The Model Yachtsman: Volume 4, Number 12 – March 1932

srainiWY AND MARINE MODEL MAGAZINE 4. NO. 12. MARCH, yFCONTENTS| . 7a\\\\ nil VOL. Editorial Model Yacht Designing for Beginners… A-class Design ‘‘Courtesy”’ Two Ship Models … Rigging of Brigs News of the Little Ships… Our Scottish Page … The ‘*Monarch of Bermuda’’ Correspondence The Model Yachtsman, Golden House, Great Pulteney Street, London, W.1 1932 March 1932 as The Model —_—S READER’S Yachtsman. White Heather Yachtsi OPINIONS. T GROUP lou tee eee eee eee eee eee aE” S GROUP 20°” 2 as 12/6 15/6 18/6 22/6 29/6 eee eee ee M.Y., P.B.,or Ship Modelling Club to which PLEMGE DEIONBRS (yin Ses. 08, ie eseis Qe sedes. 24″ – 26% R GROUP 2 4:.0. A. 36” Restricted 5-Rater … : and Bade ClaseG8i 0 A. acts ssvidicc ds. 0k vee Club Notes and Racing Reports ……… Articles on Building and Construction bas Articles on Handling Boats Historical Articles … n see Spars : Sails Accessories ASHTON, PRESTON, Lancs. TRADE Si SUPPLIED. J Norfolk ‘Broads Holidays 55 scseSeeneecscsevsdscecoavees Designing and Scientific Articles……… “O Model Yacht Builders, Racing Hydroplanes ……………..068. Number the following in order of preference: 0 ROUPE: j. Alexander & Sons, In the event of your preferring B, are you most interested in : INOW DAOCOIE O 8 Send for List. oP yt adcl Seas aa oe Gr Sasliap Models…….Aveicsessssseveesvecas 6 6 and 12 Meter Fittings BE PM MIER UOALS 5-5, cosschscdetssoaccssavend In the event of your preferring C, are you most interested in: ial 6 8 International A-Class In the event of your preferring A, are you most interested in: 5.0.60. .Sec dhe céveterscceens $6% 10 Rater C Ship and Prototype Models……………… GE SNOW MONGIS ; C GROUP MLOUGE FAULT avceesia ld. evi «035s Bhs avaiews ood B Model Steamer and Power Boating……… or Steamers and Protoype Models……… {ff s. 4. 440 30” 15:0.A. Number the following branches of marine modelling in order of preference: 26″ . 32″ 42.6 52/6 62/6 72/6 FOR HIRE. Double Cabin Yacht, |“‘ Piyari,” 6-tons, privately owned. Designed W. J. Daniels, lay-out by H. B. Tucker. Finest accommodation of any boat of her size in district. 32 feet overall. Excellently fitted. 7 h.p. auxiliary. Good skipper, ready to instruct beginners in the art of sailing. Highly recommended. For terms and further particulars apply to Thetford, Riverside Bungalows, Thorpe St. Andrew, near Norwich. eennee Designs and Plans… General Magazine Articles on various Nautical Subjects W. Cains, Model Please complete above coupon, cut out Yacht Sailmaker, and post in an envelope (14d. stamp), marked uses ONE QUALITY ONLY, in top left hand corner ‘‘Reader’s Opinions,” THE BEST UNION SILK to THE MopEL YACHTSMAN AND MARINE MODEL ESTIMATES FREE. MAGAZINE, Golden House, Gt. Pulteney Street, London, W.1 J | 7, Kings’ Rd., Gosport, Hants. In replying to Advertisers, please mention THE MODEL YACHTSMAN. THE YACHTSMAN ’ i t * Sm – ae ea Es ‘ ——— a Se MAGAZINE. MARCH, 1932. No. 12. a r MODEL — Vol. 4. MARINE ert AND ee Cor em — EDITORIAL. Accordingly it was decided to start THE MODEL YACHTSMAN, and in April, 1928, this magazine was born. Other magazines have been started to deal with our sport, but this is the only one that has survived, and after four years it is going stronger The matter of starting the magazine than ever. was put to the Model Yachting Association before anything was done in the matter, and actually the first money spent in its production was provided by that body, but the original grant and the amount guaranteed was insufficient to permit the experiment without the provision of a considerable amount of other capital; and as a matter of fact to-day the total annual income of that august body would hardly finance the production of a single issue of the magazine. It is, however, interesting to recall this as the M.Y.A. can justly claim to be our godparent. Thus by sentiment as well as actual appointment we can claim to be the Official Organ of the Association, and we are proud of the fact. However, just as other funds had to be found to found THE that MODEL the YACHTSMAN, M.Y.A. (including its so it was Associated Clubs) news was not in itself enough to enable the magazine to pay its way. So much so that after about fifteen months’ running the promoters were faced with a severe deficit and an overdraft at their bankers which necessitated a complete overhaul of our policy if the magazine was not to be closed down with considerable loss to all concerned. We accordingly decided to extend our scope to cover all other branches of marine modelling—ships and prototype models, steamers and power boats— as well as racing model yachts. There were other points to consider in this connection. Occasional articles that we had published on clipper ship models etc., had already brought us quite a number of readers interested in these subjects. Further, the power-boat fraternity was ready to use our magazine. We also had a proportion of junior readers who were keenly interested in the construction and sailing of smaller boats. Bearing these points in mind, we formulated our new policy of catering thoroughly to all branches of marine modellers. Since then our circulation has been steadily rising, and the magazine is now in a sound position. But having accom- plished as much as this, it is not our intention to stand still, and we have further developments in view. Before we take any steps we should, however, like to have the opinion of our readers. We therefore invite YOU to complete the form which will be found 7 start eae At the end of our fourth volume it may be of interest to recall the circumstances under which THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE came into being. For some years the Editor had been contributing some five or six pages a month to the Model Engineer, but early in 1928 the proprietors of that periodical decided that the amount of readers of model yachting news did not make the publication of it a paying proposition, and it was suggested that we should launch a publication of our own. 944, The Model Yachtsman. elsewhere in this issue and forward it to this office at your earliest convenience. If you are a club member, please bring the matter to the notice of your secretary and to those of your clubmates who take the magazine. If you are not a member of a club, we should like your opinion just the same. As the result of the replies we get, we shall know the type of articles that most interest our readers. It is, therefore, of interest to each reader to let us know his opinion. If model yachting and in fact every branch of marine modelling is to make headway, two things are essential. The first is a powerful magazine—not only for purposes of inter-communication amongst ourselves, but to let the world in general know of our activities. That means that every marine modeller who has the interests of marine modelling at heart should support THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE and help us to extend. The second essential is publicity. Now publicity is a problem which requires much hard work, but as regards model yachting at all events our best publicity is what we obtain through public interest in the international World Championship races. As far as publicity for this magazine is concerned, we have always had a shortage of money to contend with, but so far we have got there with very little expenditure on this score. However, we certainly lose no opportunity to advertise marine modelling and incidentally ourselves. One excellent avenue of extending the scope of model yachting and other branches of marine modelling is through the Rotary Clubs in the Home Counties, throughout Great Britain and abroad. We are very grateful to clubs that have passed us invitations as we have always found that these groups of business men take a practical interest in our side of the sport. In this connection we have been collecting information and data for a series of articles on clubs, waters, and the general activities of devotees of our sports in various parts. We have also a number of other interesting features in view. Before we make a start on these, however, we should like to definitely know what our readers prefer, so may we once more ask you to let us have your opinion on the form provided. BRAVO, HIGHGATE! We recently received the following letter from Mr. H. Hood, Hon. Secretary of the Highgate M.Y.C. :-— “In re the monthly batch of copies of THE MODEL YACHTSMAN you send to the Highgate Model Yacht Club : “Thinking you would prefer to have as many Yearly Subscribers as possible, instead of monthly men who may at any old moment drop out of the habit of reading the magazine, I write to say that I