Model Maker: Volume 2, Issue 24 – November 1952

el enaman e ee * oeee VOLUME 2 NUMBER 24 | IN THIS ISSUE : Scale Model Tug “Cullamix” : 10-Rater Championship Report : Radio Control at Blackpool Rights and Wrongs of Tinplate Track Series on Model Photography 5cc. XKI20 Jaguar : Fairground Memories : : : Model Railroad Scenery Model Yacht Club Notes : : : 5 cc. Speed Model Car Victoria Park Regatta Pictures Scale Model Cars for Competitions Prototype- H.W.M. Formula2 : NOVEMBER 1952 Making a Model Liner : Model Yacht Design : : New Stentor Special Model Car Latest Speed Records : Electrostatic Machine Pt. I] : : : Traction Engines-: Plastic Yachts (i AS a sailing water for the larger class boats it would be difficult to find Fleetwood’s superior. The lake is rectangular measuring 820ft. x 210 ft., and is situated on the foreshore with the promenade bounding it on the inland side and having an open aspect. The prevailing wind is westerly and this gives a run and_ beat lengthwise up and down the lake which make for admirable conditions in which to sail an event such as the British ““Open” Ten Rater Championship which was staged there from August 25 to 29. The event attracted a total entry of twenty-three yachts from all parts of the country, and was sailed as a full round of twenty-two heats followed by an eight-heat final with scores carried forward. The final result, after five days of close and interesting heats, was a win for Water Witch, a beautiful yacht of Littlejohn design, a development of Ger Falcon. Water Witch was skippered by her owner, E. Porter of Hendon, a member of the Model Yacht Sailing Association, with L. Wareham as mate, and his victory was well deserved, being the outcome of a remarkably consistent performance throughout a week of variable weather. Second place was taken by G. Richmond’s Restive from the Harwich, Dovercourt and District Club, a boat of totally different characteristics from Water Witch, whilst third place went to the~ Sheffield boat, Triplane, skippered by W. D. Waddington, another interesting design which is in fact a scaled-down version of Uffa Fox’s celebrated “Flying Fifteen.” On the Monday and Tuesday moderate breezes veering from south-west to north-west allowed the fleet to carry their top suits, and at this early stage Water Witch was giving ample evidence of her superiority under these conditions and the other finalists were engaged in laying the foundations of their later successes. By Monday evening Water Witch: and J. M. Fitzgerald’s Alma III were tieing with 24 points apiece, second spot being shared by E. J. Blackshaw’s Flora Heading picture shows Championship-winner E. Porter with his lovely yacht “Water Witch” at the start of a critical board during the final day’s sailing. (Left) “Triplane,” which finished third, broke the unofficial record for the Fleetwood lake with a south to north run in 95 seconds. She is a scaled-down version of a “Flying Fifteen” 724 November L952 and G. Hardy’s Fluzi. Triplane lay third with 20 points, with T. B. Eale’s Suzette half a point ahead of Restive. Tuesday saw Water Witch sailing into a clear lead, having amassed 49 points against the 43} of Suzette, whilst Flora, J. Anderton’s Miss Emme and Restive were all within striking distance of the leader. With Wednesday came different weather conditions and a marked change in fortunes. A strong westerly wind brought the yachts down to fourth suits, and Restive, a drawn-out Marblehead design with no overhang and an astonishing ability to carry canvas in a blow, really came into her own in a remarkable day’s sailing, in which she scored 28 out of a possible 30 points, a state of affairs which put her seven notches ahead of Water Witch. The erstwhile leader, a typical Southern Ten Rater with graceful tapering lines and long overhangs which clearly bear the stamp of a Littlejohn masterpiece, was less happy under the choppy conditions of Fleetwood’s comparatively open water in a blow, and her score of 14 points out of 30 was her lowest of the week. Miss Emme, another boat designed for “Inland” waters, managed 22 points, and Alma III and Mermaid, bluff yachts of typical northern character, scored well in these conditions, the latter, a Fleetwood boat, netting 25 points. The 1950 