The Model Yachtsman: Volume 2, Number 3 – June 1929

YACH SPAN June, 1929 June 1929 The Model Yachtsman. ‘““White Heather’ Racing Yachts Value. Wonderful 18in. Deck 17,6 22. 4 – 25/6 26in. ,, – 456 30in. ,, – 70/6 30/- Recommended. CHEAP ; | | Sailing Boats 3/6 to 15/Price Lists Free. | Steam 35/- Boats Hobbies’: | Electric Boats 21/- Highly 10.9 126 22/6 Stuart Turner’s: |p £2/2/0 to £7/7/0 DRY BATTERIES 434d. each. Clockwork Motors Bassett Lowke’s Electric Motor & Shaft Ne _ 9/6 post free. ~~” 3/6 106 126 Stuart Turner’s §.T. Engine & Boiler 17/6 MOTOR BOATS (Clockwork) 3/9 to 60/- LUCAS 8 35, Manchester Street, LIVERPOOL HOBBIES DEPOT, ~~ — a RS. SALES AND WANTS. Advertisements are inserted in these columns at the rate of One Penny per word; minimum charge for advertisement One Shilling. Single letters or figures are charged as words, and a@ compound word as two words, The advertiser’s name and address are charged for. A charge of 6d, extra to cover postages is made for *Box”‘ 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 Se ey Model Shamrock II. Built New Zealand pine. Length 40in. 14in. 60, Swinderby Road, Width 10in. £6. Depth Wembley. 18-footer. A well-made model to be sold cheaply. Complete with Sails, Yachtsman” Offices. etc. Box 83, Reasonable. (Advertisers need not include our full address), reptying to a “Box No.” Advt., address your Advertisments for these columns must be aecompanied bya remittance, either by Postal Order or stamps, and addressed to the Advertisement Manager, “The Model Yachtsinan,” 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, Inadvertwing Boats for Sale or Wanted advertisers should state, where possible, ‘Class of Boat.” These will be classified under their separate headings; wunclassed Models, and articles other than Boats, under Miscellaneous. L.M.Y.L. Lucky Numbers. It is regretted that owing to having to go to press early these cannot be published in this number. Full lists will sent before 5th June, and the same published in July number, ‘Model A-Class Model. In good condition. Well made and satisfactory in allrespects. Full set of sails. Offices, When envelope: Advertiser, Box——, ‘I’he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1. MISCELLANEOUS. SALE. Fine Racing Sailing Yacht. charged, Box 84, ‘Model Yachtsman” ite & “ : : : : : i THE YACHT SMAN MODEL Be — — A Vol. 2. MONTHLY MAGAZINE FOR MODEL YACHTSMEN. No 3. MODEL JUNE, 1929. YACHT SAILING FOR NOVICES. With some Notes on the Use of the Braine Steering Gear. By YARDSTICK. The height of the sailing season is upon us once more, and many recruits will make attempts at model sailing. For the these I have been asked to write an handling sailing models, particularly on the Braine Gear. their first benefit of article on the use of Many novices, and some old hands also, take a new boat to the water and are disappointed because she does not do well from the start. When the model is a sister ship to a known and tried model, there should be little difficulty in getting her into tiim, but a new design, even one from a well-known designer’s board, often needs patience. Position of mast, balance between headsail and after-sail, fore-and-aft trim, a shade larger or smaller rvdder, are only a few of the things that affect a boat’s performance, and it may require only a minor alteration to make the boat a complete success. Therefore, with a new boat that does not give good results from the start, carefully explore every avenue before being discouraged with her. This is only another way of saying that to get the best results, you must know your boat. Now assuming that your yacht is reasonably well designed and that the keel is absolutely true with the centreline, we will start by looking over some of the things that go to make the difference between a good performance and a bad. First look to your shrouds. The mast should be upright and not lean over the one side. The shrouds should be tight enough to keep the mast from ‘ hanging over ‘he side,” but should not brace it in an iron grip. The higher the sailplan, the more care is needed in staying the mast. Too tight shrouds take all the life and pace out of a boat, and so will a “kicking strap” that is too rigid. The amount of rake a boat likes can best be determined by experiment. If she will not look at it, an increase of rake may help. On the other hand too much rake makes some boats fidgety and inclined to gripe. Fora start you can try a moderate rake. The position of the mast for windward work is the next consideration, and you should make your first boards with the mast in the designed place and watch results carefully. If it is too far forward, the boat will not point to windward ; if it is too far aft, you will find her gripe up and go into irons. What is wanted is the happy medium. If the jib has to be kept iron hard or the mainsail eased off a lot, the mast requires to go forward. If the jib has to be eased off to make her point, the mast must come aft. When you have found the correct position, the boat will sail to windward with her jib only the least shade tighter than the mainsail. As she travels to windward, the luff of the mainsail will just give an occasional] slight flicker. The drive AO The Model Yachtsman. going out of this part of the sail will ease the pressure of the after-sail and ihe jib will then pull her head off a shade till all draws once more. This is very slight of course, and the boat keeps forging ahead fast all the time and never stops. Experience will teach you when you have the trim just so, but it is a combination of perfect balance between the sails, correct mast position and sheet trimming. The novice is often puzzled as to how close his model should point. It is useless to expect a boat to sail far closer than her sisters of the same class. If you pinch a boat unduly, she may point but she will not travel fast, nor will she go where she is looking. Lateral resistance is resistance to sideways movement, or in other words, ability to sail without making leeway. This resistance is very largely creaied by the movement of the boat through the water. All boats make a little leeway, and as they travel forward, we, therefore, have the effect of a stream of water flowing at an angle against the lee bow. When the boat is so pinched that she loses her speed through the water, this stream is slow and power io resist leeway decreases. Hence a pinched boat always makes a lot of leeway. A modern type model will not sail closer than 45 degrees to the wind, and that is probably pinching her a little more than is expedient. Here again you must experiment until you find the trim that suits your boat, and once found, stick to it. Having got our windward work up to the mark, we musi turn our attention to running and reaching boards. Put on the kicking stiap, which should be eased up or let go for going to windward, particu- larly in light weather. Pointing the boat in the way she has to go, ease out the sheets. If it is a reach, ease out the sheets to the point when they allow the sails to spill and then pull in a little. You are, of course, now on your running lines. Set your centring line with as light a tension as possible. This varies with the streng h of ithe wind. You want just enough to bring the rudder back amidships smarily and no more. You should use as few holes out from the centre of ithe quadrant as you can. For a run with spinnaker, ease your boom right off but see hat it does noi take on the shrouds or it will no. ac uate the helm. Do not sheet your spinnaker hard down, but let it lift well. If it is a run wiih a quartering breeze, set your spinnaker well forward and le. iv lift so as to get every ovnce out of it. The mainsheet will not be quiie so far off as for a dead run. For a bezm wind you my find jib steering useful, and if ii is a close reach you will certainly find it an advan age. If ii is jusi off a hard plug to weather, you will use he beating sheet and no steering at all, bu ese your shee.s off a litile from the close havled m . ks. L wll ve noticed hai I have said very little abou sieerng gears so far. You should have June 1929 steering fitted for use on both jib and mainsail, but you must never try to tse them both at the same time or you will find yourself in a mess. The only exception to this is when you are on the run. When running, hook on your jib steering on the side opposite that on which you are carrying the mainsail. If your boat runs off too far and gets a bit “ by the lee,” the jib flies over before the mainsail and goosewings. When it does this, the jib steering comes into operation in opposition to the mainsail steering, takes off he!m and allows the