The Model Yachtsman and Marine Models: Volume 5, Number 5 – August 1932

OT Ww OP uN – Za ff \\ \\\ iEy l ll AI li X 5. NO. 5. Sévelith of cack: antl Ee | VOL. net Meh” eh AUGUST, es {OSES ENS Editorial … oe Using the Braine Gear International Model Boat Regatta Power News of the Little Ships . Our Scottish Page obs Beach Yawls of Exust Anglia Book Review .. dt: Ss 102 A-class Model ‘‘Elusive’’… 102 From Here and There sae O04 With the Power Boat Clubs’ 15 Calcutta M.Y.C. a 105 Model Yachting Association 1(C6 American News 107 as “3 Making Model Yacht Fittings 108 Correspondence THE MODEL GOLDEN YACHTSMAN HOUSE, GT. AND ie a. MARINE PULTENEY pL MODEL STREET, MAGAZINE, LONDON, W.1. ors 1932 The Model August 1932 Yachtsman ‘Should be in the possession of everyone who is interested in the sport.’’—A. C. Davison (Model Yachtsman). MODEL SAILING CRAFT By W. J. DANIELS and H. B. TUCKER With a preface by C. N. Forge, Hon. Secretary, The Model Yachting Association. ‘¢ One has only to visit our park lakes to realise how interesting model yachting can be. . . The volume is extraordinarily, even impressively, thorough. . . A work that should be the standard text-book on the subject.’’- -LIVERPOOL POST. ‘¢A first-class text-book. . . The general excellence of this book will assuredly entitle it to be regarded as a standard work for many years to come.’’— SUNDAY TIMES. Obtainable from the Offices of “The Model Yachtsman,” all Bookshops and Libraries, or direct from the Publishers. Crown 4to., 260 pages, 67 illustrations, 163 Diagrams and Folding Plates. 25s. net; postage 9d. . Detailed prospectus sent free on application to the Publishers. CHAPMAN & HALL, LTD., 1! HENRIETTA ST., LONDON, W.C.2 White Heather Pabhis’ T GROUP S GROUP AGS EPRI 21° 23%) 12/6 15/6 18/6 22/6 29/6 24 267-20″ “Ba 42/6 52/6 62,6 72/6 24” L.O A. ies 36” Restricted see … .. 6 8 6 8 1010 A Wonderful Catalogue to do them justice. 0 0 NEW DESIGNS in Yachts and Motor Boats; new power plants and high speed engines; new 0 merchantmen and men o’ war, deck fittings—Bassett- 1 Lowke quality is very much in evidence in the new arrivals from the Northampton factory. All fully described in the new 94-page Catalogue, pride 6d. Nota dry-as-dust price list, but a book packed with pictures and thrills for the model ola a Ask for Catalogue 6 and 12 Metre International A-Class Fittings and : Spars : Motor Boats and Ships’ Fittings C GROUP 10-Rater Model Yachts, . 4590 4 4 0 30°-T5.OCA. 5-Rater 2 S/91. Sails FITTINGS Accessories PRICES Send for List. BOAT LEAFLET FREE ON RECEIPT OF POSTCARD J. Alexander & Sons, Bassett-Lowke Lid., Northampton 112, HighHolborn, W.C 1 28, Corporation St. ep ae Model Yacht Builders, Manchester Branch; ASHTON, PRESTON, Lancs. 105, Princes Street \.. TRADE SUPPLIED. REDUCED. Increased output makes this possible without disturbing the quality. Get the Catalogue and save money. y, .. iz In replying ta Advertisers, please mention THE MODEL YACHTSMAN. | THE ACHTSMAN MOD AND MARINE MODEL MAGAZINE Vol. 5. No. 5. AUGUST, 1932. EDITORIAL. B* the time these lines appear in print, the Gosport Regatta will be over, and therefore, we will make no attempt to forecast results of the British Empire Championship and World Championship Races. MAGAZINE continues to We put the closure on the “Keel Row” as with the sole exception of the tests cf Mr. Matthews’ little ““May” and “June” no data of any value was put forward. Here, however, is a very real] test and the result cannot fail to be of great interest to all model yachtsmen throughout the world. oe +e es Undoubtedly times are bad and we suppose that we should be very thankful that 7HE MODEL YACHTSMAN AND MARINE MODEL progress even if A good mag- azine devoted to marine modelling is of the utmost importance to us all. very good in One of the most interesting features of the Regatta will, however be an unofficial duel in the British Empire Championship Races between two new and lovely yachts “Anglian” and ‘Shetland Lassie”. These boats are sister ships designed and built side by side by Mr. W. J. Daniels. They are identical in every respect except that the former is a full-keel model and the latter a fin-and-skeg boat. ‘Anglian’ is Mr. W. J. Daniel’s own craft and “Shetland Lassie” belongs to Mr. Arthur Johnston of Lerwick. In appraising results, however, the personal element must not be overlooked. make it is not as rapid as we should like. Clubs in general have been assisting to advertise this magazine and push its sales amongst members, but we have no hestitation in asking Club Officials to do even more. The very fact that times are so bad has lost us a number of readers as obviously men out of work cannot afford to subscribe. important for all those It is, therefore, who are able to support the magazine and thus help on the cause of marine modelling. x * * koe * We remind all readers that our next issue is our Special September Number priced at Is. It will contain plans of the 10-rater “Phoenix” designed by Mr. O. Steinberger, plans of the 12-gun brig *‘Daring” specially redrawn for model makers by Mr. G. W. Munro, plans of the new hydroplane referred to above, full illustrated account of the Gosport Regatta, an excellent article by ““K” explaining the metacentric shelf system of balancing a yacht design, besides a number of other special features. In fact it will be the finest number that has ever been put out by any model paper, and we want to make it a record in another respect also. Can we ask readers to show appreciation by ensuring us record sales. their 90 The Model Yachtsman August 1932 ON USING THE BRAINE STEERING GEAR. ANON. (Continued from page 84). Bl aise jib steering yokes can be made in the form Obviously if she luffs a little more helm is indicated, of a bridle with a loop in the centre (i.e. between the pulleys). All that is then necessary to put this into operation is to put the loop over the hook of the jib sheet which need not be unhooked from the horse. If it is wanted to be operative whilst if she falls away too much is being given. Now the Braine gear operates upon the principle of keeping the model at a given angle to the wind. on one side only, one hook can be let go off the quadrant. See that these lines have a clear lead to the quadrant and do not foul the hatch. If they do screweyes must be arranged so that they run clear of everything. his course accordingly as explained fully last article (The Way the Wind Blows). Therefore it is useless to think that it can be used to guard against changes of wind direction. Rather must the skipper anticipate these and lay my What the gear does is to give helm to steady the boat in the puffs, so that she does not luff up. As the puffs die, the helm comes back to its normal Before passing to the use of the gear a word may be written about the tension slide. The single tension slide has the merit of simplicity in parison with the double slide, but the double has certain advantages. These are that is necessary to give more helm on one side the other, or some one side and practically in position. comslide if it than none When the wind is abeam the jib steering gear is unhooked and the main steering gear brought into play. at this point and the mainsail trimmed on the running yokes. To get the comes to shore just outside the winning flag and trims for the sails the boat can be held up pointing it is needed to get a quick turn round it, the rubber can be slipped out from between the slides in the direction she has to go and the sails eased Whatever form of slide is used, its normal position should be half-way up, thus allowing it back as required for her course in the normal weight of the wind with as little helm as possible but adjusting the helm so re- trimming during a board. The slide should when closed up be not more than } or } inch from the that it counteracts any tendency a variation of the wind strength may have, to throw the boat off her course. In other words, the sails are kept tail of the quadrant. This will enable the rudder to be locked central with the slide during close- at the angle they do most work. hauled sailing when the steering gear is out of use. When the gear is in use, the slide should be half-way up as already mentioned. Under no consideration must the slide be used for trimming. Its sole uses are to retrim when necessary and to lock the rudder when beating. No beat will sail closer to the wind than four points (45 degrees) and at this she is absolutely close-hauled using her beating sheet and no steering at all. At five points she is not quite so closehauled and at six (774 degrees) her trim is still further eased off. At about this point it may be found that the boat shows a tendency to luff (i.e. head up to the wind) too much so the jib steering can be hooked on and arranged to give her just a little tickle to keep her going. This is a decidedly useful function of the gear particularly in light weather. Care should be taken that the steering yoke (Jib) is not hooked on on the side on which the gye is operative, and it will be used on the long leg only. Only a little helm, possibly three or four holes out from the centre will suffice for this purpose. The model yachtsman has, however, to find out what suits his boat under these circumstances. horse off until the point when they spill the wind. If they are drawn in until the whole sail is pulling nicely but no furtber in, you will have about the correct trim. The object is to keep the boat on and a permanent helm put on for the occasion. to be closed or drawn main The beating sheet is unhooked from Also if the boat the other, this is easily arranged. the Having trimmed the sails, the gear has to be adjusted. For a start as already explained, put a light tension on the centering line and try about three holes out from the centre and watch results. It should have been mentioned that towards the centre of the quadrant at all events the holes for the hooks must be pretty close together (about inch centres will do for large boats and a little closer on small ones). If – the boat promptly falls to leeward in the normal weight of wind, she is obviously getting too much helm. As you are pretty near the centre of the quadrant, the rubber had better be tightened, but if you were hooked some distance out, it would be better to