The Model Yachtsman: Volume 4, Number 9 – December 1931

Editorial ee At Model Yacht Designing .., Rigging of Brigs A Long Passage News of the Little Ships… Philadelphia 42’ Design .. Our Scottish Page … Model Dwelling (Competition) Two Experimental Models Juniors in the U.S.A. Metal Power Boat Hulls… T he Model Yachtsman, Golden House, Great Pulteney Street, London, W.1. =__ wv iq oer 1931 The Model ii sAILS | ] Binest. Stinién Silk Bobbin, ete: Sail Cloth BuntingFlags antPennants x any. size and design. Yachtsman. fw. H. BAUE \ Model YachtHa and Repair Service…” Spars, Sails, Fittings and. Accessories for att oars. _To mee only. 7 Sh)i*, . Decorative” Water- Line & old- time Ship Models ~~ Built : ‘and’ Restored. -8, Ullswater Rd., West Norwood,. ed | S.E.27, ie, Mei i hides 4 Workatibites 10, Celbridge’Mews,’ Porchester Road, cae 3 eeeMae | “RYLARD,” we The World’ S best BOAT VARNISH ‘and [ENAMEL “VANESSA” winning the. Australian Sazonara Cup, Sydney; 1930 rrr “Vanessa,” like most Australian Yachts, is protected with “RYLARD.” Ideal.Zor-all Model Craft. LLEWELLYN -RYLAND, LTD., shea Faglend. Sole Manufacturers: In replying to Advertisers, please mention THE MODEL YACHTSMAN. THE YACHTSMAN ——— nt f – — THE Vol. 4. MARINE MODEL a — MAGAZINE. DECEMBER, 1981. No. 9. EDITORIAL. () first and most pleasant duty is to wish each and every one of our readers a very happy Christmas and a prosperous New Year. Times have been bad, but better days are ahead of us in the New Year. Yet, in spite of trade depression, the sport of model yachting has gone ahead not only in this country but abroad. Model power-boating also is and the rest through secretaries of clubs. There are Model over fifty clubs now affiliated to the Yachting Association, and if every member of these clubs took THE MODEL YACHTSMAN it would mean that our sales would increase largely, and there is no use blinking the fact that this would be most welcome as it would enable us to make a on the increase, and remarkable strides have been very made particularly in internal combustion engines. Whilst we are inclined to think that rare ship Can we, therefore, ask all readers who are club mem- models have reached their apex as a fashionable It is an open secret that the nom de plume ‘* Manzi Kanya”’ concealed the identity of Mr. W. G. craze, we are positive that actually speaking there is more real interest in ship models than ever before. As the only Magazine entirely devoted to the whole of marine modelling, we have been seriously handicapped by the fact that, instead of being the offspring of a publishing firm, we are the product of actual modelmen, produced, not making with an idea of money, but solely to supply the wants of modelmen. Yet this has not proved a handicap beyond a point. Our Magazine may be small, yet every article that we publish is accurate and practical because it is written by practical men. Our circulation is several times as big as when we started this paper in April, 1928, but it has got to get bigger yet before we can do anything like as much as we wish for our readers. It is interesting to note that to-day well over half our total issue is taken up by the trade, and of the balance rather over half is disposed of by direct subscription satisfactory improvement in this Magazine. bers to see what can be done about this matter ? Munro, who has been responsible for the com- pilation of our Scottish Page since the start of the Magazine. Circumstances have now arisen which necessitate Mr. Munro migrating from Scotland to the land of the Sassenachs. We wish to publicly tender our very hearty thanks to Mr. Munro for the splendid work that he has done for the sport in Scotland during this period. We are very glad to state that we are not to lose his services as a contributor, and we hope to have many drawings and articles from him in days to come. Manzi Kanya’s place as Scottish Correspondent will be taken by the “‘ Scottish Commodore.” Mr. Munro, by way of a parting shot from Scotland, has sent us the spirited drawing of his successor, which appears on page 189. We can consider ourselves most fortunate that we have secured so able a successor to Mr. Munro. EN Ot CO NN cetacean etme aire ts OC 176 MODEL December 1931 The Model Yachtsman. YACHT DESIGNING FOR BEGINNERS. By ‘S YARDSTICK.” Illustrated with Diagrams by A. W. Littlejohn. Part III. HE majority of boats are designed with a “raking” midship section. In other words, the point of maximum depth of the body is not at the same distance from the bow as the point of maximum beam. This is shown in Fig. 7, where a boat is shown in plan view with the raking midsection marked in. As this is the greatest section ot the boat, obviously every waterline must be at its widest on this section, every buttock at its deepest, and every diagonal at its greatest. Further, as the entry turns into the delivery at this point, and in order to get the entry rate equal to the delivery rate, the centre of buoyancy of the boat must fall in the region of the mid section. It will perhaps be as well to explain what the Centre of Buoyancy (C.B.) is. Buoyancy has been defined and it has also been stated that a boat displaces a volume of water equal to her own weight. The C.B. is the centre of gravity of the displaced volume of water. Another way of looking at it is to consider buoyancy as a force holding the vessel up from underneath. If this force were centered in one point this would be the C.B. Now experiment has found that the entry should represent about 55 per cent. of the sailing length, leaving 45 per cent. for the delivery. Now this means the C.B. should fall 55 per cent. from the forward end of the sailing length. It may be asked how, in designing a boat, this can be done as the ends of the sailing length are not a fixed position like the upright |.w.l. endings or the ends of the l.o.a. The solution is to remember that the stern lengthens more rapidly than the bow and allow for this by placing the C.B. 524 to 55 per cent. of the ].w.l. from the fore end, according to the relative angles of bow and stern delivery. According to the profile and deck plan decided on, we must place our maximum body depth and maximum beam point. These govern the rake of the section. The maximum body depth will be somewhere from 474 to 50 per cent. of the l.w.]. from the fore end and the maximum beam point from 524 to 574 per cent. In the case of the design illustrating these articles they were placed at 50 per cent. and 56.55 per cent. respectively, and the C.B. was found to be at 53.20 per cent., or almost midway between these points. beam of 14:9”, and a body length of 5-2”. The maximum displacement for this l.w.l. under the rule is Ibs., and as experience has shown that one must have the maximum displacement or thereabouts when using such a long waterline in order to get the necessary sail area, we will decide that she shall be well up to the weight. The beam and body depth selected will give about the right displacement. This is ascertained by examination of other designs. We will also arbitrarily decide on an overall length of 73°5”. As the boat has a waterline of 49-7’, this will leave a matter of 23-9” to be divided between the forward and after overhangs. In order that the boat may look balanced the overhangs should be very nearly equal. If there is any discrepancy it looks best if the after one is slightly the longer, but whatever way it is arranged the turn of the stem and rake of the sternboard will have to be considered. For reasons which will be explained in due course, the novice will be well advised to make his first drawings on engineer’s squared paper. Paper divided into inches and tenths of an inch should be used, as it will be found much the most convenient. Now having placed these points we can measure the greatest beam of the raking midsection, on the waterline plan and this will be found to be greater than the maximum beam of the boat, for obvious reasons. Having done so, we must draw a section of the required type having the requisite beam and body depth. As all the sections that appear on the final plans are transverse sections taken out at right angles to the centre-line of the yacht, none of the plans will eventually show our raking section, but as all the greatest breadths and depths of waterlines, sections, and diagonals fall on it it is the most important section in the boat. We now draw on the sheer plan the line of greatest body depth. To do this we have the two waterline endings and the point of greatest body depth. Take a long straight batten and bend it naturally through these points. Draw in the line, using a hard, sharppointed pencil. Having done so, check the curve to see that it is the same fore and aft. To check the line measure from l|.w.]. to the line at 3”, 6’, 9”, etc., forward and aft of the point of greatest body depth. Make any necessary alterations, and Probably the easiest manner to explain the method of designing will be to take the beginner through the processes of drawing and proving a design step by step, giving briefly such explanations as may be deemed necessary. then proceed to the deckline on the waterline plan. This is put in likewise and checked to see that ite centre portion is also equal forward and aft of ths point of maximum beam. We will, therefore, decide to make an A-class design, giving the boat a I.w.1. of 49°7”, a maximum The next line to receive attention can be the sheer so the next point to decide is the The Model Yachtsman. 