. Vie VanCulebroeck, Jr. DEEPER HUDSON M.-Y.C. Paul H. Heisler, USN Lincoln Stock, USNAF Gordon MacLean Marcius Case George Geiss Donald Stewart Wm. J. Speers, USA LONG ISLAND M.Y.C. Edward Johnson, USN Billy Fulton, USN Walter Krebs, Jr., USN Jack Avery, USA James Sythoff, USCG Henry Vascott, USCG Otto Gerry, USA LYNN M.Y.C. David Maher, USA MILWAUKEE M.Y.C. Marvin Nauman, USAAF George Smukowski, USAAF Harold Reickert, USMC MONTCLAIR M.Y.C. Edward Perkins, USAAF Charles E. North, Jr., USA REDBANK M.Y.C. Richard Hill, USA Elmer Manson, USAAF WARINANCO M.Y.C. R. P. Dezendorf, USN RHODE ISLAND M.Y.C. Ralph Covill, USA Cyril Anderson, USA SOUTH JERSEY M.Y.C. Albert Roller, USA Carl Wilby, USA Alden R. Taplan, USA Carl A. Schleef, USA ATLANTIC M.Y.C. Capt. Flesser, USA (Killed in action in North Africa) Gordon L. Curry, USA SEATTLE M.Y.C. T. W. Houk, USA Haro’d Pétersen, USN Ronald Moore, USN LOS ANGELES M.Y.C. Milton Soboroff, USA CLEVELAND M.Y.C. James Pokorny, USA John Pokorny, USA Frederick Esa, USA TRE-POL-PEN M.-Y.C. C. Nicholls, USA E. Smith, USA William Roper, USA CADILLAC M.Y.C. Harry W. Chandler, USAAF Emery Barta, USN IRVINGTON M.Y.C. Robert Ruban, USA Ellery Seeley, USMC Sidney Bailey, USA James Thompson, Jr., USN MARBLEHEAD M.Y.C. John Snow, USA WASHINGTON M.Y.C. Lincoln Stock, USNAF John T. Edwards, USMS DETROIT M.Y.C. Morris Greenberg, NSAKE MILL POND M.Y.C Bobby pollaateae’ RCAF FOREST HILL M.Y.C. Russell C. Savage, USN Ladimer Patek, USA 19 : 4 THE PUSH-PULL TYPE VANE CONTROL VANE CONTROL By Joz G. ApcETT The push-pull type of vane control is suggested by Mr. L. G. Parker, of the Lynn M.Y.C. It is a practical and well-balanced mechanism. There is no backlash or lost motion, the operating force is equal throughout the steering range, and no matter what the angle of rudder may be, the power to control it is constant, both on the push and the pull. The push-pull type always holds the se- lected ratio, no matter what the angle of helm is, so the power between the vane and tiller is constant. The mechanism will work efficiently up to a 45-degree angle of helm from the centerline of the yacht on either side. As engineers agree that the maximum efficient angle of a yacht or airplane rudder is 35 degrees, there is 10 degrees to spare. Tests show that the stalling or “burbling” angle of a rudder commences when the angle is greater than 35 degrees, and beyond this a retarding effect. is created. On yachts where the rudder is placed well forward, an extremely long distance between rotation centers (R.C.) of vane and tiller is necessary, but where the rudder is placed well aft, this distance can be much ‘shorter. The position of the end of the main boom affects the placing of R.C. The vane-spindle should be set as far aft as necessary to avoid backwind from the sail, or to prevent the boom from side-swiping the vane-feather. Although the push-pull gear will work at practically any distance between R.C. where only one ratio only is wanted, a distance of six inches is recommended, as shown in the drawing, when experiment with variable ratios is desired. The tiller-arm and vane-arm should be at such an angle to the connecting rod as to assure equal travel on koth sides of the center-line of the yacht. If your vane is of the ordinary type, the vane-arm will have to Le shifted to the correct angle. For experiment with various ratios, a curved tiller-arm is needed. Where only one ratio is wanted, both arms may be straight. The curve is necessary so that the connecting rod will not disturb the alignment of the moving parts when shifted from one hole to another. The drawing shows the proper curve for several different ratios, with holes which when used, give different ratios. To get this curve, describe a circle with compasses from the vane-arm hole selected (1-5” out from R.C. on drawing), of a radius equal to the length of the connecting rod, using holes in latter as centers. The circle should also pass through the center line of the rudder-head. Where equal distances on both arms are used, as 1.5” out on both