winner Triplane although being similar to Restive in having no overhang, has a vast beam in relation to length and is full of interest technically, being the subject of much experimental work on the part of her owner. Her only departure from the full-sized ‘Flying Fifteen’ is the addition of a modified flipper fin keel to compensate for the absence of a movable crew weight. She is reported to be something of a handful and decidedly sensitive to trim,. but is extremely fast before the wind and under Wednesday’s conditions she was timed unofficially on a downwind run of the lake in 95 seconds, the fastest run ever recorded by any class of model at Fleetwood. This reshuffle naturally added considerably to the interest and uncertainty of the contest and the remaining two days were somewhat nerve-racking for the leading crews. (Above right) Another view of “Water Witch” running with spinnaker, under conditions which were ideally suited to her design. (Right) J. M. Fitzgerald’s “Alma Til” and J. Anderton’s “Miss Emme,” close-hauled on the starboard tack. “Alma III’ finished fourth after a tie with “Triplane” . G, Richmond’s “Restive,” a scaled-up Marble- head design which sailed brilliantly in heavy weather and finished second in final placings, being put about by her mate, A. J. Bell Sailing conditions were ideal on Friday, the final day, a strong westerly breeze. giving Water Witch a fine opportunity which her skipper grasped with both hands to finish well ahead of the fleet and with a seven-point lead on Restive. Triplanesailed off a tie against Alma III to finish third. The excellent week’s sailing was rounded off by a dinner and prize-giving at the North Euston Hotel, presided over. by the Mayor of Fleetwood. 1 Posi-| | Reg. | tion | No. | Yacht Club x ! | 1 2 | 1219 WATER WITCH | E. Porter | 1248 | RESTIVE G. 1 Richmond : : | TRIPLANE | ALMA III | FLORA | MISS-EMME | MERMAID | SUZZETTE 1266 | LIL I 967 1107 1012 1279 1022 1069 | FRANCIS |MARAUDER . | | 1222 | EDRINA 1287 * | SINE METU 1300 | LUATH 1091 | CURLEY 1291 | URSULA 1290 | VITESSE 9 | and ‘ Bradford | _ 4. T. Mandley J. Lapsley | H. Miller | H. Hewson |G. H. Verity | J. R. Scarth Bradford | Nottingham | Saltcoats Morecambe | Barrow | Scarborough Thursday provided a much moderated wind blowing across the lake from W.N.W., under which conditions Water Witch met Restive in the morning heat and re-established her superiority by taking all five points. From then onwards Water Witch never looked back and went on to consolidate her lead, whilst fortune turned against Restive, her day’s total being five, good enough however to establish her in second place. Closing scenes at Fleetwood on the last day of the 10 Rater Championships, as the M.Y.A. flag and burgees of the competing clubs are hauled down at sunset | Bury N.Liverpool 52 | 70 | 70 | 75 | 93 | | | Total Posi- | |104 Pts. | tion. 104 | 88 | 97 | 97 | § 6; 7/20 28/33 40 55/60/71 83 9 | 24/29 | 40 | 45 | 62 | 63 | 68 | 78 | 12 | 21) 33 42 50 54/59 64/73 | 8 18 | 33 | 41 | 49 | 56 | 58 | 67 | 75 | 10 | 13) 19 | 24 | 29 49| 50 | 58 71 8 | 192) 283) 433/434 | 544 563) 632) 654 5/10 | it | 26 | 28 | 48 | 53 | 56 2) Bolton ; 8] — Bradford 4} E. Hull M.Y.C. 12 | |S. Yorks M.Y.A. 8 | ; | |W. H. Porter | E. Hull M.Y.C. | Fleetwood 54| 63 | 73 | 80 27 | 42; District | | G. Redfern — Fri. 7 | 3| 4; 5 10 | 94) 214) 293) 344) 13 2 | 32 11 | 16 | 19) 29 21 | 28 | 32 | 32 16 | 23 | 30 | 35 12] 14| 9/| 6) 16} 2} | | | | 501) 47 42 36 40 | | | | 541) | | vei 88 8e* 88 | gBx 7 | 17 | 30 | 3 | | 551 47 | 53 42 | 47 36 |-46 40 | 44 | 31 | 34 | 44 8 * After resail to | decidel | tie 30 | 36 | 31 | 38) 18 | 18 | 27 | 29 | 37} So 3 4 5 6 | 703| 704 16/21} 21 | 32 | 35 | 43 15 | 15 |22 | 31 | 33 | 38 14 | 16 | 83 83 78 | 78 78 fa | 12 | 19 | 21 | 26 | 26 | 28 | 31 | 37 = 8-16 | 21 27 | 29 | 31. 36 | 36, | 3|} 6/19 | 31 | 31 | 33 | 33] 34 | | be 1 uke: | | Barrow F. C. Dilworth | F. Dutton 7 34 | 49| 19 Dovercourt | T. B. Eales D. Hazlehurst J.W. Greenwood G. Hardy J. H. Snowden | | Thurs. a.m. p.m.a.m. P.m./a.m. p.m. a.m.