177 section should be adjusted. When we drew in the deckline we automatically | fixed the width of the transom on deck. The transom of the boat is always first treated as if it were vertical and dead straight across the stern of the boat and then trimmed up afterwards. As we want the position for the bottom of the transom, the profile above waterline had better be tentatively completed. The line of greatest body depth is continued. accordingly. Now as we want to get the boat to use as much as possible of her overhangs, the profile must be kept as low as possible at each end. As regards the turn of the stem this will take its character from the midship section. s hard bilged the turn will be sharp. ;8 round it will be rounded. If the boat ys If the section The transom is then tentatively drawn. We have the beam and height of this, also the lowest spot and the spot where it intersects the diagonal. Through these spots the transom is drawn in using a celluloid curve that bends sufficiently easily, and care is taken to get the shape in character with that of the midship section. The next thing is to draw in the main diagonal on the midships section. At the point where the floor turns into the topsides, draw a line tangental to the section. Drawa line at right angles to this for the diagonal. This diagonal should then come at about 45° to the centre-line in a boat of this type. With a boat of the scow type the angle of the main diagonal will be lower and ends will accordingly be lower also, but in a craft with plankon-edge sections the reverse will be the case. Having put the diagonal on the body plan for the fore part of the yacht, we now have to put it in for the after part. Now there are two ways in which this can be done, and each way has its advantages and disadvantages. The first method which was adopted in making the design which illustrates this article is to carry the diagonal from the point of its intersection with the midship section to the tuck of the transom. The advantage of this is that it keeps the diagonal on the turn of the bilge throughout the entire length of the vessel, o re | ‘ | Greatest; Body Depth and Greatest Beam, amount of freeboard to give the boat. Under the rule the minimum allowed for a boat of the required displacement would be 4°077”.. We, however, wane to be on the safe side, and therefore we will makt her slightly more. This minimum freeboard is taken on average measured at the ends and in the centre. We will, therefore, decide to make her 5” at the bow and 3-9” at the stern, and these points can accordingly be marked in. Now from the point of view of appearance the sheerline is the most important line in the yacht when she is afloat. We must, therefore, take great pains to make the line a pretty one. Too flat a sheer is very ugly, but so is too curved a line. The sheerline drawn in is one that will give the boat a handsome appearance above water. If necessary, the top of the midships The Raking Midships Section in plan, shown in relation to position of Deceinber 1931 iS as oa py aa 178 The Model December 1931 but it has the disadvantage that the after part of the diagonal is at a different angle to the centreline to the forward part, and this is not really geometrically correct when the diagonal is taken out and plotted in its own plane. The seeond method is to exactly repeat the diagonal as it Tentative sections are now drawn at each end of the l.w.l. For these we have the lowest point, the point on the sheer and the intersection with appears on the forward part, bnt if this is done the the diagonal. diagonal gets away from the turn of the bilge and comes inward across the floor of the boat. If the diagonal is carried to the tuck of the transom as shown in Figure 8, a length must be measured up to it from the intersection with the midship section equivalent to that of the forward part measured up the diagonal from the midship section to the point where it cuts the centreline. This point will be seen marked on the diagonal above the transom. When dealing with the diagonal in its own plane all measurements are taken down the diagonal from the centreline intersection forward and from this spot for the after part. In dealing with the transom it should have been mentioned that this is first treated as if it were set upright across the stern of the boat at the extreme stern of the yacht. Later on it is trimmed off in accordance with the profile decided upon. The rake of the transom that is given depends on the angle of the stem. bow and Thus a boat with a snubbed stem will have a short overhang finishing in an almost upright tran- more or less vertical som. On the other hand an upright transom looks ugly on the end of the long graceful counter that goes with a spoon bow. — Yachtsman. Measure up the diagonal to the centre-line, and this will give the greatest width of the diagonal in its own plane. The diagonal can then be drawn in its own plane on the opposite side of the centreline to the waterline plan. In order to find the position for the greatest width of the diagonal measure on the section plan from the intersection of the section and diagonal. point of Measure this distance out from the centre-line on the raking section in the waterline plan, and the spot will be exactly opposite this. The diagonal is drawn in with the batten and balanced opposite by measuring on each side of the highest spot in a similar manner to that used for the line of greatest body depth, but in this case it is carried out until it meets the centre-line. Aft it will meet the centre-line produced. It should be noted that the forward and after halves of the diagonal must be the same length. The diagonal can now be put in on the sheer plan in elevation. The point of intersection with the raking section is known in a fore-and-aft direction from the waterline plan, and the height can be found by measuring down from the |.w.]. on the section plan. The fore and aft points where the diagonal meets the centre-line can be taken in similar fashion, and the line drawn in and balanced. In a similar fashion it is drawn in plan on the waterline plan. Having drawn these sections, the l.w.l. will be the next item to receive attention. To draw this we have the forward end, the forward intersection with the diagonal in plan, the width on the raking midship section, the after intersection with the diagonal in plan and the after end. The centre portion of the two inner buttocks can now be drawn and faired up with the l.w.]. It should be explained that the intersections in each plan must coincide. Thus the point at which the l.w.l. cuts the inner buttock must be the same distance from the bow on_ the waterline plan as it is on the sheer plan. When these have been faired up, the midships sections can all be completed and the lower waterlines and remaining buttocks completed for the centre of the boat. The bow and stern are now completed in a smiliar manner. A little thought will show the novice how, by using those points of intersection he already has on each line, he can get a number of points which will assist him. As the plan becomes more complete these points become more numerous. Here and there it may be found necessary to adjust a line to permit of other lines fairing. It must be emphasised that every line must be a fair true curve and go exactly through all spots. If this is not possible, the other lines must be adjusted until it will do so. It will be noted that so far the boat has been treated as if it had no keel. For the purposes of design it will be found best to treat the hull as an entity apart from the keel in the first place. After the hull proper is completed the keel appendage is added. Although the hull proper has now been drawn, our work is not by any means completed, as the hull must be properly tested and proved before we give it a keel. As was explained in a previous part of these articles, the balance of a boat depends on the balance of the Entry and Delivery. Now if the boat never heeled but always progressed on an even keel, the rates of entry and delivery would never change and the boat’s fore-and-aft trim remain constant. Unfortunately, however, she heels, and what we have to arrange to keep the trim correct is that, however much the boat heels, the C.B. shall remain in the same fore-and-aft position. As a matter of fact, the method used to draw the sections is one that pretty well ensures this, but we may find that a little alteration is necessary after we have proved the boat. The method of proving the hull will be explained next month. The Model Yachtsman. Uoq4]UTOYsyteyv}0w7reJaspo}7FgJSIln4u“dT0pPna,L‘GAANqPSMDvitBOZf9[YLHW9RIOVGF[“oY”1M December 1931 LNAG‘eOnHI8sSWty OMP*“upUS‘4A[DTto-YZRBk1LIJGdVE8ej]l 180 The THE December 1931 Model Yachtsman. RIGGING OF BRIGS. (continued from page 162). By G. W. Munro. — month I propose that we set up the masts and spars of our little brig and as far as possible we shall follow the proportions which were Length of trussel tress = bounded length of top Breadth = length x aE usual with the old riggers. Depth “5 » Length of cross tree = breadth hounded length < “67 the rigging only we will presume the huli is quite far enough advanced to take the lower masts and bowsprit. I may mention in passing, that I have Breadth of top mast x ‘31 = breadth of trussel As this series deals with mast x = “6 » es always found wooden knitting needles absolutely ideal for model work. The grain is generally very fine and one may get them up to quite a good diameter. They look very neat when set up with the other fittings. The factor which decides most of the important scantlings is the moulded beam. In the Navy, brigs were masted and sparred according to the number of guns, Robert Kipping’s *“Masting and Rigging” gives tables for these and they seem to agree fairly closely with MacKrow’s “Naval Architect’s Pocket. Book” which works from the moulded beam and length for merchant vessels. As the majority of the model builders will no doubt be building a merchant brig we will follow the latter. At the same time a brig-of-war will not be far out with these proportions. We will now start with the foremast. The hounded length of this is beam x 1°74. The diameter of this lower mast varies between °025 and ‘028 the length. The hounded length is taken as from the deck to the trussel trees. Beyond this we mark off the amount for the head. This will be -218 the hounded length. We will now mark off the length of the main mast. This is 1:172 x hounded length of the foremast. The head will be :182 the hounded length. Note that the head is added to and not included in the hounded length. The diameter of the main mast is ‘025 also to *028 of the length. These diameters are the given ones and the masts will have to be worked down to the following dimensions at the stations mentioned. At the hounds the mast is °8 of the given diameter and the diameter. masts. head is *75 of the given This applies to both the fore and main A glance at the illustrations will give some idea of the shape of the mast and the proportions. The heads of the earlier ships and brigs were generally square from the bounds upwards, but during the greater part of the nineteenth century the masts were round throughout except at the tops in order to fit the hound pieces and trussel trees as shown. The length of the latter are taken from the hounded length of the top masts which will be given later as the rigging proceeds. The proportions of the trussel trees and cross trees followed in tabular form as follows : are easiest ‘22 trees = 1:0 Depth a 55 Length of lubbers hole = breadth x 67 = length of trussel Length of fid = diameter of lower mast x 1°5 trees x “41 This may be easily followed in the illustration. I cannot find any actual data about some of the other proportions of the top but have noticed that in the later ships the fore part of the top seems much shorter than in the earlier ones. In the privateering days