try moving the hook in a hole or two. If on the other hand the boat starts to luff up in the normal weight of wind, the centering line can be eased off. If it is very slack already the hook will have to go out a hole. It is, of course assumed that the sail trim is right and that point correct. of attachment to boom, etc., is August 1932 And Marine Model Magazine. When matters are adjusted so that the boat keeps her course in the normal weight of wind, lee (i.e. about to gybe, the wind being on the same side of the boat as the sail), the jib will fly over before the mainsail. observe what happens in the harder puffs. Directly the jib gybes it gives a violent tug to If in the harder puffs, the boat shows a desire to luff, she is not getting sufficient leverage, and so the hook must be moved out a hole. As this will probably give the boat too much helm in the the quadrant against the pull ot the mainsail which it to a certain extent neutralises. This eases the helm, the boat luffs a shade and the threatened gybe is averted. normal weight of wind, it will probably mean that the rubber must be tightened a little also. The novice is advised to watch his boat closely and reason out what happens. Gradually the If on the other hand she falls away in the puffs, obviously the leverage is too great, and the sheet must be moved in a hole. As this will mean that she is not getting enough helm in the normal weight of wind, so the rubber may have to be answer Now if the boat is holding a good course in the the way to use the Braine Gear is to think ! wind and slams but falls away when the wind falls light, the centering line is obviously too slack and must be tightened, even if the leverage has also to be increased. If on the other hand she centering line problem will become automatic, In fact it all comes back to the remark that [ made half jokingly at the start of this article that normal the lulls, the to every and then the embyro model yachtsman will understand his gear thoroughly and be able to sail his boat to the best advantage. slacked a shade also. luffs in 91 is too tight and must be eased even if the sheet has also to be hooked in a bit. And that is all there is to it, but having got these of operation into his head the novice principles has got to practice to apply them correctly. As the course brings the wind more and more aft, the jib ceases to do any work being in the lee of the mainsail. When the wind is about three points abaft the beam a real yacht would use a reaching jib but this is a double-edged weapon in a model. At five points abaft the beam, the spinnaker can be set very well forward provided the wind shows no tendency to head the yacht. As soon as the spinnaker is brought into use the jib steering can also be hooked on to come into operation on the reverse side to the mainsail. If a boat falls away to the point where she is by the INTERNATIONAL MODEL POWER BOAT REGATTA. VICTORIA N the PARK, connection with the report of this event published in our July issue, we have received following interesting letter from Mr. C. S. Cowper- Essex :— May I compliment you on the most informative article on the International Speedboat Competition in the current issue ? JUNE 19th. longer than the working hook, and thus had no pulling effect on the boat. year was tantamount to The arrangement this pulling the boat from two places at once. A hull which will take the pull satisfactorily at one point need not necessarily behave properly when restrained at a second point as well. I feel fairly certain that most of the capsizes, It is significant that Mr. Suzor who has never attributed therein to starting boats off on a slack line, were in reality due to the unnecessary heaviness of the line, and also to the two-point attachment to the boats. On former occasions the second, or “safety” hook, has been on a piece of line come to grief like that before. should do so twice. I am positive that this is what troubled my boats, making “ Pixie V” behave so disgustingly and * Pixie VI” capsize after a few yards’ run. Both behave at home in a more respectable manner. 92 The Model The former having just done over one mile, and then being stopped voluntarily, laps varying from 26 to 28.4 m.p.h. May I appeal to speedboat owners to agitate for the M.P.B.A. to specify a standard line for this work, of light and strong material and with the line to the safety hook of such a length as to be definitely loose when the boat is in operation. The name of a shop where the “standard” line can be purchased will then remove any possible cause for complaints, that the line differs from what anyone habitually uses on their home water. The pounding and jumping complained of in your article is not necessarily a sign of a bad hull. Many hulls do this if the engine is not in form, and as soon as a higher speed is reached they become quite steady. Such is the case with my ** Pixie V.” I see mention is made of certain boats taking up a low planing angle. I think this would bear with a little explanation. Surely a boat when it reaches its planing speed can plane at no angle other than that which its planes make with a line drawn touching the trailing edges of each, unless of course a hull is such a peculiar one that it runs with the step off the water. C. 8. COWPER-ESSEX. The reason to which Mr. Cowper-Essex refers may well have been a contributory cause of these capsizes, but most of the mishaps we noticed were Yachtsman August 1982 large extent slides over the water instead of displacing it. Now we recently had a run in a fairly high-speed hydroplane. This boat was most comfortable riding as she started to plane at about ten knots and one did not notice it aboard her. As the throttle was opened, she smoothly increased speed to her maximum. Her builders attributed this to her taking a low planing angle. In other words she lifted bodily and smoothly instead of cocking her nose ‘up in the air. The speed at which the engine ran made no difference to her fore-and-aft trim. Naturally as the speed increased she raised herself more until the optimum position was reached. We do not quite understand Mr. Cowper-Essex’s dictum about the planing angle, as he mentions a line touching the trailing edges of each plane. It would appear to us that there are so many other factors that govern the planing angle. In the first place a hydroplane does not lose its entire displacement. If it did it would lose entire grip of the water and its stability. Admittedly the amount still displaced by each plane is slight, but it must be balanced taking into consideration the distribution of weight in the boat and to a certain the angles of incidence of the planes, or rather the angles of the trailing edges. If the line of flotation at rest, or in other words the original Load Water Line, is marked on the hull, and it be observed how near to horizontal this line extent when the boat ran with a slack line inside the circle took a straight tangental course with the is when running all out, we think our expression and of a low planing angle is pretty well explained. result that the boat was suddenly checked by the Put in another way, the more a boat cocks her nose up when running the greater would be her line and turned turtle. Undoubtedly the weight of the line is a factor for consideration. By their nature fast speed boats are unsafe to run except round the pole, and experience has proved that the safety line is necessary. Granted these facts, it is obvious that the weight of the line also its thickness, must have a material effect on the speed attained. Further a two-point attachment must have a different steering effect to a single-point attachment if the second line is taking any weight, though if it is slack enough to be idle it would not make much material difference whether it was attached to exactly the same spot as the main line or a short distance abaft it. planing angle. But returning to the other line, namely the cord on which the boat runs, it should not be a matter of very great difficulty, once the type and weight of line have been decided on to specify this exactly, and it could also be defined how the safety line is to be arranged. The fact that the point has been raised is sufficient argument that the matter should be settled once for all and thus obviate any future dissatisfaction or misunderstanding. * * * our meaning. A Goole correspondent writes asking what exactly is the object of the bulbous forefoot that is found on many fast vessels. This is a form of stream-lining but we believe that it has been more or less superseded by the Maierform system, which is based on Maier’s theories of wave formation, buoyancy and the path taken by water past a vessel’s bow. Recent pictures of the bows of the new Southern Railway Steamer “Isle of Sark” show a bow very similar to that of a modern sailing yacht. The whole principle of the hydroplane is that it reduces its displacement when running and to a points. With regard to our correspondent’s remarks anent pounding and jumping, we quite agree that there are hulls that will only run well when the engine is developing its full power, but we do not agree that a hull that only runs sweetly at full power is altogether satisfactory. Our correspondent asks what we mean by boats taking a low planing angle, and as this question is mixed up with the previous point raised we will endeavour to explain We invite correspondence on these interesting And Marine Model Magazine. August 1932 TINS, i) ne =f. ea) MAY, eee NES CAE ge SS: c——— NORTH OF ENGLAND. The winners of the ‘** Flag Races” to date are :— A-class; é. EAST HULL xv. SCARBOROUGH M.Y.C. On July 2nd a gala was held in East Hull Park in aid of the Poor Children’s Club. In connection with this the East Hull M.Y.C. held a regatta under M.Y.A. Rules competing with the Scarborough M.Y.C. for the Challenge Shield presented by Messrs. R. P. Carmichael & Co., Ltd. Six 10-raters from each club took part in the event. The racing was started at 3 p.m., after a short speech by Councillor Kneeshaw. It was a fine day, but the wind was squally and tricky, and sailing | | taxed the skill of competitors to the utmost. Before the start Mr. T. G. Boyle of the Scarboro’ Club gave a demonstration with his four-masted barque “Cicely Fairfax,’ and challenged any Hull man to build a similar vessel and race him the following year. Towards tea-time the wind died down and racing had to be abandoned about 8 p.m. with a few heats unsailed. Points for re-sails were accordingly halved. The result Scarboro’ 123}. (for which the was Hull 1343 points (E. C. Kitchen), 10-raters; “‘ Renee’ (F. E. Turner), 3; nia’ (J. P. Clapham), 1; 6-metres: “Seamew”’ Dawson), 2 Gill), flag; ‘* Britan- ‘‘ Forward” (J. Gill), 1; ‘“ Bluebird” (J. 1. ‘‘ Black Prince ”’ (E. North), 1; (E. 1: C. Kitchen), ‘“‘ Plover”? 