|p.m. a.m. p.m. | N. Liverpoo! | M.Y.S.A. | Fleetwood | | Wed. lal | 24 | H. Atkinson i | Tues. | M.Y.S.A. | W. D. Waddington Sheffield J. M. Fitzgerald | Bolton E. J. Blackshaw _ J. Anderton J. Roberts | eat Harwich, | |SCHEHERAZADE | | DARIAN | | FLUZI | | PLANE JANE 1201 | FRISKI 1085 |VALKYRIAN Mon. | | 3 686 4 1288 5 | 1205 6\| 1221 1253 8 | 1292 DAILY SCORES Owner { a: 2 | ye a id — bro|ken miast { MODEL MAKER 12- =I =; | Garena So AO 7 6 5 4 3 w ra] oO ° a 2 ! 2-4 8 First Stepsin Mc PART ” 2° eee eee wd ~o sss § 8 IV BY H. E. nN SERIES w BASED ON ANDREWS THE CONCLUDES APPROACH TO THIS DESIGN ¥ OF CURVES OF AREAS: Now do the same with the figures in Col. 3, and draw your curve to start and finish on the OWN MARBLEHEAD “POLARIS” sections 7 and 6 and our job is to divide the 7.81 cubic inches in this space, so that the forebody and the afterbody have the same volume. fin water line ends already marked. You now have two curves like Fig. 10 and the To do this we proceed as follows :— areas bounded by these two curves added together the displacement of your boat in cubic 1. 2. 5, 4. represent inches. From here there are two methods of finding the displacement and the centre of buoyancy, one by counting the squares enclosed by these curves and the other by the use of a HIS 5. simple arithmetical rule called Simpsons Rule. As we have been counting squares all the time, we will continue this way. Using the notebook again, we will now complete Col. 4. Count the squares forward of section 1 in the curve of areas and put the answer against “section 1” in Col. 4. Now count the squares between section 2 and section 1 and write the answer down against “section 2.” Do the same for the areas between sections 3 and 2 and 4 and 3, 18.2—15,.512=2.688 7.81—2.688=5.122 dA22—2 =25561 Add answer (3) to 18.2 (the afterbody figur = 20.761 e) Add answers (3) and (1) (forebody figure)=20.761 to 15.512 Now return to your curves of areas. Forward of section 7, and including the fin curve, count off 256 1/100th inch squares (obtained from your answer 3). The vertical line which includes the 256th square is the fore and aft position of your centre of buoyancy. Measure the distance from this spot to the forward end of your L.W.L. and mark it in on your sheer plan. Calculating the Lead. — We now know our boat’s weight and her centre of buoyancy. Now to find how much lead we need and where to put it in a fore and aft plane. First we must estimate how much our bare hull, deck, paint, spars and fittings will each weigh and where their centres of gravity will be. Designers of full-size yachts calculate the weight and centre of gravity of every piece of timber, etc., which goes into the hulls and from this calculate the combined weight and centre of gravity. Experience, or our club mates, will tell and so on until all are done. When you come to the sections which include the fin curve, include this on your answer as well. Now add the figures in Col. 4 from sections 1 to 6 inclusive and put the answer in Col. 5, and similarly for sections 8 to T, and also extend the figures for the mid-section (section 7). Having done this, total Col. 5. The answer, 41.522, is the displacement of the boat as drawn. But remember, you only drew her half size and you only took half section areas. As the cube of 2 is 8 and you only took half section areas, you must multiply us how much each of these items should weigh, and for our purpose we can assume that all these weights will balance on our discovered centre of buoyancy. The only exception to this rule is if a heavy vane is carried right aft, in which case we shall have to make a slight adjustment. your answer by 16 to obtain the actual displace- ment. Thus, 41.522x 16666 cubic inches. As a cubic foot of water weighs 62.4 lb., 666 cubic inches weighs 666 x 62.4 = 24 lb. Estimated weights for “‘Polaris” are as follows: 1728 This is the weight of the boat. Now for the centre of buoyancy. Go back and look at Col. 5 of our list. You will see that the forward body contains 15.512 cubic inches and the after body contains 18.2 cubic inches, while the space between sections 7 and 6 contains 7.81 cubic inches. As 7.81 is more than the difference between 18.2 and 15.512, it is obvious that the centre of buoyancy must lie between Deck: .75 Ib. Paint: 1.00 lb. ad oes i TOTAL 7lb. es Mast, Sails and Fittings: 1.75 lb. As her total displacement is 24 lb. we shall need ~ 17 lb. of lead to bring her down to her marks