The Model Yachtsman: Volume 1, Number 3 – June 1928

Val FN a June, 1928 | | a Ey W. J. Daniels, Yacht Designer and Builder of high-class Model Racing Yachts 49/51, Eastcheap, London, E.C.3 Phone: Royal 8726 Gramophone- Wireless As The “‘Omegraph,” the pioneer all-British fiz Combined Wireless-Gramophone, operating with switch change, is the last word. gm I > ee enee a oe oe F By its adoption awkward gaps in the # Radio programmes can be suitably filled. ° Designs ene EN er The Model Yachtsman. June’ 1928 Why not call and hear it? Fittings and Accessories. ee Sails a Speciality. Complete ready for bending 1/3 per 100 square inches. The ‘J.G.’? moving coil speaker parts have been designed and produced by Engineers for Engineers. Being actual W. J. Daniels, 331, St. John manufacturers we can satisfy your specific requirements. All parts are personally passed by our Chief Engineer, Mr. W. J. Turberville-Crewe, M.Inst.R.E. Electro-Magnetic Pick-up. Street, We can supply any make of pick-up, but we recommend that, used by the B.B.C., which we use for our own demonstrations. LONDON, E.C.1 Telephone: Clerkenwell 4708 Best by test! J SALES AND WANTS. Advertisements are inserted in these columns at the rate e for advertisement, of One Penny per word; minimum charg One Shilling. Single letters or figures are charged as words, and a compound word as two words. The advertiser’s name and address are charqed for. for’ ‘Box” A charge of 6d. extra to cover postages is made Replies, care of these offices. The following words must appear at the end of advertisement; ‘Box ——, ‘Model Yachtsman’” Offices, for which usual rate per word will be FOR at ne 10 Rater. SALE. Fine cedar planked model, complete and in first-class condition. A highly successful boat. £6. Box 51, ‘Model Yachtsman” Offices. 10 Rater. Once winner National 10 Rater Championship. Complete with sails, and in good order. £3. Box 53. ‘Model Yachtsman” Offices. In first-class International Winner. 80 c.m. condition. £5 or nearoffer. Box 54. “Model Yachtsman” Offices Parts from £4/4/0 Your judgement is our recommendation ! We give Free Technical Advice and Service second to none in the British Isles. EVERY RECORD. EVERY GRAMOPHONE. oe charged. (Advertisers need not include our full address). When replying to a “Box. No,”’ Advt., address your envelope : Advertiser, Box ——, “The Model Yachtsman,” Golden House, Gt. Pulteney St., London, W.1. Advertisements for these columns must be accompanied by a remittance, either by Postal Order or stamps. and ad- dressed to the Advertisement Manager,” The Model Yachtsman,” Golden House, Gt. Pulteney St., London, W.1. Announcements must reach these offices not later than the 10th of the month preceding the month of issue. In advertising Boats for Sale or Wanted advertisers should state, where possible, “‘Class of Boat.’ These will be classified under their separate headings; wnclassed Models, and articles other than Boats, wnder Miscellaneous. 10 Rater. fice £3. 12 In sound condition, 2 suits sails, sacriBox 52. ‘“‘Model Yachtsman” Offices. Metre. A well-built boat, fast and in good condition. Any reasonable offer accepted. Box 55. ‘Model Yachtsman” Offices. WANTED. Field Boots. A second-hand pair of Officer’s laced Field Boots, size 8. Must be good quality and condition. Suitable for pondside. No cheap rubbish. Box 56, “Model Yachtsman” Offices. Please mention the “Model Yachtsman” in replying to Advertisements. MODEL,MACH TSTMAN | Ae Koa A Vol. I. MONTHLY MAGAZINE FOR MODEL No 2. YACHTSMEN. JUNE, 1928. EDITORIAL. When we published our first number we submitted it to various people for criticism. One gentleman, who is head of a well-known publishing house, told us that it was very good for an amateur effort, but that people would naturally not expect so much from us as they do from a paper published from purely commercial motives. Though this somewhat rankled at the time, we are glad it was said, because it immediately pricked any bubble of self-content and complacency we had, and stimulated us to vastly improve. We think that our readers will agree that our second number was far better than our first, and we trust that this, our third number, is better still. The Editor of our contemporary The Yachting Monthly describes our April number as a typical ‘first issue’ showing good promise. Now this is a far more encouraging verdict and shows that others besides ourselves have found the initial issue difficult. The Yachting Monthly, however, describes model yachtsmen as “‘a band of enthusiasts whose gyrations round ponds puzzle so many people who do not realise the glories of the sport of model yachting.” We ourselves can also appreciate the attitude of a considerable section of the public who cannot understand the mentality of those who spend week-ends aboard a poky little cruiser at some muddy spot on the East Coast. Having been a sailor of real boats for over a quarter of a century, as well as being a model yachtsman, we ourselves have done both these things and know the motive that prompts men to them. In each case the motive is identical. being love of the water and sailing craft, and further there is very little difference between the two sports except in size. In our little ships we have many advantages over our bigger brethren in some respects, in that we can get pure class racing at far lower cost. Many model yachtsmen build their own boats, and experiment with hull and rig in a way that expense precludes the full-size boat owner from doing. The result is that high percentage of model yachtsmen take intelligent interest in design, and the sport has a highly educative value, in addition to being a healthy and entertaining outdoor sport. In applying knowledge gained from models to full-size craft, we have always to remember that in model sailing, steadiness is more important than on a real yacht as there is no crew aboard. The second point to remember is that the wind is the same for the model as for the prototype, and consequently the model requires greater proportion stiffness and displacement than her bigger sister, especially as there is no crew to sit her out. Finally, the model is driven at a proportionately higher speed than the real boat. If these points are borne in mind, there is no reason why most lessons gained from models cannot be applied to real boats and vice versa. THe Eprror. Roly Ye Fi The Model Yachtsman. June 1928 a ee, 30 Wiion. Seam B.TUCK The Rigaer Yacht Club, Lettland, has now applied for admission to membership of the International Model Yacht Racing Association. In accordance with the rules of the Association, the next meeting of the International Council will be held at Gosport during the International Regatta, the actual date of the first sitting being August 3rd. The lake at Gosport will be free for practice by the international competitors on August 3rd, and it is to be hoped that they will all arrive in time to avail themselves of the opportunity. The Constitution and