the brigs of war carried quite a number of men up here during a set-to at close quarters. In setting up the futtock shrouds one must be guided by the period. I have made a close study of photographs and pictures and have come to the conclusion that these were shackled to the mast band for that purpose at a spot between half and two thirds the length of the mast head below the top. In the older vessels it was as much as three-quarters. In the illustrations I have made it this amount. In the Navy a chain necklace was used with shackles through the alternate links as shown. In the case ot a large ship two rows of chain would be used. — It would not be out of place to rig four futtock shrouds on a brig-of-war of the earlier period. I have noticed several privateers rigged this way. Heavily sparred ships and brigs were most likely rigged with four. The mast cap was made of wood and in the proportions shown. The band across the top is to carry the blocks for the lifts of the lower yard. The width of the cap is twice the diameter of the top mast. The depth is five-sixths the diameter of the top-mast. The space between the fore most edge and the foreside of the top mast is two-thirds the depth of the cap. ‘The space between the after edge and the after side of the lower mast head is equal to the depth of the cap. In some, and perhaps most of the brigs, the spanker boom was fitted with chocks on either side A piece of wood, as to rest against the mast. shown, was fastened to the mast to rest the forward end of the boom. The gaff was, of course, rigged to slide up the mast. The alternative to this idea (continued on page 183). December 1931 The Model Yachtsman. Sars = i: 4A NNien ores ‘ 181 Bowsprif Cap ISS Nw 1 HL Oey Hounding __— DETAILS OF A BRIG’S MAST AND BOWSPRIT FITTINGS. From a plate drawn by G. W. Munro. a 182 December 1931 The Model Yachtsman. A LONG PASSAGE BY A MODEL YACHT. By H. Ormspy PHILLIPS, ee Commodore, Los Angeles M.Y.C. | HAVE recently completed a long-cherished dream by sailing a model across the Catalina Channel. I designed and built the ““Venture’’ for the Pacific Coast Championship Races, held annually at San Pedro, California, and as the prevailing winds there are stiff, and the water rough, she was developed with that condition in mind. How well I succeeded is proven by her record this year of 19 min. and 20 sec. for the mile (one-half mile to leeward and return) sailed in a 20-25 mile breeze, and by the fact that she sailed from the breakwater at Balboa to the outer harbour at Avalon, Santa Catalina Island, some twenty-eight miles off shore, in a little over twelve hours. Have any of your readers sailed the Channel ? English All those who have seen the tumbling water between the mainland and Catalina Island are quite astonished that a model could make it, and I am pleased to be the first modelman to do it. |} 4, ** Venture” is a Class “D” (M.Y.R.A. of N. America), rating 30.75. Her notable features are her long lines and short ends. Of necessity to get in under the rule she appears to be a “small” boat, but hard bilges and extreme lightness of rigging make her stand up to her work in remark- able fashion. Her sharp forward section, though making a “ wet’ boat, slices a sea better than any of the bigger sisters in her class is able to do, and makes her supreme in rough going. She has no “hatch,” only a manhole in her deck, which is stopped by a large jug cork, and her steering apparatus is somewhat like what we Americans call the “‘ Bull” gear, though it is my own design. It is of note that not one strand of rigging was even chafed, and not one drop of water found its way below, in the long twelve-hour slog to windward, showing that she was “ tight as a cork...I studied the wind charts and watched conditions until I had a southerly wind which would shift to the West in the afternoon and back again to the ‘‘Venture”’ taking her departure from Breakwater at Balboa, Cal., for the Avalon, 28 miles distant. South in the evening, and since these conditions prevailed perfectly, it was no trick to make my tacks accordingly, never being headed very far from my objective. “Venture” is 54in. L.O.A., which is quite a small boat for such a trip, and as the 28 miles to windward was sailed in about twelve hours, and she had to make several tacks, her speed through the water must have been pretty good for a boat of this size. From point to point it was over 24 m.p.h. My mate, Dick Fricke, and I followed ‘‘Venture” in the Gloucester (Mass) dory “Joy,” which is fitted with a motor that enabled us to make the trip in comparative eomfort. I would like to hear from any of your readers who have made a similar cruise. 183 The Model Yachtsman. December 1931 : 4 ‘*Venture’’ makes her land fall at the Catalina Island Yacht Club, Avalon, California. THE RIGGING oe Mr. Jack Ryan of the Catalina Island Yacht Club (left), congratulating Mr H. Ormsby Phillips, (right), on his performance. OF BRIGS. (continued from page 181). and a later method was to have a gooseneck and brail in the spanker instead of lowering it. A spider band was generally rigged as shown on the fore mast and sometimes on the main when a goose- neck was used as it was impossible with the boom as in the drawing. The bowsprit’s length, exclusive of housing equals the length (between perps) multiplied by *213. The diameter is ‘04—-05 the length. The cap follows the proportions for the mast cap and is fitted in the same way. It will be noticed that all these fittings run parallel to either the water line or the rake of the mast. In the case of the bowsprit cap this is reversed, the fore and aft sides being perpendicular and the top and bottom following the angle of the spar. (To be continued). 184 December 1931 The Model Yachteman. aayy eleNeeAC ae SSSA = Sasany? Ahwe La rondo= be S AF SS: ——— Edited by A. C. DAVIDSON, A.M.I.C.E. EAST ANGLIAN NOTES. (Correspondent: Rev. J. T. Poote, B.A., R.N.) NORFOLK AND NORWICH M.Y.C. The customary formality and stiffness of an annual General Meeting were to a marked degree lessened by the kind invitation of one of our members, Mr. Patenden, to hold this important gathering in his office last Thursday (November 5th). Here we were comfortably seated in warmth and light, with all the paraphernalia of business around us, and above all we could smoke—in every respect a vast improvement on our former meeting place. The proceedings were further enlivened by a keen discussion on a burning question, namely, what to do with members whose subscriptions are some years in arrears but whose boats occupy valuable space in the boathouse. Moreover, they still retain the latch-key issued to members on joining! We hope there are no other clubs suffering from this complaint, but if there be, perhaps they will kindly drop a hint as to how to cure it. Meanwhile, a special sub- performer in this class is Mr. Pitcher’s “ Rita,” built from the lines of “‘ Boojum.” The 10-raters have had little opportunity of class-racing, being so much engaged in East Anglian Union matches, but their two occasions resulted in a tie between the Vice-Commodore’s “‘ Black Duck” and Norman Wheeler’s schooner “ Foam.” This was sailed off and ‘‘ Black Duck” scored all the points and won © the “pot.” It may interest some to know that “ Black Duck” is scaled down from the lines of Mr. Feltwell’s ‘‘ Frolic” ‘‘ A” class, from which her owner’s ‘‘ Souringa ” is built. Arrangements are being made for a series of monthly meetings during the winter as_ usual. Talks on ‘“‘ Knots and Splices”’ and ‘“ Various Methods of Rib and Plank Buildings” have been suggested for the programme. 4 gh fe = de ——_ committee, consisting of Messrs. Eglinton, Mayhew and Pattenden, has been appointed to assist the Hon. Secretary in tackling the problem. The matter is extremely urgent, since these overdue subscriptions prevent us from balancing our budget. The election of officers, unlike a certain other elec- tion, resulted in only one change, all the officers being re-elected, except in the case of the Rear- Commodore, to which ‘‘ Bob” Pattenden was elected, Norman Wheeler wishing to stand down. The results of the season’s competitions m the various classes were: A-class—the “Dakin” Bowl was won by Mr. Mayhew’s “ Kestrel’’; the “Wheeler” Six-metres Cup went to Mr. Mickleburgh’s “ Metric” for the second time ; 10-Raters, the “‘Gamage ” Cup was won by “ Black Duck” (H. W. Eglinton), and 5-Raters, the ‘Commodore ” Cup by “Smyne” (H. Barfield); Power-boais, the “Hinman ’”’ Cup for speed went to Mr. E. Hill’s * Jerry,” and the * Hill’? Cup for steering to Mr. W. J. Meek’s ** [Wunda.” Some of these competitions brought very close finishes. “‘ Kestrel” (a Daniels’ design) has been steadily improving her form, and after a comparatively poor start beat ‘‘Souringa” (H. W. Eglinton), a Feltwell design, by 3 points. In the little-sixes ‘“‘ Metric’ just pulled it off from Mr. Mayhew’s “Erin,” a new boat from the same Turner design as “Metric.” Another promising NORTH OF ENGLAND NEWS. BRADFORD M.Y.C. On October 11th a “Port to Port’? Race was held which attracted an entry of 15 boats. Two prizes were kindly given by Mrs. E. Earnshaw and Mr. Turner, snr. This, being.our first attempt at this kind of racing, we rather expected trouble with fouls, having so many boats sailing together. Troubles were, however, very infrequent, and the event passed off quite successfully. We should, however, be glad of other people’s methods of running these events. Four pairs of flags, 6 yards apart, were equally spaced round the banks, boats having to call at each port in turn, touching the bahk between the flags, all started together, and carried on for two hours. It certainly was rather difficult, very amusing too, for the spectators. Our Secretary, who was in charge, had to leave early. Rumour has it that he had to have some buttons replaced. He certainly has not been attacked with such hilarity in recent years. We had a surprise visit by a detachment from Scarborough M.Y.C., who arrived with a motor lorry full of men and boats. They quickly had their craft afloat. ‘‘ Cicely,” a four-masted barque, by Mr. Boyle, was a picture on a close reach, with her December 1931 The Medel Yachtsman. 