boat to come up. About half-way out will suit the jib steering for this purpose as regards the setting on the quadrant. On its proper side the jib will be checked on the ordinary sheet. When running the idle main steering line is hooked well out in case by any evil chance she gibes, so as to bring her back sharply. If, however, you are getting off a weather shore when on the run, and in order to gain an offing find it necessary to put the boat off on the gibe, do not put too heavy a gibe on. If you do the boat will fling round before she has got any distance out and probably pile herself up on the shore again. In these circumstances about three holes out beyond the normal running setting will be right. In any case too violent a gibe is to be avoided as it shakes the boat up and makes her lose speed. Now having mastered the ideas set out above, let us put the boa! off and see what she does. As a rule, pariicularly in light weather, too heavy a push at the siari is to be deprecated, as it will probably cause the boat to gibe. If our boat does not keep a very good course on her first board, we must analyse her performance and see what helm alteration is needed. If she keeps her course during the slams but luffs up in the normal weight of wind, it is obvious that the sheets have not enough leverage, so we try her another hole out. The centring line must also be slightly tightened as otherwise she will get too much helm during the slams. If we have a pinrack this, of course, provides an additional check against getting too much helm at anytime. The latter lends itself to improper use of the gear and is not recommended to a novice. If, on the other hand, the yacht keeps her course in the normal weight of wind and falls away in the slams, she obviously needs less leverage, so we try the running line a hole nearer the quadrant centre and ease off our centring line a shade. If the model falls away when the wind eases, the remedy is to give her another hole and a tighter tension. If she luffs up in a lull, try one less hole and a slacker tension. Generally speaking, light winds require a very light tension and as few holes as will actuate the gear. As the weight of wind increases, you need more tension and more leverage. As a rule, you should keep the slides on your steering gear about June 1929 half way up. Their main use is for retrimming, not so much for trimming. It stands to reason that in a board you have no time to fiddle about with sheets unless a radical alteration is required and you can get the boat on her course far quicker by the use of the slide to give a little more or less helm as the case may be. Aim at using the rudder to correct deviations from course and keep the boat on her course by correct sheet trimming with as little helm as possible. One point you should verify before starting is that your rudder swings freely when the tension is off. A drop of paint in the rudder tube may lose you a lot of points. At The Model Yachtsman. Also see that when your rudder returns to centre, it is absolutely dead amidships. Round rubber gives better results on a steering gear than square, but you must have it the right thickness to suit your boat. The best length to use can only be found by experiment. In tuning a boat up, it is a mistake to make more than one alteration at a time as you cannot then check the results. In wét weather the sheets will shrink and you must allow for this in trimming. Always ease up your halliards and outhauls in wet weather. Watch that the jib halliard does not put a kink in your mast. Another little point to look at each board is that your rudder is absolutely straight. A little knock on the rudder may put it just off central and lose a race. Finally we come to the question of guying. The guy used should be as light as possible. A very heavy guy that hauls the boom hard aweather may have the effect of causing a boat to not only refuse but turn tail to the wind and bolt. If one strand of rubber is not enough, and this will depend on the size of boat and gauge of rubber, you will use two or three. ‘These should be of different lengths so that the strain will come on one first. If a boat comes up into the wind all right, but either fills away on the same tack or hangs a long while in stays, there is no cure except to use a Liverpool Boy. This consists of a light rubber spring on the jib boom. It is set on the side that is idle as the boat goes off shore on her short leg. When she comes into the wind to tack, it pulls the jib aweather on that side and boxes her head round. As soon as the sail is full, the Liverpool Boy stretches out and does not hinder the sail drawing. It will only become operative again if the jib spills. Do not try to use the Boy on the long leg. It may help you to pinch a little closer because it will box her off if she luffs too far. If she comes to the lee shore, however, you will not be able to get her to guy until it is shifted to the other side. Refusal to guy is often caused by the end of the boom lifting and allowing the leach of the sail to slack and spill. Tightening the kicking strap will obviate this. Som? of the bigger models will not guy in heavy weather without a rudder guy. This consists of an ordinary guy with a line carried through a pulley on the gunwale to the quadrant. This is arranged so that when the elastic is stretched out full, a pull comes on the quadrant and gives her helm to bring her round. This is violent in its effect, but experience will teach you how to adjust it and how many holes of rudder to give to get the best results. A spring jibsheet suits some boats, but may be the cause of a boat refusing to guy. Another thing that helps a boat round is to arrange matters so that she gets a little slacker jib sheet on the off-shore leg. This is done either by putting -a cork on one side under the horse, or by having a horse with a runner with three holes on it and using the leeward one for the off-shore tack. 1 see that I have omitted to mention the rudder during close hauled work. Some people pin it amidships, and others leave it loose. Probably the best plan is to close the slides right up against the quadrant. When you are on the beating sheet and not using any helm at all, always see that the steering lines are absolutely slack, so that there is no chance of the rudder being operated, A beating sheet that is double is advisable, and should have one part at the end of the boom and the other some distance in. Otherwise your boom ‘may bend in a heavy wind and spoil the set of your mainsail. In conclusion, I would once again refer to the evil of strapping sheets in too tight for closehauled work. Directly a boat makes excessive leeway, ease the sheets off. Our Designing Competition. Owing to pressure of business, Mr. J. R. Barnett has been unable to complete the judging of the competing designs. The announcement of the winner together with the winning design will, therefore, appear in our July number. The number of competitors was not as great as we hop d, but the merit of several of the designs was very high. A second prize will accordingly be awarded as well as the first prize. An eminent model yachtsman has promised us a prize of five guineas for a secon competition to be held later in the year. The subject of our second competition will be an A-Class model. Full condi- tions and date of Competition No. 2 will be announced in due course, but conditions (b) and (c) will certainly apply again. We mention this in case any reader wants to get busy. 42 | Model June Yachtsman. 