and its centre of gravity has got to be exactly under the centre of buoyancy we have already discovered. Now, 171b. of lead occupies 40.5 cubic inches of 746 November 1952 del Yacht Design FULL-SIZE WORKING DRAWINGS OF PLANS SERVICE” PRICE 7s. 6d. 2 OF a “MODEL POST FREE Al 1 P ScALte-4 AN Fut d space, which 40.5 on our half-size ff POLARIS – MARBLEHEAD. “POLARIS” ON TWO SHEETS ARE AVAILABLE FROM MAKER SHEET drawing means To do this is always a process of trial and error, so on your sheer plan drawa lead line using your / 5-/ 1ST. FSan LEACH 66 LUFF 67> “a Leace foot 39° 16S” FOOT a Lure 59. Leach 5.1 cubic inches with its centre of gravity under our centre of buoyancy. I/ // DIMENSIONS ist _ MSan Lure ——=5.1 approx. We have therefore to place size i SAIL Z Foor BRO. MSA Lure LEACH Foot = s3” ios” HICKING STRAD – Tifo BE RIGID FITTING WITH SCREW ADJUSTMENT | SPINNAKER – 48 x 26 MAX, own judgment. Now on your sheer of curves of areas makes a curve of areas of the space enclosed by your trial lead line, using the method already described, and calculate its centre as if you were finding its centre of buoyancy (as indeed you are). If the volume is wrong, or the centre is wrong, adjust your line and recalculate. Continue until you do get both answers right. Even with experts it usually takes three tries to get the right answer, so do not be discouraged if your first answers are wrong. If you are planning a heavy vane, arrange your centre of gravity to be about 1/8 inch forward of your centre of buoyancy. Final Proof.—We now come to the final proof of the balance of our hull. As explained earlier, this depends upon the boat remaining level in a fore and aft direction when heeled. A heeled curve of areas and heeled centre of buoyancy will give us this information. If the heeled centre of buoyancy is an If you have got as far as this satisfactorily, you can clean up your drawing and finalise your lines using the hard pencil, the splines and the pear curves as necessary. Take care, however, to main- tain all your intersection spots exactly. The Sail Plan.—You now have to design a sail plan and accurately place it on your hull. You will, of course, have considered the general type of sail plan you intend to use and will have decided upon the general proportions of your hull accordingly ; having remembered that a tall sail plan requires appreciable distance away from the upright centre of buoyancy, then our hull is unbalanced, but if you did the trial metacentric check satisfactorily you will not have this misfortune. To draw and calculate a heeled curve of areas it is easier to make full tracings of the part of each section under the heeled L.W.L. and lay them over a more powerful hull than a low, broad one. your graph paper to count the squares, but do not Before we discuss details there are two more forget to divide each answer by 2 in order to get the same basis of comparison as your upright curve of areas. When calculating the heeled centre terms to be defined. “‘Centre of lateral resistance” can be described as the centre of gravity of a plane surface of size and shape equal to the underwater profile of your boat. This description gives the clue as to how to find it. Using a piece of stiff of buoyancy you must include the original fin curve in your calculations. Having found the heeled centre of buoyancy, ‘ton the sheer plan alongside the upright one. If everything is perfect the two marks should coincide. A discrepancy of 1% of the L.W.L. is paper, make a copy of the underwater profile suspending it under a plumb line, first from corner and then from the other; mark where two plumb lines intersect. Where they do is tolerable, but if it is more than that your hull is and one the the C.L.R. Measure this distance from the forward end of your L.W.L. and mark it on your main drawing. Fig. 11 illustrates this process. unbalanced, and you should go right back to the stage of your trial balance and start again. 