1: (Vernon Janik’, Cz DERBY M.Y.C. Seven competitors faced the starter at Alvaston Lake in the 10-rater Race for the Club Cup on June 18th. Favoured with a good breeze ‘‘ Aeolus *” completed the two circuits round the island in 21 minutes. extremely (T. She is a remarkably good boat and was well Spenlove), (A. handled. “Sylvia” Chambers), (L. Result :—‘*‘ Aeolus ”’ Oakley), ‘‘ Enchantress’? (E. ‘“ Ethel” Leech), ** Proteus ” (T. H. Ratckiffe), “* Fairy’ (Ashbourne Road School), “* Atalanta’? (Nun Street School). W.#H. A. The three best individual scores Hull Club provided three prizes) cyon” (A. E. Horsley, 8.M.Y.C.), 27. A sealed prize went to the fourth boat *‘ June” (R. Smith, S.M.Y.C.), 26. After the prizes had been distributed by Mrs. Cox, wife of one of the Hull skippers, the Scarborough party departed for home in two lorries. Unfortunately the second of these vehicles had a bad collision with a car on the return journey, and two members, Messrs. A. E. Smith and R. Saltmer were taken to hospital suffering from nasty cuts and bruises. W. P. 10-rater Cup race was held at Larkfield Dam, Rawdon, on June 25th. There was a second suit wind giving a close reach and a quartering run and the scoring was 3 and 2. “Mary” was skippered by R. Turner and * Forward” by R. B. Roche, but the other models were sailed by their owners. Scores were— * Britannia” (J. P. Clapham), 18; ‘‘ Renee” (F. E. Turner), 17; ‘“‘ Forward” (J. Gill), 13; “Mary” (G. Rawnsley), 11; ‘‘ Winsome” (A. Brown), 10; “‘ Cintra Quinn” (H. Atkinson), 6. The 0.0.D. was Mr. E. North, Judge Mr. 8. Brayshaw, and Starter Miss North. FLEETWOOD M.Y.C. The races for the Local Championship of the 36-inch Restricted Class were held on June 18th. In spite of the fact that club members own over thirty eligible boats, only eleven entered the competition. The result was a comfortable win for last year’s champion “ Nearenough.” Scores were :—‘* Nearenough”’ (A. Wright), 43; “‘Surprise” (R. Wright), 35; “ Alice’ (T. Leadbetter), 31; “Mac” (J. Darnell), 28; “Cariad”’ (J. McLean), 23; “ Thelma” (J. Livesey), 20; ‘‘ Cumcum” (J. Wright), 19; ‘“‘ Akela’ (H. Rimmer), 13; “ Elizabeth’ (T. McGreevy), 10; ‘‘ Marie” (R. Albion), 3: ‘‘ Moss Rose ”’ retired with a broken mast. BRADFORD M.Y.C. “Hirst”? “Mary” ““Whimbrel” (F. C. Hirst), 1; (XN. C. Bailey), 1; “Juno” and were :—“‘ Bluenose” (D. Swift, H.M.Y.C.), 344; ““Humber”’ (J. Hobman, H.M.Y.C.), 28; ‘* Hal- The 93 In the absence of the donor, Mr. F. C. Hirst, the cup was presented by Miss Mabel Grey. The Club’s first Open Regatta took place on July 9th and was confined to A-class boats from recognised clubs. The entries included six boats from Birkenhead and one from Ulster. A really handsome Cup to be won outright was put up as well as two other good prizes. A fresh Westerly breeze right down the lake gave a beat and a run. Some of the home boats carried full suits as did the Ulster representative, but the Birkenhead contingent carried seconds. The racing proved very keen, pair after pair tacking down the lake with the result in doubt until the last leg. All the yachts carried spinnakers down wind and some excellent boards were sailed. Owing to the large entry for a one-day event, three heats had to be 94 The Model left unsailed when it was decided to take the resails at 7 o’clock. Final scores were :—‘‘ Miss Mersey” (A. E. Foster, Birkenhead), 36; VI” (T. W. Atkinson, Birkenhead), 30; VIL” (H. N. Amlot, Birkenhead), 30; ‘‘ Patience ” (Major Lee, Ulster), 25; ‘‘ Vale Royal” Bark, ‘* White (J. Birkenhead), Alexander, 25; Fleetwood), 22; “* Betty ** Betty (A. Heather ‘Sir J. IIL” Thomas Moore ” (T. McGreevy, Fleetwood), 18; ** Jupiter ”’ (E. J. Blackshaw, Birkenhead), 17; ‘ Lydia” (D. Roberts, Fleetwood), 15, ‘“ Columbia’ (W. M. Carpenter, Birkenhead), 13; “‘Elfinette’”’ (R. Winstanley, Fleetwood), 10; ** Alpha’ (W. Newton, Fleetwood), 9; ‘‘ White Heather I’ (W. Alexander, Fleetwood), 4. The winner, “Miss Mersey,” was skippered by Mr. Edwards of Birkenhead. The O.0.D. was Captain Ingram, Starters R. Leach and J. Marsden, Judges H. Rowe and J. Kelly, Scorers Edward Aldred and J. Booth. The visitors were entertained to tea after the conclusion of racing. This was a very successful event and it is hoped to offer a similar trophy every year and make the race a kind of unofficial try-out for A-class boats in North England prior to the British Empire Championship. A visit to Morcambe has been fixed for July 22nd, when the club hopes to try conclusions with local model yachtsmen. T. McG. August 1932 Yachtsman (H. Humphreys), 8. Total, 44. Race Officers, Messrs. Sexton and Bradshaw of Southampton. PORTSMOUTH & SOLENT M.Y.C. A handsome cup presented to the club in memory of the late Mr. E. Grogan by his widow was sailed for on July 18th and was won by Mr. F. Crane with Mr. McGillvary second. The silver cup given to the club in 1929 by Mr. Grogan was also sailed for and won by Mr. McGillvary with Mr. Wood second. W. F. B. GOSPORT M.Y.C. A race for the A-class on July 18th resulted :— Ist, ‘‘ Iolanda *’ (W. Shell), 325; 2nd, “* Ryecliffe ” (W. Cains), 29; 3rd, “Shannon” (H. G. Pyne). The 0.0.D. was Cdr. W. F. Behenna with Mr. Read as Starter and Mr. Halliday as Scorer. Another race for the A-class was sailed on July 9th, being for points for a club prize given at the end of the season to the boat with the highest aggregate for the season. The result was :—‘‘ Flame” (A. Jones), 41; ‘* Caprice’ (R. Lance), 32; ‘‘ Dawn” (W. Davey), 31: “‘Iolanda” (W. Shell), 29; *“Veronica”’’ (A. Baker), 28; ‘Folly IL” (A. Read), 22; ‘Fantasia’ (T. Rollason), 15; ‘** Doris” (W. Jackman), 12; ‘* Joan” (A. Pellatt), 11; ‘* Ryecliffe*’ (W. Cains), 7. The Officials were Cdr. Behenna, Messrs. Halliday and Read. Nyria Cup Race. This annual Open Race took place on July 10th. Four clubs entered (Y.M.6-m. O.A., Bourneville, Portsmouth & Solent, and the Home Club), and there were eight starters. The winner proved to be “‘ Dawn” (W. H. Davey, SOUTH COAST. POOLE M.Y.C. v SOUTHAMPTON M.Y.C. The Poole & District M.Y.C. paid its first visit of the season to Southampton on June 18th, but at the last moment were only able to take a team of five boats so the home club selected its best five models to meet the visitors. The wind on the coast was 8.8.E., but on Southampton Common it was N.N.E. The home side found these conditions strange, but the visitors rapidly settled down and scoring was even until the last round. This round and the resails went in favour of Poole who won by a comfortable margin. This is Poole’s first win on the Southampton water though two matches have been tied and last year’s race was abandoned through lack of wind when they were a few points ahead. Scores were :—Poole : *“‘Mandy Lou” (G. C. Paine), 16; **Sanspareil’’ (E. Osborne), 14; “Spray” (J. Jewel), 12; ‘“‘Coquette’” (W. S. Read), 8; ‘** Bubbles”? (L. Shutler), 6. Total, 56 points. Southampton: “Yvonne” (C. Tarrant), 14; ** Scotia *’ (J. Christie), 10; “‘ Deena ” (W. Syvrett), 6; ‘Papillon’; (L. Bath), 6; ‘ Princess May ” skippered by Mr. A. Jones), with 2nd, “Herald” (O. H. Gosnell, 31 points; 3rd, ‘“‘Shannon” (H. G. Y.M.6-m.0.A.), 27; Pyne, Portsmouth & Solent) and “Jolanda” (W.-.Shell, Portsmouth & Solent), tied with 20 The sail-off was won by “Shannon” by each. a narrow margin. Other scores were :—‘‘ Molly Bawn”’ (W. Baker, Gosport), 16; “‘ Miss Hazel” “Modesty” (Dr. (A. Joyner, Gosport), 16; and “ Ryecliffe ”’ Greville, Y.M.6-m.0.A.), 8; (W. Cains, Gosport), 2. The cup and prizes were presented after the event by the Mayor of Gosport, (Councillor C. E. Davis, J.P.). The O0.0.D. was Mr. W. Arberry, who had the assistance of Messrs. Behenna, Baird, Williams, Halliday and Lyne. Bourneville, W. H. Behenna. M.Y.A. 10-RATER REGATTA AT HOVE. On July 10th,—one of the hottest days this summer—this annual event brought together twelve keen competitors from South London, Eastbourne, Hove and the M.Y.S.A. (Kensington). The first pairs were started by lady members of the Hove Club, when the wind was extremely light from the S.W. varying a few points either way, and called for all the skill and vigilence of skippers August 1932 And Marine Model Magazine. 95 EARL BEATTY OPENS FLEETWOOD MODEL YACHT LAKE Admiral Earl Beatty starting a race for A-Class Models Left to right: J. Alexander (owner of “‘White Heather’’), Earl Beatty, J. Marsden (Commodore Fleetwood M.Y.C.), and Chairman of Fleetwood U.D.C. pe Earl Beatty examines a 36-inch M.Y.A. Restricted Class Model. Account of this ceremony appeared in our last number. Photos reproduced by permission of Blackpool Times. 