1929 ena ee SNe aN A ee ee in Ne te ma ne The a EAST ANGLIAN SB NOTES. LONDON JOTTINGS. (Correspondent, Rev. J. 1. Poois, B.A., R.N.) SCRUTTON CUP RACE. NORFOLK AND NORWICH M.Y.C. The Club opened its season a Sweepstake Race for 10-raters. This annual M.Y.A. event for 10-raters was held at Forest Gate on March 11th. There was a strong and squally S.W. wind. The water in the pond (H. D. Wheeler), 8; was rather low and the shallows on the lee side made it essential to keep a straight course down the middle of the water, keeping well up to windward, As the wind gave practically a reach both ways, this was a test of goo] trimming. There were ten entries, six being from the Forest Gate M.Y.C., two from South London and two from Highgate. on April 6 with A westerly breeze gave a reach both ways. Seven boats entered and the scores were: “ Vivid” (S. A. Mobbs), 20; ““Onaway ” (A. Giles), 16; ‘‘ Maidie” (J. Ames), 14; ‘“ Wynot ”’ (W. J. Meek), 14; ‘‘ Lady Anne” 8; “Sea Foam” “Thelma” (H. Mayhew), (D. Giles), 4 ** Vivid’ was in excellent form and ran away from the rest of the fleet. She was once the property of Captain F. W. Lazell, Forest Gate M.Y.C., and is an extremely pretty boat. She has now unfortunately left the club owing to a change in her owner’s employment. Only three 6-metres have as yet appeared, but several others are nearing completion, and the Club should have a nice little fleet of this class by the end of the season. These boats are competing for the Wheeler Cup, and two of the six rounds have already been sailed on April 20 and May 11. ‘The total scores up-to-date being: ‘‘ Lady Jane” (H. D. Wheeler), 12 ; ‘‘ Minnow ” (H. D. Eglinton), 8; “Metric” (R. Mickleburgh), 2; ‘ Fidget” (18-footer), (J. T’. Poole), 2. The course for the Wheeler Cup is down the pond, round the buoy, and back again, the winner scoring 2 points for the round trip. The Gamage Cup for 10-raters was sailed on April 27 in a moderate N.E. wind. Result: ** Foam” (N. Wheeler), 18; “‘ Maidie ’’ (J. Ames), 15; “Onaway” (A. Giles), 14; Mayhew), 14; ‘“‘Wynot” (W. ‘‘ Thelma” (H. J. Meek), 11; **Sea Foam ”’ (D. Giles), 3. The President, J. Howard Dakin, Esq., J.P., having promised last autumn to present a cup for the A-class, has had a fine silver bowl made, and on May 4 he personally handed it to its first winner, R. Mickleburgh, whose “ Celtic ” was the leading boat in the class last year. It is a trophy well worth winning and there will be strenuous competition for it this season. Mr. Dakin also started the A-class race, which resulted: ‘ Pandora” (J. T. Poole), 14; ‘‘Souriya”’ (H. D. Eglinton), 14; “Mayfly” (J. Ames), 11; “Celtic” (R. Mickleburgh), 9; ‘‘ Bagheera,” sailed by W. J. Meek, 2. The wind was strong from §.W. and there were some very rough boards sailed. Scores: “Scandal,” W. Jerram, F.G.M.Y.C., 32; “XLNC,” E. Edgeley, S.L.M.Y.C., “Snappy,” F. Smith, F.G.M.Y.C., 24; “Viking II,” A. J. Child, S.L.M.Y.C., 22; “Bitsa,” T. Edmunds, H.Y.M.C., 16; “Foam,” F. Elwood, F.G.M.Y.C, 14; “Dainty,” H. W. Apling, F.G.M.Y.C., 14; “Superb,” J. E. Cooper, F.G.M.Y.C., 12; ‘L vonia,” J: Bullock, H.Y.M.C, 12; ‘Vim II,’ Dr. Eames, F.G.M.Y.C., 8. Possible 36 points. The water started to run into the pond so that there should be no more difficulty on this score. M.Y. 6-M. M.O.A. As promised, we now publish on page 58 a photograph of the model of this Club’s projected new Clubhouse at Surbiton. The house will be 35 ft. x 25 ft., with a red tiled roof. The interior will be divided into a clubroom and a boatstore. Work is being started immediately and the house should ke ready for use in about a month’s time. As mentioned in our May issue, the Club has still vacancies for a few members, and those interested should get into touch with the Hon. Secretary, Mr. J. G. Feliwell, 90, Church Road, London, 8.W. 13. A new member of the Club, Mr. K. Phelan, had a new boat, “ Norah,” delivered by Mr. W. J. Daniels. She is a sister ship to the celebrated “Crusader.” Her owner had the pleasure of seeing her win her maiden race the other “Thelma,” Mr. W. Sidney, by 1 point. day from FOREST GATE M.Y.C. The Club’s Annual Race for the Coronation Cup will be held on June 10 on the Forest Gate Pond. The event is open to two boats per club. June 1929 The Model Yachtsman. IRISH NOTES. 43. 6 points. This is ‘“‘ Remora’s”’ first flag, though she tied several times last year, but always managed to lose on the sail-off. In the 12-metres class Flag Race, “‘ Swallow’ (Correspondent, “‘ MAURICE.”’) > ULSTER M.Y.C. During the years he was stationed in Ulster, Captain Stedman was a tower of strength to the Club, and encouraged the building of modern types of models. At first these models were looked upon with hostility, but they have gradually been taken up by the Club and are now very strong in numbers, as the photograph published in 7HE MODEL YACHTSMAN last month will show. Captain Stedman’s military duties have now taken him to England, which is a great loss to the Club. The Club held its opening Regatta on April 1 at the Waterworks, Belfast. The wind was strong and squally, varying from N.W. to N., with heavy showers. Racing was in charge of Mr. E. M. McKinney, the Commodore, and Captain McIlwaine, the Vice-Commodore, who acted as Officers of the Day. Racing commenced at 11 a.m., beginning with the weight classes of 30 and 20-pounders (fin boats). Then came a race for the obsolete class of 5-tonners to the 1730 rule. After the luncheon interval, racing was resumed with the A-class. ‘here were six entries, and after an exciting race Mr. Smith’s “Imp” managed to secure the honours with ‘‘ Moyala ”’ (H. Tregenna), 2nd, and “Invader”? (W. Fisher), 3rd. Other competito.s were “ Coral’ (M. Berry), ““ Emerald ”’ (M. Berry), and ** Olga” (A. Atcheson). The final race on the card was for 18-ftrs. and attracted six entries. (M. Berry), The winner was “ Edith’ (W. Fisher), “* Pearl” 2nd, and ** Rose (H. Tregenna), 3rd. The attendance of members was not very good, but this must be largely attributed to the abominable weather, and also to the fact that the water in the pond was very low, necessitating very careful handling of models on the rough banks. (R. Turner) was the winner. This is a case of perseverance rewarded, as she met with no success. last season, though she was persistently sailed. April 27.— Jennings Cup for 12-metres. This. cup has been won two years in succession by ‘* Albatross” (B. Stephenson) and she was again successful, going through the race without dropping a single point. ‘The weather conditions were ideal and a good breeze gave a reach both ways. At one time ‘‘ Swallow ”’ seemed likely to give ‘‘ Albatross ”’ a good fight, but fell off during the last two or three rounds, and “ Albatross’ ran out an easy winner. 14; Stephenson), (B. ‘*Albatross’” Scores: ‘“* Swallow ’’ (R. Turner), 8 ; “‘ Hester” (F. Iredale), 6; ‘“ Winsome” (G. Brown), 4; ‘ Gloria” (B. Garbutt), 2. SYDNEY PARK M.Y.C. The Club’s third race of the season took place on April 20 in fine weather and before a very good company of spectators. A strong northerly wind necessitated reduced canvas and some capital racing ensued. Mr. H. Carter acted as Starter and the duties of Commodore were carried out by Mr. J. Reaich. Result: ‘ Thistle’ (W. Twyman), 5; “ Thais’ (H. Chanter), 4; “‘ Annie” (J. Bradley), 4; “ Genivra IL”? (S. Roberts), 3; ‘* Scout ” (W. Mawer), 2; ‘‘ Doris” (F. Roberts), 2; “* Cambria ’’ (H. Parker), 1. Highest possible, 6 points. The Club’s fourth race of the season was held on the lake on May 4. There was a good wind from the S.W. Mr. H. Carter acted as Starter and the duties of Commodore were carried out by Mr. J. (J. Bradley), 4 “Annie” Result: Reiach. points; ‘Scout’ (W. Mawer), 3; ‘‘ Thais” (H. Chanter), 1; ‘‘ Cambria” (H. Parker), 1. Highest. possible score, 4. a,SS x dL = _— = ee = SOUTHERN UNION. (Correspondent, Pay.-Lt.-Cdr.W. F. Benenna, R.N.) NORTH OF ENGLAND M.Y.U. BRADFORD M.Y. AND P.B.C. Following on the successful ‘* Bradford’? Cup Regatta at Kester the Club speedily got to work on its races for members. April 13.—Flag Race for A-class. The winner of this event was “ Peggy’ (A. Porter) on a sail-off with ‘Dauntless’ (H. Andrews). scored 15 points out of a possible 18. Both boats “Peggy”? is a new boat and her owner a new member, so this should give him and other new members much encouragement. In the Flag Race for the 10-rater class, ‘‘ Remora ” (F. H. Thomson) came first with a possible score of SOLENT M.Y.C. (SOUTHSEA). An interesting match for the Combined Metre Classes was held on May 4 for the Arberry Rose Bowl. ‘There was a steady S.W. breeze and the little craft showed very good form. The racing was close and interesting, and the first two boats: tied on points, but ‘“‘Wynot” was the winner, having made more windward points. Result: “Wynot” (G. Arney), 18; “ Patricia” (G. Williams), 18; ‘“‘ Eastward” (F. Crane), 14; “ Brenda” (Cdr. Behenna), 10; ‘“‘Speedy”’ (W. C. Rollason), 10; “ Pavla” (W. Jenkins), 8; ** Sheila ’’ (G. Robins), 6. ee June 1929. The Model Yachtsman. PORTSMOUTH M.Y.C. ““Hazard”’ This Club sails on the Canoe:Lake, Southsea, on Monday, Wednesday and Friday forenoons. On sailing days one sees quite a fine fleet of modern A-class and 6-metres yachts as well as a large number of small boy sailors with a heterogeneous fleet. Some of the latter are shop boats of a fairly uniform class and others out-of-date racing models. The fact that the Club gets the use of the water also frees it for the lads to sail, as otherwise they would get little or no sailing on the lake, which is mainly taken up by rowing boats. The All-Round Bowl was raced for on the Canoe Lake by the A-class on May 11. There was a strong S.W. wind in which the class made an excellent showing. Result: ‘‘ Shannon” (H. G. Pyne), 26; “Dayspring” (W. Arberry), 