have secured the undernoted members of the Highgates as yearly subscribers.” March 1932 We heartily wish that all club secretaries would follow this lead. Whilst we are very glad to have the monthly sales, the more yearly subscribers we have the better. We are not sure what the membership of the Highgate M.Y.C. is, but we think that between the yearly subscribers and those who obtain their magazines through Mr. Hood, this club must show a very high percentage of readers. On the other hand, we know plenty of clubs where the percentage of readers to the membership is between 5 and 15 per cent. If every club would raise its percentage to between 80 and 100 per cent. we can assure our readers that we could then produce a magazine that would be much better than this is to-day for the simple reason that we should have more to spen upon it. So what about it ? SOME LEGAL POINTERS FOR READERS. It has come to our knowledge that certain firms who manufacture model yachts for sale, have been building models to designs either published in THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, or purchased from us.. The copyright of all designs published by us is our property, or in some cases the property of the designer. There is nothing to prevent a private builder constructing a yacht for himself from these designs, or selling her second-hand when he wishes to do so. No professional builder or shop is, however, at liberty to offer for sale yachts from these designs without our express permission, as this constitutes an infringement of copyright. If it comes to our knowledge again that this has been done, we shall be obliged to take action to enforce our rights. Any builder who wishes to build to one of these designs should, therefore, communicate with us, also any shop selling models from them. Another legal point of interest concerns clubs who obtain supplies of magazines from us through their secretary. Any debt incurred in this way for goods ordered by a club secretary or other club official is legally not considered as a personal debt but as a debt incurred by the club. Should the secretary fail to pay this debt, the members of the Club Committee are individually and collectively responsible. This, ot course, also applies to goods other than magazines, cost of advertisements, etc. We mention this as we have several club accounts outstanding which we are having considerable difficulty in getting settled. The Model Yachtsman. Mareh 1932 245 MODEL YACHT DESIGNING FOR BEGINNERS. By ‘‘ YARDSTICK.”’ Illustrated with Diagrams by A. W. Littlejohn. Part VI. ia the third article of the present series, at the top of the right-hand column there was a typist’s error which was perpetuated in print. I referred to the body depth of the boat as the body length of 5.2” Probably most of my readers understood what was meant. I also left a gap when typing out the article for the maximum displacement for a 49.7” 1.w.l. under the A-class formula and omitted to fill it in. Actually the figure is 48-5 lbs. Anyone who has read the formula can, of course, fill this in for himself, but as one reader has queried it, I hasten to make the correction. Before passing to the sail plan, I should like to explain why I have decided to mention in these articles the systems of checking the hull that have been employed. There are a number of different systems based on various proportions for the different parts of the waterline and main diagonal. Now it is true that an excellent boat is produced by some of these, but they do not appear to me to be logical systems. Moreover, they must mould the Again the system of balance on the metacentric shelf appears to me to be logical as if the boat balances on this shelf she cannot screw and must keep her longitudinal axis in the correct position. I am not quite sure that either of these methods of testing a hull is cast iron and infallible by itself, but taken together I do not see how a boat can fail to perform properly. The method of drawing the lines pretty well ensures the balance, the tests taken together should absolutelyfensure that the desired result has been attained. G boat into a certain form and are therefore inelastic. The system of balancing the lines in drawing has the merit that it is sufficiently elastic to permit almost any form of boat to be drawn by it, fine and longended or stumpy and coarse-ended. All it does is to balance the lines in the form selected. Again the system of checking the canoe body by balancing the in-and-out wedges seems to me to be logical as if the fore-and-aft position of the centre of buoyancy shifts when the vessel heels, the boat cannot balance. A Fig. 15 Having designed our hull, the next thing is to put a suitable sail plan over it. Unfortunately in this part of designing it is necessary to resort to mathematics, and any reader unable to multiply will find himself up against it ! The method of finding the area of sails and their centres of effort may as well be explained at once. The area of a triangle as most of us know, is the base x perpendicular height —2. FIG. (4 In figure 14 we have to find the area of the triangle ABC. A perpendicular is drawn from the apex A 246 The Model March 1982 Yachtsman. to the base BC which it intersects at D. Then BC x AD~2 is the area. Substituting the actual lengths, 18- x 15-5+2=139-5, which is the area of the triangle. This method gives the way to find the area of any triangular sail. In figure 15 a quadrilateral shape similar to a gaffsail is shown. This figure EFGH must be divided into two triangles by the line FH. Then what has to be done is to find the area of each of the triangles EFH and FGH, and add them together. K FIG FIG. 16 That is all there is in finding sail area, and so we can pass on to the problem of finding the Centre of Effort (C.E.). The C.K. of a sail is the C.G. of the plane of the sail. To find the C.E. of a triangular sail, each side is bisected and these points are joined to the opposite angles. Thus in figure 16 in the triangle JKL the sides are bisected at M, N, O respectively and joined to the opposite angles. These lines intersect at P, which is the C.G. of the triangle, or in other words the C.E. of the sail. When we come to a quadrilateral sail the problem is just a shade more complicated. In figure 17 we have the sail RSTU and by joining RT we divide the sail into the two triangles RST and RTU. Their centres are found at V and W respectively, and as obviously their combined centre must lie somewhere between these points we join the line VW. In figure 18 the same sail is shown and this time we join SU, thus dividing the figure into the two triangles RSU and STU. The centres of these are found at X and Y respectively, and obviously their combined centre lies on the line XY. We now have to combine these and for the sake of clarity a fresh figure 19 is given in which just the four centres and the lines joining them are shown. As the centres of the triangles in figure 17 were found to lie on the 17 line VW and those of the triangles in figure 18 on the line XY, it is obvious that their combined C.E. lies at Z. : Having used up the entire alphabet, we will next try a little theory before showing an easy method of finding the combined C.E. of a sail plan. The first point to consider is what rig is to be adopted. Obviously in this short article it is impossible to go into a thorough discussion as to the merits of various rigs. It is assumed, however, that the reader is interested in racing yachts mainly and experience has shown that for the same area a sloop is more efficient than a schooner, ketch, or yawl. Further, it has been found that a sloop (i.e., a craft with a single headsail) is more efficient than a cutter which has two headsails. We will, therefore, take it that a sloop rig is to be designed, and the question remains whether this shall have a Bermuda or a gaff mainsail. There are two big drawbacks to the gaff-sail. The first is that when close hauled there is no means of keeping the peak from swinging outboard and consequently the head of the sail must be trimmed at a broader angle to the wind than the foot. The other is that area for area the gaff-sail is lower than the Bermudian leg-o’-mutton. We can, therefore, So nothing whatsoever is gained. For boats with a reasonably short keel a proportion of actual area of 20 to 22} per cent. can with advantage be put into the jib. For reasons that will be explained we are going to adopt a high sail plan, but as we do not want the sail to be so narrow as to lose efficiency we want as much as possible in the mainsail consistent always with having enough headsail to do the work. Now we come to the