The Model Yachtsman and Marine Model Magazine: Volume 5, Number 6 – September 1932

ech ANDMARINE MODEL MAGAZINE VOL. 5. NO. 6G. Seventh of oacn Month, SEPTEMBER, 1932 SPECIAL REGATTA NUMBER WITH TWO PRICE: ONE SPECIAL Gosport Regatta 12-sun Brig SUPPLEMENTS. SHILLING. FEATURES. = fully illustrated. ‘“‘DARING’’ — Hull Lines. Method of Balancing a Yacht Hull (by ‘“K’’) 10-rater ‘‘PHQ:NIX”’ Hydroplane ‘‘GADFLY’’ -— _ ~~ Full design. — Hull design. Beach Yawls of East Anglia ORDINARY NUMBERS 7d. EACH. THE MODEL GOLDEN GT. (Part IT) SUBSCRIPTION 7/- PER ANNUM POST FREE. YACHTSMAN HOUSE, — AND MARINE PULTENEY MODEL STREET, MAGAZINE, LONDON, W.1. The Model September 1932 Yachtsman PLEASE MODEL SAILING CRAFT SEND DETAILED FOR PROSPECTUS Crown 4to., 260 pages, 67 illustrations, 163 Diagrams 25/- net. and Folding Plates. (Postage 9d.) By W. J. DANIELS and H. B. TUCKER With a preface by C. N. Forge, Hon. Secretary, ~The Model Yachting Association. The most complete and authoritative guide to Model Yachting in all its aspects which has yet been published.—_SHIPS & SHIP MODELS. The general excellence of this book will assuredly entitle it to be regarded as a standard work for many years to come.—SUNDAY The volume is extraordinarily, TIMES. even impressively, thorough. . . A work that should be the standard text-book on the subject.—_LIVERPOOL POST. Bound to remain the standard text-book on its | | beguiling subject for many years to come.—MORNING POST. Obtainable from the Offices of “The Model Yachtsman,” all Bookshops and Libraries, or direct from the Publishers. ~CHAPMAN & HALL, LTD., II HENRIETTA ST., LONDON, W.C.2_ | White Heather Yachts T GROUP ig? tye” 19″. a Waterproof Glue } S GROUP 21> 23″ 12/6 15/6 18/6 22/6 29/6 24″ 26″ 29″ ALSO HEAT AND ACID PROOF 32° 42/6 52/6 62/6 72/6 R GROUP {f 24° L.O A. For Wood, Ebonite, Fabric, Metal, Rubber ete. s. a. A Casein Glue with a certified breaking strain in wooden joints, moist and normal of over 440 30” L.O.A. 36” Restricted 5-Rater ‘ … ES ae . 6 6 0 8 8 0 1010 0 1,100 lbs per square inch. NO MORE SEWING JOINTS. C GROUP 10-Rater PERMANENT 6 and 12 Metre and : Spars : Sails At the ‘‘Model Engineer’’ Exhibition. Accessories Bonds o’ Euston Road. tin 1/9. Test Model Yacht Builders, ASHTON, PRESTON, Lancs. SUPPLIED. Stands Nos. 28 & 29. E. Gray & Son, Ltd. Stands Nos. 11 & 12. or from your local Agent, 2oz tin 6d, 4lb J. Alexander & Sons, TRADE SOLID. recommended by the “Model Yachtsman.”’ Send for List. \. AND _ Used by all leading Model Yacht Clubs and International A-Class Fittings | Post Free 8d, 6d. and 2/1 from Waterproof Glue, DEPT. M.E., 30, Red Lion Street, HOLBORN, W.C.1. y, \. TRADE ENQUIRIES INVITED. In replying to Advertisers, please mention THE MODEL YACHTSMAN. J AND MARINE MODEL MAGAZINE Vol. 5. No. 6. SEPTEMBER, 19832. THE MODEL YACHTING ASSOCIATION’S GOSPORT REGATTA. i ea greatest event in the model yachting year is the Model Yachting Association’s annual Gosport Regatta at which the British Empire A-class Championship and World Championship Races are staged. In spite of the universal trade depression prevailing throughout the world, this year’s meeting must be considered as an unqualified success. BRITISH EMPIRE CHAMPIONSHIP. For the British Empire Championship no less than thirty-nine entries were received, which in itself constitutes a record and is an ample proof of the growing popularity of the A-class throughout the Kingdom. It would have been impossible to cope with a fleet of this size in the four days available without dividing the competitors into two divisions, but fortunately for the Sailing Committee and Regatta Officials no less than eight boats were scratched which reduced the number of starters to thirty-one. The scratched models were :- “‘Hermione” (Dr. E. Greville, Y.M. 6-m.0.A., Surbiton), “Modesty” (Dr. E. Greville, Y.M. 6.m.0.A.), “Albion” (L. F. Rudd, Y.M. 6.m.0.A.) “Rhythm” (J. P. Levy, Y.M. 6-m.0.A.), ‘Margot’, (H. E. Lucas, Bristol M.Y.C.), “Patience” (Major G. P. Lee, Ulster