741 / a a, MODEL MAKER the fin joins the hull. Allow a moderate rake aft, about 4 inches in its length for a Marblehead. You must now decide what proportions you want between the areas of your mainsail and fore- . sail. For modern sail plans proportions of 14 to 1, or 2 to 1, are usual. You must also consider if the rule to which you are designing has any restrictions on the height of mast and/or fore triangle. With these in mind work out the sizes of your sails and draw them in on your sail plan, remembering to consider also roach limits (if any) and also batten limits. Having done this, find the centre of effort as described and check its position in relation to the C.L.R. If it is incorrect, you will have to move the sail plan either forward or aft accordingly. When you have done this and redrawn your sail FINDING THE plan, recalculate your area in accordance with the rating rule, and check your whole rating calculation CLR. of the rule calls for such. If all is in order, your design is finished. One final word of advice. If this is your first design The “centre of effort” of the sail plan can be described in a similar way and can be found in the same manner. There are geometrical methods of finding both centres, but if accurately done, the above method is foolproof. The trouble with both these centres is that they only “stay put” when the yacht is at rest. As soon as she moves they both move forward by varying amounts caused by the water acting on the hull and the wind upon the sails. For the purpose of the design it is usual to place the C.E. about 5% to 7% of the L.W.L. forward of the C.L.R. and your sliding mast plate is available to provide the final adjustment. To proceed with the drawing. On your second sheet of paper make a copy of the profile of the boat using any convenient scale. Mark thereon the position of your C.L.R. Draw in a tentative mast, sitting it approximately where the forward edge of you are probably and quite rightly proud of it, but put it away for a month before you start build- ing to it. At the end of that time bring it out and look at it with a critical eye. You will probably find quite a lot of things you would like to alter. This is all to the good because it proves your ideas have developed. Conclusion.—If this short series has “whetted your appetite” for this subject you will find all the answers to the questions you want to ask in two very readable books, one by Dr. Harrison Butler called Cruising Yachts, their Design and Performance and the other by A. A. Symonds entitled An Introduction to Yacht Design. These both describe in full Admiral Turner’s system of designing, and both can probably be obtained from your public library. — “CULLAMIX”—-NEW TUG The next step is to make and fit the rudder trunk and its skeg bearing. A piece of the same tube as used for the stern tube, will be required for the rudder trunk—this is 13 in. long—and a piece of };in. brass rod 6?in. long for the rudder stock. The top of the dead-wood must be slotted to receive the rudder trunk and then built up with plastic wood. The skeg bearing or pintle bar is then made but not fixed in place until the hull is finally painted and the propeller fitted. This applies also to the rudder which can now be made. This is fitted to the stock which must be split to receive it, the end of the stock being turned to a running fit in the = in. hole in the pintle bar. The hull may now receive its final sanding with DESIGN (continued from page 715) flour abrasive paper. Carry on this sanding until the hull is polished as the final appearance of your model depends entirely upon work at this stage. Give two coats of priming to protect the surface, rubbing both down really well. Finally, make up a temporary stand to hold the model during subsequent work. Chocks cut to the contours of Sections Nos. 2 and 8 and as high as W.L.3. attached to a piece of stout floor board, will hold the model firmly, but cut the slots oversize and line with some soft material—I glue on straps of an old felt hat, ladies’ variety—this gives protection against bruising. In my next article I shall deal with the making and fitting of deck and upper works generally. 