question of height-width ratio for the sails. Actually it has been found that the back of the sail does at least as much work as the front. Further, two aerofoils (such as a jib and mainsail) are more efficient than one, and that the gap between them must not be any more than can be helped. Actually in real yachts it has been found that the overlapping Genoa jib is the most efficient form of headsail, but this is impossible to ently managed. Now experimental work in wind tunnels with aeroplane wings has shown that a proportion of 9 to 1 is almost ideal, but obviously such a sail could not be set ona yacht. Moreover, the aeroplane wing is a rigid aerofoil driven mechanically at tremendous speeds, whilst the sail is a flexible aerofoil and the speed is comparatively low. Therefore these two things cannot be considered as being alike. Another point is that any sail with an excessively short boom becomes hard to control and has to be sheeted so flat that although the boat points she is frequently I am _ fully stunned, especially in light winds. prepared to admit that I have seen boats with extremely high plans perform marvellously to windward, but taken all round I do not think it pays to go to excess in this direction. As our A-class boat is allowed 1802 sq. ins. of sail, we will accordingly give her 476 sq. ins. (actual) jib which is rated at 493 ins. and 1309 sq. ins. mainsail. If we make the mainsail 77 ins. hoist and 34 ins. foot, this will be about a nice proportion and the fore triangle can have a base of 20 ins. and a hoist of 58 ins. Now the next thing is to lay out this sail plan and find the combined centre of effort and then place it suitably over the hull. It is accordingly drawn in Te counted in rating a boat’s sail area. Consequently they think that by giving a huge fore triangle they are stealing unmeasured sail area. This is an entire fallacy, and if anyone takes the trouble to calculate the actual sail area of the jib and compare it with that of the fore triangle, he will find that the actual area is almost exactly 85 per cent. of the fore triangle. work on a model yacht, so we must bring our jib as close to the foreside of the mast as can be conveni- rr Now the next question is how much shall be put into the fore triangle and how much into the mainsail. A lot of beginners are led away by the fact that only 85 per cent. of the fore triangle is vl FIG. 19 Fig. 18 assume that the yacht is to have a Bermuda sloop rig. 247 hihi 3 The Model Yachtsman. Feet bo March 1982 48 The Model before we put in the hull, as this will possibly save the trouble of making subsequent alterations. As soon as the sail plan has been drawn we find the respective C.E. of the jib and mainsail in the method detailed above. Their respective areas have also been calculated. Now if we join the C.E. jib to the C.E. mainsail their combined C.E. will lie somewhere along this line, the position being determined by the respective areas of the sails. Thus if the jib and mainsail had equal areas the C.E. would be exactly half way between their respective centres. Again if the mainsail was three times the size of the jib the C.E. would be one-quarter of the way forward of the C.E. of the mainsail. What has to be done is, therefore, to place it a proportionate distance along . the line. A simple method of doing this is to erect a perpendicular above the C.E. jib and measure off on any convenient scale a distance equivalent to the area of the mainsail. In this case the mainsail is 1309 sq. ins. and the scale chosen was | inch, equals 500 sq. ins. and so the perpendicular is 2-62 ins. long. Similarly a perpendicular is dropped below the C.E. mainsail and a distance set off on the same scale to represent the area of the jib. These points are then joined up. Where they intersect the line joining the respective C.E. of the jib and mainsail is the combined C.E. of the whole sail plan. Now actually speaking, the C.E. is merely the C.G. of the sail plan and is not the centre of pressure for the sails at all. Actually if the point were marked on the sail it would change its position and move forward directly the sails were trimmed. But besides this the pressure is not even over the whole sail as experiment has found that the greatest pressure develops at the luff of any given sail. So that the actual centre of pressure is forward of the C.E. Moreover, the faster the boat moves, the greater proportionate pressure at the luff. It might be argued from this that we should make the luff as long as possible and the sail as narrow as possible, but this is not so, as directly we unduly cut away the width of the sail the luff pressure falls in the same way that if an oar blade were whittled down to a stick, it would lose its power. It will be found that similar proportions to those employed will give efficient results. It has thus been shown that the Centre of Pressure moves forward though it is impracticable to calculate its movements, and all that the C.E. serves is to give us a point which we can use in arranging the sail plan over the hull. In a similar way it was shown that the C.L.R. moves about, and really the only point that is more or less fixed is the C.B. with the C.G. in the same vertical line. In order that the boat’s head may pay off it is necessary to put the C.E. forward of the C.L.R. and in this design their respective positions are C.E. 52-3 per cent. of L.W.L. from fore end, Yachtsman. March 1982 C.L.R. 59-3 per cent., and C.B. 53-2 per cent. It must be impressed, however, that there is no virtue in any exact percentage and these respective positions will vary with the design of hull and sailplan. Further the point to use as a basis point for fixing C.L.R. and C.E. is the C.B. and their positions in respect to this are more important than their respective positions to one another. This sounds very vague but one thing that is certain is that the C.E. must be ahead of the C.B. How far ahead largely depends on the length of the fin and the general form of the canoe body with regard to resistance to turning motion. Also because of the increase of pressure on the flat surface of the keel and the shift of pressure towards the leading edge, it is necessary to place the C.L.R. aft of the C.B. One further thing that must be mentioned is that there is an intimate connection between the keel design and the sail design. Thus it is useless to put a short base sail plan over a hull with a long and hefty lateral plane. A long keel requires a sail plan with a long base and a short keel a plan with a relatively short base. Actually the work of designing is by far the most fascinating part of model yachting, though the racing must be considered as the ultimate test of the design. Even those who do not design their own boats will find it helps them to get good results in sailing if they understand the first principles of designing. Further many model yachtsmen blame their trims and rudder settings when actually the trouble lies in a hull fault. A knowledge of design in these cases is a knowledge of cause and effect. Sometimes a hull fault is more or less easily rectified, but there are often cases when the best course is to scrap the boat and build a new one. Although it has not been possible to more than touch on many most important features of design, it is hoped that these articles may have proved of assistance to some of my readers. A great deal further could be written on the subject of designing model yachts, but if these articles intrigue the beginner and awaken a desire to pursue the matter further, there is a new book entitled ‘“‘ Model Sailing Craft,’ by Messrs. W. J. Daniels and H. B. Tucker, price 21/-, which goes into the matter at great length and explains the subject in a manner that should be intelligible even to the absolute tyro. This volume is obtainable from THE MODEL YACHTSMAN offices. MODEL SAILING CRAFT. Help your favourite magazine along by placing your order for this standard work through THE MODEL YACHTSMAN. Send your order now to secure a copy as soon as ready. March 1932 | The Model Yachtsman. 249 Ti) FROM DECK CECB ne SAIL PLAN OF A-CLASS CLR. ES| ie : MODEL “COURTESY.” Designed by A. W. LITTLEJOHN. This design was used to iliustrate YARDSTICK’s articles on Designing for Beginners. Hull lines appeared in our February issue. Half-size blue prints can be obtained from THE MODEL YACHTSMAN offices for 12/6 set post free. Copy of this boat’s Certificate is given on page 250. 