vane and tiller arms, the ratio is said to be 50-50. Using ths ratio we find that the vane-feather has to move 35 degrees to obtain 35 degrees of helm, which may be too slow in action. Going to extremes, an 80-20 ratio would give 35 degrees helm with only about 5 degrees of feather, obviously too fast. Hence a 60-40 ratio is recommended, in which case the feather would move about 20 degrees to get 35 degrees helm. The writer prefers this ratio, using 1.5” out on vane arm and 1.0” on tiller arm. A vane-arm which is shorter than the tiller arm has more power, but operates the helm slowly. A vane-arm which is longer than the tiller arm has less power, but operates the helm quickly. Your problem will be to ascertain through experiment just what the best combination is for your particular boat. The area of the rudder influences efficient steering. A large rudder is more efficient than a small one, in spite of more wetted surface. The larger the rudder, the less steering angle needed, and the less drag; the smaller the rudder, the more angle needed and the more drag. The size of the vane-feather will also have to be considered. It is obvious that a large feather will deliver more power than a small one, but this factor can be overdone. Moderation is to be sought. An indicator of some sort should be attached or incorporated with the tiller-arm, which will show the position of the rudder centered amidships. This indicator could have a lock to hold such position if necessary. Adjustable stops could be fitted for gyeing, or rubber bands or springs fitted for this purpose. All other tvpes of vane steering control have a fixed ratio, unless, of course, one elects to change lengths of vane-arms and tillerarms—a tedious process. It may be that the ratio you are using does not give the best results, hence by shipping a push-pull ee you may several different ratios merely by shifting the position of the connecting rod. 20 S54°maU9iy°:upsoeeIyYdytFa3vjAopsno|giPieerddSAcldg2n\Pr4a\fTo)WAaap0jYPo4VrgE1iNYujOKlUzs(e2BDtU-qhrjRsAI~(LWA}Bd9sY>feYy3\AadoOO;|ny1ESLO\F-D. HD 3 the WJBoUILNN{VSIIAAGN7«JdSWI-EQMYeHwaSqnNAUdVDIIZJeSJo~4kSTLAILNiURSGADN$3WOZIBSUAMaOjpuSid-eT¥OAYaIpNnyD<45U0L(1PA-y9NaU,O!4ISSdvaNryeo,\\Q eSIW2“S]4dOH\1°—0"}\) anE0° (VjaJ|i =yolvran)wy p20 ‘© THEORETICAL VANE SETTING By P. A. Fiske, Boston M.Y.C. Ftlt of ws set the vane hit or miss; some i i jon, according to the actual and wonder why the boat to steer the course desired. A few have discovered the principle that t does not sail on the true wind, that is, wind direction shown by the wind-sock or flag. On the contrary, the boat actually sails on the apparent wind, which is the wind direction over a moving boat. For instance, if a steamer is making ten knots north with the wind blowing ten knots west, the smoke leaving the funnel goes off toward the south-east. The apparent wind in this case is north-west. As an illustration, in the accompanying diagram (Fig. 1), a boat is beating to wind- ward, farty Hive degrees off the true wind, at a speed of three miles in a ten-mile wind. The apparent wind on which the boat sails consequently has a velocity of about twelve miles and an angle of about thirty-five degrees over the moving boat. The vane should be set to this apparent wind. ] sailing vessels make considerable leeway when beating; this usually amounts to two or three degrees, and can probably be disregarded in setting the vane, as degree markings would be too small to be of practical value. The markings on the vane-disc indicate compass points, each point equalling 11.25 degrees. By examining the diagram it can be seen that if a boat has the ability to travel faster than three miles in a ten-mile wind, the angle of difference will be greater, and vice-versa. ey are simply approximate and are used for comparison. For correct vane setting, first determine the direction of the true wind, and set the feather to this in the usual manner. The necessary correction for the apparent wind, speed of boat and leeway is accomplished by one adjustment, viz., moving