96 The to keep out of the ride bays—for if a yacht once get there it invariably proved to be a loser, but in spite of this some remarkable handling enabled some to get out of what appeared to be hopeless positions and brought the admiration of spectators. Conspicuous in this manceuvre were Club invited all who had taken part in the race, to partake of a most generous repast, during which the Prizes were presented to enable the visitors to make their return journeys. have to appreciate the ample in yarious Starters. and valuable duties, in particular the Scorers and A. Littlejohn, 0.0.D. ah aa as / Messrs. Steinberger, A. W. Littlejohn and Hacking, on the other hand most failed to gye at this point. The two youngest skippers in the race, (Brown and Lance) deserve praise for their skilful handling and may safely be regarded as future winners, Lance securing a board off Steinberger by 3 inches. With the few resails cleared up, a result was reached at 6-45, when O. Steinberger with ‘‘Phcenix” had secured first place with 34 points, followed by A. W. Littlejohn with ‘*Flying Cloud” second with 32, and W. C. Hacking, “Silvia” third with 30 points, the possible being 44, 2 each way and not until the last board was this position visible. Then to the cafe adjoining the Lagoon, the Hove I August 1932 Model Yachtsman > f | i —— = —aS ISLE OF WIGHT. EAST COWES M.Y.C. A series of races was held on May 18th and resulted as follows :—2.30 p.m. Race “ XLCR” (E. Morey) ; 3 p.m., “‘ Challenger” (M. Muncaster) ; 3.30 p.m., “Sonia” (L. Harris). A further series of races was held on May 28th for the 8. E. Saunders Trophy and resulted :— 2.30 p.m. Race, “ Margarita’ (L. Lobb); 3 p.m., “Bonzo” (D. Martin); 3.30 p.m., “Pip” (W. Parsons); 4 p.m., * Tick-tack”’ (B. Cutts). The winning boats are :—‘‘ Challenger”? “Pip” (W. for (M. Parsons), the Saunders Muncaster), 11 13. points; ‘* Bonzo” (D. Martin). services rendered by the members of the Hove Club E understand that a series of three on various aspects of Model Trophy points ; D. A. H. “* Talks ” A large number of spectators followed the racing Yachting are and an enthusiastic gathering witnessed the presentation of the trophy to the successful owner, to be broadcast from the Glasgow Studio on two dates in July and one in August, and consequently they will be a thing of the past before these notes which was gracefully performed by Mrs. Cameron, wife of the Vice-Commodore of the appear. However, we would like to express our Club. pleasure at carried the prospect following this development. of the steadily growing portance of our Sport. of increased interest It is another indication recognition of the im- Clydebank has been busy since our last notes were penned. The McGown Trophy race which had to be declared off owing to a flat calm prevailing on the date originally fixed, was sailed to a conclusion on June 8th. Ten Models faced the starter under beating conditions although the wind, while continuing strong throughout, veered considerably during the contest. The race was a very open one and in particular the models of Messrs. D. Haining and D. Thynn put up a remarkably good fight for the honour. Eventually, however, the older favourites wore the opposition down and_ last season’s repeated winner, Mr. her triumph J. Kennedy’s “ Kitty,” and secured the trophy. a duty an The open through entry of 39, regatta for on June 12-m. 25th, representing six models was and attracted Clubs. The conditions were ideal, a strong breeze and bright sunshine. Clydebank are evidently favoured by the Clerk of the Weather. An unusually large number of the general public were present and obviously enjoyed the spectacle, while lively airs from the Bandstand and the bright summer dresses of the ladies gave a delightful air of animation and gaiety to the proceedings. The racing provided a constant succession of keen, closely contested boards throughout the four rounds sailed, and many exceedingly narrow margins occurred. Eventually Mr. D. Thinn’s ** Coney ” (Clydebank) and Mr. P. J. McGregor’s “* Aymara” (West of 8.) each returned a card of 20 points. On the sail off, however, * Aymara” got away better and won comfortably. Third prize was taken by Mr. R. McDonald’s August 1932 And Marine Model Magazine. * Gina” (Clydebank), 18 points; and fourth by Mr. J. McKinnon’s * Hinba” (W. of 8.) with 16. The conduct of the race by the Clydebank Officials was exceptionally efficient. We regret another engagement rendered it imperative for us to leave immediately the result was known and we were therefore unable to support the President, Mr. A. Perry, when he presented the prizes. We are sure our Clydebank friends will accept our apology and acquit us of any apparent discourtesy. The annual “ Rita’ Trophy race, open to all clubs in the Shires of the West, took place at Port Glasgow on June 11th. The conditions of this trophy, presented by Mr. Hutchison of Paisley, arc that each club enters a 12-m. and a 6-m. model, and the club with tie highest aggregate wins the ——— trophy. The “ Naushabad ” of Clydebank returned top score in the 12-m. class but Port Glasgow secured the trophy, its representatives being highest in the 6-m. and second in the 12-m. classes, the combined scores giving that club the highest aggregate. Tc competitors were cntertrined to tea and Mr. Perry (Clydebank), owner of ** Naushabad” (careful, Mr. Compositor) was presented with a handsome mirror. No so bad either! (This last is intended strictly for Scottish consumption. Mr. Editor. There is no prize for a correct, or incorrect soluticn.) The West of Scotland boys have at long last succeeded in completing the “Calcutta” Cup Doints each. *‘ Juniper* (J. Bannatyne) was fourth with 30 points, and this wonderful old boat still holds her own against all the vaunted new creations and can generally be relied upon to put up a good fight against any of them under ordinary conditions. The race for the ‘‘ Ailsa *’ Cup was commenced on July 2nd and eleven entrants sailed seven rounds. We were unable to attend the continuation on July 6th, and have not yet heard if the race was finished. The A-class Club carries on quietly and steadily. Leaving Dumbarton for a brief spell the club is enjoying the hospitality of Port Glasgow for a week or two. The first competition there was sailed on July 3rd, and Mr. C. MecKechnie’s “ Florada ” repeated her feat of some weeks previously at Dumbarton by meeting all the rest of the International Class fleet without dropping a point. The ‘* Lilian’ Cup Challenge Race is scheduled for July 23rd, at Dumbarton, and we hope to be able to attend. We understand that our Lerwick friend, Mr. Johnston, who holds the trophy will unfortunately not be able to be present. Arrangements, however, are being made to provide an efficient crew for his model and we have no doubt she will again prove a hard nut to crack and is not unlikely to retain the honour for a further period. We are pleased to learn that a new club has been constituted at Largs with an influential and enthusiastic membership. Affiliation to the,Scottish Association is applied for, and we hope to welcome the delegates in due course at our autumn meeting. os Race the leading models at the finish being “* Regulus” (J. Livingston), 40 points; ‘“ Hinba” (J. McKinnon) and “ Eliora” (J. A. Stewart), 32 97 Photo by J. A. Stewart. Evening Sailing at Whiteinch. 98 The We hope they will find much of practical assistance and pleasure in our Association and wish them every success. August 1932 Model Yachtsman The 6-m. class is to be the type sailed, and a suggestion is under consideration to stage a demonstration Regatta with the assistance of the other Scottish Clubs. We have no doubt of the hearty support this will produce from the clubs when arrangements are completed. The Club has to meet the common difficulty of suitable sailing waters but we understand a solution of this handicap is anticipated shortly. Meanwhile the Club has held two races on the open waters of the Firth at Castle Bay with considerable success. The course was laid at the opening event to give a reach to the first mark, a run to the second, a close-haul to the third and an easy reach to the finishing flags. ‘* Reg” got the winning gun from ** Fiona,” who carried away some of her gear, with “Ripple” third. The second race gave a beat to windward on the first leg, a run to the second mark, close-haul on the third leg and easy reach to the mark. “‘ Ripple” proved the winner with * Fiona ”’ second, and “Reg” third. Both events drew a gratifying amount of public interest and many spectators watched the races. Good luck, Largs ! Stranraer inaugurated the new season early in June when a fleet of 20 models participated. Councillor McRobert. President of the Club, in welcoming the Hon. Colin Dalrymple (Hon. President), who started the first pair of boats, and the Countess of Stair, referred to the keen interest taken in all local activities by the Stair Family and particularly by the younger members thereof. He expressed the appreciation of the Club members for the practical support with which they had been favoured. The Hon. Colin Dalrymple delighted the company with his maiden speech in reply and lauded the sport of Model Yachting as a clean, healthy pastime. At the conclusion of the racing. in which interest was maintained throughout the afternoon, Baillie Findlay proposed a vote of thanks to the Hon. Colin Dalrymple, and Mr. McRobert a similar acknowledgment to Lady Stair for their presence and services both of which were carried by acclamation. May we echo the words of the Hon. President? *“‘Good Sport and the best of luck to the Stranraer Model Yachting Club.” Passing by Elder Park one afternoon recently we observed a fleet of eight or ten models merrily sailing away under a good breeze. We could not refrain from thinking what a commentary this provided as to the state of industry in the district. No other occupation at four o’clock in the afternoon in the middle of what should ke the working week ! On the other hand, there is cause for quiet satisfaction that relaxation from the haunting care of unemployment and real distress can be found in sailing the little ships, so who knows what value it may have in helping to mitigate the natural inclination to depression and unrest in these trying days? Perhaps -when at long last conditions brighten and the wheels are turning again, there will be those who may look back with gratitude and thank Model Yachting for preserving them from the devils of despair. THE Scottish COMMODORE. THE BEACH YAWLS OF EAST ANGLIA. By F. C. Tanstey, Commodore, Hove & Brighton M.Y.C. EW local craft have attracted more attention from yachting men than the East Coast beach luggers usually styled the ** Yarmouth Yawls.” In their day they were acknowledged to be the in copying; it was usually much longer and finer. The yawls of the days of Nelson and the early years of Queen Victoria’s reign were magnificent craft 70 or 75 feet in length, carrying three handsomest and fastest open boats afloat. The design supplied with this article was prepared great dipping lugs and a crew of thirty men. Such a craft was the “ Reindeer”’ of Yarmouth (75 feet) by my father from the lines of an actual yawl, I when the beachmen there challenged the schoonor believe the “Thought” of Lowestoft, and was loaned by him to Mr. Dixon Kemp for publication in his famous ** Manual of Yacht & Boat Sailing.” This boat is 50 feet long and 10 feet