250 The Model Yachtsman. Mareh 1932 WORKED EXAMPLE OF AN A-CLASS CERTIFICATE. International Model Yacht MEASUREMENT CERTIFICATE a INTERNATIONAL . MODEL Name of Yacht Nationality Builder Racing Association. “A” CLASS YACHT. COURTESY BRITISH oF Club Owner Designer AW.LITTLE ToHNRegistration Now Length Over All = 73: 50 Overhang Forward =||*70) _ . Displacement vD : (A) =12°’1 | = 23°80 20% of L.W.L, do. = Aft. Beam on L.W.L. SS = oe = 9-94 + 100 49°70 Load Water Line = eee (B)* = = 2 Forward = 5-00 | Displacement for Formula = ania ~ + 05 Minimum D allowed = Aft = 3°90 re, Penalty 2°9 = Penalty = Q.B.L. = QBL. allowed without Pensty= non Penalty — —| *49 J 49°T0 + Peoaly = L Height of Rig NOTE. 49 | = 50°19 = 84-75 _ —, Sail Area A 3 Ww: 45 = : 48°20; 47°22) = = Penalty -2C 3s)D L.W.E. L( 4+°OTT7 13!’°28 cS = ———} Maximum Draught allowed Minimum F demanded 10°94 z ; Freeboards a = 49: 50 lbs. TT 34% ‘2618= = se: j 20° 1309 7 i 1160= 580: Less 15% fore wieree a) 1889: Sail Area ) 1802: VS.A. = 42°44 Maximum height of Rig from Deck to Black Band on Mast must not exceed 85°3”, 50°19 )+vSA L{ 50°19) x vSA ( 42°44)= ( 42°44) =213006> 12 9263> 4 – 23°15 131°28= Penalties Freeboard ~ Draught Penalty on Minimum D Rating = = = 16:22 ir —E——— 59°37 _ 59°37 *(B) = Maximum Displacement allowed for formula on L.W.L. If (B) is less than (A), use (B). Foreside of Mast from Stemhead 28°75 This is to certify that the Model Yacht ““ COU RTESY ” has been measured in conformity with the Rules, and is in Rating. counsconsucl, _.Measurer. __Club Secretary. REMARKS. Copy of a completed Certificate showing rating figures for the A-class Yacht “Courtesy,” whose designing is described in the series of articles that is completed in the present issue. March 1932 The Model Yachtsman. TWO INTERESTING SHIP MODELS. In our November issue we published photographs of models of the ‘James Baines” and “Westland,” built by Mr. P. F. Chowles, 128, Elgin Road, Seven Kings, Essex. The two models now illustrated are of the Shaw, Savill and Albion ship ‘‘Pleione,” (13” long), and a Spanish Galleon taken from Captain McCann’s book (4 size). We recently had the pleasure of inspecting a 4?” long model of the “Cutty Sark’ under all plain sail by Mr. Chowles, and she was indeed a delightful little piece of work. Photos by Leslie Studios, Ilford. 251 952 The Model Yachtsman. March 1932 THE RIGGING OF BRIGS. (concluded from page 228). ITH the yards set up, we may next reeve the braces. This is perhaps one of the greatest troubles the novice has. Since writing the first instalment of these articles, I have been trying to decide which is or was the most usual way of rigging the braces of the later brigs. have been two alike. There hardly seem to However, to finish off the series, I have made the accompanying plate, showing four different types. The braces are all shown on each sketch. The first one is a brig of war. In this case the braces all cross their fellow numbers of the other mast. The forebrace is led from an eye bolt or else stropped to a block under the top on either side of the hounds, passed through the blocks on the fore-yard for the purpose and back to the block at the hounds on the main and down to the deck and belayed at the fife rail. The fore-topsail braces are clove-hitched to the mainstay, just at the throat seizing, passed up to the fore-topsai! yard, rove through the block at the yard arms, and then through a couple of blocks on either side of the main topmast shrouds, and so down to deck beside the fore braces. The blocks at the main topmast shrouds are best described as tail blocks seized to the foremost swifter. All lead blocks for braces or halliards are set up in this way either to the shrouds or stays leading forward. The fore top-gallant braces are spliced with an eye round the yard-arm and reeve through blocks on either side of the main topmast beside the other two blocks just mentioned, down through the lubber hole and belayed at the rack on either side in the way of the mast. The fore royal braces are set up in the same way, but have the leading blocks at the top-gallant masv-head. If skysails are fitted, as in the case of some of the American brigs, the braces will follow the same rule as the top-gallant and royal braces. The braces of the main mast are exactly the same as the ones foe the fore-mast except that they lead to the after sidr of the fore-mast. The lower braces need not be mentioned, so we will go on to the main topsail braces ; these are seized or shackled to the cap of the fore mast and then pass through the blocks at the main topsail yard, through a block on either side of the fore topmast and down to the deck. The main top-gallant and main royal braces are the same as those of the fore-mast except that they lead forward instead of aft. All of the early brigs had their braces this way. On the top right of the plate I have shown a little snow. She is worked up from the table of spar measurement in Kipping’s Masting and Rigging. Her length is 92 feet. The trysail mast can just be seen behind the main mast. Neither of the two top sketches show the brace leads very clearly, but the foregoing should help the model builder to follow them. The brig under the brig of war is probably what the majority want. The whole drawing was done By G. W. Munro from imagination and cannot be taken as representing any one particular vessel. I have double topsails on her, as this is more difficult to work out for one’s self. You will notice that the lower yards and both the topsail yards have brace pendants. The fore braces are led from a bumkin on either side of main rigging, through the brace blocks down to blocks at the bumkins and belayed abreast the main mast. The fore lower topsail braces are clove-hitched to the mainstay, rove through the brace blocks, down through blocks at the side as above and belayed. The fore upper topsail braces are similar to the lower topsail braces except that they are clovehitched to the main topmast stay. The topgallant and royal braces on both masts are fitted as in the brig of war mentioned above. The main brace is fitted exactly as in the brig of war. They may, however, be belayed at the rack at the side, according to circumstances. The main upper and lower topsail braces are more difficult to follow. The upper braces lead from the forecap to the brace blocks, back to the foremast head (halt way up), through blocks and down through the lubber hole to the deck. The lower braces are seized or shackled to an eye half way up the foremast head, reeve through the brace blocks, through blocks on either side of the foremast trestle trees and down to deck. The topgallant and royals I have mentioned before. The halliards are exactly the same as in a ship, but may be mentioned for safety. If the model is to be rigged without sails the ends which are made fast to the peak of the headsails will be shackled to the jibboom just at the foot of the stay. The halliards reeve through blocks seized to the throat of the stays and pass down to the bitts or fife rail round the foremast. The staysails on the main mast follow the same rule. The topsail yards are hoisted in this way. A tye is made fast on the foreside of the trestle trees of the fore-topmast, passed down through a block in the middle of the topsail yard, up through the bullock sheeve at the mast head (shown in the previous plates), and down a short length on the after side of the mast. A gin block is shackled to the end. The halliards are made fast to the deck on the one side, pass up through the gin block and down to the opposite side some way up from the deck, a double or single block is stropped and a luff tackle purchase set up. Both the standing part on the one side and the running part on the other are in the way of the back stay for that particular mast, and may be said to form back stays themselves. The running part of the fore-topsail halliards is on the port side and that of the main topsail halliards on the starboard. The top-gallant halliards are the same as in the foregoing except that the running part is set up on the opposite side to topsail halliards. The royal halliards are similar and have the running Matme iutetbae OF nemensthemeemmdobist RIGGING Sige tibeicdh suc ntindttenabind aNd THE From an original Drawing by G. W. Munro. March 1932 The Model Yachtsman. (See Article). BRIGS. D4 The Model part on the same side as the topsail halliards of that mast. When the sails are off the yards the sheets are generally seized to the yard just handy for the clew of the sail. This will be on either side of the middle of the yard, known as the quarters. The sheets pass down to the yard arm of the yard below, through the blocks or sheaves, along the underside of the yard to the quarter blocks and down to the deck. The sheets and tacks of the courses are taken off and stowed away with the sails. When