M.Y.C.) “Fantasia” (H.C. Rolloson, Gosport M.Y.C.), and “Molly Bawn” (H. C. Rolloson, Gosport M.Y.C.) | Of these boats (1929-1930) ‘Hermione’ are (1931) and ‘Albion’ ex-World Champions, whilst “Modesty” is one of the prettiest full-keel models ever built and ‘““Rythm” a new and promising model designed by Eng. Captain A. Turner. We were sorry to see that the Cardiff M.Y.C. was not represented this year as Mr. Len Smart has always been well to the fore, and on more than one occasion has been Empire Championship. runner-up in the British We understand that this year he had built a new boat designed by Captain Turner. On the other hand this year for the first time we had two Scottish entries, a yacht from India and “Miss South Africa” from Durban. The Ulster entry was unfortunately scratched. The thirty-one starters, however, comprised a very fine fleet of models and generally speaking the level of the yachts as well as the standard of handling by their skippers was higher than in any previous year. Amongst the yachts were a large number of interesting new boats. Prominent amongst these “Da built Shetland by Mr. Lass,” W. J. twin were “Anglian” and sisters and Daniels. designed These boats are absolute duplicates of each other except that the former has a full-keel and the latter a fin-and-skeg. 112 September 1932 The Model Yachtsman Unfortunately these two boats were only finished a couple of days before the start of the Regatta and were, therefore, absolutely untried. In appraising their relative performances due allowance must, however, be made for the fact that Mr. Daniels was himself sailing “Anglian.” Another interesting newcomer was ‘“‘Astrape.” We believe that this is almost the first canoe- sterned model that has been built to the A-class on this side of the Atlantic. This boat is in many respects a radical departure from Captain Turner’s previous A-class designs as she is less beamy and though extremely long on the waterline, has such short overhangs that she looks a comparatively small boat. As she uses practically all her length in sailing and has a L.W.L. in the region of 53 inches to start with, she in reality sails as a very long boat. One interesting innovation on this model, which deserves the flattery of imitation, is the provision of three hatches and three lifting handles. The ordinary midships handle is used when one man is lifting the boat, whilst the forward and after ones are very practical when two men are carrying her. In half a gale it is often a matter of difficulty to avoid losing one’s grip on a slippery wet bow or counter, and we have seen many accidents occur through being dropped. boats Mr. J. G. Feltwell was responsible for the design of the sister boats, “Vi II” and ‘Mersey’, shapely sisters bearing a strong family resemblance to his well-known ‘Pat’. “QUEEN BEE” was sailed by her owner, P. G. R. Bird, Gate with his fiancee, Monday, July 25th. ‘Rain, rain, go away, Come again another day !” Old Nursery Rhyme. Drown undoubtedly contributed to her success. M.Y.C.), Miss Cissie Harmer, as mate. Mr. Reg. Lance was responsible for the design of *‘Flame,” a very pretty new model which proved the ultimate winner. She was built by her owner and excellently fitted out. A beautiful suit of sails by Mr. C. (Forest Owing to the large field it was necessary to start racing before the advertised time of 10.0 a.m. and the first pair were sent away at 9.45 a.m. The Mayor of Gosport, Councillor C. E. Davis, J.P., was unable to be present to perform the usual ceremony of welcoming competitors and starting the first pair. Under the circumstances Mr. J. Read sent the These were ‘Flame’ and “Miss first pair away. South Africa.” giving a run There and a was a beat, smart West wind and the weight sufficient to cause many yachts to carry suits. The rain which had started many was second hours. previously was. still soaking down and showed no sign of leaving off. During the first heat ‘‘Miss Bedford I’ broke a chainplate, and on the beat “Ryecliffe” carried away her mast. The former was repaired in time to participate in the second heat but ‘Rycliffe’” had “ANGLIAN,” (W. J. Daniels, Y.M.6-m.0.A.), Runner-up in British Empire Championship. to miss the second heat and forfeit the points before the new mast was shipped. September 1932 STUDIES 113 And Marine Model Magazine. OF MODELS IN A GALE. ““MERSEY,’’ (A. E. Foster, Birkenhead M.Y.C.), cracking on down wind. *“KOHINOOR,” (D. H. Waller, Calcutta M.Y.C.), making heavy weather of it. Note the spindrift on the water. 