the feather aft about ten or twenty degrees, or one to two compass points, as marked on the vane-disc. It is suggested that the skipper and his mate shuttle the boat across the pond with the wind abeam, and try to make the boat return to the same spot each time. In this way the skipper can determine the greatest angle of difference. The compensating angle would have the same compass-point value, but on the opposite side when returning. From a reach to a broad reach, the angle between the true wind and the apparent wind is greater than on any other point of sailing. (See Figs. 2 and 3.) As the course of the yacht approaches the wind, as on a close reach or a beat, or keeps off the wind, as on a run directly before or nearly before the wind, this angle of difference decreases. (Fig. 4.) A boat whose sail-plan is in what is termed as the correct position generally requires a lee helm up to a certain , then there are intermediate speeds during which a boat is well balanced, while for higher speeds she requires a weather helm. In order to get the most speed from our models in varying wind conditions, with the least rudder angle and its accompanying drag, movement of the sail-plan is allowed in some degree by the rating rules. Moving the sailplan assists the vane and makes steering easier. However, in some classes this shift is so limited that it will take some experimenting to get the proper rudder pressure in extreme cases, such as very light or very strong winds. Some skippers keep a record and refer to it when necessary in order to get correct vane settings for such extremes. In an A-class yacht with a large sail-plan, the back draft from the main-sail may affect the vane if the sail is sheeted too close. This may alco occur with boats of smaller classes when the vane is too close to the main-sail. From the analysis it is observed that when on a beat, the vane-feather is moved aft about ten degrees, or about one vane-point or com- pass-point, from the true wind. When reaching or broad-reaching, the feather will be aft of the true wind about two points, or 20 degrees. With the wind almost directly astern the difference is about one point. When the wind is directly behind the counter, sails set wing-and-wing, the pressure of the jib will usually balance the pressure on the mainsail, so the vane would be set with the feather forward, on the center-line of the yacht. Are we still guessing? Perhaps; but at least we have something to judge by. A vane could be set accurately by mathematics, but this is out of the question for practical sailing. Setting the vane is very much like trimming the sails, and some skippers have an uncanny ability to get things right most of the time. They are the fellows who stand out in every club as the most successful skippers. 22 INGAONIL S Mvous Hovay atel Lo IHNVLAS INVA SNIL IS l NAY HouvaYy ie ++ SANLB OAVS By COMMODORE O-WA1T OABguToCK_y PROLOGUE This puckish lampoon is presented for your amusement only. The author, once again out on probation from the nut-house in (censored)— assures us that no malice is intended, and that this teasing satire is simply an effort to get a "rise" out of the old sourpusses who might take such obvious "ribbing" |CHAPTER I. Sailboats PUT seriously. — ED. WHAT ARE SAILBOATS?| in water. are VESSELS which are Note: Some objects called "sailboats" are not really sailboats, but are related to certain low types of Vessels. 1. c) Model, or Miniature sailboats dad) Mongrels and Freaks Large sailboats are expensive, but little ones are comparatively cheap. Both kinds are used for racing, fishing, or just as an excuse for joining an exclusive and snooty yacht-club. Model sailboats are built, sailed, and pushed by juveniles and by grown men with juvenile complexes. Mongrels, Freaks,or Just Boats are tolerated because their creators inagine them to be real sailboats. There is considerable doubt this, after FIG. casual inspection. about 3. A MONGREL and A FREAK MODEL SAILBOATS ee FIG. a) Large sailboats a Small sailboats [CHAPTER II. WHAT ARE VESSELS?