30 odd sails drawing. Unfortunately, these gentlemen could not stay long enough to join in our racing. The winners were Messrs. E. and R. Turner, sailing “* Renee ” and “ Mary,” both 10-raters, with scores of 23 and 20 respectively. Similar races are to be held on the second Sunday of the month through the winter. FLEETWOOD M.Y. AND P.B.C. The continuation of the Mather Richardson 10rater Cup Race, which was to have been continued on October 17th, had to be postponed for a time owing to fog and absence of wind. Later in the afternoon conditions changed and allowed few the remaining boats to have a few boards before dusk. The race was continued on the following Saturday, October 24th, under different conditions. There was a heavy wind, and it was very cold, the but usual enthusiasts were present and the race carried on. The finish at the end of eight heats was “* Betty” (J. Rawlinson), 31 points ; “ Lydia II’ (D. Roberts) 30 points; “Gleam” “Gleam” Spray” was built from by A. W. continued on (L. Corrovin), the lines Littlejohn. November 23 points. of ‘ Flying The race will be 14th. The A-class Beasby Cup Race had five entries, and was sailed under very trying conditions. There was a strong S.W. wind and heavy rain, but the boards were keenly contested, and those who witnessed it considered it one of the best and most interesting races of the season. Mr. J. Alexander, of Preston, 185 LONDON JOTTINGS. Y.M. 6-m. OWNERS’ ASSOCIATION. For the first time since August the A-class had a good sailing breeze on November Ist. A glorious day of brilliant sunshine and a fine whole sail breeze from the 8.8.W. Owing to the shorter days entries now close promptly at 12 noon and some late comers were thereby excluded. Eight boats started. ** Albion,” ‘‘ Clarion,’ ‘‘ Herald’? and ‘‘ Miss S.A.”’ were not started. Nevertheless, some excellent sailing was seen, and marked improvement was noticeable in the handling of the boats. The runs were particularly well sailed, and the number of close finishes were remarkable. Mr. C. H. Adams with “Gleam” sailed consistently throughout the race and scored a win from Mr. H. K. Taylor’s ‘‘ Toute Blanche.” Major Lee, of Belfast, was a guest of the Y.M.6-m.O. during his fortnight’s stay in London. His new “A” class boat should prove a fast boat when thoroughly tuned up. Fifteen entries were received for the Serpentine Autumn Cup, and it was decided to make it a twoday match. Started on September 27th, it was not until November 25th that the event was concluded. On September 27th the wind was light and from the North, and after a board or two had been was a popular winner with “‘ White Heather’ and “Sunset ’’ (A. Aspden) tied with “ Lydia I” (D. Roberts) for second place, the tie being decided by a beat to windward which Mr. Roberts won. It was pleasing to note that all the A-class boats in the Club, 5 in number, took part in the race, and the Club hopes to have more of these interesting craft by next season. F. N. B. DARLINGTON M.Y.C. We regret to learn of the death of the Hon. Secretary, Mr. H. J. Coxon, of Victoria Embankment, Darlington. He was a most enthusiastic worker and his death is a great loss to the Club. He was a great sportsman and a thorough gentleman in the broadest sense of the word. His passing is greatly regretted by his club mates and all who knew him. The new Hon. Secretary is Mr. E. W. Serginson, 23, Cobden Street, Darlington. Further news of the club arrived inclusion too late for in the present number but will appear next month. Photo by H. Spurr ‘*PHOENIX’’—10 Rater (Ottakar Steinberger, M.Y.S.A., Kensington), which has had a most successful season). December 1931] The Model Yachtsman PHILADELPHIA Designed by ROBERT EASTBURN. SAIL MEASUREMENTS. JIB. 39°5 Luff Leach 36:0 13:0 Foot Roach 0°5 MAIN. 56:25 Luff Leach 59°5 Foot 24:0 Roach 2.0 M.Y.C. December 1931 ONE The DESIGN Model Yachtsman. CLASS. One-quarter of full-size. ee =a = eSFORTY -TWO- INCH-O. ONE: DESIGN: CLASS PHILADELDHIA-MO MODE YACHT:cLuB L- 2 opr Over Au Wareriine SaPAree Leow 42 rose SOF Inc Beam Litreme Orett vie Inches inches- 370 Square (set Area id 245) Main 725 Git: Or 3. bemanatig or SO iy On 2 Loe DESIGNED SY-ROST CASTBURN This design would make a pretty little model and should be fast especially in light winds. She is intended primarily for the Juniors, the weight being 11 lbs. See article on page 195. 188 The Medel Yachtsman. sailed racing was abandoned. A week later a fresh start was made and seven heats were sailed, conditions again being poor. Racing was impossible on the two following Sundays, but on November 25th the long-drawn-out contest was concluded. The northerly wind still prevailed, and much of the interest had evaporated. Mr. H. J. Brent had sailed cleverly throughout the race and thoroughly deserved his win. “Clarion” is a good boat, and he should win plenty of races. ** Albion was always well to the front, and she is by no means outclassed by the newer boats. After a bad start “ Miss 8. Africa ’’ worked up into third place. The leading scores were as follows: “ Clarion,” H. J. Brent, 37 points; ‘‘ Albion,” L. F. Rudd, 33 points; “* Miss 8S. Africa,’ C. Drown, 24 points. Messrs Adams, Emery and Dearing tied for fourth place with 21 points. Mr. H. C. Whetstone acted as 0.0.D., assisted by Capt. F. Lazell, Lt.-Col. Bilderbeck. The thanks of the Club are due to these gentlemen for the efficient manner in which the race was carried through in the difficult circumstances. The Cup was presented by Mrs. Feltwell. It is suggested that entries close at 11.30 a.m. during the winter months. J. G. F. THE L.C.C. BOYS’ M.Y.C. This schoolboys’ club sails on the small pond on Wanstead Flats and the boys have to wade to handle their craft. Mr. G. Colman Green is particularly interested in this club and in the project to build a pond at Wanstead on the Fairstead site. Undoubtedly a model yachting pool in this part, of London would be a great boon to hundreds of youngsters, and incidently to their elders also who are interested in the sport. It is interesting to recall that Mr. Colman Green the founder of the Norfolk and Norwich M.Y.C. whose first Regatta was held at Thorpe Broad, Norwich, in 1907, when steamers conveyed the public down to Whitlingham Marshes where some thousands of people gathered to see the spectacle of over a hundred models sailing on the Broad. The Mayor of Norwich provided a brass band for the occasion, and a flight of eighty white pigeons also took place ! We ourselves fail to see the connection between model yachting and a flight of white pigeons unless it is symbolical of the moral uplift of model yachting. Mr. Colman Green sent us two photo cards of the boys of the club sailing on Wanstead Flats, the fleet including a topsail ketch, a Yarmouth beach yawl (lugger), cutters, etc. besides the ubiquitous Bermudian sloop. We regret that we are not able to reproduce these owing to lack of space. M.Y.S.A. (KENSINGTON). As those of our readers who have visited the Kensington club will recollect the club’s premises consisted of the large clubhouse and a smaller house. We regret to learn that the smaller house and its December 1931 contents have been destroyed by fire. Fortunately the club’s up-to-date fleet of 10-raters, 6-metres, etc, is kept in the large house and the contents of the small house were the measuring tank, older boats and some small craft used by the juniors. Amongst the boats usually stored in this house was “Dana II,” the Danish A-class model, that was defeated by ‘Crusader’ in 1924. We trust the loss is fully covered by insurance. On the previous page we publish a photo of “Phoenix,” O. Steinberger. We recently received a letter from Mr. H. Hood, Hon. Secretary of the Highgate M.Y.C. in which he recalled that some years ago we asserted in print that the ultimate development of the 10-rater had not been reached and pictured a boat of the type of **Phcenix”’ would eventually ke built and render the older short waterline boats obsolete. We can now envisage a type that will go even further upon the same lines of development and be longer overall than many of the present A-class. H, BT. AN APOLOGY. When acknowledging the two excellent photos of the new Chicago Model Yacht Basin which we published in our last number, we acknowledged them to the South Park Commissioners instead of to Mr. J. L. Nolan, of the South Park Commission. We tender our apologies to Mr. Nolan and hasten to make the necessary correction. OUR ADVERTISERS. Messrs. Llewellyn Ryland, Ltd—We are advised that, owing to increase of business this firm have been obliged to move their London Offices to 14-18, Bloomsbury Street, W.C.1. This firm’s products, both enamel and varnish, can be most heartily recommended for both models and full-sized craft. There are a number of good enamels, but very few varnishes of outstanding merit, and there is nothing We better to be had than Ryland Boat Varnish. do not believe that any other firm manufactures both a varnish and an enamel that come up to the exacting standard required for high-class yacht work. : Mr. T. H. Willey.—Mr. Willey is the latest recruit to the ranks of professional model yacht builders. He has a great many years’ experience behind him, and we can speak of the excellence of his work from personal knowledge. He is particularly skilful in alterations and repairs to planked models. Test Glue.—We have previously called attention to this brand of casein glue. It has one virtue, however, that we have never previously mentioned, in that it is ground far more finely than most glues of this nature. This means that it can be more readily mixed into a smooth paste. It is an excellent glue in every respect, and can be recommended for any purpose for which glue can be used. December 1931 The Model Yachtsman. UR friend ‘““Manzi Kanya”’ has been compelled to relinquish the conduct of this page owing to his removal to the South of England, where his permanent address will be situated henceforth. His contribution of Scottish Notes since the inception of THE MODEL YACHTSMAN has always been distinguished by fair-minded outspokenness, and, while we may not all have seen eye to eye with him on every occasion, we recognise that his criticisms have invariably been conceived in a spirit of unbiassed desire to assist and improve the sport. We in Scotland owe him a debt of gratitude for his services, and in wishing him God Speed and every success in his new environment we do so conscious that we shall miss him from our midst. I have consented to carry on and hope it may be 189 the fact that our friends in the South have advanced at a more rapid rate during the last few years, and we are sure that amalgamation in some form would be beneficial to the Sport as a whole and conducive to further advancement in dignity and importance. After some discussion, Dumbarton was decided upon as the venue for the 1932 Championships. possible to maintain the high standard of the past. In doing so I rely on the assistance of all Model Yachtsmen north of the Tweed, whether members of our organised Clubs and Association or not, and, in particular, I appeal to all Club Secretaries to let me have regular and full particulars ot their various races, social events and meetings, new models pro- jected with the names of designers and builders, and any and every item of news likely to be of interest. I am sure they will not let me down, and while it may not be possible, owing to considerations of space, to utilise everything communicated, it will all be fairly considered and so far as possible made use of. In addition, I will make a point of attending as many races and other functions as possible compatible with my ordinary official duties. The address is A. McDougall, 67, Muiryfauld Drive, Glasgow, E.1, and now do your best to inundate me with material. Thanks in anticipation. The half-yearly meeting of the 8.M.Y.A. was held on Saturday, October 3lst, when a good attendance of delegates sat for three hours. All the business was discussed with the usual enthusiastic desire for improvement of the Sport in general, and was carried through in a pleasant atmosphere of goodwill and respect for the different points of view expressed. The only outstanding question was that of the proposed amalgamation of the AngloScottish governing bodies. As there appears to be a considerable amount of apathy among the Clubs on this question, it was eventually decided to allow the matter to remain open to permit of further consideration and discussion. Personally we are sorry this proposition does not make more rapid headway, and while the Scottish Association is the senior body in point of age, and we are adverse from sinking its identity entirely, we cannot lose sight of THE SCOTTISH COMMODORE. From an original drawing by G. W. Munro. 