the courses are on the yards and furled, these hang from the quarters down to the bulwarks. They can be seen in the drawing on the bottom right of the present plate. The clew garnets, bunt lines, etc., are as usual and can most easily be understood by looking at the plate on page 134. Last of all we come to the trysail, spanker, driver, or boom mainsail, as it was called in the Navy. The spars for this sail were shown in the plate last month. The sizes are as follows: Gaff (whole length)=length of vesselx-317. Mainboom= gaff «1-523. Gaffs diameter=whole length= ‘O1I8—-022. Outer end=-50 given diameter. Diameter of mainboom = length x -017—-020. Outer end=-75 given diameter; inner end=-64 given diameter. In the older type of brig the boom rested against the mast, the inner end being supported by a saddle as shown in the plate giving the proportions of the lower masts. A couple of topping lifts were hooked to two eyes on the boom some way in from the outer end. The topping lifts passed up through two blocks on either side of the trestle trees and down on either side of the mast. A block was stropped in the lower end to take a rope from the deck and back to a purchase block on deck, the end being belayed at the fife rail. A couple ot double blocks were hooked or stropped to the underside of the boom to take the sheets. A luff tackle purchase was set up to each side from these blocks, the running part being made fast to a cleat on the deck. The gaff has two halliards the throat takes the form of a luff tackle set up between the inner end of the gaff and the under side of the trestle trees, the running part being belayed at the side in the way of the shrouds. The peak halliards have an eye spliced in the standing part which is put over the other end of the gaff. The halliard is rove through a block at the cap back through a block half way along the gaff back through a block on the main mast head and down to the deck on the opposite side to the throat halliards. Vangs are set up from the outer end of the gaff; these are two pendants set up on either side. The block is generally about half way between the deck and the peak. The running part leads up from the deck or taffrail and back to be belayed a few feet further along for clearance. March 1932 Yachtsman The trysail mast of a snow is generally a wooden spar stepped on deck and made secure between the trestle trees of the main top. Sometimes a rope serves the same purpose. The idea is to allow the gaff to run up and down without fouling the truss hoop, which is lower than the throat of the trysail. The drawing on the bottom right of the plate is of a snow. I took the hull and spars from a photo- graph of the “ Fano,” an old Norwegian craft. I have hoisted the sails of my own accord and have endeavoured to put in everything that can possibly be seen. It is worth noting that the sails never extend to the yard-arms, but are much shorter, as can be seen in my drawing. Another point worth noting is that all the braces have pendants and lead aft to bumpkins, or out- riggers, as in the case of a full-rigged ship. The top- gallants are set up in the usual way, but here again they have pendants, which is unusual. The head sails are likewise uncommon, and appear to be an outer and an inner jib and fore-topmast, staysail, there being no flying jib on the jibboom. The factors given in these articles must not be taken as fixed, but are compiled from measurements of several craft and only form an average. [I have not given the factors for the upper topsails, as these are the same as the lower, the leaches of the sails, however, form a graceful curve as will be seen in the last-mentioned sketch. Unless the model is to be a scenic one, it is unusual to rig it with sails unless you have a particularly good method of showing the sails furled. Harbour stow is by far the most pleasing for a well made model. OBITUARY. Mr. S. M. McFarlane. Moded yachtsmen of the Midlands were grieved to learn of the sudden death of Mr. S. McFarlane which took place at his home on Sunday morning He had attended a meeting of the February 7th. sub-committee of the City of Birmingham club on the Saturday evening and had assisted in the transaction of the business under consideration, apparently in his usual health. He passed away within two hours of leaving his fellow committee men. He will be greatly missed, as no member of the club has shown a greater interest in the building of the club than has Mr. McFarlane, whether it be as an administrator of its affairs or as a contributor to its fleet. - 255 The Model Yachtsman. March 1932 4 * x = en BeAOSgeNe= agene =.”eos OE<9Jue7 = A BRON —— SIRO= — SS E TR f se. Edited by A. C. DAVIDSON, A.M.L.C.E WORKINGTON MODEL The following cups won during last season were then presented: ‘ Longholme”’ Cup for A-class, Mr. J. A. Green; President “‘ Skinner’? Cup for 10-Raters, Mr. R. M. Sear. The 6-metres Cup was not presented as the 6-metre boats had not last season got going. Other prizes for non-rated boats were also presented. Last season’s racing programme was largely spoilt by the sailing water being choked with weeds during the summer months. This season’s programme has been so arranged as to avoid this. No races have been fixed for June, July, August, and September owing to the annual appearance of weeds, but it is hoped to get some inter-club races during these months. The ‘“ boathouse,” part of a disused pumping station, which has been kindly lent by the Town Council free of charge, is likely to be pulled down in the near future. This is very unfortunate as some of the members live a long way from the sailing water. Efforts are being made, however, to raise funds for a new boathouse. The Club regrets to learn of the death of its late President, Mr. F. G. Skinner, of Bedford. It owes him a great deal of thanks for the time he was President and the sympathy of all goes to his relations and friends. B. W. G. [We are glad to hear again from Bedford, and hope that we shall have more news of this Club’s doings in the future and soon see its name figuring in the growing list of those affiliated to the M.Y.A.—Ed.] A. A, AL CLUB.— under 1730 tonnage rule—15-, 25- and 35-tonners. [We are pleased to hear of this new Club, which, although started only last year, already numbers 32 members, but would like to see it adopt a class to a more up-to-date rule than the 1730, which is long since defunct. This would enlarge their scope in the way of inter-club competitions and enable their members to enter open events. Perhaps they could induce Lord Lonsdale, always a sportsman, to become their President, as he has already lent them the water. No harm in trying, anyway !—Ed., The M.Y.| AA. . AL FLEETWOOD M.Y. & P.B.C. The first meeting of the year was held on January 29 in the Blakiston Street Schools, Mr. Leach presiding in the absence of the Commodore (in London for the M.Y.A. meeting). The Secretary announced the donation of two more trophies, one for the Power Boat section and one for the Sailing Section. Both have been presented by Mr. Harold Livesey, to whom the secretary was instructed to send the Club’s warmest appreciation and an Mr. W. invitation to become a Vice-President. Newton then explained to the members the idea of the Racing League which is being formed from amongst the club members. The object of this is to give members good racing practice and opportunity of getting their boats tuned up ready for the various trophy competitions later on in the season. The number of members desiring to take advantage of this opportunity will enable nine teams to be formed. Each team will consist of one A-class boat, two 10-raters, two 36” Restricted Class, and one unclassified boat, the owner of the A-class boat being the Captain of the team. Each boat will be sailed by its owner (or his representative) against one other boat from each other team belonging to the same class or rating, the scoring being 3 for a beat and 2 for arun. Thusin the eight races, a po:sible number of points is 40 for each boat or 240 for the team. Each competitor will arrange the time and dite of sailing with his opponent to suit their he The following officers for the year 1932 were elected: President, Lt.-Colonel Dennistown; VicePresident, Mr. T. Mathison; Hon. Sec. and Treasurer, Mr. J. Hartop (18, Goldington Road, Bedford); Commodore, Mr. R. M. Sear; ViceCommodore, Mr. J. A. Green; Official Measurer, Mr. W. E. Whitehead; Boathouse-Warden, Mr. J. Merrifield. Committee: Messrs. Hartop, Sear, Whitehead, Merrifield and B. W. Green. YACHT Hon. Secretary : J. H. Routledge, 73; Napier Street, Workington. Sailing Water: Barefoot Reservoir, kindly lent by Lord Lonsdale. Sails three classes Dra) te BEDFORD M.Y.C. The Annual General Meeting was held on January 5, at “ The King’s Arms Hotel,” Bedford. Mr. Royle was elected chairman for the meeting. 