beam; she has good rise and would be speed, such as anchor-laying of floor and an easy round of bilge, used ordinarily for light work needing shipping pilots ; the hard weather and yawls were flatter in the floor, rather less sharp at the ends, and more powerful. The after run of the plan has probably been distorted ** America ”’ to a sailing match. We know that Commodore Stevens was cute enough to send an agent to watch the performance of the unknown lugger and he afterwards declined to race—ostensibly because this open beach boat owned by longshoremen could not be properly styled a British “ yacht” These large three-masted yawls disappeared from regatta records about 1864, and they were gradually replaced for the beach work by smaller craft about 50 feet long, with two lug sails as in the drawing. August 1932 And Marine Model Magazine. It is recorded that the substitution of two lugs for the three lugs was rather detrimental to the speed of the boats. In calm weather these smaller yawls could be rowed by 12 or 14 oars. 99 yawls, and the hoisting of the sails like magic at gun-fire when they slipped their moorings, the The yawls of Yarmouth, Lowestoft, and all the villages between Winterton Ness and Southwold, stood on the beaches equipped for lifting swelling lug-sails and the activities of the large crews when the lugs were dipped for tacking, and the graceful, low-lying appearance and extreme speed of the boats, with their feathery bow-wave, combined to make an unforgettable spectacle. immediate action ; they were specially constructed for easy and safe launching from a notoriously references to the daring exploits of the yawl men coastwise dangerous and stormy shore; they were called *“ Yolls*” by the East Anglian beachmen. Like the Shetland “ Yoals ” and boats recently described in this Journal, they were evidently the lineal descendants of the old Viking ships ; direct but the Yarmouth Yawls, in later periods especially, evolved far beyond the stout and sturdy type of the smaller lug-rigged fishing boats, and followed forms designed for great speed on short journeys, without reference to cruising or cargo carrying capacity—hence the special interest of the type to racing men. Mr. Dixon Kemp was of opinion that sailing on a reach a yawl could beat any yacht of similar length, but on a triangular course would go behind because of the time wasted in shifting the lugs when tacking. As the keel was necessarily very shallow to facilitate launching and landing it is remarkable how close-winded the yawls were in sailing. The writer well remembers the wonderful sight presented by a start of about fifteen of them at Queen Victoria’s Jubilee (1887) regatta at Lowestoft, when beachmen from half a_ score coast towns gathered for the contest. The lined-up The annals of the ‘“‘ Beach Companies” included > as far back as 1770, and it seems worth while to glance at the attractive history of these democratic associations before proceeding to give details of the constructing, fitting, and handling of the yawls themselves. The ‘Beach Companies” were formed all along the East Anglian coast in Tudor days for salvage, life saving, pilot shipping, anchor laying, and any other beach work. In early times such business was profitable, because “* Yarmouth Roads ’—as the 20-mile anchorage was called— was, in the days of the Hanseatic League and the Baltic trade, the most crowded shipping rendezvous in the kingdom. At the large ports of Yarmouth and Lowestoft there were at some periods four or five of these keenly rival Companies each with a membership of a hundred, more or less. A company usually owned two or three sailing yawls and two light six- or eight-oared rowing gigs, and also a large shed placed almost within reach of the waves, tarred and picturesquely decorated with figure heads and name boards from wrecked vessels. This “shod” was used as watch-tower and club as well as for storing sails and gear. Here the men *HAPPY NEW YEAR,”’ (left); ‘*‘SUCCESS”’ of Lowestoft, (centre); A ROWING GIG, (right) ; with ‘*‘GEORGIANA”” in distance beyound the horse. Note the traditional sharp lines and hollow run of ‘‘Success.”’ it The Model gathered on the dark evenings and whiled away the time before the flickering drift-wood fire with pipe, “checkers,” and yarning, until the shout of the watchmen called them to their work. In the days of the old square-rigged brigs and barques, especially when London used sea-borne coal from Newcastle carried in the sailing colliers, four or five hundred unhandy vessels would shelter behind the line of sand-banks and a change of wind in heavy weather would at once put many into difficulties. Defoe wrote that in 1692 a gale drove 200 ships ashore, and in three gales about 1824 no less than 169 were wrecked along this dangerous coast, which was not then lit and buoyed, usually when attempting to run to shelter by way of the ‘“‘oatways”’ or deep water channels among the sand-banks; some of these lost vessels would no August 1932 Yachtsman half-a-day’s work, let alone risk and the wetting; for shipping a pilot to a passing ship sometimes only a few pence were paid. On the other hand, it is recorded that during certain years in the mid-1800’s, some of the Companies shared several thousands of pounds among their members, no doubt because the old merchantmen carried extremely valuable cargoes. The men successful in getting the first yawl away from the shore or to the wreck or other suppliant had extra financial reward for their smartness. Altogether this ancient community dole system, like many other old Saxon and seafaring practices, seems to have been a fair and exhilarating scheme, at least equal to the most advanced co-partnership ideas of our own times. We must now turn to a closer consideration of the Companies’ fleet—the yawls and gigs. doubt be the smaller fishing craft but the total numbers give some idea of the constant need for the activities of the beachmen in rescue work. (Zo be continued.) In my own school days one sudden gale wrecked twenty. large ships, including two on Government service. A launch of several yawls in competition for a single ““‘lame duck” or other prize was fairly frequent and gave rise to much excitement among the seafaring population. At Lowestoft it was the practice to close my father’s school as soon as the ery of “running down” was heard, the Head Dominie of that time leading the rush to the beach as he took the commonsense view that the masters and the boys would benefit much more by seeing the launching than by stewing over the Latin phrases then in vogue. Before the advent of sailing lifeboats and the Royal National Lifeboat Institution, the beachmen in their larger yawls carried out many a noble rescue and saved much property. The first sailing lifeboat ever built was of beach-yawl design and was stationed at Lowestoft in the year 1809. Sometimes 150 to 200 men were required to launch a lifeboat from the open beach; to be a member of a lifeboat crew one had first to qualify as a member of a Beach Company. A ‘“‘Company”’ divided among its members all the money earned in the particular enterprise of the day. These shares were called “* doles,” and were different from the “doles” of to-day inasmuch as the money had to be earned. To qualify for a ** dole” a man had to touch either the boat or the “sett ’—as the long launching pole was called. To meet this formal requirement sometimes a latecomer would have to rush waist deep into the breaking water to touch some part of the outrigger or rudder just as the boat was leaving the beach; his friends saw to it that he did enough real work later on to make up a reasonable claim ! Each sailing yawl took 4 “doles,” and a rowing gig 2, for upkeep; and a 3-dole was allotted to each aged and sick member or widow. For a perilous rescue from a recked steamer at Gorleston I remember that 1s. was the “dole” for nearly ‘‘Georgiana’’ of Lowestoft. NEW SUBSCRIBERS. We are glad to find that our new scheme of sending subscribers their magazines, post free, has Many who _ have been welcomed by readers. hitherto bought locally bave now become subscibWhen it is considered that subscribers save ers. trouble and get their magazines delivered promptly to their homes this is not to be wondered at. We hope to gaim many more subscribers in the next few months. Every new subscriber helps the magazine along and enables us to improve the world’s model marine magazine. Sane 100 101 And Marine Model Magazine. epaagseTeedle,eeS==Sm A= fiPI.?r7 ea&==-a!feb-bd=e-=ea gd August 1932 F‘LH’USONV—e”WAIlMDdE suqS‘oMeawrigtny,d August 1932 The Model Yachtsman 102 REVIEWS. RACING TACTICS IN QUESTIONS AND ANSWERS. By MANFRED CurRRY. G. Bell & Sons, Ltd., London. Price 16s. nett. A new book by Dr. Manfred Curry is an event of great interest in the yachting world. The present volume differs from his previous works as it is more concerned with actual tactics in racing than with the aerodynamical aspects of yacht racing, though undoubtedly Dr. Curry’s manceuvres in racing are dictated by scientific considerations. Dr. Curry’s conception of yacht racing is as different from that of the ordinary competitor in club races as Mr. Culbertson’s version of Contract Bridge is from that of the average man who plays the game to amuse himself. The book consists of an interesting introduction followed by a collection of problems set forth in diagrams showing the positions of the yachts involved and Dr. Curry’s solutions to each of them also shown diagrammatically. The whole book is illustrated with fifty of the finest yachting photographs we have ever seen. per cent. being firsts); in 1930, 65 prizes (67 per cent. firsts); and in 1931, 50 prizes (71 per cent. firsts). The sixteenth problem propounded in the book is : ‘What are the possibilities of attack on a beat to windward, if the leading boat blankets on all tacks (i.e. shifts tacks simultaneously) ?”’ Three methods of dealing with this situation are expounded, the second being the “Fake Tack,” which is described as follows: “Feign a tack and support it with a loud command, i.e., begin to turn, but the moment your opponent goes about resume your old course.” We ourselves have used this manceuvre but we did not support it by shouting ‘ Ready about,!” though we could have done so had we wished without infringement of rules. This is a book for racing skippers to study if their ambitions run to the acquisition of winning flags. H.B.T. | — According to the thesis of this book, all yacht racing is divided into the two main features of attack and defence—attack in wresting the lead from boats ahead and defence from attack by boats astern, and the author recommends a_ highly aggressive policy in either case. That these tactics pay is evident from the fact that his own racing records show that in 1929 he gained 70 prizes (76 A-CLASS MODEL “ELUSIVE” Designed by Herpert ALMOND. Section Plan. Scale: One-Sixth of Full-size. Half-size 12s. 6d., Blue post Prints free, are from YACHTSMAN offices. available THE for MODEL August 1932 And Marine Model Magazine. Sail Plan of A-class Model ‘‘Elusive.’’ Designed by HERBERT ALMOND. Mainsail: luff 75:0 leach 79:0 foot 35°5 Jib: luff 50°0 leach 43:0 foot 20:0 103 104. The Model Yachtsman August 1932 FROM HERE AND THERE. tors were ““Redwing,”’ (W. Arlotte), “Harmony,” (W. FOREST GATE M.Y.C. The club’s open race for the Coronation Cup attracted teams of two 10-raters each from the M.Y.S.A., (Kensington), Highgate M.Y.C., and the home club. An entry would also have been received from the Eastbourne club but was prevented by the indisposition of one of the intending visitors. match was sailed on June 18th The in favourable weather, and a double round was carried out. The F.G.M.Y.C. proved the winners with an aggregate score of 49 points, while the M.Y.S.A. made 36 and the H.M.Y.C. 35. Individual scores were Forest Gate, “‘ Bubbles,” (W. Kingsmill), 28, “ Fly,” (H. G. Howard), 21; M.Y.S.A. (Kensington), “ Iona,” (W. Stone), 19, “ Buttercup,” (J. Adams), 17; Highgate, “Bertha II,” (F. Stone), 18, “Brunette,” McGregor), Harrison. H.W.A. SOUTH LONDON M.Y.C. The club this year allocated the Wivenhoe Bowl to the International A-class and the event took place on the Rick Pond, Surbiton on June 5th. There was a light N.E. wind, and sailing conditions were not too good though the match was a very pleasant one. There were twelve entries, of whom eleven actually started. The field included a strong contingent from the Y.M.6-m.0.A., (Surbiton), and Mr. E. Borkett, Hon. Secretary of the Eastbourne M.Y.C. The winner proved to be “Pat,” with a score of 37 points. She has been sold by Mr. Tom Powell, who built her, to Mr. R. E. Dearing. The second boat was ‘“‘Miss South Africa,’ (R. Perrin-Cole and 32, and third ‘‘ Modesty,” (Dr. E. Greville), 31. Amongst the boats competing were * Albion,” ‘‘ Herald,” *“* Twinkle,” ““Rhythm” and other well-known models. The O.0.D., Mr. H. C. Whetstone, had the assistance of Messrs. A. J. Hugo and H. J. Brent. The Y.M.6-m.0.A. placed their club house at the disposal of the 8.M.Y.C. for the occasion. After the racing prizes were presented by Mrs. H. J. Brent. HIKER. HOVE Arlotte), Baroness personally ‘‘ Golden ‘ Flatfish,” (T. Mead) presented After the racing the the Cup to the winner. On June 19th the club visited the Round Pond, Kensington for an inter-club race with the M.Y.S.A. In the competition which took place sixteen boats took part, and the top scorer was found in “Phoenix,” (O. Steinberger, M.Y.S.A.), with 28, his nearest rival being “Buttercup,” (J. Adams, M.Y.S.A.), with 22 points. NEW CATALOGUE. “SCALE MODEL SHIPS.” The officials were: O.0.D., Mr. J. Gow; Umpires, Messrs. Bliss, Hodges, Levy and Shipley; Starters and Scorers, Messrs. W. R. Johnson and W. F. Drown), (J. C. Tansley), and “Sunbeam,” (W. Camies). (R. Jones), 17. C. ‘Caprice,’ Vanitie,” (F. & BRIGHTON M.Y.C. The final race for the beautiful cup presented to the club by the Baroness Crichton de Chassiron took place on May 28th. The weather was cold and inclement but the sport was good. The trophy was eventually won by ‘Sylvia,’ (H. Hacking), 29, followed by “ Rose Marie,” (L. Meakin), 26, and “Valkyrie,” (Lt.-Col Keyworth), 25. Other competi- Bassett-Lowk®, Lrp., Northampton. We have received a copy of the new edition of the Scale Model Ships Catalogue issued by this famous Northampton firm. As usual, this catalogue is beautifully produced and illustrated, and the range of articles listed is marvellous. The nautically minded will find plenty to interest in this publication. A fine selection of model ships and steamer fittings is listed which should be of great assistance to builders. The ship models made illustrated in this list. by this firm are fully We had the pleasure recently of examining a particularly fine example of this work. This was a really beautiful model of the s.y. “Enchantress,” owned by Mr. Aymar Johnson of Long Island, N.Y. The original vessel is 186 feet long and the model is on a scale of Hin. to the foot. On its completion the model was was examined by the owner and the captain of the yacht who passed it as perfect. It was in fact an excellent sample of the work done by the firm. Messrs. Bassett-Lowke will be pleased to send a copy of this catalogue to readers sending their names and 6d. stamps. FOR MODEL SPEEDBOAT MEN. Next month we are publishing an entirely new hydroplane hull design which embodies a number of new features. Although this has not been tried out yet, it is based on a highly successful design. and should give exceptionally steady running at any speed it can be driven by modern plants. The designer cautions any builders that the Centre of Gravity of the completed craft must be as*shown on the drawings. WITH THE POWER BOAT y < CLUBS BOAT SECTION. STEERING CHAMPIONSHIP & MONCRIEFF CUP. The competitions for the above events were held at the South Marine Park at South Shields on Saturday the 16th July 1932. The choice of water lay with the holders, the Heaton club and they decided to have the meeting at South Shields because it is some years since the event was held there. The lake is a very fine one and the arrangements were admirably carried out by the Shields Club. The weather was calm and the water smooth. The Champion Pennant was won for the second year in succession by the Heaton motor boat “Mary” owner J. Wallace, the second prize, the Heaton motor boat “Cynthia” W. Hepplewhite; the third prize by the Heaton steamer ‘Dora’ owner G. Forster. The Moncrieff Cup is for a team of 7 boats and was won by the Heaton Club with 370 points out of a possible of 420. South Shields were second with 295 points and Tynemouth third with 270 points. NORTH EAST COAST MODEL YACHT ASSOCIATION POWER by 105 And Marine Model Magazine. August 1932 The scores of the leading boats were as follows: Motor launch *“‘Mary” Heaton & District M.P.B.C. 60 points, highest possible. Motor launch ‘Cynthia’ Heaton & District M.P.B.C. 55 points. Steam launch ‘Dora’ Heaton & District M.P.B.C. 55 points. Motor launch ‘Jean’ Heaton & District M.P.B.C. 55 points. As will be seen three boats tied for second place. In the run off “Cynthia” scored 20 points, “Dora” and “Jean” each made inners scoring 15 points. This entailed another run off for third prize in which the ‘Dora’ scored 20 points and the “Jean” 15 points. Seven other boats made 50 points so that it will be seen that the standard of the whole competition was a very high one. Unfortunately the Hartlepool Club was not represented but the new club at Sunderland sent two boats and no doubt will shortly be able to send many more. Thirty boats actually started. As a sign of the times it should noted that the only three motor launches running were included in the first four places. Mr. Kirton, Captain of the South Shields Club, presented the prizes and said a few words of congratulation to the winners. A vote of thanks to Mr. Kirton concluded a very good day’s sport: owner J.W. Mr. C. S. Cowper-Essex’s A One-Metre Racing Hydroplane. ‘Pixie VI.”’ CALCUTTA MODEL YACHT CLUB. VA/* have had some good sailing since a report of our doings appeared in the May issue of this magazine. The Secretary’s Cup was won by “Maharani,” who won 18 out of 24 boards, and she was followed closely by “Star of India” with 17 winning boards and “Shamrock” with 15. ‘“Maharani” has turned out an exceptionally fast craft and the boat that beats her will have to be a real good ’un. The best boards in this competition were those between ‘Maharani’ and “Star of India” one On 23rd April we sailed the Commodore’s Cup than A-class. for “*B” class vessels, ie. those other “Shamrock” now the property of the Commodore, entered for the race, not as a competitor but with the object of seeing how the other vessels would fare against her. She came in first but was closely chased by little ““Pompadour’’, a 36” L.0.A. vessel built by Roach of Littlehampton, which has shown on several occasions that she is possessed of a good morning when the wind was good, when each vessel turn of speed. ‘*Pompadour” is the smallest craft in the Club and her victory in one ot our most won a board with less than half a length to spare. important races proves that according to the way 106 August 1932 The Model Yachtsman we sail out here the big ’uns do not have it all their own way! The course was over 5 Points and Point 3 was adead beat in the teeth of almost a gale of wind, and little ““Pompadour” showed a clean pair of heels on this board to the redoubtable “Shamrock” a wonderfully good performance. Our most important trophy, the Birkmyre Cup, was sailed on May 28th and 29th. The course was difficult, the first leg being on the wind to windward of a buoy, round it and then a reach to leeward of a second buoy, a beat round it, then a run with the wind on the port quarter to two flags, with a final reach home between a buoy and a flag. Four A-class vessels entered for this race, but only one of them reached the final. ‘‘Maharani” had bad luck in carrying away her foresheet in her heat, while “Arno” collided with ‘‘Maharani’’, who was in irons, and this put her out of the running; the remaining unsuccessful A-class, “Star of India,’’ made a splendid showing in the semi-final, which she would have won had she not gone to windward of the home buoy instead of keeping to leeward of it. The best heat of the competition, and indeed one of the finest bouts seen on the pond, was the second semi-final, when “Lotus’’, “Star of India” and “Mayflower” all registering 30 “tons” kept within a few lengths of each other all the way and finally reached