Sailing Rules, Rating Rules and Certificates have now been forwarded to the various national authorities, from whom they can be obtained. An interesting suggestion has been put forward by one of the members of the M.Y.A. Council for consideration as to whether it shall be put forward to the International Council of the I.M.Y.R.A. for consideration. It is contended that certain designers by building extremely large boats under the rule receiving very small sail areas, or small boats with excessively large sail areas are gambling OUR on getting certain weather conditions instead of aiming to produce a really good all-round boat. Should the Elimination Races of any country be held in conditions that favour a one-weather boat, it is more than likely that the country might be let down very badly when the actual international was held, or that if the weather did favour an extreme boat it would be at the expense of the moderate all-round craft. To remedy this, it is suggested that limits be imposed to L., D. and S.A. As Hon. Secretary of the I.M.Y.R.A., I have no opinions one way or the other on this point, but as the question has been raised it may be as well to ventilate it in order that individual model yachtsmen in the various countries concerned may have a chance to consider the point. It may be pointed out, however, that under any rule there is nothing to prevent an outsize boat being built which carries very little sail in the hope of hard weather, or a small boat with large sail area in the hope of light weather. Under certain conditions it might pay but it would not in the long run. The only question is just how far it pays to go, and this is a very moot point on which I can express no opinion. ILLUSTRATIONS. One reason which has’enabled us to improve the lay-out of THz Mopret YacutTsmaN is that we have had the assistance of Mr. G. W. Munro. The charming little headings at the top of our “ News of the Little Ships,’’ ‘‘ Model Yachting Association News,”’ “‘ Correspondence,” etc.. columns are his work, and he is also responsible for the spirited little drawing of a mollyhawk which we have at the end of our magazine. Mr. Munro was until recently a draughtsman, when he decided to enter the realms of commercial art, where he is rapidly making a name for himself in the designing of posters, illustrations for advertisements, book plates, literary illustrations, etc. After seeing the examples of his work which we have the privilege of including in Tork MopEL YACHTSMAN, our readers will have no doubt that Mr. Munro has now found his true metier. Any person or firm, who wants first-class line work executed at a reasonable price, could not do better than get into touch with Mr. Munro. His address is 456, Crow Road, Glasgow, W. 2. June 1928 The Model Yachtsman VOLUMETRIC 31 EFFICIENCY. By Epwarp W. Hosss, A.I.N.A. The author of ** Model Sailing Boats” and “ How to Make Clipper Ship Models,” here dilates wpon an abstruse subject of considerable importance to ship model designers. Volumetric efficiency is the best term I have been able to invent, to designate an important aspect of model ship design, which does not receive anything like the attention it deserves. Unfortunately it cannot be explained or defined in a few words, but roughly speaking, volumetric efficiency may be taken as being a measure of the excellence of a yacht design, in so far as its immersed hull form is concerned. It is independent of Rating rules and formula, is necessarily found in any hull, and is frequently the unsuspected cause of many obscure qualities—generally bad qualities, in a yacht hull. Volumetric efficiency must be dealt with on the drawing board, it cannot be remedied afterwards, because it is a quality of a hull, and is determined by the shape of the hull, hence it is controllable in the design stage, and nowhere else. Suppose a set of lines have been prepared and faired up in the usual way; and that the design appears to be satisfactory. The immersed cross sectional areas will have been taken off and a curve of areas prepared as usual. Now from this curve, which has a horizontal base line, prepare a fresh one, but with a horizontal centre line, instead of a base line ; and on this set off the same cross section same for the emerged half and plot them above the centre line, and draw curves through their ends as. before. The lower set will, of course, come outside the original curve, and the upper set, will come within it, and both these new curves may be longer or shorter. according to the shape of the hull. Now it is possible by simple direct measurement to see if the distances between the new curves and the old, at any given station are the same. If they are (which is very unlikely) the hull may be considered as 100 per cent. efficient—so far as its volumetric efficiency is concerned. The reasons are that, if the lineal distances at a given section line, measured between the first curve and the second curve, are the same, it shows that the area immersed is equal to the area emerged, and therefore the balance is not disturbed at that section.. When all these measurements give similarly correct results, the whole hull is properly formed for that angle of keel. When, however, the distances are not equal at any given station, then it is clear that: an unbalanced volume has been introduced. This is what usually happens, and it means that when the hull is inclined, its rate of change of volume, as well as local changes of volume, are lines, and on them, mark off equally above and below the centre line, one half of the area of each different to what they were at the start, and con- section. either wholly, or at the bows or stern ; and that the true axis of the hull is no longer coincident with the The actual lineal length of the line will be the same as before, but half of it will be above the centre line, and half below. Draw curves through the ends of these lines and thus produce a long oval shaped area, which, as before, represents the rate of change of cross sec- sequently the hull will rise or fall in the water, axis of the volume. That this is so can be demon- strated on the drawing by bisecting the distances between the curves of inclined volumes, and drawing a line through these spots. This line will not be tional areas at the selected stations—and is a graphic parallel to the original centre line, but will either picture of the volume of the immersed hull when it incline towards, or away from it, or will be an undulating line. When it inclines, it shows that the hull will have its centre line pointing in one direction, is upright in the water. A model Sailing Boat cannot sail at all unless it is inclined, no matter how slightly; therefore the designer has to ascertain if his hull will be fair when it is inclined. Of course, it is possible to approxi- mate this by diagonal lines, and any decently designed hull will probably show a set of nice even curves for the diagonals. The volumetric test, however, goes