256 The Model SEZ MA! Continued from page 255. O, it’s sawdust in the butter And it’s shavings in the jam, When father builds a model yacht He doesn’t care a damn. Stains of paint on all the towels, mutual convenience, provided always that a neutral referee is available. The pond, after being cleaned out, is now in use again, and already Mr. Westhead’s speed boat has provided some thrills, on February 7. March 19382 Yachtsman touching nearly 27 m.p.h. Sticky varnish on the cat, He'll have to give this nonsense up, And that’s the end of that ! The club house is now well under way and will be ready for occupation this month. J. A. S. T. McG, enon (With apologies to the original poet.) Sie the The Aberdeen M.Y. & Power Boat Club Annual February issue regarding the new Club recently to our remarks in General Meeting recently disclosed a very healthy instituted at Perth, we have now received further particulars. The Provost of Perth has kindly consented to act as Hon. President, Colonel Wylie conditions had seriously interfered with the sailing as Hon. Commodore, and Bailie Gowan as Commo- dore. The Hon. Secretary is Mr. Neil Davidson. As intimated in our last issue, Mr. Rodrick and Mr. E. J. Steven of the West of Scotland Club, paid a position notwithstanding that adverse weather programme during the past season. A “live” membership of 39 exists and provides proof of continued interest. At least three new A-class models are under construction and it has been recommended that, so far as possible, this class visit to Perth and gave a lecture on the design and should be built by members who may be considering construction of model yachts. The gathering under the production of new boats. the chairmanship ot Colonel Wylie supported by Evening classes on “The Theory and Construction of Model Yachts ~” Bailie Gowan, was held in the Police Ceurt room. had Mr. Steven had brought two models with him, one in course of construction and a completed model. authorities, but the Secretary expressed regret that the attendance thereat had proved somewhat dis- These were exhibited on the Advocate’s table. The finished ship, fully rigged and set in her stand, appointing. We share this regret as it appears to us that here was a facility worthy of solid support, was very much admired and made a handsome picture and we are sorry to hear that such a promising enterprise on the part of the authorities has appar- amid the dignified surroundings. It is anticipated been provided by the Aberdeen education the new pond will be inaugurated about the end of April. The situation, on the South Inch, is an ently not admirable one and the dimensions are to be 145 yards and in all probability an opening regatta will be arranged for this class. It is hoped to publish A-class models are going strongly in the north and such evidence of continued progress “* gars us weel.” Mr. J. F. Brown, Aberdeen’s popular Secretary, has been reluctantly compelled by pressure of private further information regarding this at a later date. business to resign his post. We understand the Civic Authorities are desirous that the sport should be a great success in Perth, and long and loyal service to our Aberdeen friends and we are sure his resignation will give rise to general are ready to accomplish it. regret. Mr. Louden has been appointed to the vacant post as from March 1, and we are confident he will maintain the high standard of the office to which he by 75 yards. venture to enterprise. The predilection is for 6-m. 13 inches, give every assistance designed to We are delighted to hear this and congratulate the authorities on their We believe this is the first instance in Scotland where the members of a municipality have actively interested themselves in the formation and conduct of a model yacht club, and we are sure they will reap the benefit of their public spirit in the enthusiastic support of model yachtsmen. We have pleasure in reiterating our hearty welcome to the new club and are certain it will receive any possible assistance the general body of the sport may be able to extend. We commend the example of Perth to other civic bodies in Scotland. On met the other with the appreciation it merited. hand, it is pleasant to learn that Mr. Brown has given succeeds. Clydebank has been rather quiescent since the close of the racing season, but we hear that two new 6-metres are in progress. The builders are inexperienced and modestly disclaim any pretensions to exceptional merit in their efforts, preferring to await results. We hope these will be encouraging. As, unfortunately, many members are unemployed at present and consequently have much time on their hands, quite a lot of sailing has been indulged in and with the open character of the weather assisting arrangement and trust it will be found mutually beneficial by the respective clubs. We wish to record our personal regret at the death of Mr. R. Stephenson, late Secretary of the Bradford Club. We have memories of his quiet efficiency and hospitality when we visited Bradford on the occasion of the first Bradford Cup race, and of his sincere desire to facilitate the cause of Anglo-Scottish co-operation. We know his friends and colleagues will miss his unassuming presence, and the sport is the poorer by the passing of an endearing personality. “ Ailsa” from the board of Mr. J. A. MeCallum, built here and sent out to New York, has come out top of the 6-m. class in a series of 120 races under the flag of the New York M.Y.C. This say a great deal for the skill of the designer and all concerned, and it is interesting to learn that an A-class model from the same board is to be sent out to New York together, we believe, with another 6-m. We hope this new Export “ Industry ” on the Clyde will continue to increase, and prove equally satistactory. “ Fife of Fairlie” is international language wherever yachtsmen gather the wide world over, and yachts bearing this imprimatur are recognised as being among the first flight wherever sailing exists. This being so, we are delighted to hear that a new A-class model is to be world-famous creator, the West of Scotland believe that this Model at Gosport when she most formidable built from the design of this for Mr. P. J. McGregor of Club. We have reason to when completed may appear should provide perhaps the challange yet emanating from Scotland. It is not yet certain if she will be ready in time for the 1932 International as events may cause some delay in construction. However, we look forward to her advent and predict that she will set a new standard in Scottish effort for the Inter- national Class. Mr. J. A. McArthur, of the Elder Park Club, has produced a fine 12-m. model of ‘* Shamrock V.” with some slight modification of the keel form. He has also a 6-m. under construction for a member of the Queen’s Park Club. It will be seen from these notes recently that an exceptionally large output of new Models is in course of production in Scotland and the coming season bids fair to surpass all records in interesting contests both locally and, we hope, further afield. Adverting to our remarks in previous issues relative to Junior Sections, notably at Greenock and trophy. Here we have substantial progress. Season 1931 brought out 17 junior members in a series of 12 points’ races spread over May, June and July, again on Thursday evenings, and the total entries numbered 133. The races had now been divided into nine events with 6-m. and eight events with 12-m. models. The Wilson Cup and Commodore’s prize were secured by Robert Gilbert’s “* Lady Betty,” 196 points; Vice-Commodore’s _ prize, Jas. Leggat’s ** Annie,” 166 points; Rear Commo- dore’s prize, Jas. Cassell’s “* Waterwitch,” 158 points. On the whole quite close sailing. Age of competitors ranges from 11 to 17 years. The Club renders every possible assistance and encouragement to the juniors. The procedure is that each of the senior members adopts a junior at the beginning of the season and coaches him throughout. ("Ware trouble here ; we have known many juniors able to give points in sailing efficiency to their seniors.) The Club gives prizes to every junior who takes part in the racing, such prizes as a rule being provided by the senior members and lady friends of the Club. Mr. Russell expresses an opinion that this Junior Section work has been woefully neglected in the past, with which we are in accord, and also offers to furnish anyone interested with any information he has available regarding