22; (G. Robins), 14; EASTBOURNE M.Y.C. The Club are the possessors of a very handsome trophy presented to them by the local Chamber of Commerce. This has been allocated to the Club’s 10-rater Class and the race for it is being held on August 3 and 5, commencing 2.30 p.m. on the Saturday. This event is an open one and the Club hopes that it may attract some outside entries. Unfortunately the date clashes with the Inter- national event at Gosport and entries may suffer thereby. This must, however, be ascribed to the fact that there are not more Bank Holidays in the year ! & By Wanzi Kavyax all. In fact we have never seen such a poor turn- out for a 12-metres regatta at Victoria Park. Before the start the wind was fairly steady both in direction and strength, but during the first heat it started io veer all round the compass, leaving calm patches. After that it commenced to rain. What with rain and sudden squalls the latter part of the thi:d heat was a terrible mix up, some boats being in no less than seven fouls, whilst o hers sailed the full leng h of ‘he pond locked ‘oge her. However the scorer announced that three comoetitors had each d-opped two poin‘s and would therefore sail a final toge‘her. Apart from the fact that this was the final, this heat proved a long way the most interesting of the afternoon. The three finalis‘s were “Rose II” (P. Naughten), “Hinba” (T. Aikenhead) and “ Asteroid’ (H. Wright). “‘ Rose”’ mde a wonderful course up the pond, poin ing well all the way and looked a winner, though ** Asteroid”? was close on her heels. ‘‘ Hinba” was during this time cruising off Duck Island. Anyone who knows Victoria Park well apprecia‘es what that means. The two leaders turned for the run home wi h “ Rose” just showing ahe d, whilst **Hinba ” was still miking for he broys. The wind now became very tricky and upset a good many calevlations, includ ng those of “ Rose’s” skipper. Wi h quite a good leed f om “ Asteroid” she ceme ashore rather more thon h If-w>y down the pond and apparently only needed a very (Cdr. Jenkins), 7. Our Deottish Page The wind has come round to its usual quarter and sailing is now in full swing in Glasgow and other Scottish centres. The first regatta of the season was that held by the West of Scotland M.Y.C. There was a very poor entry of only 25 boats in ‘“‘ Onaway” Behenna), 10; “ Genesta’’ (W. C. Rollason), 10; **Red Rover” (F. Crane), 9; ‘‘ Esther” (W. (IAVUUUU HURON pet ak ee a il ee ee ee eee et hie nile ei, dial, a 44 slight re-trim. circle in a “ Asteroid” = D2 When put off, she turned a complete leisurely fashion. Needless to say ran past her, closely followed by ‘“Hinba,” which had managed to regain most of her lost ground. Although rapidly overhauling her leader, “‘Hinba” could not manage to catch ** Asteroid,’ which came over the line first, with ‘““Hinba ”’ close astern and “‘ Rose” a bad third. The W.S.M.Y.C. usually look after their visitors well, and coming in from the pelting rain the excellent tea which was provided was extremely welcome. The Clubs’ represented in this match included Elder Park, Dennistoun, Kilmarnock, Paisley, Port Glasgow, Victoria Park and the home Club. * * * Whilst passing through Elder Park recently we had the pleasure of seeing three new 12-metres. These are good-looking craft and the general standard of workmanship and finish very high. There has not been any time to judge their per- formances, but if looks are any criterion they should mike their mark before the season is out. * * * For some time past the writer has been wondering what will happen at the Robertson Cup in con- nection with the rating of the sixes. As things stand the race is open to all Clubs in Britain, but the measurement may add a few complications, as possibly the Ayr, Greenock and West of Scotland Clubs being members of the M.Y.A. might wish to have the advantage of salt-water measurement and crew weight. No doubt some equable arrangement can be arrived at whereby everyone will get a fair chance. June 1929 45 The Model Yachtsman. GREENOCK M.Y.C. AYR M.Y. Saturday, April 13, was the opening day of 1929 season at Greenock Club, when the Honorary Commodore, Councillor G. H. Murray, asked J. B. Hutchison, Esq., Managing Director of Messrs. Scotts’ Shipyard, Greenock, to declare Knowdenknowes Dam open for the season. In the course of his remarks Mr. Hutchison wished the Club every success and referred to ihe interest of the Burgh of Greenock in the shipbuilding industry, mentioning specially Lord Glentanner’s Auxiliary Schooner eompleted by Messrs. Scott last season. The Club flag was broken at the masthead by Mrs. Black, wife of Councillor Black, amid cheers. Mr. Hutchison was thanked by ex- Bailie Davey for his presence, as was also Mrs. Black for the service she had rendered. ‘The official party included, in addition to those already named: Councillor Black, Mr. DMcPherson, Honorary Secretary of the Scottish Model Yacht Association, representatives from Paisley, Port Glasgow and Gourock Clubs and the Secretary and Vice-Commodore of the local Club. A model of ihe ‘‘ Royal Sovereign,” built in 1780, was stared from the Clubhouse jetty by Mr. Huichison, and af.er her return there followed a 12metre competition, favoured with a good sailing breeze. Only four boats entered, viz.: “* Molly” (Mr. Jas. Hill), scratched; “ Forward” (Mr. Chas. McKechnie), 10 points—Ist; ‘“‘Semaj” (Mr. A. C. Sharp), 3 points—2nd; ‘‘Sanomie”’ (Mr. D. McLellan), 2 points—3rd. At the close of the contest tea was served in an adjoining pavilion, when prizes were handed to the successful competitors by Mr. Jas. Hill, Commodore of the Greenock Club. Mr. McPherson, Honorary Secretary of the Scottish Association, addiessed the gathering. Musical selections were rendered during the day by the Port Glasgow Band. AND P.B.C. The Club held a very successful Whist Drive on March 29, when prizes won during the previous season were distributed. The presentation was made by Mrs. J. F. Brown, wife of the Hon. Secretary. The prize winners were: Club Challenge Cup : “Venture ” (John McBay) ; Open Challenge Cup : “Peggy” (J. Morrice); (Jas. McBay); Allen McBay); Wood Cup: Reid Cup: “Surprise” Cup: “Theresa” (E, “* Foochow ” (J. F. Brown, Snr.) ; Inter-Club Cup : Aberdeen M.Y.and P.B.C. ; 6-Metre Medal: ‘Day Spring” (J. Criggie). Consolation Race: 1st Prize, “Curlew” (J. Hay), 2nd Prize, ‘‘ Theresa’? (E. McBay), 3rd Prize, “Pearl” (E. Mutton), 4th Prize, ‘ Viking” (J. Moir), 5th Prize, *‘ Venture”? (John McBay), 6th Prize, ‘‘ Day Spring” (J. Criggie). Unfortunately the race for the Juvenile Wood Cup had not been sailed off before the Whist Drive, and therefore the Cup could not be presented. At the Annual Meeting General held recently it was agreed to introduce the A-class. In this connection the Hon. Secretary stated that he thought he would be able to procure a trophy. The Balance Sheet revealed a substantial balance in hand on the year’s working. The Hon. Secretary’s report showed a good year’s work and the races had been held for the 12-metres, 6-metres, 10-raters, 15-raters, and 5-rater Juvenile Classes. The retiring President, Mr. J. Moir, was unanimously appointed an Hon. President. OBITUARY. Readers will be very sorry to hear of the death of Eng.-Rear-Admiral William G. Mogg at Stokes Bay, near Gosport, on May 1. After a long and distinguished career, he retired from the Navy in 1919. After his retirement he took a prominent part in the affairs of Gosport, and became Mayor in 1927. During his term of office many model yachtsmen came into contact with him. He retired from the mayoralty last November and has since been serving as DeputyMayor. Admiral Mogg was a witty speaker, and had a charming, modest and kindly personality, which made him very popular. A story is told of the Admiral that on one occasion, when he was offering himself for election to the Urban District Council, his opponent arrived at the Town Hall on nomination day with a nomination paper that was invalid, owing to one of the signatories not being a local government elector. There was no time to obtain a fresh signature from the ward. The Admiral accordingly stepped into the breach and signed his opponent’s nomination paper. This act is typical of the man, a thoroughly good sportsman and an English gentleman. Hearty sympathy is extended to his wife and family in their bereavement. ee Ut es The Model June 1929 Yachtsman. RSE Rs a 46 WHITSUN REGATTAS. Se a There will not be time to publish reports of the Eastbourne Cup Regatta and the Manchester 10-rater Regatta in the June issue of THE MODEL YACHTSMAN, but they will be reporied on at length in the July issue. We understand that the London