much further than this, and tells if the changes of immersed volume will be harmonious and in balance, or if they will disturb the normal axis of the boat, and also reveals a number of other items. This is how it can be found out. On the curves of half areas already prepared, proceed to set off the half areas of the immersed cross sections when inclined to say 15 degrees. To do this take the area of the immersed half of each section, and set them off on the underside of the centre line, along the corresponding section lines, as before. Do the whereas the axis of its volumes, will point in some other direction. Consequently the boat will be forced off its true or original course, or will develop a variety of unpleasant qualities. The anomaly is that a hull which appears to be perfectly fair and sweet, may when inclined displace a volume of water of such proportion and form that its axis is no longer coincident with the fore and aft centre line of the real hull. Some readers may consider this is nothing but theorizing, or the wild vapourings of a dreamer, but the matter can easily be tested, by setting out the curves as described. To remedy the errors, necessitates a change of hull form, often quite a small change, but which if effected in the design stage will incontrovertibly produce a better, faster and altogether more efficient yacht model. 382 The Model Yachtsman. ma bE mis Ee ENam AF? ~Re-, ae BRITISH CHANNEL AND WESTERN NOTES. (Correspondent, C. E. WITCHEL.) | kyrie,” C. Woolland, Clapham M.Y.C., 17: ‘“‘ Gwen- dolyn,” A. Harrison, F.G.M.Y.C., 16; ‘‘ XPDNC,” J. Lane, Highgate M.Y.C., 13; “Livonia,” F. Bullock, H.M.Y.C., 13; “ Viking,” A. J. Child, South London M.Y.C., 11; ‘ Buttercup,” G. Race sailed 21st and 28th April for the Com- Prize—a framed engraving of ‘ Cutty Braine, M.Y.S.A. (Kensington), 10 Sark.” 0.0.D., W. J. E. Pike. The course gave a reach each way but changed after the first heat to a beat and a run; the wind proved changeable and flukey on both days demand- April 28, “ Jones”? Prize. Conditions were very pleasant but the wind was rather awkward, varying from west to north. It was, however, strong ing the greatest watchfulness on the part of the enough to get an interesting race through in spite competitors. of a good muster of boats. Winner C. E. Witchel’s “‘ Wayward” (sailed by Result :—“* XPDNC,” J. Lane, 28; ‘“ Atom,” A. C. Davison, 25; “ White Heather,” A. Denny, Lt, H. Elliott) 33 points; “Satanita,’ N. Averay Jones 31; “ Peggy,” Major R. L. Austin, 30; “*Genesta,” J. T. Jenkins, 19; “‘ Dot,” T. R. Lees (sailed by Dr. J. Mortimer Thomas and G. W. Balls), 18; “ Mona,” F. Stoodley, 15; “‘ Saxon,” W. Powell 14; “ Averay,” Peter Stock (sailed by J. Austin), 6. 0.0.D., A. A. Whyatt. SS SSS PRO SOFBAN Cll, J. Hemming, South London M.Y.C., 26; “ Val- BRISTOL M.Y.C. modore’s June 1928 LONDON LEAGUE. April 21, Stanton Cup. Starter, J. J. Thomas. _ The first of the four races for this cup was held at Highgate. The weather was fair but the wind most flukey, starting from $.W. and veering to north and varying in force from gale force to a dead calm. Result :—*‘ Elsie B,”’ W. Bliss, Forest Gate M.Y.C. celebration of the twenty-fifth anniversary of the foundation of the F.G.M.Y.C. Two open races for 10-raters are being held during the afternoon and members of other clubs are heartily invited to take part. There are no entrance fees but the Hon. Secretary, (Mr. J. E. Cooper, 26, Warren Road, London, E.11) will be much obliged if those intend- ing to be present will let him know as soon as convenient. During the served in the Clubhouse. afternoon, tea will be HIGHGATE M.Y.C. April 14, Highgate Rose Bowl. event for 10-raters London Clubs. attracted This annual’open entries from six The day was dull but dry with plenty of wind, but as this was from the east, sailing was very difficult as on this side of the pond the hill splits the wind. The winner is therefore to be congratulated on putting up a fine performance by losing only one board. Scores :—‘‘ Blue Bird,” F. Hodges, Forest Gate M.Y.C., 33 ; }“ Sunstar,” 23, S.L.M.Y.C. 21, CMLY.C.. 18. WHO TOLD YOU THAT ONE? A certain Metropolitan model yachtsman is noted for the speed with which he builds model yachts, and also for his ability to use all sorts of unpromising material in their construction. The story runs that some while ago he sold a boat. Some repairs being needed, her new owner took the deck off and found that this had been only lightly planed off on the underside, and traces of words were still visible. He carefully deciphered them and found the stencilled legend ‘‘ Stow away from Boilers”! Ni] FOREST GATE M.Y.C.: The Club are holding a Gala Day on June 16th in i A.M.I.C.E.) | Davison, ) i! C. :: (Correspondent, A. 20; “Gwendolyn,” A. Harrison, F.G.M.Y.C., 14; “ Livonia,’ F. Bulloch, Highgate M.Y.C., 12; “ Sunstar,” J. Hemming, South London M.Y.C., 11 ; “ Viking A. J. Child, 8.L.M.Y.C., 10; “ Valkyrie,” C. Woolland, Clapham M.Y.C., 9; ‘“ Dolly,” A. Cols, C.M.Y.C., 9. Club scores for the first match are therefore :—F.G.M.Y.C., 34, H.M.Y.C. i LONDON JOTTINGS. The Model Yachtsman. June 1928 33 NORTH OF ENGLAND M.Y.U. SOUTHERN UNION. (Correspondent, B. STEPHENSON.) (Correspondent, Pay Lt. Cdr. W. F. Brnenna, R.N.) BRADFORD M.Y.C. Mr. Vernon Dawson, President of the Club, has just purchased “Defiance,” from Capt. F. W. Lazell. This famous A-class model won the International Races at Gosport in 1926. She will be racing in the British Championship this summer under her new owner’s colours, Readers of ““ The Model Yachtsman” will be most sorry to hear that Cdr. Behenna has had another bout with his old enemy blood pressure and is confined to bed. All will join in wishing him a speedy recovery. We are able to publish a short note which he sent ‘us prior to his illness about his experiments with his 13” to foot 6-m. “‘ Golden Star.” —Ed. EXPERIMENTS WITH A NEW RIG. About the end of last year I designed the 6-m. “Golden Star” to carry a ‘Sheer Leg’ or ‘ Bipod’ mast. The mainsail is triangular and has the upper part of the luff set on a yard abaft the bipod mast, practically in sliding gunter fashion. The mainsail is also fitted with a hollow reefing boom of the pattern I described in the Model Engineer in 1926, so that the rig is very handy and easily worked. On reading Dr. Manfield Curry’s article on his combined jib and main boom, I fitted it to ‘‘ Golden Star” and gave her a careful trial on the Canoe Lake at Southsea in an ideal steady breeze that gave a beat and a run, and she was also tested on a reach. Whilst realising the success of the rig on a full-sized yacht with a skipper at the helm and a crew to tend the sheets, I found that it did not act successfully on a model, steering by pull of the sheets on a quadrant, as the wind pressure in the jib neutralised much of the pull of the mainsail. The rig came nearest to achieving success in reaching when the jib sheet was led well aft and fastened to the lee side of the mainboom, thereby increasing the pull on the quadrant. Model Yachtsman as an Advertising Medium. **Defiance.”’ PLATT M.Y.C. This club have their headquarters at Platt Park, Manchester, where they share the water with the South Manchester M.Y.C. The local authorities have just erected a fine new boathouse for the use of the two clubs. It is a change to find local authorities helpful and sympathetic to the needs of model yachtsmen, and we hope that other parts of the country may follow this excellent lead. It is one of our contentions that a paper with a comparatively small circulation may yet be one of the best cash propositions for advertisers. A paper, such as this, caters exclusively for a certain class, and all its readers are enthusiasts who read every word from start to finish and scan the advertisements closely. In a big daily paper, there is so much matter and so many advertisements, that although the total number of replies will be greater, the price of the advertisement will be so much higher that the outlay will not present nearly such a high return, as advertising in a little magazine such as this. A proof of this is that one of our advertisers tells us that he has received a large number of replies to his advertisement and a number of good orders. Firms who have the right goods to offer can, therefore, confidently expect good results, but it is no use advertising articles which are not suitable for our readers. 34 | The Model Yachtsman. _ dune 1628 Deottish Page i & By WDanzi Kanyax QUEEN’S PARK M.Y.C. Open Race for 6-m. (1%” scale). April 14, Opening Cruise and Bailie Mrs. Bell’s prize. There was a very poor entry and only nine boats came to the line. Most of the absentees being still fitting out. Four heats were sailed with the result :—Ist, ‘‘ Una,” Jas. McDowall, 15; 2nd, “ Annie,” Murray Agnew, 14; 3rd, “ Jean,” Jas. Lyon, 14 (after right-a-way); ‘‘ Blue Bird,” J. Aitken, 13; “Golden Eagle,” J. Watson, 12; “Regina,” Wm. M’Nichol, 10; “Dragon,” D. McMillan, 8; “Gannett,” L. Rae, 2; “May Queen,” Jas. Smith, 2. April 21, Mr. J. B. M’ Lusky’s Prize. . Ten boats entered, but the race was called off after 14 rounds owing to lack of wind. April 28, Open Race for 12-m. For once the club was favoured with a fine sailing breeze, which most Scottish model yachtsmen will agree is a big matter. Twenty-eight yachts faced the starter. Three heats of three beats and three runs were sailed. The wind did not really give a true plug to windward but was rather a close and a broad reach. I noticed that “‘ Sybil” (A. W. K. Roderick) set the latest pattern in reaching jibs. It seemed to pull well and should prove a good sail if it can be got to set a little better. In the bad old days of model yachting pondside disputes were frequent, and it is, therefore, all the pleasanter to chronicle the fact that racing could not have gone off more smoothly. For this happy state of affairs we have to thank Mr. A. McDoughall, Commodore and Mr. D. McPherson, Hon. Secretary of the S.M.Y.A. At the end of the three heats, four yachts had gained the possible 15 points and it was decided to sail the final off in one heat. This may work well on a broad lake but the water at Queen’s Park is too small and the result was rather a muddle. The skippers took matters very good-humouredly and consented to carry on, duly arriving home in the following order :—lIlst, “ Asteroid,’ H. Wright; 2nd, “Sybil,” A. W. K. Roderick; 3rd, ‘* Rose,” P. Naughton; 4th, ‘Cutty Sark,’ M. Cameron. The first two belong to the West of Scotland M.Y.C., and the other two boats to the Victoria M.Y.C. The first three boats won prizes. All of these boats are well-known round the district as great prize-winners. I should, however, particularly like to congratulate the winner, who was sailing Mr. D. Weir’s “ Asteroid.” He was only admitted to the W.S.M.Y.C. a few days ago and is the youngest sailing member. He handled his craft excellently and should do well during the season. The club has an open event for this class on June 9 and it is hoped that this may attract a good entry. Points Prize. A points prize is being started this year on alternate Tuesdays at 7 p.m., commencing on May 8. Open Children’s Regatta. The club have an open race for Children on the Fixture List to take place in July. It is hoped that not only will this prove successful, but may result in a few fathers also being roped in ! Boat House Accommodation. ‘The Hon. Secretary has been in communication with Mr. Besant, Manager of Parks, on this subject, amd a proposal put forward that the boathouse should be partitioned giving one-half to the Club on a guarantee of rent for 30 berths. This is very necessary in order to stop the serious pilferage of members’ gear. The Secretary had an interview with Councillors Doherty and M’Candlish and Mr. Besant, and the boathouse was inspected thoroughly. The Committeemen were astounded to hear that the pond attendant received applications for over 30 berths a year. Unfortunately the boathouse contains a number of boats that are not in use, and in consequence active and intending model yachtsDrummond, men cannot get berths. Whilst expressing sympathy with the club’s predicament, the members of the Committee expressed the view that the club was a private one and the boathouse public property. They, however, promised to raise the matter at a meeting of the Parks’ Committee. I hear now that the question of “ increased berthing accommodation for Queen’s Park” is on the Agenda for the next meeting of the Committee, so the club are living in hopes. VICTORIA M.Y.C. May 5, Open Regetta for 12-m. This was rather a big affair with 43 competitors. Weather conditions were similar to those at the Queen’s Park Open Regatta, the wind being a trifle stronger, perhaps and somewhat squally. Three heats were sailed as at Queen’s Park, but on this occasion only one boat managed to gain a possible, which is rather unusual at these open races. In this case it was “‘ Brannon,” belonging to Mr. J. McKinnon, West of Scotland M.Y.C., whose diagonally planked small six was illustrated in the May issue of The Model Yachtsman. ‘‘Brannon”’ seems to have taken a fresh lease of life and sailed faultlessly throughout the afternoon. Four yachts sailed semi-finals and a final for the 2nd, 3rd and 4th places, and were placed :—2nd, . The Model Yachtsman. GENERAL SCOTTISH NOTES. I have noticed lately that the Press is taking more notice of our sport, and I feel that the day is not so far distant when reports, accompanied by topical photographs will appear so frequently that our city fathers must sit up and take notice, and decide to lay out some really good sailing waters that would be fit for international races. I have to apologise for a slip that occured in my last month’s notes. I mentioned an open regatta on May 19 at Gourock and I should have said Greenock. Unfortunately this correction will not appear in print until after the event, but I hope to publish a full report