home almost in line, “Star of India” being unfortunate, as already stated above, The final comprised ‘‘Pompadour’’, ‘“‘Shamrock”’, “Mayflower” aud ‘Lotus’. The wind had veered round to the east a bit by this, but the only skipper to take note of this change was Capt. Hardy, whose “Shamrock”? as a result made a splendid Es Sec. HE quarterly Statutory Council Meeting was held on June 16th. After the usual routine business had been transacted, the Hon. Secretary reported that so far only one reply had been received to his questionnaire with reference to the suggested divisional arrangements for National Championships in 1933. As without the information sought from the clubs by the questionnaire it was impossible to proceed with the matter, discussion was deferred until the next meeting, but in the meanwhile a request is put forward to all Club Secretaries to complete the questionnaire and return to the Hon. Secretary as soon as possible. course to the first buoy while all the others went far too high into the wind. “Shamrock” gained such a long lead on this first leg that it seemed as though she could not possibly be caught, as indeed she would not have been had her skipper not taken an unnecessary risk in setting off on the third leg before getting sufficiently to windward of the second buoy, with the result that, paying off in a lull, she hit the buoy, hesitated, and ran to leeward of it instead of to windward! It is strange how history repeated itself here, for this is exactly what this craft did in 1930 in this race! ‘Mayflower’, who was at this stage a full pond’s length behind the leader, now came into her own and, making no mistakes, ran home an easy winner. Mr. Featherstone, the owner of “Mayflower”, who is still cutterrigged, is to be warmly complimented on his victory for he has persevered with this vessel in the face of keen competition from the A-class boats, and though his success was attended with a bit of luck, it was no more than he deserved, for he sailed some very true boards throughout. Four more A-class vessels are on the stocks and should be in the water in a month or so, and we are looking forward to some good sailing in the near future. Two of our keen members, Messrs. Waller and Bromby, are home this year and will probably return full of knowledge and experience from their trip; but we are doing our best to get our vessels out here built and trimmed so that we can have a go at “knocking seven bells out of ’em”’ when they return! Here’s to a good effort, anyway ! F.R.G. CN,yer ~ MYA. = considered and favourably received. As, however. it was considered that an alteration of rules was involved, it was decided to put the suggestion forward to the next General Meeting with a recommendation from the Council for its adoption. Emanating from the Sub-Committee’s report the Correspondence with Mr. J. Marsden, Commodore of the Fleetwood M.Y.C., suggesting the adoption of 30-inch and 24-inch Classes for the Juniors was considered. Suggested figures for the 30-inch Class were discussed, the Fleetwood Club’s suggestions being L.O.A. 30”, Beam 8”, Depth 9” and Displacement 9lbs. The Council thought this quite good but suggested an increase of beam to 8.” The Council are prepared to send out a questionnaire to suggestion of a fee of ls. to be charged for the Clubs about these Classes and call a Special General registration and re-registration of all models was Meeting to adopt a suitable formula. It was brought to the notice of the Council that in the 10-r. class some clubs permit the spinnaker sheet to be led forward of the forestay, which is illegal under present M.Y.A. Rules. As the M.Y.A. has always endeavoured to follow the Y.R.A. in these matters and this is now permissible under Y.R.A. Rules, the Council decided to recommend that the practice be allowed and the matter go forward to the next General Meeting. Until this practice is legalised M.Y.A. officials will not be in order in permitting it in events under M.Y.A. Rules. This, however. does not apply to the A-class in which the M.Y.A. follows the I.M.Y.R.A. automatically and therefore permits spinnaker sheets to be carried round the forestay. The question of Burgess booms for 10-raters was also discussed and referred to General Meeting. The Challenge Cup which is to be presented to the M.Y.A. by Lt.-Col. Dennistoun was allocated to the 36-inch Restricted Class and no doubt a Championship will be held in 1933. AMERICAN NEWS. SE ———$——— 107 And Marine Model Magazine. August 1932 THE AMERICAN not enough to overtake the three leaders. NATIONAL ultimate scores A-CLASS CHAMPIONSHIP. The American National A-class Championship was sailed at the Model Yacht Basin, Lief Eriksen Drive, Chicago during the last week in June. For the purposes of these races the American model yacht clubs are divided into two divisions, the Eastern and Mid-Western and the three best boats from each division compete in the final for national honours. The ultimate winner is then eligible to represent the United States in the International World Championship. Originally there were only three boats in the Eastern Race but as Mr. 8. H. Cox, owner of «‘Yankee Doodle IT’’ was acting as Officer of the Day for the Mid-Western Race, he was permitted to compete in the Eastern Race although his club are included in the Mid-Western Division. During the Eastern Race the wind was light to moderate. The winner proved to be “Bostonia V,” (John Black, Rhode Island M.Y.C.) which had an 11 points lead over the second boat, ‘Trial’? (Roy Manny, Larchmont M.Y.C.) ‘*Yankee Doodle II’”’ was third and *“‘Westward IT” (F. Pigeon, Boston) last. As the skipper of ‘*Trial’’ was unable to finish the series the Eastern team was completed by the inclusion of ‘‘Westward.” The Mid-Western Race attracted an entry,of fourteen boats, of which twelve actually started. The race opened with a light E. to 8.E. wind which varied round these points all the morning and shifted to S.W. in the afternoon. The O.0.D. and Committee made a rule that on the run boats must cross the finishing line without a re-trim. This proved to be a mistake and was rescinded after one day’s racing. The races were notable for close finishes, models being very equal in speed so that only a few feet, and in several cases bare inches, determined the winners. On several occasions results were decided as a tie on both beat and run, which from the spectator’s point of view was most interesting. On the second day there was a fresh S.W. wind as is usual in this part of the country in summer, a 8.W. wind being squally and erratic coming off the land and not from the lake. Conditions lent an element of luck to the racing. Spinnakers were not used on this account except on rare occasions. Some of the yachts which had done badly the first day picked up a lot of points but in the Mid-West Race were The :— *Bostonia III’? (now owned by Jordan Cawthra, Grand Rapids, M.Y.C.) 37 & 42 = 79, ‘‘Mizpah” (ex-‘‘Westward,” E. L. Cheney, Saugatuck M.Y.C.) 33 & 37 = 70, ‘“‘Aurora,” (G. Baron, Ogden Park M.Y.C.) 36 & 23 -= 59, “Intrepid,” (C. M. Luce, Grand Rapids) 24 & 33 = 57, “Typhonett,” (Orville Sonntag, Chicago M.Y.C.) 26 & 30 = 56, ““Miss Cleveland,’ (A. H. Beecher and J. Sanders, Cleveland M.Y.C.) 26 & 28 = 54, “Stag, (S. Palmer, Chicago) 22 & 29 = 51, “Cock Robin,” (Captain Buckley, St. Louis M.Y.C.) 25 & 26 = 51, “Valon” (G. E. Streinbrecher, Detroit M.Y.C.) 27 & 23 = 50, “Darky,” (Norman Lloyd, Ogden Park) 27 & 23 = 49, “Neptune,” (T. Batenburg, Saugutuck) 25 & 24 = 49, “Papoose,” (G. E. Steinbrecher, Detroit) 22 & 12 = 34. The National Championship Races started on the following Tuesday in light Easterly winds, which were decidedly tricky. Most boats used spinnakers This course is very short being the on the runs. In the narrow way of the pond about 350 feet. winds prevailing “Mizpah”’ did very well and went into the lead. At the close of the day this boat had a 3 point lead from ‘“‘Bostonia V” with “‘Westward” a point behind her again. The following morning found the wind once more back in the 8.W. and quite fresh with very heavy squalls. These conditions did not suit ‘*Mizpah” and ~‘Bostonia V” soon forged ahead. Racing was very exciting and many close finishes were observed. On the run there were quite a number of fouls. At lunch time “Bostonia V” had gained a 15 points lead. One more round was sailed after lunch and then as none of the others had a chance of overtaking “Bostonia V” the match was abandoned by mutual consent. The winner had sailed magnificently as she had taken eight out of the ten beats sailed and nine out of ten runs. Final scores were :—‘‘Bostonia V,” (John Black) 106, “Westward II,” (F. L. Pigeon) 82, ‘“Mizpah,” (E. L. Cheney) 75, “Bostonia III,” (Jordan Cawthra) 73, “Yankee Doodle II,” (S. H. Cox) 66, “Aurora,” (George Baron) 48. The winner received the handsome Challenge Trophy presented by the Larchmont Y.C. which is held for the year and also won outright the Chicago Daily News Cup. x * * k OK * 108 The Model In connection with this regatta the Championship of the 50-inch L.O.A. Class was held on June 26th. This class is intended as a simple class for beginners and the only restrictions are that boats must not be more than 50 inches overall (}” leeway allowed either way) and the sail area must not exceed 800 square inches. This is the first race for this class that has been held in Chicago and a fine fleet of eleven boats faced the starter. Some of the boats from Marblehead and other Eastern points are orthodox in design, but others showed distinct tendency to experiment in their lines. The two Cleveland boats are double-enders and very powerful. “Chinook” is an out-and-out skimming dish, while ‘“Torpedo” is of the ‘“‘Curry” Yachtsman | | August 1932 order and has a full 50” L.W.L. and a hog deck. The race started in a light 8.E. wind which later shifted to 8S. and then 8.W. freshening considerably at times and some of the boats came down to second suits. Final scores were ;—‘‘Old Gold” (Carroll F. Sweet, Rapids) 41, ‘“‘Armaje 1V” (P. Neilsen, Cleveland) 42, ‘“Armaje V” (A. H. Beecher, Grand Cleveland) 38, ‘‘Torpedo” (G. Baron, Ogden Park, 38, “Chinnook’* (Orville Sonntag, Chicago) 35, “Westonia” (G. C. Steinbrecher, Detroit) 23, “Skippy” (M. A. Johnson, Chicago) 23, ‘‘Chesterfield”’ (T. Batenberg, Grand Rapids) 22, “Camel” (E. L. Cheney, Saugutuck) 20, ‘Anna” (M. Felt, Ogden Park) 13, “Celt” (lan McKenzie, Ogden Park) 12. MAKING FITTINGS & OTHER METAL WORK FOR MODEL YACHTS. i ee performance of a model yacht can _ be spoiled by her fittings, and therefore, unless the model builder is prepared to take the trouble to make good fittings, he will be well advised to buy them from one of the firms whose advertisements appear in this Magazine. The majority of amateur builders who make their fittings (and some of the less reliable professional builders), soft solder them. There is a considerable strain on model] yacht fittings and the surfaces of the joints are so small that it is asking for trouble to soft solder these. and the only satisfactory method is to use silver soldering. I remember during an important race seeing the quadrant of one of the leading boats come unsoldered with the result that the boat was completely uncontrollable and out of the running. The only purposes for which soft soldering can be properly used about a boat can be very shortly enumerated. It is useful for running a drop of solder into a blowhole in the ‘surface of a lead keel casting. It must be used to solder the ruddertube plate into position, also for the eyesplices in wire rigging, and for sweating the plugs into the top and bottom of the rudderpost. A further use that occurs on a boat of the full-keel type, where the lead extends to the heel of the sternpost, is to solder the pintle plate into the lead. To fill a blow-hole in a lead casting, use common plumber’s solder as the melting point is low. Prepare that part of the casting by cleaning it up well, and if necessary, enlarge the hole making it of sufficient depth to form a good key for the solder. If you have a blow lamp, this will be useful to warm the casting before running the solder, though care must be taken not to melt it. If the worker has no blow lamp, a satisfactory job can probably be made without if a good-sized iron is used. This job is done with a soldering iron. Although called an iron, the business end of this tool is made of copper. The first thing to do is to prepare the iron, if this has not already been tinned, the first thing to do is to heat the copper bit to a dull red. In heating, a gas stove is better than coal as it does not dirty the tool, but if coal is used, put the iron into red glowing fire not a dull one. A Primus or similar stove is also useful for this purpose. When the iron is hot, quickly clean the facets of the bit up using an old file. As a flux for tinning * Fluxite ” or powdered resin can be used. There are a number of things that can be used as a flux including killed spirits, but the amateur will find Fluxite the easiest and it is safer to handle and have about the place than the spirits. Some small picces of solder can be put into a small clean tobacco (or similar) tin, together with some Fluxite. As soon as the hot bit has been cleaned, it is put against the flux and solder in the box. As the solder melts, it is rubbed on the tin until a nice coat adheres to the point and facet. The other facets are dealt with in turn, reheating the iron as necessary but not hotter than is required to make the solder run. [If it is again heated red, the tinning already done will be spoilt. This applies every time an iron is used. If it is ever heated red, it must be cleaned off and re-tinned. To fill the hole in the lead, heat the casting as mentioned above whilst the soldering ircn itself heating, put some Fluxite on the part that requires attention. Bring the iron to the spot when a stick of solder is placed against the bit and is sufficient melted off into the place. When it is fluid and running nicely (and to amalgamate with the surface properly sufficient heat must have been communicated to the casting), smooth out as required. Put on a little more than is required the surface. When cold, smooth down with a piece of old emery paper. Before leaving the subject of lead keels, it may be mentioned that if it is desired to shoot the top face of a lead casting straight, or to reduce the to level weight by removing lead from the top face, this may be quite easily accomplished with an ordinary iron jack-plane. The plane should be sharp and Augnst 19382 And Marine Model Magazine. Advertisements i BLUE PRINTS OF DESIGNS THE MODEL V-~—< Lawes CHTSMAIN Model Yachts. Title Page and Index, Vols. I, II or III, A-Class. Binding Cases, Vols. I, Hl or II complete “Courtesy,” by A. W. Littlejohn. “Mussolini,” by Sam O. Berge, (Norway). “Onward,” by Reg W. Lance. “Elusive,” by Herbert Almond. (New Design) “Chloe,” (Modei Yachtsman Design). Price 6d post free. with Title Page and Index. only, Vol. IV. Also Binding Cases Price 1/6 post free. 6-Metres. Binding, Vols. I, I, III or IV, (including Case. Title Page and Index), 6 -, post free- Bound Volumes. 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With an Official Magazine THE SHIPMODELER Beautifully Illustrated Informative Interesting Annual Subscription including Magazine and Certificate, $2.75 (11/6). Full particulars free. THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, GOLDEN HOUSE, Ship Model Makers’ Club, GT. PULTENEY STREET, 55a, Middagh Street, LONDON.W.1. Brooklyn Heights, N.Y. And Marine Model August 1982 Magazine. 109 the iron set to take a very fine shaving. During the process of planing the lead away, the sole of the plane must be kept liberally lubricated with turpentine. The best way to balance a lead keel that is not quite correct, or to lighten it somewhat without altering the outside of a casting is to drill holes down from the top face. This can be done with a twist drill, but an old drill should be used as the lead will rapidly make it blunt and spoil it. During drilling, lubricate freely with turpentine, and raise the drill from the hole and clear at frequent WASKER intervals. If the outside of a lead casting wants a lot removed, this can be done with a plumber’s shavehook, the edge of which can be touched up when necessary on an old smooth file. A spokeshave can also be used. Emery cloth is best for finishing off with. PINTLE The rudder-tube of a model yacht has a washer soldered to it inside the keel (see fig. 1). As the fit between the rudder-post and the rudder-tube is all-important, the two pieces of brass tube should be bought at the same time, and the post should be a very easy fit inside the rudder-tube. It is better to make the post itself of good-sized tube in order to obviate any danger of the rudder-post twisting, and as free movement of the rudder itself is essential, it is better for the post to be too The piece of tube for the rudder-tube should be long enough to extend from }” above the deck to the bottom of the rudder. The part below the boat’s hull is, however, cut away and only a brass strip left down the sternpost or back of the skeg. Although it does not fall in the category of metal-work, one little fact may be mentioned about the hole drilled through the keelson. As the lower part of the rudder-tube is going to lie in a groove down the of the sternpost. the hole drilled used for this job, or if necessary (though it is not easy) the countersink can be made with an so over-sized drill, but care must be used. The rudder-tube is then temporarily screwed to the piece of wood that was mentioned above, easy in the tube rather than too tight. back FIG 4 should be partly over this to give a straight run through for the tube. The easiest way of cutting away the lower part of the rudder-tube is to use a metal fret-saw. Split the tube up the centre for the required distance holding in a vice during the operation but taking care not to crush or bend the tube. To finish the job, take a piece of old wood about ? in. thick and cut a suitable piece and put into the vice. On the top edge cut a groove similar to the groove made with a rat-tail file in the after side of the sternpost. The lower end of the rudder-tube is going to be screwed to the sternpost, and the next thing is to make the screw-holes. Take a small centre-punch and put a “ pip” where each is to be drilled. A single tap with a light hammer should make a sufficient pip without risk of bending the strip that is left. The holes are now drilled of a size to clear a No. 0 Brass Wood Screw. These are then countersunk as the screws have to go in absolutely flush. A proper countersink bit can be being accommodated in the groove. This enables the job of trimming down the strip to the required dimensions to be safely and easily done using a fine file. Before putting the tube into the boat, it will facilitate matters for a beginner if the tube is cleaned up and tinned for }in. above and below the part where the washer that is put on to it inside the hull is to come. To tin the tube, clean up bright with emery or glass-paper, put some Fluxite on the required spot and heat the soldering iron. This should be just hot enough to melt and run the solder, but not too hot or it will burn the tinning and also the solder will run away from the iron. When the iron is just right, a little blob can be melted from the stick of solder and it can be picked up and carried on the iron to the work. The iron is brought to the tube and the flux will melt and the solder run on to the brass as soon as sufficient heat has been communicated to the tube by the iron. While fluid it is run round and left with a thin coating over the part that has to be tinned. Do not make the mistake of leaving blobs. With a little practice it is easy to run solder smoothly and evenly, and this makes a.strong joint. Before the tube is bedded into place with red or white lead and fixed with the screws, the washer that goes inside the keelson has to be made and fitted. (To be continued). 110 The Model August 1932 Yachtsman 2 : = 3 3 = = 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 note on this subject which appears elsewhere in this issue, SPINNAKERS OUTSIDE THE FORESTAY. Sir, With reference to the remarks by “ Mogador,” in the current issue of THE MODEL YACHTSMAN, as to the leading of the clew of the spinnaker outside the forestay in the 10-rater and LY.R.U. classes, I might say that the last M.Y.A. Council Meeting I asked for a ruling on this point, and it was promised consideration.