contingent at Eastbourne will include the Bradford Cup winner, “ Albion ” ( W. J. Daniels), “Pat ”’ (T. Powell), ““ Venture’ (J. Dearing) and * Paluma”’ (E. E. Marshall). The latter is one of the “Twins” in whose birth readers of this magazine have been interested. Another entry is Commander W. F. Behenna’s “ Onaway.” ‘The Chairman of the M.Y.A., Mr. H. B. Tucker, is booked for the role of O.0.D. A Dinner will be held on May 18 in connection with the Regatta. There has been some talk lately of putting children’s paddle boats on the lake at Eastbourne, but we hope that the Council will not be so shortsighted as to do this. Model yachting is increasing in popularity every year, and Eastbourne with a strong model yacht club in being, and a fine lake to add to its other attractions, will find an increasing number of model yachtsmen visiting it each year. The Manchester 10-rater Regatta promises to be a great success. Besides the local clubs, Mr. A. J. Child, Hon. Secretary of the London League, is taking his new 10-rater “ Viking II.” ‘This model is to the 10-rater design by Mr. W. J. Daniels which was published in these pages last year. Mr. Roche, Hon. Secretary of the Bradford M.Y.C., and several other members of the B.M.Y.C. are also competing. Other entries are from the Wirial M.Y.C., East Hull M.Y.C., ete. It is a matter for two, and one hears rumours of a new boat by Dr. Thompson, designer of the celebrated “‘ Gertrude.” In addition to this many finalists of last year should be present, so we should see some of the best racing ever witnessed. Whichever of our boats wins the British Championship and has the honour of representing Britain in the International Races will have a tough task ahead, as the foreign contingent is likely to be more dangerous than ever before. Belgium has built four A-class, and will send the best. From the photos we have seen of two of them, we may expect a pretty good boat. Germany has now at least a dozen boats to the class and we can expect something pretty fast from there also. Mons. Sottas has built a new craft to represent France and a photo of her in frame revealed her as another likely one. Latvia is an entirely dark horse, but we may be certain that the American representative will extend our boat to the utmost. It is certain that whoever wins the M.Y. Cup will have well earned the honour. GOSPORT REGATTA FUND. A number of contributions have been promised or received, and the full list of these will be published in the July issue of THE MODEL YACHTSMAN. Considerably more is, however, still needed. This year we have the representatives of five nations to entertain, besides the usual Regatta expenses, and at least £60 isneeded. We, therefore, hope that model yachtsmen who have not already done so will support the fvnd generously. regret that the Wilmslow Y.M.C. hes not entered, but the other two Manchester Clubs will be strongly represented. GOSPORT REGATTA. There are some forty new boats (his year to the A-class and many of them will be at Gosport. Amongst notable new boats expected to enter are : * Albion ”’ (W. J. Daniels), winner of the Bradford Cup, ‘“ The Limit,” a new boat from the designs of Mr. Reg. Lance, who was responsible for “ Little Nell,’ which won the International Races last year, and a new boat belonging to Mr. W. Baker from the lines of Mr. J. G. Feltwell. Mr. E. Borkett, Hon. Secretary of the Eastbourne M.Y.C., also has a new boat from the latter design which he intends to bring to Gosport. Bristol has also a dark horse or ENTERPRISING FIRMS. Several enterprising firms have realised that to-day there is a growing demand for good-class boais for the younger generation at a reasonable price, and we have particularly to commend Messrs. Walkers and Messrs. Hamleys, whose announcements appear in our advertisement columns. Either of these firms can be relied on to supply a model yacht that will give a boy unlimited pleasure. REPORT OF MEETING OF THE IMPERIAL JUNIOR LEAGUE IS UNAVOIDABLY HELD OVER UNTIL OUR NEXT ISSUE. The June 1929 Model 47 Yachtsman. MODEL YACHTING ACTIVITIES IN THE USS.A. By OuR Own CORRESPONDENT. At the present time American modelmen are intensely active along two lines—getting out an A-class yacht that will win the International Event regattas with large entries, more Clubs are being organized and sectional regattas are becoming more frequent each year. An addition, a movement has been staried to jn rating rules. strengthen the interest in miniature yach‘s among this year, and studying various proposed changed Among American modelmen known in British circles, J. A. Weaver, who sailed twice at Gosport, has completed a very light model; John Black, former president of the American Association, who also has visited Gosport, has made changes in * Bostonia III” ; E. A. Bull, who met Mr. Daniels here several years ago, is completing a new yacht ; while A. B. Reynolds, of the Central Park (New York) Model Yacht Club, whose “ Patsy” almost took the Yachting Monthly Cup last year, has completed a new model very much on the lines of * Patsy.” A number of other men have completed, or are now completing, A-class models to the total of quite a large fleet, so that a goodly number are expected to enter the American Elimination Regatta to pick a challenger to cross the Atlantic. These builders have been stirred by Joe Weaver’s near victory of last August, and are determined to move the Cup from its heretofore firm foundation on English soil. Interest in model yachts, and especially in the 6-Metre and International Model-A classes, is becoming stronger each year. While the great distances that separate most of the Clubs in the Model Yacht Racing Association of America prove a considerable handicap in the organization or THE for the A-class, while several other national trophies are in the offing. The modelmen of longer experience are, right now, bringing forward new ideas for either entirely new rules of measurement and rating or changes in the standing rules. It is the expression of many that the present rules are rather complicated and difficult for the tyros to understand. There has been a considerable call for a simple and easily understood rule so that the man or boy of slight experience can readily understand it. Withal, it is the desire to have rules that will develop models of shape conforming to the hull form of the major yachts. Suggestions have. been forwarded for changes in the American B-class to limit displacement to 70 pounds, keep the hulls to accepted yacht form, and develop types of construction that will provide sturdy hulls and stronger. Fin keels would also be interdict. The American A-class Championship Races, which determine the U.S.A. representative for the International Races at Gosport, will be held at Washington on June 15, 16 and 17. SHIPLOVERS’ Amongst model yachtsmen there are many whose interests in matters nautical are by no means confined to model racing yachts. To such this Association should prove a boon. Weekly meetings are held on Tuesday evenings at the Crooked Billet, Crooked Lane, Cannon Street, London, E.C., and a monthly dinner at the Victoria Mansions Restaurant. The Hon. Secretary is Mr. Frank C. Bowen, the well-known authority on nautical history. The Hon. Secretary has a magnificent library, which contains information on almost any ship one can mention, and he is always ready to assist members. His partner, Mr. Poyser, proprietor of the Nautical Photo Agency, 24, Chancery Lane, London, E.C., has a collection of marine photographs that must be unrivalled. a such organizations as the Boy Scouts, and particularly the Sea Scouts. One new trophy for competition open to Association members has been posted ASSOCIATION. Modellers who are interested in any particular ship can obtain accurate information and photo- graphs of the vessel from these gentlemen, which should be of the greatest service to them. At the monthly dinners five-minute papers are read by men who are authorities on their various subjects. To cite the titles of a few lecturettes that we have heard at recent dinners: “ Life in an Oil Tanker,” ‘‘ Bone Model Ships,” ** Navigation before the Chronometer,” “‘ Canal Barges and Bargees,”’ * Through the Dardinelles in a Submarine,” “ The Fascination of Model Yacht Racing,” ete. Anyone interested should get into touch with the Hon. Secretary at Custom House Building, Gravesend, or Mr. Poyser at the address given above. 