190 The Model Yachtsman. A brief review of the past season is not entirely without satisfaction, notwithstanding the un- favourable industrial circumstances prevailing which hit us particularly hard throughout Scotland. Racing on the whole has been successful and well maintained. What would under reasonable weather conditions have proved a unique event, the Civic Week Regatta at Glasgow, when 114 models, 12-m., 6-m. and A-class were gathered together, washed out by incessant heavy rain; was but never- theless we are of opinion that the gesture justified itself and the expense incurred and has left a better understanding of the importance of the Sport in the minds of the Corporation members and officials, with, we hope, corresponding effect when model yachting matters may be under consideration in the future. Open Regattas have met with a good deal of success, although not bringing out the huge entries common in past seasons. seldom to While these events are be regarded as serious trials, or calculated to give dependable results as to the actual merits of models on account of the many elements of luck that enter into them, they are still of solid worth in bringing together individual members from the various Clubs, and the opportunity they afford for comparing ideas and contrasting types. The 12-metre Scottish Championship brought out — eee the smallest number of entries for some years probably on account of the hard times deterring _many at a distance from incurring the expense of travelling. For once the conditions were ideal and the race was run to completion. The 6-metre, on the other hand, was unfortunate inasmuch as a dead calm obtained in the morning, and it was only in the afternoon that a start became possible. Conditions were a little better thereafter, but on the whole the contest was rather a disappointment. There was a larger turnout than in previous years, and this handy little class is making considerable headway here. We anticipate an increased fleet for the coming season, The M.Y.A. events passed off successfully, and we hope there will be a Scottish contingent ready to travel South to defend the 6-m. Cup in 1932. We are inclined to think that, given improved industrial conditions, this event may bring a larger entry from Scotland than bas hitherto materialised for English events. Let us hope so, and also that it will in turn bring ws the entries so long awaited from other parts of the Kingdom. Why is it that model yachtsmen will so continually overpower their models? At our 12-m. Championship with the strong breeze very few of the competitors were sailing free. In addition to being over canvassed, many of them were too close hauled and in the windward course kept flying into the wind and simply staggered up the pond instead ot sailing free and fast. Also, certainly second and advisably third suits should always be carried by competitors. so as to be ready to meet possible December 1931 changes in the wind pressure by rigging appropriate suits as may become necessary. With reference to the measurement of winning models on completion of the Championships. It was certainly announced at the Annual General Meeting of the 8S.M.Y.A. that by the adoption of the present sailing rules this measurement would be dispensed with. However, on closer study of the position it was suggested the substitution of the new rules did not apply to this particular point, as it forms part of the Constitution. It was therefore decided to continue as formerly in order to avoid any misunderstanding. We agree that it is a nuisance and detrimental in many ways. We hope means will be devised at the next A.G.M. to remove this obsolete procedure. We wonder whether there is a model yachting pond in the Kingdom which can compare with the scenic beauty of Port Glasgow sailing waters ? We do not think so. High up on the sheer hillside above the town; in itself strictly utilitarian with its serried row of shipbuilding yards, but not devoid of the romance of the past; with all the glorious vista of the incomparable Firth of Clyde spread out beneath. White-winged yachts flitting about the waters in every direction. A stately liner resting at the “ Tail of the Bank ” awaiting the turn of the tide to proceed up the tortuous channel to her final dock in Glasgow. Close alongside the grim grey bulk of a line of battle ship, sinister looking in the sparkling sunlight. As a background on every hand the eternal hills, peak on peak fading away into the distant skyline. As evening falls the sun gradually dropping below the darkling hills, bathes them in a blaze of gold and crimson, purple and amber, reflected in the quiet waters around, bringing peace to the mind and quiet to troubled souls. Is it any wonder that this dear land of ours is graven immovably into Scottish hearts, and that her exiles dying in the distant places of the earth pass on to the heart-stirring cry of ‘Lochaber! Lochaber no more ”’ ? We are informed that the A.G.M. of the Scottish A-Class Club is due to take place in the course of this month (November), and it is expected that the Commodore and Secretary will have announcements to make on matters of vital import to the members. In the meantime, investigations into the possibility of holding competitions on cer- tain open water Lochs in the vicinity of Glasgow, to which attention has been directed, are proceeding. It is confidently believed that one or other of these waters may prove suitable for the A-class type of model, and in this event the International Class will without doubt enter upon a much more rapid development in this district. It is obvious that, once appropriate sailing waters and adequate storage facilities are obtained, interest in this class, at present limited to a comparatively few enthusiasts, should be considerably increased. At present the paucity of these facilities probably December 1931 The Model Yachtsman. 191] deters many who otherwise might take up the type, and it is sincerely to be hoped that at last this difficulty shows signs of being overcome and that a home has now been found for the Class * A” Club. We foresee intensified competition with the type, and dare we envisage the emergence at long last of a Scottish model capable of leading the fleet at Gosport ? The Dennistoun Club are to be congratulated on the feat of their representatives in securing the two Scottish Championships, and we hope it will prove an incentive to still greater efforts. Congratulations to Mr. J. A. Stewart on}joining the ranks of the benedicts, and all good wishes to his good lady and himself. ‘* Lang may their lum reek, and mony be their parritch bowls ! ” We hear— That Dumbarton has several new models” projected. That criticisms of buoyancy sometimes give rise to flambuoyant language. That the Commodore’s salary is to be subjected to the fashionable “cut.” Also that of the Secretary. That Paisley is preparing for another * posh ” gathering. That we will rascal,” be there. Likewise the “ young Photo by E. E. Marshall That Gourock claims to rival Port Glasgow with its panorama from Drumshantie. That Victoria intends to oust some of the expectant Champions next season. That Elder Park will not be far behind. That Queen’s Park sometimes has a rare racing breeze. AN HISTORICAL CLUB. Cardiff Model Yacht Club—Some interesting information regarding the above has come to hand which would seem to stamp it as the oldest Model Yacht Club in the United Kingdom—at all events, with an unbroken record of existence. The exact date of the start of affairs is not quite known, but years before 1868 there were a Bute Model Yacht Club and a Cardiff Pilots Model Yacht Club. and these two had an amiable custom of racing each other for £20 a side. The last of the races previous to 1868, when the affair was amalgamated into the Cardiff Model Yacht Club, had an amusing termination. The leading boat of each Club fouled a rope, and the owner (stout fellows these Cardiff pilots) promptly swam out, cleared his own boat and incidentally cleared £40. A MODEL DWELLING. This curious little house was situated in the vicinity of London but we believe it has now been demolished to make way fora new building. This **Pegotty’s Hut’, as will be seen from the photograph published above, has its upper part in the form of an old boat. We will give a handsome book on models to the of the first postcard received at THE sender MODEL YACHTSMAN Offices that states the correct locality of this model dwelling. TO OUR POWER BOAT READERS. Messrs Furness, Withy & Co. Ltd. have very kindly promised to give us the plans and particulars of their luxury liner the ‘Monarch of Bermuda,” which has just been completed by Messrs VickersArmstrong Ltd, at Newcastle-on-Tyne, and will shortly be be put in service by the Bermuda & West Indies Steamship Co. Ltd., in their Bermuda service. The plans and particulars, which we have been promised, will compiise everything that a model Since then the Club maker can desire, and will be published in serial seems to have carried on this enthusiastic spirit, as it still sends its representative to Gosport, where the weather sometimes makes him as wet, although by slower degrees, as his predecessor of long ago. form in our January, February and March numbers. The ship vessel, is the and will latest make turbo-electrically driven a magnificent subject for either a showcase or a working model. 