742 T that has Another Danson), five heats Scottish M.Y.A. The 12-metre British Open Championship had to be concelled owing to entries below the minimum of six boats being received. This class died out in England many years ago and has survived until now only in Scotland. Its popularity has waned on account of severe draft penalties resulting from the scale of one-twelfth producing a shallow boat unable to stand up to a hard blow. Failing entries from a revised date, it will be up to the M.Y.A. to pass sentence on the class and award the trophy elsewhere. Scottish 6 m. Championships at Elder Park, Glasgow, were won by old-timer boats of 1938 vintage, winner being Kelvin (Wm. Brown, Dennistoun), 2nd Wendy (T. Rood, Victoria and West). This contest took place on what is reputed to be the smallest boating lake in Scotland! Any other claimants forward please ? in a row. Doncaster and District M.Y. & B.B.C. We described this club’s Barnby Dun water as ex- N.C.B. recently, when in fact it is loaned by the Ouse Catchment Board : their Coal Board lake is at Woodlands. Lucky people to have a choice of water! Sunday, September 21, found ten boats ready to contest the Davies Memorial Open Championship for 36 in. Class restricted boats. Bradford M.Y.C. entered six, and the home club had four. Winner proved to be Mallard (Ken Chadwick, Bradford)—presumably a kind of Duck ?—from fellow club boat, B’jax. Usequebaugh (Blamires, Doncaster) was third, a creditable effort as this is the skipper’s first boat, built from a Daniels and Tucker design slightly modified. Altogether a very enjoyable race, with the hosts by no means disgraced and already making their name felt after over Held Over A number of club reports have been necessarily held over until next month, following their omission in October issue. eighteen months of active existence. Their members are now anxious to explore the possibilities of ‘Donald Duck” design and try out 743 ee MODEL . MAKER “GONG to the Lakes next week? Why not take the Penguins?” Well, why not? I’d been hoping to sail them again since Swalloz, our original blue boat, was given her initial trials on the canal last summer, and by now the fleet included Amazon, green and trim and as yet untried. Also my eleven-year-old daughter was dying to try her hand at some model sailing, so here was my excuse. Amazon was posted Ld enguins SPREAD BY. THEIR GH. WINGS” DEAS-ON ahead for the modest sum of fifteen pence and Swallow travelled snugly under the car’s bonnet. Having demonstrated to my offspring with the aid of a cake of soap and a pair of wet hands the otherwise inexplicable phenomenon of a boat’s ability to beat and reach, a start was made by borrowing a dinghy from my boat-building friend, Sid Bousfield, in Nab Wood Bay, a reasonably quiet corner of Lake Windermere. We were ail set for some quiet racing, we thought. It wasn’t as simple as that, however. It was rather like letting loose a couple of valuable and exuberant puppies in the park. I am no novice waterman, having spent my formative years in lake boats, but the Ocean Racers lived up to their name, being astonishingly fast, and no sooner had I retrieved Swallow with tremendous expense of energy than Amazon would be a mere white speck in the distance, saucily inviting destruction under the bows of a passenger steamer. All very exhausting, but we learnt a lot on that first morning, by the end of which we had a healthy respect for the seaworthiness of the Penguins and none at all for our own seamanship! é After investing 3d. in a packet of assorte rubber bands, the next leg of the contest was sailed on Esthwaite, a less frequented and lovely little lake some three miles long and a quarter wide. After a few experiments with the automatic steering things went much better. With careful tuning the two boats were closely matched and it was almost uncanny to see the pair gybe and go about.in unison. They still retained their individuality, however, in defiance of their massproduction history, Swallow being definitely superior to windward and pointing up better, whilst Amazon would reach and run like a Ten Rater. We set them on a long beat side by side and they plugged away most impressively for three-quarters of an hour, my jubilant offspring’s Swallow leading from the gun, and finishing some two hundred yards apart after an untouched course of about two and a half miles. You can’t ask much more for 29s. 9d. than these entirely adequate little craft provide. They had many more outings in “open water” conditions and their lines were critically examined and favourably commented on by full-sized racing experts in the boat-yards.