running a Junior Section and what he has found to be the best methods to adopt therein. The foregoing provides pregnant commentary on the satisfaction and success attendant on really earnest effort to organize and foster junior membership with all its latent possibilities in reserve strength accruing to parent clubs. We think the idea can be adopted and developed considerably to the ultimate benefit of the sport in every way. We are glad to tender our congratulations and best wisnes for continued success in their valuable work to Messrs. Russell & Weir and the Paisley Club as a whole. ANNUAL SUBSCRIPTIONS. May we ask those readers whose subscriptions expire with the present number, to please remit their subscriptions (7/- per annum), without waiting This saves clerical labour for a Renewal Notice. to our office staff and is, therefore, much appreiated. ans Set LO pt = ind A definite arrangement has been concluded between the Dumbarton and A-class Clubs, whereby the former extend the hospitality of their waters to the A-class club and Dumbarton becomes the official home of the Scottish A-class Club. We congratulate both bodies on the sporting spirit displayed by this Paisley, we have received an interesting communication from Mr. Robert M. Russell, Vice-Commodore, who together with Mr. H. T. Weir, entirely control these activities on behalf of the Paisley Club. The Junior Section was established in Paisley by Mr. Russell in 1929 and originated with a membership of eight juniors sailing a mixed class of models, raters and 12-m. Four evening races were sailed in June with a total of 24 entries. Considered very satisfactory as a commencement. During 1930 ten points’ races were sailed on Thursday evenings during May,, June. and July when 14 juniors competed and the total entries for the season amounted to 74. The boats were still of mixed class, and the top scorer received the Wilson Cup, an annual oat Ted provides at least a slight palliative to the depressing conditions existing in the district. An improved Nm Ger ~J The Model Yachtsman. Mareh 1932 258 The THE NEW LUXURY ‘‘MONARCH Model LINER OF BERMUDA.”’ By ATLANTIC. I have to apologise to power boat readers THE MODEL YACHTSMAN MODEL MAGAZINE of Yachtsman. March 1982 Model Yachting Association MARCH FIXTURES. AND MARINE for the delay between the publication of my first article on this magnificent vessel and the present one which is accompanied March 26th and 28th. BIRKENHEAD 10-RATER REGATTA by the first part of the plans for construction of a 10.30 a.m. and 2-0 p.m. mode}. Birkenhead M.Y. However, this was unavoidable as the preparation of these plans took longer than was expected. The dimensions of the vessel, as a matter of fact, proved to be such that a very considerable adaptation of the lines was required before they were suitable to make a working model from. The plans for a working model which are shown on the folding plate accompanying this issue of the magazine would make Open to 8 Boats per Club. Lake. 2s. per Boat. March 28th. NATIONAL 10-RATER CHAMPIONSHIP 10.3) a.m. and 2-0 p.m. Round Pond, Kensington Gardens. Open to 2 Boats per Club. 2s. per Boat. a very handsome model that would give an excellent representation weigh. of the original vessel when under The model would drive easily and if built lightly in the upper works and properly engined and Entries and Fees for above must be in hands of Hon. Secretary at least 14 days before the event. ballasted prove very stable and seaworthy, The reverse side of the plate gives the correct elevation of the original and the detail can be taken therefrom. C. N. FORGE, (Hon. Secretary), 151, Lichfield Grove, London, N.3 Deck plans and hull lines for a show case model, true to the original, will appear in the next number of this magazine. Place your Order Now Ready Shortly. MODEL SAILING CRAFT Y Ww. J. DANIELS and H. B. TUCKER Cr. 4to., profusely illustrated. About 21s. Model designing, building, sailmaking and equipment are dealt with clearly and at length, the whole volume being copiously illustrated The designs with diagrams and photographs. contained are those of highly successful boats The book will be and worthy of close study. the standard text-book on model sailing craft Section Plan for Modellised._ Version of ‘‘Monarch of Bermuda.”’ (Same Scale as folding Plate). for many years to come. Published by CHAPMAN & HALL, LTD., 11, HENRIETTA ST., LONDON, W.C.2. Supplement to The Model Yachtsman. MODELLISED LINES OF THE NEW TURE For a Model 3 times the al 4 ” ” a9 5 So face page 258 March 1932 LECTRIC LINER “MONARCH OF BERMUDA.” _I : displacement will be 114lbs, 2° 9° 23 27 39 53 ” 93 To face page 259 Supplement to THE NEW TURBO-ELECTRIC LINER Scale lin. = 48 feet. \ f0 M600 ASG 60 O00 S000 GG eo ©°0 ©0 ° 2 6 WHITE BAND eo 0° oo 8 «6 80 © @ 980 ° Oho ° coo © ele 6 S 00 © 00 © oo ° ° oo eoo o 00 © © © 09 © 98 coco ooo 0 eo The Elevation Plan shown above is that of the actual vessel, not of the modellised version, whose lines are shown on the reverse side of this plate. Those who are building working models can, however, take the details from this plan. Hull lines for those who are building actual scale show-case models as well as deck plans wil be reproduced in our next issue. 60 00 © © o °° ccooo 0 © © ShGG8560 © 900 felfalfa o ©9000 6 ooo ° eoo> ° {he} ooo °° March 1932 The Model Yachtsman “MONARCH OF BERMUDA. | gor wt ey : / ~ – _go_|foladoos go aja lp 10 \panrpace oO 7 1 on @oonooe (lo) GSGAGAGSS flo) GOORGGGoOG 4G FHSAA Go Gooononon onnooh © 0 0 Ge] cco 0 oe © © ja00 0 0 o : o ofl} oc° ° ° 20000200000 90 0 i \ / \ \ a oe an roll] SaIC ° ae oo 0900 © ° oO ‘ ® of, & «Siete e =< ° oo oe O° ° o ° °° 2 o oo © s oo 0 20 9 2% 2 Article on this magnificent vessel together with photograph appeared in our January issue. Nee also article on page 258. These plans are reproduced by kind permission of the owners, Messrs. Furness, Withy & Co., Ltd. B.Deck: peeks che = a. > C.DECK, D. Deck 2 © E.Deck ° ° | F Deex. kw ; 1932 4 The oO 259 Model Yachtsman. “a March The Editor accepts no responsibilty for opinions expressed by Correspondents Letters intended for publication must he brief and to the point. They should not exceed 300 words in length and must be written on one side of paper only. Correspondents are requested to read our nole on this subject which appears elszwhere in this issue. Sir, STEERING GEARS AND BOWSERS. | I have found that this device not only cures the disease for which it was intended, but also has prevails in our sport, of doing what we can to another surprising and valuable quality. Once the proper amounts of leverage for the main sheet and help each other, I append particulars of two devices which I have found valuable. a fresh breeze have been discovered, they will serve In accordance with the excellent custom which for the bridle for running (without spinnaker) before unaltered not only for any strength of wind, but also for almost any course, excepting that the leverage of the main sheet must naturally be increased 1. A variation of the standard ** Braine”’ steering gear. With the standard pattern the resistance of the centering line, especially if tight, increases if a gybe is wanted, and decreased when the spinnaker is set. Apart from trimming my sheets, the only adjustment I find needed is to decrease the tension on the elastic for light winds. I also use an ordinary slide (not shown in the sketch) for very rapidly as the helm is put over. As the speed of a boat rises, so does the pressure of water on the rudder-blade, as anyone knows who has steered a real yacht. It occurred to me that these two rapidly increasing forces might well be too much for the pull of the mainsheet, and might account quick adjustments when racing. The measurements in the sketch are taken from my boat (“‘ A” class), and will serve as a starting- for the common tendency of models when on the run to luff up and broach-to when struck by a point from which others may find what their boats require. squall. I have therefore substituted a bridle of cord (bobbin) for the normal tail of the quadrant. This gives a direct pull on the elastic centering line, and a very slowly increasing resistance as the helm is put over. 2. My other discovery is a simple cure against slipping for the ordinary flat bowser. The sketch explains it. This device works perfectly on a slack jackline, if the holes in the bowser are an I enclose a sketch to illustrate the easy fit for the line. arrangement. pe T_ STEERING ‘CORD < : 25" = GEAR. RUBBER ¢ SQUARE «>> « KNOT IN — 2 CWHEN SLACK) Ve “~~_ IT_ Bowser. JACK SMALL, LINE. cs METAL RING SY —» SHEET CORD It they are a tight fit, or if eh aaa, 260 The Model Yachtsman. the jackline is very tight, it is difficult to move the bowser at all. If used without a jackline—e.g., on a stay—it will hold admirably, but for adjustments the strain must be taken off the line with one hand while the bowser is moved with the other. I hope other mode] yachtsmen will accept these suggestions in the spirit in which they are intended, as a New Year’s present, and that they may get some benefit from them.