192 December 1931 The Model Yachtsman. KEEL FORMS AND TWO EXPERIMENTAL MODELS. By Joun A. STEWaRT. . Our Contributor's article is of particular interest as evidence of the growing realisation Ly designers of full-size yachts of the value of experimental work with sailing models. Here we have an account of expervments conducted by Mr. John G. Stephen of the history-making racer *Ooila.”’ URING the past season the writer kept an exact record of the wind conditions at Whiteinch pond on the eleven Club races in which the fin-and-skeg 6-metre model “‘ Ailsa’ took part. Seven of the races were held in reaching winds, in some cases light or moderate and in other cases squally, but in every case variable. Four of the races were under beat and run conditions, one with a moderate easterly wind and three with a good west wind. Eleven of the competing yachts were either of the long or the full-keel type, two were fin-andskeg without Braine gear, and one, “ Ailsa,” was a typical fin-keeler with Braine steering gear. Within the last~year or two there has been a tendency for builders to go in for shorter keels, and the recent models are of tke full-keel rather than the long keel type. This shortening of the lateral plane has introduced its own difficulties, and the older type continues to do well under reaching conditions, while the improved form shown by the later boats The ** steady boat,”’ in Whiteinch parlance, is one shows considerable inertia or tendency to that retain its state of rest or of uniform rectilinear motion. This property is of value under certain conditions, e.g., reaching in variable winds with occurring doldrums; and, with equally balanced hulls, it appears to vary directly as the length of the lateral plane. On the other hand, a short fin boat is more responsive to the normal variations of the wind which occur even on a steady beat to windward; and if on other courses it is more difficult to sail, perhaps it is also more interesting. Some who prefer the long-keel type assert that the water which comes to the surface about the weather quarter of a fin-keeler must retard the boat. Perhaps it does. But it is exactly when this stream is most noticeable that the fin-keeler draws away from the long-keel beat. Evidently a theory that will fit the facts is required. is manifest to windward. The points won by “ Ailsa’ and her various opponents are as follows :— Others. * Ailsa ” 0 us 36 os Beating ... % Running Reaching “ws aa 18 40 94 os a 6 36 42 All-round percentage, 69.1. These figures show that in a fleet in which the full-keel type predominates a good fin-keeler has an excellent chance of winning the beats and runs, while on a pond where reaching conditions prevail she may be little above the average. Designers have not been marking time during the past three years, and there may be other models at Whiteinch with a better all-round performance. Doubtless there are many models with better skippers, but their superiority has been evinced under reaching conditions and not at all on the beat. As the records kept in previous years showed the same tendency, and keeping in mind the relatively light drought of the larger model, it was decided to make the new 12-metre ‘‘ Ellora’’ by Daniels of the full keel type in the hope that increased inertia on the reach would more than make up for any deficiency to windward. A long fin and large skeg would have achieved the same purpose ;_ but in the case of a 12-metre model the full keel seems to be preferable. This reasoning worked out all right in practice, for towards the close of the racing season the official percentage figures of the leading boats were :—‘‘ Ellora,” 75; ‘‘ Regulus,” 70.5; ** Jesmond,” 64.6; “‘ Sybil,” 55.2. Photo: J. A, Stewart Mr. John G. Stephen with Experimental Model No. 1, carrying her experimental mainsail. December 1931 The Model Yachtsman. One view is that the trapping of this stream by the use of deadwood aft in order to smooth away the weather quarter wave tends to push the stern to windward as though weather helm had been applied. Should the model encounter a lighter breeze the weather helm would vanish or decrease, and she would luff into the wind or stop with her sails flapping because the trim of the sails had not been altered. The fin-keel boat, however, goes on sailing under such conditions. If we study really “‘fast’’ types, such as the raters, the Sonderclass, sail area classes, racing canoes, etc., we find that the hull is merely the supporting body and that the lateral plane is concentrated in a small fin or centreboard, while the rudder is either incorporated in the fin or placed some distance aft of the fin. In any case, care is taken to allow a free passage for the water along the heeled buttock lines or diagonals, and from the after edge of the fin after it has served its pur- 193 EXPERIMENTAL MODEL, “No. 1.” On a Saturday afternoon in September at the Lake of Monteith I forgathered with Mr. John G. Stephen, a well-known Clyde yachtsman of “ and Seawanhaka Cup fame. Our purpose try out one of several experimental 6-metre (scale 13 ins. equals 1 ft.) with “‘ Ailsa” trial horse. Coila ” was to models as the Mr. Stephen’s model ‘‘ No. 1” has a suggestion of the rater or Sonderclass boat in its pedigree. It has a short l.w.]. but a very long waterline when heeled; displacement corresponding to the short l.w.l., and sail area about normal. It is a bulb-fin boat, but the hull is rounded into the fin to reduce girth difference. Saturday evening was spent in getting the new model to sail steadily full-and-bye. This was an easy matter, as the hull is balanced on the meta- centric principle enunciated by Eng. Capt. A. Turner, R.N., and it is mainly a question of the pose in checking leeway. Any pocket about the top of the rudder is avoided. So far as sailing to trim preferred. windward is concerned, a balanced model would erly wind blowing down the loch to the starting doubtless be faster without skeg and rudder, the point with the usual popple on the lee shore. The trial course was to the windward end of the lake a entire lateral plane being concentrated in a short On Sunday morning there was a moderate west- fin. Probably a small hanging rudder, or one with a skeg so small that it would be only the nose of the rudder (as in the case of the Oertz rudder) full mile and a quarter away. Model “ No. 1” was given a start and “ Ailsa ” sentafter her. The power- would be better than a large skeg. But any vertical right for the prevailing conditions; she heeled to part is liable to catch weeds, and a skeg of moderate a good sailing angle and began to draw slowly away from the older boat. About half a mile from the start a harder wind darkened the water and * Ailsa ’’ began to d-aw up on “ No. 1” and seemed area nofdoubt increases the inertia of the model, and under certain circumstances advantage. that may be an weight ratio of the new model was evidently about Photo; J. A, Stewart EXPERIMENTAL MODEL No. 2. 194, The Model Yachtsman. likely to pass her. But it was not to be. The wind dropped again to a moderate breeze, and the experimental reached the model gradually drew away and far end of the lake with a lead of 100 yards or so. Not much in some 3,000 yards over the ground, but sufficient to show that an extreme type can get away with it under conditions not usudlly considered favourable for the tyre. The sail carried on this test was a normal jib and mainsail, deck. with the boom carried well above the For reasons given by Manfred Curry in his book on sails, a mainsail with its clew considerably higher than its tack has certain advantages. In the afternoon, with a failing wind, an experimental mainsail was tried. In this sail the greatest width is about one-third from the tack, and by a system of outhaul and clew sheet a uniform curve can be obtained from peak to base. In light airs this rather freakish though ina real sail yacht it did remarkably well, might be an awkward companion in a squall. During the latter part of September Mr. Stephen tried out another experimental model, ‘‘ No. 2,” The water was Gareloch and the models were followed by a motor boat. Model “No. 2” is of the conventional full-keel type with pointed canoe counter; she has a long waterline and displacement rather above the minimum required by the rule. The profile and sail plan are nearly orthodox; but the sections are markedly different from, say, the Fife or Mylne 6-metre yachts. The trials on the Gareloch showed that under almost all conditions on open water the heavier model was the trial could be arranged, and on the morning of the day chosen for the trial a strong north-west wind prevailed and the lake was covered with breaking waves. The models might have battled through it with third suits, but it was out of the question to chase them with a heavy rowing boat and a light pram. In the afternoon, however, the wind moderated and backed to about west. The models were sent off on a long leg to windward towards a reedy weather shore where they could come to no harm. The wind and sea were rather too much for ** Ailsa,” though she performed as well as any pond model I have ever seen, and at the end of a mile of very rough going model “No. 2” was a good hundred yards to windward. The distance sailed was about equal for both models, but the more powerful hull had made less leeway. A few shorter trials had similar results, and it was evident that model ‘‘ No. 2”’ was a remarkable performer to windward in moderate to hard weather. So far as I can judge, both of the experimental EXPERIMENTAL MODEL “ No. 2.” against model “ No. 1.” December 19381 better of the two. It was then decided to try “No. 2” against “‘ Ailsa’ on the Lake of Monteith. October had arrived before this models would make a good showing in any fleet of racing models. “No. 1” might be expected to excel in light to moderate breezes, while her long waterline when heeled might make her a surprise packet in strong winds on relatively smooth water. The heavier model ‘* No. 2”? should do well in strong winds; but like many other heavy boats she is no sluggard even in light going. It would be interesting to try them out under normal racing conditions on a Glasgow pond.