48 The Model Yachtsman. HOW TO ‘THE BUILD JUNIOR. June 1929 M.Y.’ 2 eS at ede Ht ny noes ath Be “STAR” Part III. We have now the fittings to consider, and as the saving in unnecessary deck weight is even more important in a small boat than in a large one we shall make all fittings and rig as light as possible. Starting at the stem where a small screweye will take the jib tack we come to the jib horse. This can be made from German silver wire 16 gauge. The length of travel should be 4 ins. First turn ends of wire to eyes to take a } in. number two roundhead screw with 44 ins. between loops. The loops should then be turned square to the wire and then the wire turned down again so that the loops lie flat on deck and the wire runs parallel to deck } in. high. A similar horse will be required for mainsheet. The mast hole can either have a short length of tube soldered into a round plate to form a flange 3°; in. wide or a wooden ring of mahogany about the same width can be fitted according to taste. The hatch opening should be 43 ins. long by 24 ins. wide rectangular. This can have a 3 coaming % in. high round it and the hatch cover can be either flat or shaped to represent a shallow skylight as you fancy. Make a rectangle of cork sheet about 3 thick to nicely fit the opening and glue it to the underside of the hatch cover. The cover need only have a bearing flange of 7 in. come with Metal latter We next to the steering pulleys, and a pair of these, sheaves, can be purchased very cheaply. ones are more expensive than wood, but the will do quite well for so smalla model. These must be fixed to deck, spaced 3 ins., each 13 ins. By W. J. DantEts. off midships and some precautionary measure taken that they do not tumble in an outboard direction, otherwise the running lines are likely to fail to bring them back, in which case the steering gear will be put out of action by the running lines fouling. We now come to the steering quadrant and rudder. sterntube. AT This should have about 3} in. of solid rod soldered into the ends. The blade of the rudder can be made from a piece of mahogany first cut to shape and then grooved at its forward edge to fit the tube. The grooving of the blade can be done by first cutting a slight groove with a small gauge and afterwards cleaning down to a semicircular groove with a small rattail file. The tube should have holes drilled through it in the region of contact with the blade about 1 in. apart and countersunk on the forward edge. The tube will not quite come down to the bottom of the blade, as will be seen in the sketch. so that the pintle falls in line with it. The pintle consists of a strip of metal the same width as the skeg. This is drilled for fixing screws as shewn and fitted with a pin for the rudder to work upon, a hole being drilled up the solid lower end of rudder. Great care should be taken to see that the hole is not too deep and that the rudder rests on the pintle point and not on the strip. Absolute freedom of action is necessary if the gear is to function properly. 1 cannot be too emphatic D&cK SECTION The latter can be made by getting a suitable length of tube that is an easy fit inside the BEAM HATCHWAY SECTION oN DECK. BEAM Section showing Hatch, Chines, Inwales, etc. June 1929 The Model Yachtsman. 49 The main boom fittings consist of a small piece of tube at the inboard end to prevent the spar The eye for the hook gooseneck is a wire gauge hard German silver wire. The spike should be flattened to prevent turning. The gooseneck is simply a similar spike flattened and driven through the spar. Let the point protrude } in. and then turn down at right angles on the foreside. Then make another turn of } in. pointing back to the mast and drive it back into the spar. This wily Deck arrangement showing Steering Gear, Method of Fitting Rudder, showing Pintle, etc. splitting. eye with a stem of about 1} ins. made from 16 about this, as you cannot expect the} helm to respond to the faintest breeze if there is the slightest friction. The steering quadrant should be cut out from sheet brass as shown and fitted with a short length of tube which is just a fit over the rudder stem. If you are not able to do this it can be soldered straight on, but will of course have to be unsoldered if at any time it is necessary to unship the rudder. If the latter method is chosen a small hole should be drilled just large enough to allow the point of a rattail file to enter. Put the file in a brace and using it as a drill wear out the hole until it just fits the rudder stem. Do this from the upper side of quadrant and you will find that you will throw up a heavy burr on the underside. This burr will make a hold good for the solder. In fixing the ; ’ sufficient. OE ee ee &S quadrant be sure that you get the tail of it dead in line with rudder blade. If you do not, the boat will let you know it is wrong directly you launch her. If the sleeved tube method is chosen, you can either drill and tap and fix with a screw, or drill and fit a tapered wire pin. A pin rack is not necessary and only leads to using the gear wrongly. The quadrant can either have the end of tail piece turned down and filed out oval for the double rubber centring line or an oval loop soldered on the underside. Here again I must warn you that the rubber must be free to move in this loop whilst not being a slack fit. The after-horse completes the deck fittings. In larger models it is usual to have special gunwhale eyes to take theshrouds, etc., but ordinary screweyes of sufficient length in the shank are quite 9 ] 50 The Model Yachtsman. June 1929 : so. | / |i : | – 262 2d SAIL PLAN OF ‘THE M.Y.’ “STAR” Designed by W. J. Daniels. JUNIOR. June 1929 The Model Yachtsman. 51 prevent turning and the hook can then be formed The leaches must be hemmed upon a sewing by turning down on the afterside, allowing sufficient gap to permit of free movement of the boom eye. The jib and main booms should be fitted with adjustable outhauls so that the sails can be slacked off when wet. A sail, however well made in the first instance, will soon be spoilt if continually kept stretched tight on a spar. machine as it is only an expert seamstress that can do this by hand without stretching the edze which In the mast a screweye will be needed at the fore triangle hoist position and the shrouds will lodge on this eye, the shrouds being in one length with a clove hitch (or knot) formed round the spar. Bowsers and wire hooks will allow for attaching and setting up on the screweyes on gunwhale. The latter should be 2 ins. aft of mast. Another screweye will be needed on the gunwhale each side to take the beating gye. We now come to the sails, which are just as important as the hull, if not more so. It must be remembered that they are the engine of the yacht and it does not matter however fast a hull may be capable of travelling, she cannot develop her speed unless driven properly. | ven when the wind is dead behind, a yacht is propelled by the wind passing across the sail from luff to leach. A sail that holds the wind simply forms a cushion of dead air upon which the main wind stream bounces with consequent loss of efficiency. Whilst dead-flat sails are not the most efficient, they are better than sails that are baggy at the leaches. The most efficient sail is one with what is known as possessing draught. In making full-size yacht sails each cloth is shaped so that a fullness is formed at the luff, which gradually fades out towards the leach. The correct form to aim at is that of the camber of the aeroplane wing. In a full-size yacht sail the process of stretching is very important as the sail, however cleverly made, can be spoilt in the early stages of use. A model sail, however, which is made from a single piece of cloth requires no such process and if it does not set properly at the start it never will. A good model sailcloth of fine texture is necessary, and the sails must be marked off from the plan so that the leaches are in line with the selvedge. I have been misquoted in a previous article as recommending concave curves to the edges of sails that will be attached to spars. No sail has a hollow curve. If you require flat sails it is only necessary to cut straight lines for luff and foot but if you require them to ke correctly draughied you must have a full curve and the amount of fullness will be determined by the amount of draught required. In the mainsail a curve of the character of the parabola is necessary both on foot and luff having ihe greatest fullness in each case near the tack of the sail. In the case of the luff of the jib, this should be dead siraight as a jib properly sheeted will automatically adjust its own draught, the curve it takes being natural to the pressure on the cloth. is fatal to the sail. The luff and foot f each should be bound with strong fine linen tape, the tape being put on in such manner that it will take the strain