| Vessels are hollow or concave uten- sils in which water is PUT. FIG. 2. TYPICAL VESSELS [CHAPTER IV. TYPES OF MODBL YACHTSMEN| Model Yachtsmen are a peculiar set > Lo = lal [CHAPTER III. Sailboats of addicts, and are able to wear very small hats, at least before they win & race or a Championship. These fey folk may be libelled as follows: a) Skippers b) TYPES OF SAILBOATS| are the highest type of water vessels devised by man. may be grouped as follows: They Mates c) Disappointed Skippers ad) Champions e) Regatta Committee SKIPPERS have the queerest habits of all. The less they know the more they tell their club-mates. The more they know, the less they tell! Skippers are never jealous of one but are always very friendly another, Skippers have the “guts” of Marine They never eat, drink, or Commandos. DISAPPOINTED SKIPPERS are the kibitzers of the sport. They infest the pondside, never sail, but spend the time giving advice to their betters, and panning everyone and everything. They pay no attention to rain, hail, in the sport. rules, everything but tells nothing to young upstart skippers. According to disgruntled opponents, he won his title in a drifting match, and had all the and affectionate. (2) They become fatigued during a race. have no sense of time, heat or cold. snow, or dates. either). FIG. 4. (Nor to the sailing- SKIPPERS: REGATTA COMMITTEE CHAMPIONS are is a the most popular men (0 yeah?) A Champion post-graduate skipper who knows luck and all the breaks. He makes a new zoot of sails every weekend, and may be identified by the full battle-pack that one of his two mates always carries, containing six spinnakers, spare mast, rudder,vane, seven graduated sizes of vane feathers, an aneometer, a slide-rule, and portable workshop. He takes no chances! A Champion has been known to bring all his trophies along, in or- der to be prepared for having a nice picture took by some admirer. It’s a safe bet the mates will be left out. FIG. 6. A CHAMPION MATES are just other queer people, who would rather be stooges than try and build or sail a boat themselves. Mates cheerfully take all kinds of hell from their masters. Mates have no sense of anything {or no sense-period). FIG. 6. A MATE MAKING A QUICK TRIM MTT THEEL TE REGATTa COMMITTEE. This is an ag- gregation of sea-lawyers, dumb-bells and screwballs, who were elected to keep them out of circulation or from annexing too many prizes, or because they just don’t know anything boats, racing or rules. about They are never on deck when needed and make it a point to be absent for all important races. They avoid geteene involved in an argument simply by looking the other way when thing happens. some- | | They never put out a buoy, place a ing sheets. Regatta Committee are The always mark-flag or take care of the startre-elected every year. |CHAPTER VII. CLUB-HOUSES | A CLUBHOUSE is ever [CHAPTER V. WHY IS A CLUB?| a building in which the members congregate and where the club records may accumulate. Nobody even sweeps the floor, and building is usually located at @ mile from the pond. characters listed above The queer sometimes get lonely, herd together, and a Club is Born. Blessed event! FIG. 9. the least A TYPICAL CLUB-HOUSE A CLUB is an institution and an ex cuse for a fight. Without a Club, 4 fight could not be properly promoted, and might not amount to much, or be Pog) worth the price of the annual dues. When a Club is fully developed the members are automatically bound to divide themselves into groups and to act accordingly. Queensbury rules do not apply, and no holds are barred. Club Meetings are held regularly-so that the members can keep in good form, both fistically and orally. FIG. 7. A FRIENDLY CLUB DEBATE ICHAPTER VIII. HOW ARE MODELS RACED?