114 The Model The rain poured down steadily all morning and the wind remained heavy with very considerable weight in the squalls. The fourth heat was the last before the luncheon adjournment and during this the wind fell away completely with the result that it was a very long drawn-out affair. The good humour of officials and competitors alike under the very trying weather conditions was remarkable. Everyone was soaked through in spite of oilskins and rubber boats. Miss.Cissie Harmer (‘‘Queen Bee’’), and another lady mate stuck it through with the best. When at last the lunch interval ““Mersey” had made a possible of “Turquoise” was Shetland Lass” 18; “ Twinkle’ 15. Owing 17; to the was taken 20 points; and intense “Da rain Yachtsman September 1932 About four o’clock the rain at Jast cleared off during the sixth heat. and for a short while the wind lightened considerably. It then freshened again and came dead down the lake. At this point “Twinkle” had only dropped 3 points and “Vi IT’ and “Turquoise” 5 each. During the eight heat, which was the final one for the day, the wind lightened away considerably and the weather fined out. The leading boats at the end of the day were :— “Twinkle,” “Vi IT” and “Mersey” 32; ““Kohinoor,” ‘‘Astrape” and “Eugenie” 27. It should, however, be observed that of the three’ leading boats only “Twinkle” had taken her bye so that her position was considerably better than that of the others. ie mich sis eo gs me shaogo ingen ig pulp, it was soeeeee e to get more results at t pers 9-30 a.m. under more pleasant conditions. Tuesday, July 26th. Racing was resumed at There ‘When racing was resumed at 2-50 p.m., it was still pouring with rain but the wind had again hardened. During the afternoon session “Mersey” was a bright sun and a second suit westerly breeze. Some of the yachts carried full suits but most of those that did would have done better under reduced went completely off form for the first few boards, canvas. but “Turquoise” continued to score well. it was quite a sight to see some of the boats plane “Tur- quoise” is a new boat designed and built by her owner, and was the longest boat in the race, having an over all length of 84 inches and a waterline of 52. The wind gave a true run and beat, and down wind. “Flame” in particular made some splendid runs. We noticed young Arthur Gosnell make a very smart re-trim off the weather bank whilst mating his father with “Herald”. The big boat took a lot of stopping for a little chap of twelve years old but in spite of this the youngster did his job excellently. “Vi IT” failed to maintain her over-night position the head of the fleet, but “Mersey” and “Twinkle” continued to sail capitally. at About noon during the eleventh heat there was a terrific rain squall which wet officials and competitors to the skin. During the rain, the wind increased to gale force and punished the boats badly. ‘“Turquoise” had her mast blown out of her on the bank. During the squall “Sylvia IT’ and ‘‘Clare” had a fine oe _« tee — tussle to windward. In the course of this “Sylvia IIT” had her hatch come off. There was no time to stop to put this on and Mr. Hugo tacked his boat for the line where she arrived quite halffull of water but a length ahead of her rival. At the end of the heat the O.0.D. stopped the racing for lunch. At this point “‘Mersey” was leading boat with 47 points with “Twinkle” in second place with 45. “Twinkle” had a resail down wind to take, however, and had had her bye, so that she