| Doubt has sometimes been cast on the value of model experiments to give data for real yachts. But an experienced yachtsman—and Mr. Stephen is well known in America and in Britain—is convinced that model experiments are of the highest value and that the data acquired therefrom can be applied to the design of racing yachts. Photo: J. A, Stewart ‘“*AILSA’’ (6-metres), the Trial Horse, sailing on the Lake of Monteith. December 1931 The WITH THE Model Yachtsman. JUNIORS IN 195 THE USS.A. By Rogpert EastTBuURN. ERY little is ever written about small class models or Junior Clubs. this deficiency. Our Club (the Delaware M.Y.C.), races two classes: 42” and 24” overall. Our sailing water is cement walk; [ think I can supply but tries to combine speed and beauty of line. Indeed, the design published on pages 186/187 rates to that criterion of models, as I understand it to be— a swimming pool edged by a though it is very unsatisfactory be- cause of its small size, we averaged over 30 models per day for each of 30 odd races. Tne Club does not build freak type models, like racing scows or narrow canoe types, for example, The races are areal yacht rule with necessary proportional changes —the International 6-metres rule. The dimensions of this model enlarged (with minor changes in freeboard and draft) are: l.o.a. 68”; Lw.l. 453”; held the last week of June, July and August, and beam w.l. the first week in September. a'lowed, no penalty, 42.38”) ; displacement 364” f.w. The picture shows 123”; draft 10.87”; q.b.l. 42.3” (q.b.1. one of the Thursday night races, under the pool (maximum D. for rule, cube root of D. equals 10.1 ; floodlights, which are sailed between race weeks. cube root of actual D., 10.1); sail area, by rule 2,000 sq. ins. ; rating, 39.25. The double sheet rig and double-slider-Braine rudder gear is used to save seconds on the non-stop and the News-Journal Cup for the 24” class only. hatch of duralumin is also used. Incidentally, one model is shown in the centre of the night race pic- These trophies are won on a percentage basis for the entire free-for-all to the first place, and Councilman season of racing. In each class and race, three soda checks were awarded place winner each day, two for second one for third. Otto Miller. These were given by Some skippers received across and back, pool race course. ture under a double mast rig. A friction cover Tests showed this certainly added to its speed. It may not appear so, but this Club is composed entirely of junior modelmen ranging up to 16 or as many as 70 or 80 for the season and—Oh Boy— 17 years of age at the most; and enough men to keep the score and start the races off. These duties that is, “‘ some”? quantity of Ice Cream Soda! are To relegated to Mr. C. W. Kadel, seen at the the winner of the most first places for the week five extreme left of the night race picture, and the late dollars Captain Harvey Wingate, seen in the ‘centre, wear- was given in class dollars in the 24” class. “A” (42”) and three ing a Panama hat, who acted as starter. RACING BY ARTIFICIAL LIGHT DELEWARE M.Y.C. ‘= The prizes raced for this season are :—The Sir Thomas J. Lipton Trophies, so graciously given us by the late sportsman ; the Earl C. Hughes Cups, i i \ 196 The THE USE OF Model METAL BOAT FOR of metal for power boat hulls, and the first thing that occurs to me to say is that, if the extreme limit in weight production is your object, you need not read any further. Wood has the natural ] advantage of buoyancy and of not reaching the practical limit of thinness so soon. The earliest steamships had wooden hulls, and their design was largely based on the sailing vessels of their day. Some of the earlier vessels driven by propellers were converted from sailing ships, and, indeed, usually carried masts, spars and sails. It is rather curious to remark that quite a few early steam ships were converted successfully from sailers, and per contra one or two celebrated iron clippers started their careers as steamers. As size increased wooden hulls gave place to iron, which naturally, with the introduction of the Bessemer process of cheap production, gave way to steel. tl q : By A. C. DAVISON, A.M.LC.E. in the form of machinery. and as this may he 80 per cent. of the whole, a trifle in the hull is of lesser importance. The chief attraction of metal, however, especially for steam and petrol plants, is its immunity from risk of fire; also for speed boats it can have a highly polished friction, reducing surface without paint to blister or glued joints to open. To obtain this advantage large yachts are sometimes sheathed with bronze, at heavy expense; and in one cele- brated case a yacht was built of phosphor-bronze on iron frames. Unfortunately, from electrolytic action between the two metals, which it is rather astonishing that the designers overlooked, she disintegrated in a very short time. From its great cost, however, this metal is not well suited for real ship hulls, but is by no means prohibitive in the small amount required for a model, and as this is generally in fresh water, the electrclytic action to average }” all over—and it must be kept in mind that a liberal addition must be made to the actual thickness of the skins for frames, keelson, wood can be reproduced in metal; transom pieces, etc.—a metal hull would have to ke only one-twelfth of -125 or about -010” thick. This is cutting things pretty fine, but the strength that can be got out of sheet metal depends largely upon the form that it is worked into; also, as it can be depended upon to stay in form better it : POWER would be practically nothing in any case, and can be avoided altogether by using the same material for frames. Speaking generally, metal has about twelve times the weight of wood, so that, supposing a model hull | MODEL HULLS. Part I. | HAVE been asked to say a few words on the use December 1931 Yachtsman. does not require so many frames and stiffeners. Take a Cadbury’s cocoa tin with the lid on and feel the stiffness of it, and yet this is only about -0075” thick. It is, of course, the local strength that need concern us; the liability to get bruised, as the least thickness possible to use, would have ample general strength. Stiffness increases very rapidly with thickness, and -015 (about 28 S.W.G.) would be over six times as stiff as the cocoa tin. It would be quite safe, therefore, to make a boat of the thinnest tin plate generally available, known as “I.C,” or ‘“‘Common,” which has a thickness between the two mentioned. In point of fact, one or two of the earlier full-size racing motor boats, which achieved about 40 knots, were actually made with a skin of tin not much thicker than this, riveted and soldered. Weight, however, is not the only consideration, and is of lesser importance in a power than in a sailing boat. The latter requires great stability, and relies almost entirely for it on the weight of its keel; and as the hull may be from one-third to one-half of this, a little taken from the one and added to the other makes a great difference. The power boat depends more on internal ballast With sufficient patience, anyf— form possible in but the more complicated the shape the more weight that will ke added in soldered joints. A primitive but quite useful hull can be made by simply folding up a piece of sheet metal into a U-shape, cutting a rounded V in the fore end, and closing in the sides to form the bow and flattening the after end to form a floor. All the soldering required is to join the bow and fasten in a flat piece to form the stern. The weight of this could not be much reduced in wood. The next form is that of the flat bottom or V-bottom “sharpie,” for which either three or four pieces with longitudinal seams are required, and again there would not be much additional weight, but as we work up to sailing-boat form the joints become. more serious. I made two 10-rater hulls 66” long, one in metal and one in wood. There were about 40 strips or “ planks” in the metal one, and it weighed 5 lbs. The wooden one weighed 3? Ibs. only, but it must be remembered that the metal only required polishing, while possibly 4 lb. of paint would be added to the wood. I have also before me two hulls of “ sharpie ” form 52” long. The metal one weighs 4 lbs. and the wooden one, of absolutely minimum thickness, 3 lbs. 6 ozs. Compared with a metre boat these are large, and as weight increases as the square of the size, the actual difference would be considerably less. Supposing, all things considered, that we decide to make a metal hull, the next question is what metal to employ. Sheet tin, which is really mild steel with a thin coating of tin, will do quite well if kept well painted. December 1931 The Model Zine also is availabie, but is nasty stuff to solder neatly; also, although it does not rust, thin zine will go into holes very quickly under some atmospheric conditions. All round and especially for a speed boat, phosphor bronze has much to recommend it; it is strong, stiff, non-rusting, easy to solder, and takes a beautiful polish. Aluminium is also available, but requires totally different working and deserves a little space to itself. Supposing that we decide to use hard-phosphor-bronze about 28 8.W.G. = -014” thick. We can proceed as in real ships by making a framework and covering it piece by piece with “‘ plates,” if the idea is to make a realistic model, or “ plank” it in the same way as described for a wooden hull recently, using strips of metal instead of planks of wood, if the idea is merely use. The vertical joints are introduced of necessity in a large ship as steel plates can only be obtained in comparatively short lengths, the maximum commercial size for 3” plate being about 26 = 44’—which figure may be of assistance in laying off plates to scale. For use only there is no sense in introducing unnecessary joints, and as strips 3’ long are easily cut in one piece, I used these, and will describe how. For the start a building board, which for a metre boat would be a straight piece of wood 40” by 3” by I’, is required. This is to form a temporary backbone through the middle of the deck to attach the frames to. Beginning at the top corner, at one end mark off the curve of the top of deck or “sheer line”? on each side from the plan; also put a vertical line on each side where you intend to erect frames, which need not be so numerous as for a wooden boat— one about every 6” will do. Next from the body plan cut a tin template the inside shape of the hull at each station at which you propose to put a trame, cutting it }” bare inside the line at sides and bottom to allow for the thickness of frame and skin. In the middle of the top of each of these cut a square notch down just wide enough to let it slide on to the edge of the building board and deep enough to allow the top edge to come just level with the sheer line marked on it. Make a number of little brackets about 2” x }” x }” Yachtsman. on. 197 If not, solder a wire frame a little inside the edge for the same purpose. The next step is the inwhale or frame