in next month’s issue. It is to be hoped that this race will attract a good entry as it is being held for the purpose of raising funds to send some yachts to Gosport. The Hon. Secretary of the S.M.Y.A. asked me to particularly mention this fact, as it is hoped to send as many boats to the British Championship as_ possible. Other Scottish Clubs might well follow Greenock’s example, and I am led to believe that one or two other clubs have mooted the idea, andJhave only to completetheir final arrangements. After reading of{the interesting challenge made at Bradford, Scottish model yachtsmen are greatly intrigued, and wonder what schemes the Hon. Secretary of the 8.M.Y.A. is devising. racing at all events. T have to thank the Hon. Secretaries of the Queens’ ; Park and Clydebank M.Y. Clubs for sending me their Fixture Lists. If all Scottish Clubs would do the same, it would be very helpful and greatly assist me in making up these notes, as it would enable me to attend their most important races and give an account of club news generally. In the case of clubs situated a long way from Glasgow, I should welcome notes from their Hon. Secretaries for inclusion in this column. AC tT — Sg @ | (il Nyjl id D The outcome should, however, be to popularise the wee sixes and see them established as a class for inter-provincial uit il(4 MAN Readers are invited to send in particulars of any little tips they may think likely to prove of service to our readers, or of any unusual tools they find useful in building or repairing model yachts. LEAD KEELS. Many amateur builders find the lead keel a difficult nut to crack. A small keel can be cast in a wood mould, but for any important model it is better to make a wood pattern and make the mould from it. If the builder wishes to cast his own keel he can either use proper casting sand or plaster of paris to make the mould. If he employs plaster, he should grease his pattern well. The plaster mould can be made up in a suit- able wooden box, and if this is well greased, the whole thing can then be turned out as soon as set. To get the pattern out of the mould, saw the mould in half, and after removing pattern, set the mould up ready for casting. Always be sure that the mould is thoroughly dry, and warm before pouring the leadin. Otherwise you may get bubbles in the lead and there is also danger from splashes of molten lead. When there is a foundry available, it costs very little more than the bare price of the lead if you take your pattern there and have your casting made for you. Always make the pattern a little full to allow for cleaning up and shooting the top face. Also remember to insert cores for the boltholes to save drilling. The cores should be a little big to allow for shrinkage in cooling. It is easier to knock these out before the lead is quite cool. reer “Cutty Sark,” M. Cameron, Victoria M.Y.C. ; 3rd, “ Dorothy,” W. Oswald, W.S.M.Y.C.; 4th, * Viking,” J. Coutts, Clydebank M.Y.C. 35 | In shooting the top of a keel, care must be used to get this absolutely parallel with the waterline, as if it is the least bit out the boat will perform differently on the two tacks. Also be careful to get it dead on the centreline when fixing. The best tool to use to shoot a keel is an ordinary iron jack plane set fine. You do not require quite such a keen edge as for hardwoods. Lubricate the top of the keel and sole of the plane liberally with turpentine when planing. In cleaning up the sides of the keel, various tools can be used, but ordinary files soon clog. A small iron plane is sometimes useful, and a Dreadnought file can always be relied on. Some people also use a plumber’s shavehook. The lead can be finished up with emery cloth. A blowhole can be stopped with solder if required, but if the keel is to be painted use stopping consisting of red and white lead with a little gold size to bind it. This stopping can also be used to build up a slight flat. As this lead stopping goes off very quickly it should be mixed as required. Some people recommend that the brass stem band should be fastened to the lead with iron pins. Brass screws hold better and can be put into lead provided care is used. —r “June 1928 36 The Model Yachtsman. | June 1928 a eer me =, s | Lines: One-Sixth Full Size. L.O.A. 65”. L. SECTIO OUR DESIGN. Our design this month shows a typical Daniels 10-rater. . She is a biggish boat but would be remarkably clean and easy to drive, and under the moderate Bermuda rig which has been adopted, this model should be capable of giving an excellent account of herself. We are giving the body plan (half size) and the sail plan on a smaller scale in our July issue. The Model Yachtsman. June 1928 37 R. . Daniels. ————= aa es SS _ ies t | a — hy _ : we BEAM 11°75’. CED 3°25’. Mr. Daniels had intended to give us the design of another 10-rater, but owing to pressure of business, was unable to complete the lines in time. This second model is a 10-rater of very unconventional type, a long lean boat with a full keel, and we shall be publishing her lines later in the year. In August we hope to publish a design from the board of Mr. A. W. Littlejohn, Jnr. Other designs have been arranged for and will be announced in due course. a ae ~ 38 June 1928 The Model Yachtsman. A FEW NOTES ON THE CLIPPER SHIPS. By J. E. COOPER. In his speech at the Ship Masters’ Guild the Prime Minister in tracing the origin of various nautical terms, said the word “Clipper” was of American derivation. He might have added that the Clipper Ship was itself the outcome of American ingenuity, or perhaps I should say adaptability. In the early part of last century, this nation, though mistress of the seas, found that the French ships were speedier and better than our own. When we took off the lines of captured ships we found the entry was sharper, run easier and beam less proportionally than our own. Frigates and smaller war ships built from these lines were favourably reported upon and proved the smartest of their class in all ways. The Americans built on still easier and finer lines, and the necessity for fast, seaworthy vessels able to carry heavy guns, for use as blockade-runners, slavers and opium traders, resulted in the evolution of the ‘ Clipper.” The “‘ Hungry Forties ” were a trying time to the poor of England and led to a stream of emigration to the West. Steamers were few—what there were fairly “eat coal”; and passenger fares were high. The Americans, especially the Nova Scotians. built ships for the trade—fine ended, heavily sparred and speedy—and used soft-wood, so that the cost Garthpoo\. was small compared to the English hard-wood vessels ; these ships were known as “ Blue Nosers ”’ and for a period of some 30 years held the Emigrant Trade. Driven by men of iron, with Bucko Mates, they made wonderful passages and earned fine profits. Amongst these ships was “ Dreadnought,” which made the passage from New York to Liverpoo] on several trips in 16—17 days. The Gold Rush to Australia found the English with few vessels to hold their own against these American ships for speed, but the shipowners of Liverpool bought some to meet the competition. Amongst these were the well-known “ Lightning,” “Sovereign of the Seas” and “James Baines” ; all built by Donald Mackay, of Boston, which were big ships of about 1,600 tons and made the run to Australia generally in 70 days. At the same time the China Tea Trade was falling gradually into the hands of the Americans. “ Flying Cloud,” “* Flying Fish,” “‘ Superb,” were amongst those which loaded in Chinese ports for London, getting the first cargo of the seasons, the highest freights and the bonus given to the first ship home. Our ships, beamy, comfortable but slow, were out of the running, but the London shipbuilders met together and Mr. Richard Green, of Blackwall (whose statue is in the East India Dock Road) said he would try and win back the good name_of Reproduced by kind permission of the London, Midland and Scottish Railway Magazine. 