was in the position of only having lost 3 points (her first windward board) whilst “Mersey” had dropped 8. On resumption it was still blowing dead down the lake, and during mishaps were very numerous. a ee =< “TWINKLE” (R. Emery, Y.M.6-m.0.A.), finished 3rd in >the Empire Championship. very hard the afternoon When it came to the thirteenth heat, the superstitious had excellent grounds for considering thirteen an unlucky number as. “Ni Il,” “Clare” and ‘‘Miss Bedford”’ all lost 115 And Marine Model Magazine. September 1932 fashion and pointed capitally to windward. Her score for the day was disappointing however. “Astrape” and “Dawn” had a fine fight to windward the honour going to the former. ‘‘Astrape’”” followed this up in the next round by lowering *“Flame’s’” colours both ways, their battle to windward being the finest fight of the day. *“Kohinoor,” which had done very well the first: day, was overpowered under her third suit in very heavy weather and did badly. There was another good match between “Da Shetland Lass” and ‘Mersey’ during their re-sail to windward, when the Lerwick boat beat the Liverpool craft by half a boat’s length. “Dawn” sailed very well and being equal to “Mersey” made 35 points and ‘Iolanthe”’ on the day’s sailing. “Twinkle,” “Herald,” and “Flame” with scores of 33 were hard on the heels of the leaders, and in their turn were pressed by ‘Turquoie”’ and “Da Shetland Lass’’ with 32. Considering that the latter is a new boat launched the day previous to the race and that this is her owner’s first appearance in any big competitions South of the Border, this must be regarded as a very creditable performance. “VI II,’? (F. Borkett, Eastbourne M.Y.C.), broke her mast in the 13th. Heat. their masts. In the case of “Vi II” this was the second mast she lost during the day. The Bedford boats were in constant trouble, however, as their gear was too light for the rough weather experienced. About this time “Miss South Africa” struck “Clare” in the counter and split it badly. Her skipper, however, with considerable ingenuity affected a temporary repair with some insulating tape bortowed from a car with which he bound the counter right round so that it looked like a cricket bat. In away the fourteenth another pulled out. heat ‘Miss Bedford” carried mast when her second chainplate ‘‘Folly IT’ was dropped by her skipper and sprang her rudder, but it was repaired in time to enable her to carry on for the next board. “Vi II’ was also dropped and smashed the heel of the keel, but her skipper was able to effect temporary repairs. “Mersey” continued to sail admirably and maintained her place at the head of the fleet while “Twinkle” fell back a couple of points. ‘‘Flame”’ hauled up considerably on the leaders, and so did “Tolanthe.”’ The latter is owned by Mr. A. Boniface, of Eastbourne who built her from the designs of Mr. Reg. Lance. She bears a strong family resemblance to “Flame,” both being exceedingly pretty boats. ‘“‘Astrape” sailed some of the best boards of the day. She sailed faster down wind than any other boat on the pond, planing in a most extraordinary “KOHINOOR,”’ (D. H. Waller, Calcutta M.Y.C.), did well on the first day. 116 The Model Yachtsman It will be seen that the sailing was marvellously close as the first eight of the thirty-one competitors made within 3 points of each other on the day’s scoring. Some of the resails could not be taken as the boats concerned were hors de combat at the end of the day and were given until the following day to put matters to rights. This did not affect any of the leaders. At the end of the day the positions were: “Mersey 67; “Twinkle” 65; ‘TIolanthe” 59; “Flame” 58; “‘Dawn” 57; ‘Turquoise’ 57 ; “Herald” 56; “Vi IT” 55; “Astrape’ 54° and “Anglian” 51. Of the two leading yachts “Twinkle” having had her bye had dropped 10 points to the 13 that ‘Mersey”’ had lost. Altogether the day’s sailing may be considered as good a hard weather test as one is likely to find. ‘Twinkle,’ it should be mentioned is Mr. Len