—Yours, etc., G. B. LEE. Belfast. LOAD WATERLINE MEASUREMENT. Sir, The problem of measuring the load waterline of a model presents a certain amount of difficulty to the average amateur unprovided with the necessary measuring apparatus. I am sending you a method which I have employed successfully and which may not have oceurred to other readers. Procure a book of litmus paper (price 2d. at any chemist). By means of dipping them into a weak solution of washing soda, turf two pieces of litmus paper blue. Allow them to dry and then paste them on the approximate waterline endings. Float the March 1932 model in a tank or bath. When settled, put into the water near the fore and aft ends of the L.W.L. carefully a small amount of vinegar or other acid. A small syringe will enable this to be done without disturbing the model. Remove the model from the tank, taking care to lift it vertically so as to avoid splashing the acidulated water on to the litmus paper above the L.W.L. The L.W.L. endings will then be clearly marked on the litmus paper since the underwater portion will have turned red. The capillary effect will be very slight. To measure the length between the two ends without the aid of special instruments, place the model on its stand or prop it up in an upright position. Build up under each end with books, finishing up with a match box with its edge immediately under each end of the marked L.W.L. On removing the model, the distance between the edges of the two match- boxes can be measured in the ordinary way and will give the length of the L.W.L. to a satisfactory degree of accuracy. Yours faithfully, W. C. HOLDEN. * Lissenden,” Hillfield Road, Farnborough, Hants. THE MODEL YACHTING ASSOCIATION’S ANNUAL GENERAL MEETING. We much regret that although we have held this issue of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE back for several days, we have been unable to get an official report of the above meeting, but we are able to chronicle some of the most important features. The retiring Chairman, Mr. R. A. Leckie, in his report gave an admirable resume of the season’s work. The usual routine business was transacted, and the balance sheet which was presented by the Hon. Treasurer, Mr. H. C. Whetstone, was most satisfactory considering the comparatively small resources at the command of the Association, and _ this undoubtedly reflects great credit on those who have been resposible for the administration. After the election the Officers and Council are : Chairman, A. J. Hugo; Vice-Chairman, A. W. ; Littlejohn; Hon. Treasurer, H. C. Whetstone Hon. Secretary, C. N. Forge; Auditors, C. Drown and H. E. Andrews; Trustees, Alderman E. W. Lapthorn and E. E. Marshall; Council, J. A. Stewart, W. J. Daniels, W. M. Carpenter, A. J. Child, H. G. Howard, W. J. E. Pike, A. C. Davison, A. Littiejohn, F. T. Clements, F. C. Tansley, W. C. Hacking and C. Adams ; Racing Secretary (A-class), J. G. Feltwell; (other Classes), C. N. Forge. The motions put forward by Mr, H. B. Tucker as to re-arrangement of National Championships in 1933 and appointment of proper press representatives were both ruled out of order by the Chairman on the ground that they had not been before two Council meetings. The Chairman was in our opinion not in order in doing this as none of these resolutions entailed any alteration whatsoever to the Rules, and the Rule (see M.Y.A. Rules, page 32), in which this provision as to resolutions being placed before two Council meetings applies solely to Alterations of Rules. This is most unfortunate as it still leaves all proper press arrangements entirely in abeyance for the present season. IMPORTANT LATE NEWS. As we go to press we hear that the entrants for this year’s World’s Championship are France, The British Belguim and tbe British Empire. Empire A-class Championship takes place on 25th to 28th July, and the World Championship on July 30th, August Ist and 2nd. sailed on the Gosport Lake. Both races are being Printed and Published for the Proprietors by H. G. STONE, Town Green, Wymondham, Norfolk * The Model March Yachtsman. 1932 9 aa € fe ‘‘TEST,”’ Cold Water Waterproof. y SALES Glue Heatproof. The Essential Glue for Model Builders. Test invited. Waterproof Glue, envelope: Advertiser, Box——, ‘I’he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1. 30, Red Lion Street, Holborn, W.C.1. Refer Dept. M. f WANEY Advertisments for these columns must be accom- J i First-class Vancouver panied bya remittance, either by Postal Order ur stamps, and addressed lo the Advertisement Manuger, “lhe Model Yachtsman,” Golden House, Gt. Pulteney St,, London, W.1, Announcements must reach these offices not later than the 10/h of the month preceding the month of issue, e PINE Trade Advertisements are not 4in. for Decks, and any thickness up to 24ins. inserted This wood is without a blemish. T. MARCHANT, LTD., SALE. 6-METRES, (13”), ‘‘Ailsa.”. Mahogany planked. Three Suits Sails, Sail Box, Stand. 104, Cheapside Street, Glasgow, C.3. Verney Road, Rotherhithe New Road, LONDON, S.E.16 10-RATER. y Stewart, Latest design, well planked. by Drown. seaside. Detachable Keel. Also 36’ L.O.A. Sails* Suit town or F. Matthews, 63, Artesian Road, Bayswater, London, W.2. T. H. WILLEY, FOR SALE. 10 Caversham Rd., Kingston-on-Thames By order of the Executors of the late ReEv. Lewis Low. Designer of ‘‘Charmain,”’ 18-footer winner of Craven Trophy. Designer and builder of ‘‘Edith,”’ winner Surbiton Challenge Shield, and ‘‘Hermione.”’ SEVERAL 10-RATERS. Apply: N. C. EXTRACT Reasonable Prices. Force, 151, Lichfield London, N.3. Grove, OF A LETTER FROM AN ADVERTISER : “T sold my last 10-Rater advertised in your paper to the second enquirer, and he came all the way from Scarborough, Yorks, to get it.” SAIL OR POWER. eA Perations, Repairs, Renovations. in this column. FOR Timber Merchants and Importers, SCALE MODELS. In advert- ising Boats for Sale or Wanted advertisers should state, where possible, Clauss of Boat.” These will be classified under their separate headings; wnelassed Models, and articles other than Bouts, under Miscellaneous. For Model Yacht Building. wide. WANTS. A charge of 6d, extra to cover postuges is made for Box” Replies, care of these offices, The following words must appear at the end of advertisement; ‘“Box——, ‘Model Yachisman’’ Ofices, for which usual rate per word will be charged. (Advertisers need not include our full address). When replying to a “Box No.’’ Advt., address your Sample Tin (contents 20z.) 8d., or 4lb. 2/1 post free. enquiries AND Advertisements ure inserted in these columnsat the rate of One Penny per wo: d; minimun charge for advertisement One Shilling. Single lrtlersor figures ure charged as words, and w compound word as two words, The advertisers name anil address are charged for. Breaking Strain in Wooden Joints Over 1,000 lbs. PER SQUARE INCH. Trade “\ Hollow Spars, y, { Model Sailing Craft, Use our Sales and Wants Column to dispose of your by W. G. Daniels and H, B. Tucker. old Boat or buy a new one. This new treatise will be published in the next few weeks. In order to be sure of getting a first Edition Copy send your order now with P.O. 21/- to \. In replying to Advertisers, please mention THE MODEL aE 9 YACHTSMAN. [ee A ve, The Model Yachtsman, Golden House, Gt. Pulteney Street, London, W.1 The Model Yachtsman. March 1932 ‘W.H. BAUER i co SAILS S.M.RM.C. Model and Yacht Repair Fit-out Finest Service. Bobbin, etc. Spars, Sails, Fittings and Accessories for all Classes. To order only. Chas. Restored. Drown, 8, Ullswater Rd., Workshops: West 10, Celbridge Mews, Porchester Road, Norwood, S.E.27. LONDON, W.2 SS Sail Cloth. any size and design. & old-time Ship Models and :: Silk Bunting Flags and Pennants Decorative, Water-Line Built Union y, “GOLDEN VANITIE” (Owner: Mr. F. C. TANSLEY, Hove). Winner of the Eastbourne Chamber of Commerce Trophy ‘Silver Revenue Cutter,” 1929. The Hove Club Championship Cup 1930. And tied for the National Also Ist Championship in several 1931. Inter-Club Matches, ete. Finished with ‘RYLARD,’ the ideal Varnish and Enamel for all Craft. ‘Golden Vanitie.”’ Sole Manufacturers: LLEWELLYN RYLAND, LTD., Birmingham, In rwanitina ta Adverticerc England nieace mentinn THR MODEL YACHTSMAN.