8c6T unr x Ss ca = — mer he Kt ——* tila % ae ; Oo Ly a He py yee = : a is — 6& a Ml: AE ‘aeulsyyoe x [Ppopy 24 L } 40 The Model Yachtsman. British shipbuilding. As a result he built “ Challenge” on clipper lines, a hard-wood ship of only 700 tons, which beat the Yankee “ Challenger” of twice her tonnage. Other builders, such as Steele, Scott, Pile, and Hall of Aberdeen, also got busy and built ‘‘ Chryso-. lite’ in 1850, ‘‘ Lord of the Isles” (an iron ship) in 1852, “ Spirit of the Age,” 1854; ‘ Friar Tuck,” 1857; “ Highflyer,” 1861; “Taiping,” 1863; * Ariel,” and “Sir Lancelot,’ 1865; ‘“‘ Thermopyle,” 1868. These are the pick of some hundred hard-wood ships, which not only beat for speed, but survived for years their soft-wood American rivals. They were small ships according to our modern ideas, being all under 1,000 tons register. The Australian Trade, which I referred to above, appears to have shifted from Liverpool to London in late sixties, and the Suez Canal opening in 1872 killed the Tea Trade for sailing ships. As a result many of the Tea Clippers entered into the Australian trade, though some went into the “ Coolie”’ trade between India and Mauritius, and others carried horses Australia to Calcutta. The famous “‘ Thermopyle,” built for the China trade, sailed on her maiden trip in 1868 and beat all records by sailing—Pilot to Pilot—London to Sydney in 60 days, a record that has never been beaten. She only made two trips in the Tea trade, and afterwards ran always to Australia, but as I mentioned these tea ships were small and the passenger trade called for a larger ship. The seventies and eighties were the zenith of the sailing ship era and from about 1870 onwards the flower of the Clipper ships were built. Some of the best known of these were “ Patriarch,” ‘‘ Cutty Sark” (cargo only), ‘ Torrens,” “* Paramatta”’ and ‘‘ La Hogue,” though these two were frigatebuilt wooden ships, not Clippers, but they had a very good turn of speed), ‘‘ Harbinger,” “‘ Hesperus,” ** Sobraon ”’ (the largest and finest composite ship ever built), “‘ Mermerus,” “‘ Ben Cruachan,” ‘‘ Loch Etine,” etc. All these were heavily-masted ships, built mainly for speed, and carried the large crews necessary to handle their huge spread of sail. The vessels just recorded were amongst the best known Colonial Wool Clippers, and during the late seventies and early eighties the race home with the wool was as keen as the Tea races of some years earlier. At the end of the eighties freights fell and steam competition began to be felt. Bigger cargoes also offered and the result was the advent of the last of the windjammers, huge steel fuller bodied ships, generally four-masted barques. These vessels combined a good turn of speed, easily handled gear, and most important of all, great. cargo capacity. The best known of these vessels are “‘ Pegasus,” ‘“*Thessalus,” “‘ Star of Germany,” ‘‘ California,” *Kentmere,” ‘‘ Ditton,” ‘‘ Leyland Brothers,” June 1928 “* Liverpool,” “ Juteopolis,” etc. Several are still afloat under alien flags, but the only one. square rigged sea-going ship now left under the British Flag is the ‘“Garthpool,” launched as_ the ** Juteopolis.” I will briefly touch on the Clippers in the Calcutta trade and the “ Cape Horners.” The Calcutta ships up till the early eighties were small vessels and the most famous were frigate-built ships of Green’s Blackwall Line and Hotspur Smith’s City Line. Craigs followed later with their four-masted ‘‘ Counties’ and Brocklebank’s huge “* Scindia,” the last-named being Clippers and big cargo carriers. The keen rivalry for speed between the ships in the eighties has left a legacy behind in the shape of a dispute as to which was the “speediest ship ”’— “ Thermopyle, ‘ Sir Lancelot,” and “ Cutty Sark ” (whose Captain died a few days ago aged 82), all have their partisans. But the passenger ships of the period “ Sobraon,” “ Harbinger” and “ Torrens,” to mention only three, were hever pressed, and made regular runs of about 75 days. Doubtless had they been hard driven, their big tonnage, beautiful lines and full crews might have lowered the proud records of “‘ Thermopyle” and “ Cutty Sark.” The various lines of ships each followed their own distinctive system of colouring. Aberdeen Line: Green hull, white masts and spars; Blackwall Line: Black and port chequers, black yards ; Carmichaels: Black and port chequers, white spars; Duthies: Black hull and chequers, slate topping, white masts and yards; _ Craig’s “Counties *’ (four-masted ships): Port painted hull, yellow masts and yards; Anderson’s Line: Port painted hull and yellow masts; “ Sierra” Line: Grey hull and white masts. Space does not permit me to cite more, but these are a few of the lines and the distinguishing features of their ships. Our illustrations are from pen and ink sketches of the famous ‘Cutty Sark”; ‘‘ Harbinger ’— one of the finest of the Wool Clippers—which also carried many passengers; and the last of the British windjammers, the four-masted barque *“Garthpool.” Readers should note this vessel’s stump top-gallant masts fitted with double top gallant sails and no royal. The day of the Clipper is over, and as a paying proposition, she is now an impossibility. Perhaps, however, this country may follow the example of Sweden, Denmark, Germany, Portugal, and Russia, by sending a few State-subsidised sailing ships to sea as training ships for embryo officers. A friend of mine, an old Captain, says ‘‘ Well they were beautiful to look at, but to be in them was h**l, and they were often only floating work- houses, but we shall never see such ships or seamen again. June 1928 The Model Yachtsman. Al e ——— SS ee “ASS OCIA The next of the big new events on the M.Y.A. Fixture List is the Ulster Championship (18-ftr. class) on June 9th. This is followed by the London League Regatta for 10-raters at Forest Gate on June 23rd. The Officer of the Day for this event will be Mr. H. B. Tucker, chairman of the M.Y.A. CN Forge, =. : = Ales