| When a skipper wants to go sailing on his day off he always gets sion from his wife. [CHAPTER VI. THE CLUB BURGEE | A BURGEE is a swallow-tailed, ring-tailed flag, or a supposed to be put on clubhouses and yachts. (It never is.) Some burgees are very artistic, while others resemble crazy-quilts. The heraldic evaluations and color indicate great virtues, such as honor, purity, friendship, and such goo. Fig. 8. A TYPICAL BURGEE a)As it should be. * (a) b)As it usualy = (b) HES | Pan is. (7? permis The right thing to do is to pick a date when there will not be a breath of wind or when it will rain or when the pool is dry or frozen over. After the time is fixed, the place for the race is decided on, usually at some remote spot away out in the sticks, maybe scores of miles off. When the family clothes, bedding, lunches, plus tools, masts, turningpoles and other junk have been loaded and tied on the family jeep, the gang is off! But not quite, because the damfule skipper forgot his boat! After several hours’ tiresome ride with the “ball-and-chain” squawking that she wanted to visit your mother in-law instead of “wasting the whole day at a foolish toy-boat race”, the weary skipper finally arrives in one lovely frame of mind, and if his old tub has survived the jolting and the kids havent wrecked the freak during their horsing around, it; reports is ont he assembles to the 0.D. and the race Now a model boat race to be proud of, arms are the is something as the skipper whose longest, and who gives the most lusty push without throwing himself overboard always obtains the best start. The skipper whose mate will absorb the most hell tage. Then if the trick gadgets, including gyes, vanes and gimmicks are well scrambled up and can not be unscrambled by the poor mates, and if the boats dont get tangled up in the middle of the pond or are not rammed and sunk, the race is finally comple- ted. (Or at least part of it). But this race doesn’t mean much of anything: it only means that the sur- viving skippers and/or boats will be itching s00n as to enter another race just as possible, to find out whose boat will be sunk that time. The winner is determined by a ple formula, viz: simn- is shown at the close of this opus,the peg orgs of which was found carved on the walls of a eave in Ioeland.It is considered by incompetent authorities to be the very first model yacht rating rule, a8 a small model was found near it. There is little doubt but that the rule was followed in building those famous Viking ships, one of which was just dug up intact in Engiand. It is far superior to present rating rules employing square & sube root and the slide-rule or guessing stick. have of our impotent designers produced craft which appeal futuristic and post-war Although most model yachting form- easily understood by kinder- garten scholars,the This simple rule is symbolized by the hieroglyphie Several c’+ L x H – QBP SA ulae A PROPOSED SIMPLE RATING RULE also has a big advan- above symbolized as follows: may be de- – Course in feet, plus longest arms, times hell to mate, minus quick-bigpush, divided by the square root of the sail area equals time to get the hell home. thought, using this rule. now seem strange in that unwelcome We styles suggest that will be to of What may commonplace period. you develop the bow and stern first and add the rolling mudship section later. Arter starting you will be crazy to finish it By following the convolutions of this bazookagraph, anyone with the smallest sense can easily see what it amounts to. Use it right-side up or upside down–it makes no diff. If for any reason you are stumped, please feel free to write a letter to the author, P. Ward (P for para- noiac), Matteawan Institute for the Feeble Minded, THAT’S TELLING ‘EM Near the end of a certain import- ant race, a lady who was acting as a and mate to her high-scoring hubby, anxious to show off to a hard-boiled Race Committee, as well as the usual crowd of bystanders, undulated, slacks, sweater and all up to the group, and gushed, “Just think, 52 already!” “Indeed!” returned the Chair-man, “Congratulations, Madam, and a happy birthday to you! % 0.P.A.,Wash. Mis-Rules for Pond Sailing By Commodore O. Watt Abuttock time to tune up even if you foul a racing pair. You have just as much right on the pond as they anyway. 