Smart’s old boat built four years ago from the designs of Eng. Captain Turner, and in the prevailing conditions was absolutely at her best. Her skipper handled her excellently. Wednesday, July 27th. The wind was still in the West and very strong when the racing was resumed. Most of the boats carried reduced canvas and those that had first or second suits speedily changed down to third and storm suits, One or two of the heavier craft, however, continued to carry their larger suits. September 1932 As it had been found impossible to repair “Panther VI’s” rudder, she was withdrawn and all scores for and against her eliminated from the score sheet. The other boat from the Bedford M.Y.C., ‘‘ Miss Bedford IT’ was also in trouble and broke her mast for the third time early in the day. The wind gradually increased throughout the morning, and at times veered about a point. The force in the squalls was tremendous. Broken spars and gear were again the order of the day. In the wild weather prevailing ‘‘Mersev’ went right off form and started to drop back. “Twinkle” also did not do as well as she had been doing. Mr. Daniels seemed at last to have got his new boat going properly and she commenced to draw up on the leaders. ‘‘Flame” also did very well and worked into the lead. ‘“‘Iolanthe’’ though at times showing good form, failed to maintain her position And did poorly, while ““Queen Bee’’ was well handled and made one of the best showings of the day. In the 18th heat “Dawn” and “Vi IT” had a magnificent race down wind, both boats sailing excellent courses, the former proving the winner by a short head. In the 19th heat “Iolanthe and “Mersey” met on the run, but both boats were badly off the course anda rather scrambling race was won by “‘Iolanthe.”’ Photo: J. CU. Lawrence and Son, Gosport. “IOLANTHE,” (A. Boniface, Eastbourne M.Y.C.), is overhauled by ‘‘ASTRAPE,”’ (Eng. Capt. A. Turner, Gosport M.Y.C.) September 1932 And Marine Model Magazine. 117 “Sylvia IT’ lost her second mast, “Miss Bedford’’ had another carry-away, and so the story went on. All the boats almost without exception were very wild down wind, and runs straight through were the exception rather than the rule. The 23rd heat provided one of the sensations of the afternoon in a fine race down wind between “Mersey” and “Flame.” The two boats kept level all the way. ‘‘Mersey” travelled faster through the aa” wn water but fell away to the lee shore. Aslam headed her up and she went across the line just ahead of her rival which had travelled a straight course all the way. ‘‘CAPRICE,”’ (R. Lance, Gosport M.Y.C.) The 20th heat provided the sensation of the day as “Caprice” and ‘“‘Kohinoor,” both sailing capitally, tore down the pond neck to neck and landed at the finishing point an absolute dead heat. When the luncheon interval was taken the leading boats were “Flame,” 78; ‘Twinkle,’ 73; “Mersey,” 72; ‘“TIolanthe,’ 71; “Dawn,” 68; “Herald,” 65. After lunch the wind was even heavier and the toll of broken spars continued. One prolific source of breakage was fouling of backstays. “FLAME,”’ (Winner British Empire Championship) close-hauled. This photograph is instructive as it shows the correct trim for windward work. During the afternoon “Astrape” sailed some excellent boards. Down wind she planed in a most extraordinary fashion and she also pointed remark- ably high on the beats. It is difficult to say very much about the form displayed as every boat in the race ran wild at times in the squalls which were vicious. At the same time good handling undoubtedly told its own story and all the boats that scored well were well handled. “DAWN” (W. H. Davey, Bourneville M.Y.C.) The boats that did best on the day were “Anglian” which made 33 points; “Flame” 31; “Queen Bee” 28; ‘“Astrape” 25; “Clare”? 25 and “Herald” 23. 118 The Model Yachtsman This left the positions of the leading boats as follows :—‘“Flame” 89; “Twinkle” 85; “Anglian” 84; “Mersey” 84; “Dawn” 80; “Herald” 80; “Turquoise”? 