Readers are reminded that entries for the British A-class Championship (Selection Races) close on June 30th. Late entries can, however, be received up to July 7th at 15 – per boat. have to acknowledge is £1 from Adml. O. F. Gillett, C.B. It is to be hoped that model yachtsmen will come forward generously,as otherwise the Association will be very awkwardly placed. I will, therefore, ask clubs and individual contributors to send their donations as soon as convenient to the Hon. Treasurer, M.Y.A., Mr. H. C. Whetstone, 86, Park Road, Hendon, London, N.W. Reproduced by kind permission of the London, Midland and Scottish Railway Magazine. ih Donations to the Gosport Regatta Fund have been coming in very badly and the only further one I i All Hon. Secretaries of recognised associated Clubs have, or should have, a book of Entry Forms to be used for M.Y.A. Races. If they will kindly use these, it will very greatly facilitate my work. If any Secretary has not got one of these books, I shall be pleased to forward one on application to me at 151, Lichfield Grove, London, N.3. MEY —T ; By > x. 42 The Model June 1928 Yachtsman. AOTIAR A QUERY FROM MALTA. You will no doubt think I have been a long time in acknowledging the first number of THe MopeEL YACHTSMAN which you kindly sent me, but have been getting opinions of friends on various matters. Your Editorial remarks that the first number is the magazine’s maiden voyage and I wish her every success. Admittedly she sailed light for a trial, perhaps for safety, but I am looking forward to the good things that you no doubt have in store for your readers, and in anticipation of these I enclose P.O. for my dues, and am sure that in the next few months THe Moprt YacutsmMAn will prove its interest and worth to all who are interested in “little ships.” In Malta we have a fine harbour, but no shore suitable for handling models, and consequently must hire a boat. These boats are not built for chasing models, but are passenger boats capable of carrying ten persons, and we, therefore, find that a five or six-foot model is out of the question. We have tried 24-inch models and found them very good but a bit on the small side. and I am now building a 36-inch model which I think should be A.1 for our requirements. If you could find space to give us a little information as to how we can classify boats of about this size, it will be gratefully received and applied, as we should like to think that our boats are something not out of class altogether. R. Borrom, 3, St. Helena Flats, Cospiona, Malta. REPLY. We are much obliged for our Correspondent’s kind wishes for our success. The cargo carried by our first number was on the light side admittedly, but as stated, it was for safety, and we have now increased it by four pages, and as soon as our circulation warrants, we are prepared to increase still further. It is entirely a question of £s.d. In any case our aim is rather to keep the quality high than to present our readers with a fat volume stuffed with padding and advertisements that really has little practical use to them. For instance, we have a fine series of designs arranged for, but these are expensive to produce properly, and our two pages of designs cost as much as four pages of ordinary matter. Our second number was better than our first, and we hope the present number shows further to lay out a course in one of the creeks that branch out of the Grand Harbour itself. This would entail no expense worth considering, as all that would be required are wood floats (weighted) bearing flags for buoys, moored with a length of codline and a stone. As regards boats to handle the models from, the average Maltese dhyso is not suitable for the purpose. For the benefit of those readers who do not know Malta, it may be explained that the dhyso is built on lines handed down from generations of boat builders, and are graceful craft, being first cousin to the gondola, but without the highly ornate stem and stern. Maltese boatmen are also very skilful watermen, but neither their skill nor their craft are adapted for handling model sailing boats. Moreover, to hire one of these craft for the afternoon entails unnecessary expense and for a proper race there should be one boat in attendance on each model. The solution is for model owners in Malta to have their own skiffs, and as these can be built extremely simply and cost less than the model yacht herself, the difficulty does not appear insuperable. We hope to publish an article (with design) on building a suitable skiff in the near future. As regards the classification of small models, there are classes of |.o.a. models in various parts of England, where small ponds necessitate small models. These are 24-inch and 30-inch L.o.a., and are sturdy little craft. There is also a 36-inch class we believe. At the same time it is pretty obvious that a simple l.o.a. classification cannot prove altogether satisfactory, and possibly our correspondent might feel disposed to consider one of our present classes on a smaller scale. For instance, if a 5-rater was decided upon, a boat about four-fifths of the 10-rater dimensions would result, or of a 6-m. (I. Y.R.U.) on a scale of 14-inch to the foot were chosen, a boat one-sixth less on all dimensions than a 1%-inch would result. A scale of 14-inch to the foot would give a boat one-fifth less on all dimensions, say 45-inch l.o.a., 29-inch I-w.1., and about 9-inch beam. Full particulars of the improvement. various Rating Rules are given in the M.Y.A. Rating Rules for all classes, except the IL.M.Y.R.A. A-class, which is published separately, and we advise our correspondent to get both these books before deciding on a method of classification. (See our Advertisement Columns.) As regards the difficulties attending our sport in Malta, our acquaintance with the harbour there was in wartime, but it is a very busy place and we would suggest that it would be far more satisfactory smaller edition will not stand up to the same canvas proportionately. One thing that must always be remembered in building a design on a reduced scale is that the June 1928 The Model Yachtsman. 