12 If you lose a race, bawl out your mate. This is half the fun. Mates are of two species, (1) mind readers, (2) deaf and dumb mutes, the dumber the better. Never treat a mate as an equal, and remember that they never help win a race. How could they when you know all there is to know about model yacht 1 Never arrive at the pond on time, but always after the race is well underway. This will show that you are a busy man, besides, the officials will be delighted to throw away all their race cards and make up new ones. 2 Insist upon an extra try-out after everyone else is ready to start. This gives the other skippers a chance for a nap. 3 Pay no attention to the Starter when he calls you. He is no better than you. Keep on fiddling with your rudder or explaining to someone how you were cheated out of the Club Championship. A small boy makes an attentive audi- racing. 13 Never accept an unfavorable decision of a judge or umpire. If several of them concur, this is proof of collusion. Protest loudly, preferably through a megaphone. If a crowd collects, so much the better, this is your chance to tell the world just what, you think about judges, umpires, and the club in general. This is cheap advertising and helps attract new members who love ence. 4 Always hog the weather berth when sailing for points, but courteously take the leeward berth if sailing to kill time. This establishes with all your spirit of self-sacrifice. 5 5 Belittle opponents on every occasion. When you are fairly beaten, a good alibi may be: a poor mate, a fluky wind, a soft spot, or a slipping bowser. 6 Always let other boats crash into the wall or run aground. Never make haste tacking or trimming any boat but your own. Skippers appreciate your care in taking plenty of time, particularly if they are behind in a race. 7 Never keep your own score, then, if it is too low to suit you, you can bawl the Scorer out. This will rattle him, and he will give you eight or ten extra points. Scorers are easily confused and often count on their fingers but occasionally omit their thumbs. 8 If you collect too many goose eggs, or have a date, or become bored or tired, quit any time you like, particularly when two-thirds of a race has been completed. 9 Always yell “Foul” when two boats just graze each other and continue on with no apparent advantage to you. This gives you another chance to shove your boat twice as far as your opponent on the sail over. 10 Should you agree to disregard a foul, having first ascertained that it gave you the advantage, and a little later your opponent pulls ahead and eventually wins the race, beating you by half the length of the pond, change your mind and demand a re-sail on the grounds that the other boat could not possibly have been faster. 11 Always refuse to be bullied into towing your boat to the new starting line after having been defeated. This is the to fight. 14 It is excellent timing practice, when you are not yourself racing, to set your boat off across the course of a racing pair to see how close you can come to them without striking them. Collisions amuse onlookers and give them an idea of your good judgment. 15 Always lay your model across the rightof-way. It is very funny to see clumsy galoots trip over your back-stay; they should look where they are going. 16 Ignore all boats but your own. Never praise good workmanship, especially that of new members, as they might get swell headed. It is better form to spin yarns to gaping strangers, for example, how you planked your boat in one evening and wallopped the champion with it the next day. 17 Always knock the other fellow’s design; he probably stole it anyway, perhaps from the same source as you did but this is obviously unfair to you, as you stole it first. 18 After the race is over, tell the Race Committee how it should have been run. It is a good idea to avoid serving on the Race Committee, as the pleasure you derive from abusing them would no longer be enjoyed. 19 The most important rule is “Never give a competitor a break”. Be rough, tough, and nasty and by the end of the racing season everyone will know just what sort of a fellow you are. 20 Commit these rules to memory. Their observance will keep model yachting just where it is today. 