of setting up on spars without stretching the edge of the cloth. Batten sleeves (or pockets) of tape must be sewn on as shown and thin cane battens inserted. and sewn in to set the outward curve of the leach. The simplest way of attaching the mainsail to: mast and boom is to have hooks sewn to luff and foot at equal intervals and hook them on to a jackstay on the spars. The jackstay is formed by passing a thin wire through small screweyes in spar, the screweyes being arranged to come between the hooks. The wire is attached at ends by making a small loop whipped with fine copper wire and. soldered and screwing with a quarter No. 0 roundhead screw. If a slight bend is given to the spar when fixing the wire will be taut when the spar On the underside of the booms is a line set up with a bowser on which runs the trimming bowsers for the sheets. In the case of ihe mainboom two sheet bowsers will be necessary and one in the case of the jib. If the jackline (which is the line on which the sheet bowsers run) in the case of the mainsail, has a hook at each end of the steering lines, the latter can be then dropped on deck when unrigging. The jib sheet will of course remain on the jib-boom. The mainsail should have a small metal headboard. fitted with a hole to take hook of main halliard. The halliard should pass through mast and be set up with a bowser on the foreside of mast. The jib: is allowed to straighten out. should have small rings attached to luff through which to pass the forestay and the latter have a bowser to set up as shown in the sketch. The jib tack hook should be connected to the screweye on the underside of jib-boom by means of an oval link so as to give free movement to the boom swinging. The spars shold be made of yellow pine. Beginners seem always to have an idea that the spars must be exceptionally strong, and pitch pine and lance wood are often mentioned. The mast of this model does not require to be more than 2 in. at its thickest part (which should be at the centre), +; diameter at heel and {4 at head. The main boom should be } in. at ends and {4 in the centre. The jib-boom } at tack tapering to #5 at clew. First cut wood io length and then give the required taper in the square. You then plane off the corners equally until the spar is eight-sided and glass-paper will soon reduce the spar to circular form. Give the spars two coats of patent size, rubbing down after each has dried. Calibrations should be then made with Indian ink, and after thoroughly dry, a coat of good varnish will give the desired finish 52 The SOME Model CALCULATIONS MODEL YACHT One has only to visit a model yacht pond where boats are being sailed by novices to observe the want of knowledge displayed by the haphazard manner in which the sails are set. The mainsail perhaps hangs so loosely that it forms a bag in which the wind is retained, merely pushing the hull to leeward instead of pressing it forward. Likewise, the foresail, instead of being as tight as possible on the luff or forward edge, hangs loosely and loses all driving power. Such mistakes would not occur if one had a slight acquaintance with the theory of sail propulsion, and for this reason I propose to say a few words on the subject. As an illustration Jet us suppose that a piece of ice cut to the form of a wedge is placed upon the surface of a table as shewn in fig. VIII. USED IN DESIGNING. Part III. SAIL PROPULSION. June 1929 Yachtsman. By Epwarp B. Savage, C.E. The same principle applies to sail propulsion and taking a boat with a single sail, as shewn in fig. IX, let AB represent the centre line of the deck with the sail indicated by the thick line CD, the direction of- the wind being shown by the arrow EF. Just as with the pressure acting upon the block of ice, the wind pressure splits up into two others, one, GF, acting at right angles to the sail, and the other acting along the surface of the sail, therefore producing no effect. On the other hand the force GF divides up into two forces, one, GJ, acting at right angles to the centre of the hull, pushing it sideways or causing leeway, whilst the other force, JF, acts in line with the centre of deck, pressing the hull forward. Actually the pressure of the wind is distributed over the surface of the sail, but it is convenient to consider the whole pressure as concentrated at a single point, viz., the centre of gravity, or as it is termed, the Centre of Effort (C.E.). CENTRE OF LATERAL RESISTANCE. Opposed to the pressure upon the sails, we have now to consider the resistance of the water against SS eee re eee orbetets SSA —? PR cS 5 eee) Se ed FIGURE VIII. Now if pressure be applied in the direction of the arrow, the effect will be to cause the block to slide forward to the right. This shews that a single force in pressing upon the inclined surface of the ice has divided up into two distinct forces, one forcing the block downwards, whilst the other pushes it forward in a hori- the immersed portion of the hull, as indicated by the short arrows in fig. X, which forces can be resolved into a single force CD, acting at such a point that it will keep the centre line of the hull at right angles to its direction. This force, which almost prevents the making of leeway, is termed the Centre of Lateral Resistance or C.L.R., and acts in an opposite direction to the force GJ on the sail. This theory, however, only holds good when the boat is at rest, since the moment forward movement takes place the position of the C.L.R. also moves forward in proportion to the speed. In a similar manner, due partly to the form of the sails, the C.E. moves forward, and thus it is possible to obtain the necessary balance to keep the boat on a given course. zontal direction. FIGURE IX. Cc FIGURE X. June 1929 The Model Yachtsman. i wt FIGURE XI. Notwithstanding the shifting of these centres, which cannot be calculated, they still serve as a useful basis in designing the sails and fixing the a3 opposite angle as shewn. The intersection of these lines will give the required position of the C.E. of the sail. With a gaff mainsail, the procedure is somewhat different, and it is necessary to divide the area into two triangles as shewn in fig. XIII, and then obtain by the method already explained the C.E.’s of each triangle, joining them by the dotted line ab. In a similar manner the sail area should approximate position of the mast. In applying the above theory the first calculation to be made is the superficial area of the immersed profile as shewn in fig. XI, which it will be observed includes the rudder. If the base AB is divided into an even number of parts as shewn by the dotted lines, each of the vertical layers of water they represent may be assumed to be pressing against the immersed hull with intensities varying according to the height of each layer, multiplied by the horizontal distance from a fixed vertical line. Here again the principle of the lever comes into application, and the horizontal position of the resultant of all these pressures, viz., the C.L.R., ean be calculated in a similar manner to the position of the C.B. with this difference, that having obtained the moments of each of the vertical ordinates, their sum has to be divided by the total area of the immersed area (Simpson’s rule as al- ready explained), and the C.L.R. obtained by multiplying the result by the distance apart of each ordinate, As an alternative the C.L.R. may be found with fair accuracy by cutting a piece of cardboard to the exact shape of the immersed profile, and balancing it on a sharp edge or point. The disadvantage of this method is that a full size drawing, say 44 ins. long L.W.L., would require to be reduced to say half full size, a procedure occupying more time than the calculations. When the hull is completed, a reliable check is to immerse it in a bath and on a chisel edge press the body near the estimated centre, and move the point ahead or astern until it recedes steadily without any tendency for the bow or stern to swing round. The position of the C.L.R. will vary according to the form of sails, but from 6 per cent. to 7 per cent. of the L.W.L. length astern of the midship section will allow for well-proportioned sails. CENTRE OF EFFORT OF SAILS. As already stated, the Centre of Effort or C.E. of a single sail is the point at which the whole force of the wind may be regarded as concentrated. _ In the case of a triangular surface such as a foresail shewn in fig. XII, this point may be easily obtained by dividing the lines ab—be and ac into two equal parts at the points e, f and d respectively, then joining each point with the apex of the FIGURE XIV. 54 June 1929 The Model Yachtsman. pressure