43 Letters intended for publication must be brief and to the point. They should not exceed 500 words in Correspondents are requested to read our note on this Et length and must be written on one side of paper only, bi ce a —x—> PS subject on page 44. AN APPRECIATION FROM THE STATES. Sir, highly commendable, and we wish our schools would do likewise. The Editor. Congratulations on the splendid issue of THE I have enjoyed reading every page and I know the future issues will be better still. lam leaving for New York, Baltimore and Washington, to arrange for our Elimination Races. We are looking forward to a very good season and there are many new boats, but owing to the great distances some of the clubs will have to hold elimination races of their own and just send the best two or three boats. The nearest club is 250 miles away and the farthest 1,000 or 1,200miles, so you see that it is an expensive job to race models over here. At Baltimore they are having a school boy regatta in June, when they expect over 3,000 boats to race. They had over 2,500 entered a month ago. These models are being built in the several schools of Baltimore. I trust that you will get a nice batch of subscriptions for THz MopEet YacutsMaAN from the U.S.A. In reply to Mr. Percy Tatchell’s letter in your May issue, I should like to say that the tracing of “ Frolie’s ” design from which your plates were taken was made primarily for building from and not for publication. The diagonals shown on the body plan were used for checking, and others not shown were also employed. May I suggest that the lines be regarded rather as an attempt to indicate a type which may prove successful under the I.M.Y.R.A. formula, than as a design good or bad. Mr. Tatchell asks whether ‘“ Frolic ” was designed onasystemorbyeye. The reply is that I personally consider it a system but others might disagree with me on this point. The displacement curve I get in my boats hardly shows any variation but whether it is the ideal curve or not, I do not know. In taking out displacement curves some designers ignore the keel whilst others include it. If one includes it, what difference must one make between a long keel boat, a short keel, and a fin-and-skeg ? I should find it extremely difficult to put my methods into black and white, and the result might be very misleading. Sincerely yours, The whole conception of a design is based primarily on the midship (or master) section and JouHN Buack, President, M.Y.R.A of America. secondly on the load waterline. The textbooks ee ee rae reser I duly received the gratis copies of the May issue which you were good enough to send me for distribution amongst our clubs. There were just enough and I also forwarded a copy to L. Francis Herreshoff. “ FROLIC’’S ” DESIGN. Sir, a eens aoe Mopet YacutsMAN. I do hope that you will have enough subscribers to continue the good work. give very little guidance as to the form these should take. Therefore to assert that a design is based on a scientific principle would, I think, be contrary We thank Mr. Black for his kind appreciation of our efforts and can assure him that we try to make to fact. each number better than the last. imagine We are glad to hear that such good progress is being made in the sport in the States. Our model yachtsmen who cavil at the expense of going a few hundred miles may well open their eyes at the distances that have to be travelled in the States, estimation of these and of their relative value is always changing. We have no comments to make on the prospect of a position as soon as the yacht moves, but we know very little of what does really happen to them when beneficial, but unfortunately my at rest. We know the boat gathers way. these centres change their v textes Again we carefully calculate the position of the various centres on the assumption that the boat is ee The attitude of the schools in encouraging the sport is most are Ce regatta with 3,000 entries—we are too staggered. I always endeavour to retain features which I 44, The Model Yachtsman. If there is any specific point on which Mr. Percy Tatchell or any other reader wishes information, I will gladly answer as far as I am able, but if I have to reply that I do not know, it will be a correct answer. I regret that I have not been able to answer Mr. Tatchell’s questions more satisfactorily. Yours faithfully, J. G. FELTWELL. June 1928 THE MEASUREMENT OF A-CLASS MODELS. Sir, In the corrections of misprints in my article on the above subject which was published in your April number, there is a further mistake. 100—4.81 =95.19. and not 95.81 as printed. There was, misleading error of all. In the second line of the however, a misprint on page six whichis the most first column ¥ D x 12 should read ¥ D only. 90, Church Road, Barnes, London, 8.W. I shall be obliged if you will insert this correction THE MODEL YACHTSMAN AS AN in your June issue. Yours faithfully, ADVERTISING MEDIUM. Sir, I have much pleasure in informing you that my advertisement has proved a great success, as I have received a very considerable number of replies therefrom and several nice orders have resulted already. Yours faithfully, W. H. W. H. BAUER. 33, Moscow Road, London, W.2. The Author blamed the Editor, so the Editor hlamed the Printer, the Printer blamed the Compositor, and the Compositor blamed the Devil! (“.B. The Printer’s Devil !) BAUER. 33, Moscow Road, London, W.2. All Editorial communications should be addressed to the Editor, Golden House, Gt.Pulteney Street, London, W.1. All communications must contain name and address of sender, and when a nom de plume is adopted, the correct name and address must be enclosed for our satisfaction. Any communications intended for publication must reach us not later than 10th of month previous. All advertisements must be addressed to The Advertisement Editor, and should reach him by 10th month previous to publication. All orders for the Magazine should be accompanied by remittance and should be addressed to the Publishing Department. Yearly subscription rate 6/6 per annum, post free in the U.K. and Empire. America 1.60 dols. All Cheques and P.O.’s should be crossed and made payable to the Cashier. Printed for the Proprietors by H. G. Stone, Wymondham, Norfolk, and published by E. E. Marshall, Golden House, Gt. Pulteney St., London, W.1. ine wioce: June racntisman. LvZo Specialist in Repairs 4 and Fitting-out All Orders receive my personal The Clockwork Model will run six minutes attention with one wind and the Electric Driven Boat over THREE HOURS with one pocket dry battery. Don’t buy a Motor Boat until you have seen these new Bassett-Lowke masterpieces, Length 24%, Beam 43°. Total weight 2lb. 30z. Fullest Details on Receipt of Postcard. Price Clockwork Model : : 80/- Electric Model : : 35/- Fittings, Accessories (including Dry Battery BASSETT-LOWKE, and LTD., Steering Gears, NORTHAMPTON. London Branch made to order 112, High Holborn. L Manchester Branch Edinburgh Branch 28, Corporation Street. – 5, Frederick Street. Send Stamp for Price List \. 3 SAILS | CHAS. Anything to Sell? DROWN, _ 8, Ullswater Road, Seaside Apartments London, S.E.27. SPECIALISES te Leer SAILS Why not put a small Advertisement in our SALES & WANTS Column. See inside of front cover. ONLY. 31 REPLIES were received by one Advertiser from an insertion in our April Maker of Sails used by first three Boats in BRADFORD CUP, Easter. issue. also Runner-up BRITISH CHAMPIONSHIP, GOSPORT, 1927. “‘Model Yachtsman” Offices. J ciple tee a Different from ordinary bicycles The Raleigh is the only bicycle in the world built entirely of steel — you ; a ae x) WHE RALEIGH| will be proud to own a Raleigh — the low bracket gives greater riding comfort. From 11/6 monthly or cashfrom £5/19/6 Send for “The Book of the Raleigh” THE RALEIGH CYCLE Co.Ltd.,NOTTINGHAM.