28 rs sl ee —$ MONTCLAIR M.Y.C. A-CLASS YACHTS VERONA LAKE, N. J. PROSPECT PARK M.Y.C. A-CLASS MODEL CLUBHOUSE IN BACKGROUND Pe MISS THERESE ZAHN WITH “WHIPPET” PROSPECT PARK M.Y.C. AUXILIARY GORDON CURRY’S M-CLASS “SKIPPER” ATLANTIC M.Y.C. WHERE TO BUY SECTION No advertisements were solicited for the 1944 Year Book, but for your convenience a, . list of our former advertisersis given here. Model Yacht Plans F. L. PIGEON. A & M Class Plans. Coleridge St., East Boston, Mass. 131 WALTER R. MANY. Plans for all classes. Prints for 6-Metres and X-classes now ready. 365 So. Mansfield Ave., Los Angeles, Calif. H. E. RICHARDSON. A Class plans. 5th St., South Boston, Mass. A. J. FISHER. 643 1002 Etowah Ave., Royal Oak, Mich. All Classes. JAMES A. POTTER. A & M Class Plans. 19 Newton Road, Medford, Mass. C. H. FARLEY. M & X Class Plans. Quincy St., Medford, Mass. 87 JAMES BLISS & CO., INC. All Classes. 220 State St., Boston, Mass. T. W. HOUK. M & 2-M Classes. 8047 15th Ave., N.E., Seattle, Wash. GEO. BARON. 7751 Yates Ave., Chicago. Sails and Fittings A. J. FISHER. Oak, Mich. 1002 Etowah Ave., Royal 159 Falcon St., E. Bos- JAMES BLISS & CO. INC. Boston, Mass. 220 State St., TEX FOSTER. 105-14 Jamaica Ave., Richmond Hill, N. Y. A. R. LASSEL. Vanes and Sliding 831 Lakme Ave., Wilmington, Cal Rigs. @ontributions from the following individuals and groups have made possible a larger and better Year Book, supplementing the appropriation made by the M.Y.R.A.A. The Editor wishes to say that but for these contributions this edition would have been much smaller, less interesting and with scarcer copies. In the name of our great sport we thank you one and all. NOTICE: If for any reason you did not receive a copy of the 1943 YEAR BOOK, please notify the Editor. Boston M.Y.C. Rhode Island M.Y.C. Prospect Park M.Y.C. Henry A. Micha, S.I.M.Y.C. Harry Denkewitz Long Island M.Y.C. and Ladies’ Seaias South Jersey M.Y.C. Lynn M.Y.C. MODEL SAILING CRAFT. _ DanielsTucker. Rudder Publ. Co., New York. YACHTING WITH MODELS. Black. McGraw-Hill, New York. OF YACHT DESIGN. A. R. Lassel Irvington M.Y.C. Eastern Division, M.Y.R.A.A. W. E. Topping Columbia M.Y.C. Detroit Model Y.C. Washington M.Y.C. Books Skene. BOOSTERS Montclair M.Y.C. W. G. BITHELL. ton, Mass. ELEMENTS ROLL OF John Forest Hill M.Y.C. A. J. Fisher Tre-pol-pen M.Y.C. N. Rudder Publ. Co., New York. THE A B C OF YACHT DESIGN. Davis. BUILD A WINNING MODEL YACHT. Moore. BUILD YOUR BOY A MODEL YACHT. Daniels-Tucker. NAVAL ARCHITECTURE, Its Art and Science. C. O. Liljegren. Cornell Maritime Press, N. Y. (See also M.Y.R.A.A. Official Publications, back cover) Compliments of A. J. FISHER High Grade Ship and Yacht Model Fittings 1002 ETOWAH AVENUE ROYAL OAK, MICH. - MODEL YACHT RACING ASSOCIATION OF AMERICA OFFICIAL PUBLICATIONS — —— Copies of the “YEAR BOOK” may be had by applying to your Club Secretary or to Year Book Editor: : CHARLES H. FARLEY, 87 Quincy St., Medford, Mass. Copies of “CONSTITUTION AND REGULATIONS” may be had by applying to the National Secretary: The following may be obtained from the Treasurer, W. E. TOPPING, 1208 Lillibridge Ave., Detroit, Mich. Sailing Rules 20 cents each. (Pond) and General Rules For lots of 10 or more, 18c each. Sailing Rules 10 cents each. (Skiff) For lots of 10 or more, 8c each M-Class Rating Rules (Marblehead 50-800 Class) 10 cents each. For lots of 10 or more, 8c each X-Class Rating Rules (American 1,000 sq. in. S. A. Class) 10 cents each. For lots of 10 or more, 8c each Standard Starting Schedules 20 cents each. In lots of 10 or more, 18c each. Measurement Certificate Blanks A-Class—$1.25 per hundred M-Class or X-Class—$ .75 per hundred Lines and Construction Plan Official M. Y. R. A. A. 36-inch Sharpie [S-class] Make all checks or M. O. payable to the ‘‘Model Yacht Racing Association of America,” W. E. Topping, Treasurer. oan He =) eSa 40 cents each, postpaid. ag M. Y. R. A. A. Rubber Stamps, for marking sails £ $1.00 per set.