may be assumed to act, it is now possible to complete the calculations and obtain a single resultant or C.E. of the whole sail spread. Fig. XVI shews the sail plan of a model, the Centres of Effort of the foresail and mainsail being respectively at the points b and ¢ at distances of say 6 ins. and 27 ins. from the vertical line aa drawn through the bow extremity. Applying again the principle of the lever, the conditions under which the wind pressure acts upon the two sails may be shewn graphically as in fig. X VII, provided that we express the pressures exerted at b and c in terms of areas, say in the present case 400 sq. ins. for the foresail and 1,100 sq. ins. for the mainsail. To find the resultant of these pressures or the C.E. we have : Moments of foresail Moments of mainsail FIGURE XV. now be divided into two triangles as shewn in fig. XIV, and the C.E.s of these ascertained at the points c and d. With a straight line drawn between them as before, the C.E. of the whole sail will now be found to be at the point where the lines ab and ed intersect as shewn in fig. XV. In order to complete the calculations it is necessary to obtain the area or surface of each sail. The rule for calculating the area of a triangle is very simple, viz., to multiply the length of the longest side by half the height of a line drawn perpendicular to the base up to the opposite angle. It will be seen, therefore, that the area of a foresail can be obtained 400 x 6 = 2,400 1,100 x 27 = 29,700 Sum of moments 32,100 32,100 Therefore position of C.E.= ——-— = 21.4 ins. from aa. 1,500 1190. Apo. ” ~——— 27″—- ee. _. kheguired Pos/Tion of * CE: Ss 4, ! by direct calculation. As regards the gaff mainsail, it should again be divided into two triangles, and the area obtained as explained. Having obtained the area of each of the sails, each square inch of which represents a unit of wind pressure, together with the C.E.s at which this a FIGURE XVII. RELATIVE POSITION OF THE C.E. THE C.LR. TO In real yachts the best results have been obtained. where the C.E. is ahead of the calculated C.L.R. to an extent varying from .01 to 03 of the length of the L.W.L. In the case of a model ‘02 will generally be found about correct in a light breeze, but for a storm suit may be slightly increased. The exact position can, however, only be obtained by actual sailing test, and for this reason it is advisable to make use of a sliding mast plate which allows of such adjustment as may be found to give the bes! result. b ° | t | eae ‘ FIGURE XVI. | book Poweoe A Model Topsail Schooner. In the article which appeared last month about the “‘ Mary of MacDuff,’ we inadvertently stated the scale to the model to be 1/200th. This should have read 7/20Uth of the original ship. June 1929 The Mode! Yachtsman. THE THAMES ay) BARGE. Part I. The golden age of sail is over, and the clipper ship in all her beauty is now a thing of the past. Occasionally a sailing ship still visits our ports and is hailed by the newspapers as a rarity. There are still, however, a number of humbler craft that depend on the wind for their motive power, fishing boats of various types, a few coasting schooners and the like, but even for these the writing has appeared on the wall and steam and motor vessels are rapidly taking their place. It is a worthy task for the model-maker to preserve the details of these vessels for future generations. True, the sailing yacht is still with us, but amongst the cruising fraternity the auxiliary is now practically ubiquitous, and whereas the motors used to be low-powered ones for use when the wind dropped, yachts are now full-powered auxiliaries, and it is no unusual sight to see a fine sailing cruiser proceeding under power alone. Even racing yachts nowadays frequently mike their passages from port to port in tow, so that except for actual racing it will soon be very unusual to see craft under sail. One of the most picturesque and interesting of the lesser trading vessels is the Thames barge, and owing to the tides in the Estuary, barges still prove a cheap and tolerably expeditious method of transporting goods to the docks. Yet it is significant that very few new sailing barges have been bailt since the war, and it is only a question of time before they also pass into oblivion The Thames barges prope: can be divided into two categories. The stumpies, which do a good deal of their work above bridges and have no topmasts, and the topsail barges, which are larger craft. The coasting barges are larger again. In addition to these there are flat bottom ketches with leeboards worked the same as a barge but rigzed with a boom mainsail and a standing bowsprit. The ‘ Billy Boys,” though working out of the Thames, are not barges but “round bottoms’’ and carry various rigs. These often mike very long coastal passages, and I have seen them at various places round the coast and in French ports, miny a long mile from the river that gave them their birth and name. Some of the barges have a gaff mainsail rig, though the Thames man usually refers to it as a “gaft rig.” The majority, however, carry a spritsail and are sometimes sprit rigged on the mizen also. The main characteristics of all classes are much the same, and it is more or less a question of size. For economy, all barges are so rigged that they can be worked with a very small crew. A small stumpy will have a crew of two men, and a big topsail barge will perhaps require three men and alad to handle her. The barges are all ketches and designed to carry large deadweight cargoes on a shallow draught. To work to windwar they have By Dick DEADEYE. leeboards, and their skippers know every yard of the river and show great skill in the way they work their tides over the flats. Even when the tide is foul, they take every advantage of the eddies and mike good use of every slack. The barge which we show in our rigging plan is a mule rigged coasting barge, of which class several have been built since the war. As can be seen from the amount of freeboard which she is showing, she is not very deeply laden. Now a few words as to the actual rigging of the craft. The masts are so arranged that they can be easily lowered for bridges, being fitted with a sort of tabernacle known as a mast case. Unlike the Norfolk wherry, there are no counterpoise weights on the heel of the masts, but the gear is lowered with stem-blocks and a stayfall. The massive sprit is kept in position with a muzzle on the heel, whilst the stand-lift and links take the actual weight. The stand-life leads from an eyebolt or collar under the hounds and is fastened to the joggle on the heel of the sprit. The yard tackle takes the weight of the sprit itself. The throat of the mainsail is fixed to the mast with a collar connected to the thimble in the sail. The jackstay is fitted with eyebolts to the mast. The mainsail is, of course, shackled at the tack also. It is never lowered but brails up as shown. The brails come across the sail to the mast and their falls lead to the deck. The arrangement of miinsheet and vangs can be seen on the diagram HAal@Liiofrtpd.sToT2oppaneg Skir(Bts)Si(lhor)oePuBPdeasklRTTgMLUpoVpmdswananegirtl.°3223205861f oKHBelcikartdsJRbuFyng17 HShardoWsuthdiscpkBBoRTwwousMnpparreiinttrl TSahckrloeudRsunMaeirn 6 Op She t Jib 20 FReunatr DoBwnAhHaRaullGiaFErordes.saJiilb22Ta1HAMES THE SBrhaeilts MMaaiinn 2297 Mainsail 24 TY2ac3rklde ToS3phseaitl a2§AewSg5akfpSes=BaOneaid SEag’Zosao£LTAsHGF 2i) (saaySOS Oaw8o e eloas —HPto»sAn Foresail 2 Photo: C. T. Perfect rae qj o eae.)Y CHs)SObUuR48.53m SORA Mainmst BSLa1tind4lkfs ow1siptr2 TSo1tpma0sy MS8hirzoeudns FFlSJ1yhie8nbgt l1Jyi6nbg A Topsail Barge. BMiozemn ead Topmast Gyn (1) Topmast Heel Rope (2) Foresail Halliards (2) Foresail Sheet (2) nm ~~ < 44 42 4] 40 43 46 UCpaepr SMihzent 38 HFaolreisd LPenboartd 36 35 34 GHTahlriodts Halifrds TopasciklToCpleswain Line Furline Peak Mizen —oNx_s=D —3&m~ ~o— Mizen Topping Lift (1) 47 Jib Halliards (3) Jib Falls (2) 45 Cross Tree Topping Lifts (2 ) Mizen June 1929 aiS LL\ G) r|| 4 £9 OP SG Ak Q = =>: tT V TT = SSS – mere be L/77) Ay) The Model Yachtsman. San Ran Tuames Barat. 57 The June 1929 Model Yachtsman. 6m. The Y.M. M.O. Association’s New Club House a . 2 ee net toe = 58 wre Re _ lll b.. TF 7 Model by A. J. Child VACHTIMA UEMeDIET. 4 YA BINDING CASES Title Page and Index for Volume |, Price 6d., post free 7d. Binding Cases complete with Title Page and and Index. Price 2/-, post free 2/3. Binding (including Case, Title Page and Index) 6/-, postage 9d. extra. AND_ – INDICES. Yd. each. The number is, however, extremely limited, and early application is avisable. 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