of the deck. Make this in two pieces, either of a stouter wire or, better, a strip of metal cut about 3?” wide and bent to a right-angle along the middle. Solder the two sides together at the bow, cutting away a bit of the building board to let them join, and run them round the top of each trame, soldering to each as you go. The next job is to put on the “ planks,” much as for a wooden hull. Divide one of the middle frames into a suitable number of parts for the width of plank you purpose to use—3” is generally about right—marking with a small nick with a file. Divide the other frames into a similar number of parts and mark and you will have the required shape of the “planks.” Begin with the lowest plank, cutting it to shape from the marks and tacking it to each frame. Put a strip of stiff paper along the edge and overlapping a little, and mark it by running your finger along the edge. This gives a template from which to cut the next plank, which can then be tried and fitted better in place. If the boat is not of box or “sharpie” form, most of the planks will want curving slightly in the vertical direction. For this cut a shallow rounded groove in a piece of wood—a foot long will be enough—and, laying the strip along it, draw a tool handle strongly along it until the proper curve is obtained. This will also curve it a little longitudinally and assist in getting the right form. Each ** plank ’’ must be joined to the previous one by a strip about }” wide worked under the frames and soldered to each “ plank ”’ inside. These are easier to handle in short lengths, and there is no difficulty in joining one to another so it is not necessary to and put two attempt one the whole length of the boat. The best way to get the planks level at the joint is to work from the outside, holding them edge to edge and putting a little bead of solder about every 2 ins. The hull can them be turned over, and while the joint is kept on the bench, the cover strip pushed gently down and soldered with the least possible amount necessary. Do not try to do a long piece at a time, as the metal is likely to expand and small holes for wood screws in one flange of each. Serew one of these on each side of the building board with small screws at one of the positions them cool before doing any more, and you will get quite a good job. The smal] beads on the bent lengthways to a right-angle, marked, put the template for the proper station close against them and tack them with solder. Repeat with each station, and you will have a skeleton of the hull which can be squared up and adjusted by eye if necessary. Now bend a wire frame of No. 16 8.W.G. hard phosphor-bronze wire to fit closely round each template from deck edge to deck edge, and tack it to the edge of the template in about four places. These form the permanent trames. The stern, if flat, will want filling in with a piece of metal cut full size instead of a frame. If you can make a neat job of this, cut it a }” full all round and turn this over for the skin to finish buckle; be content with 2 or 3 inches and let outside can then be run along the joints, taking the same precautions, and the whole cleaned off flush. When the whole is planked, break or melt the tacks holding the frames to the templates, undo the wood screws in the building board, and they can be manceuvred out. The joints can now be soldered more soundly. Keep some hot water handy and use it plentifully to wash the joints as you go, or you will have them a beautiful green. The water can also be used to test the soundness, and save you annoyance in finding leaks when completed. The same procedure will answer if it is desired to “ plate”’ the hull. In this case the 198 The plates would be just similar to the long strips cut into pieces representing a Jength of about 20 ft. and joined vertically. The plates will taper towards.the bow and stern and will require hollowing vertically a little, which can be done by drawing them over a tool handle or mallet held in the vice ; and also twisting a little to follow the shape. In bending them, repeat the process in reverse directions several times to “ break”? the metal before giving it the final shape, or you will get ridges in it. The joints are not generally made on the frames, but midway between them, and on large ships are generally butted together edge to edge with a cover strip inside and the rivets countersunk outside, leaving a flush surface. You could therefore solder them with a small strip behind. Next time I will have something aluminium and one-piece hulls. to December 1931 Model Yachtsman. say on length (S to WL) ratio of 1.04. A 10-rater to have a similar ratio on a 40” w.l. would only need to travel at about seven-tenths of the pace, and as she undoubtedly gets nearer to the “A” than this, she is a comparatively more speedy boat; in fact, the most speedy type yet evolved, and I think this ought to satisfy “* Sailor.” A. C. DAVISON. Sir, Re Mr. Andrew’s letter. The handicap, or, to put it the other way, the allowance the 45” boat gets, is much too generous. Going to windward in anything of a breeze, she would be half-way ‘there’ before the other boats started, and so would never be caught. Such an allowance is presenting the Cup to the said boat every time she starts. Yours faithfully, J. W. CANEKIN. (To be continued). 21, Mostyn Road, Handsworth. CORRESPONDENCE. THE KEEL ROW. Sir, Mr. G. A. Stewart mentions that Mr. Hutchison HANDICAPPING MODEL YACHT RACES. Sir, In reply to Mr. M. N. Humphreys, Mr. Daniels’ last 10-rater, as illustrated in THE MODEL YACHTSMAN, has an upright waterline of 40” which, heeled to 30°, increases, on paper, to 45”. A recent boat of my own has a 43” w.l. upright and increases to 51” when heeled. Trusting this may be of use, I am, ee ee ne eee ee eT eee A. C. DAVISON. Sir, In reply to “Sailor,” I do not think that the coefficient given in the formula 1.33, which has been based on many trials, needs increasing. Of course, the whole thing can only be a good approximation, and “ best speed” must be taken as general speed under the best wind conditions. With a was one of the first to acquire the lines of ‘‘ Artemis ” and “ Ailsa.” Such may be the case, but a prospective owner can choose any design he fancies. Here I may mention that it was Mr. Alex. Holmes, Largs, the builder of “ Ritatu,” who asked me to design the model, and Mr. Hutchison chose my design. Regarding the “ keel row,” it may interest some of your readers to know that Mr. Holmes has built two boats, a full keel and a fin-and-skeg type, from one of my latest 6-metre designs. He has carried out a number of trials, and as far as can be seen there is not much difference, if any, in the speeds of the models. In my opinion, it does not seem to matter whether in 1928 “ Little Nell,’ the winner, was timed to do on her fastest reach 3.12 m.p.h., but the average speed taken on a number of trials running and reaching was 2.62 m.p.h., which agrees very well with the formula. It must be kept in mind also that her “ beating ’’ speed would be lower than this. If “Sailor” has said that on a ‘‘ speed-length,” the boats are full keel or fin-and-skeg as long as there is nothing abnormal in their form and they have their C.L.R. and C.E. in correct relationship to suit the men who are sailing them, as one might prefer a free main sheet and another might like a tight one. Of course, this means altering the distance between centres to suit. Many other things have to be taken into account in model sailing, such as the correct amount of sail to suit the day, the amount of rudder required off wind, the tension of the rudder elastic, and many other things—all of which make it very difficult to arrive at a definite conclusion concerning the different types of under- which is the proper way to compare calculation, the 10-rater is faster than an ‘“‘ A” class, I would may make or mar a boat. large spinnaker and a favouring puff a boat might do 50 per cent. more for a short period, but this would be useless to handicap on. The best speed on a 45” w.l. works out at 2.6 m.p.h. At Gosport bodies, as that is only one of the many things that agree ; but to say that she is actually as fast over the water as a much larger boat, is not borne out by theory or practice. ‘‘ Little Nell’? has a speed- Yours faithfully, WILLIAM M. SMITH. Gavrelle, Largs. Printed and Published for the Proprietors by H, G. STONE, Town Green, Wymondham Norfolk, ane - = \ Se aw Soe ase VRShel ‘TEST. pares os Santee =), Sample Tin (eontents 202.) 8d., or 41b. 2/1 post free. ee J:TREVOR, 30, Red Lion Street, Holborn, W.C.1. Pa ae M.Y.A. Stiff covers, 54 pages, ruled and printed to take 14 Competitors~<"} ti eeu St-Class Price 1/6 each, postage 14d. W Specimen leaf will be sent if required on receipt’ of stanipéd® AdaPesSed ef i. Me m8 This wood is without a blemish. YT. MARGHANT,.ETD., “Timber,Merciiahtstaidhtnipbrters, FINCHLEY, Verney Road, Rotherhithe New Road, oor = JZix \ YACHTS THAT SAIL. SIZES ALL 21” ditto 14/Oh) EQUALLY AS QUARANTEED. CHEAP, & Best Material and Workmanship. Ed. ALDRED, Yacht Builder, ¢ “Dept: ¥:S:-° =. - 10 Caversham Rd., Kingston- on-Paaats -Church Street, Fleetwood JS —High-Class Model Yachts. ‘BEST ‘| Designer of ‘‘Charmain,’’ 18-footer winner of Craven Trophy. PROFESSIONAL WORK. | 2H. to G6ft. To any Design Extant or Original, Designer and builder of ‘‘Edith,’’ ‘witiner Surbiton Challenge Shield, ESTABLISHED _and ‘‘Hermione.’’ C. J. SAIL OR POWER. Hollow Spars, bo apy sd design. l0-Rater Hulls (“gésien"") £6 10s. Od. . CAPRI BOATS, Church Walks, Llandudno. | ;-Sitarations, Repairs, Renovations. 4 CRAFT, Sen or Power, 18’ Deck Length 6/6. 21“ ditto 8/6. Sets for Schools, etc. 40/- per’ doz. Blue Stripe Sail Cloth 2/3 square yd. SCALE MODELS. y, Place your order with us for any type of pe - Complete Sets to build your own Boat. T. H., WILLEY, S:E-16 +The Northern Mecca of Model: Yachtsmen. PRICES, ALL BERMUDA RIGGED. OTHER LONDON, “FLEETWOOD 12 Sizes from+h24-tox42” Deck? Measure, 18” Deck Lengths 12/6. re in. for Decks, and any thickness up to 24ins. on. ecretarys E, LICHFIELD GROVE “Bonvon, Nise ff SAMPLE ANEY PINE vuwe Ser ~~ i rot: lev December 1931 The Model Yachtsman. MODELS EXHIBITION Dorland Hall, Piccadilly Circus, London January 6th to 23rd, 1932 Sailing Yachts, Power and other Boats A host of fascinating Models of every form of Transport A Pageant of Postage Stamps and many other attractions for young and old. Admission I|/-, including Tax. Open I1 am. to 10 p.m. (Trade Exhibitors should apply at once for space to the Organizers—London (West End) Exhibitions Co., 18/20, Regent Street, S.W.1. Telephone : Whitehall 2887). In replying to Advertisers, please mention THE MODEL YACHTSMAN. /div>