80; ‘“Astrape”’ 79. It will thus be seen that on the twenty-four rounds sailed with a possible of 110 for boats that had taken their two byes and 120 for those that had not done so, the top scorer had made approximately 81 per cent. of possible and the leading eight boats were within a matter of 11 points. Thursday, July 28th. There was again a strong Westerly right down the pond, and continuous heavy rain fell all morning which made conditions most unpleasant for everybody. ‘Sylvia IT” sailed one or two good boards though she had lost two masts. Her owner, Mr. A. J. Hugo, Chairman of the M.Y.A., evidently means to keep on the right side of the law as he was mated by ex-Chief Inspector Divers of Scotland Yard, a keen model yachtman now associated with the Birmingham M.Y.C. “Anglian” sailed wonderfully well and soon worked her way into second place. A dour struggle now developed between this boat and “Flame,” which was leading her by a short head. The latter latter lost one or two boards but “Anglia”? continued to score board after board, making a possible for the day. *‘Astrape’”” made some of the finest runs of the day and her windward work was also excellent. September 1932 Just before lunch the Daniels sisters, ‘Anglian’ and “‘Da Shetland Lass,” met. At this time the wind had backed somewhat and the course gave a reach. The two boats, full-keel and fin-and-skeg, tore down the full length of the course neck and neck and finally fouled on the finishing line. So much for the ‘Keel Row’ as far as actual speed through the water is concerned. When lunch was taken the scores of the leaders were :—“‘Flame”’ 102; “Twinkle” 100; ‘“‘Astrape”’ and ‘‘Anglian’’ 97. Fortunately the rain ceased during the interval and when racing was resumed the wind had veered back to the West. It was then blowing a full gale dead down the lake, and the final three rounds were carried out in very heavy weather. “Turquoise” sailed very well at times. She was unfortunate to break her jib sheet twice on the beat when in a winning position. The lighter boats were again badly punished. ‘‘Astrape”’ drew up to within a point or two of “Flame,” but then dropped a couple of boards. “Anglian’s” effort came too late, however, and she was just.unable to catch “Flame,” which ran out a winner by three points, with a score of 117. “Twinkle” was a capital third with 109; whilst *‘Astrape” was 108; “Mersey” 104; “‘Herald’’ 96 ; “Turquoise” and “Dawn” 95. It will, therefore, be seen that after four days of racing in weather that varied from a three reef wind to a full gale, the first five boats finished within 10 points. The possible score for the match was 145 points, so that the winner’s percentage of possible works out at 70°7, which is a very creditable performance. This is the second time that Mr. A. Jones, of the Gosport M.Y.C., has earned the right to represent the British Empire in the World Championship, and on each occasion he has built his yacht from the designs of Mr. Reg. Lance, the well-known model yacht designer, whose work is familiar to readers of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE. ‘Flame’ is a fin-and-skeg model of moderate dimensions and displacement, being a normal and well-balanced boat. One interesting fact elicited by the racing is that a full-keel] model can stand as good a chance as a fin-and-skeg boat, provided she is sufficiently well ‘““HERALD,”’ (OQ. H. Gosnell, Y.M.6-m.0.A. handled. There was little or no difference in speed between “Da Shetland Lass” and “Anglian,” but in our opinion the former was the easier boat to handle. Both boats were handicapped by the fact that they were only launched three or four days before racing started and both might have done considerably better had they been tuned up beforehand. In the case of ‘Anglian,’ a large number of points were lost on the first day, but September 1932 119 And Marine Model Magazine. once Mr. Daniels got her going she dropped hardly any points day. at all, making a possible on the last Thus ended the British Empire Championship of 1932. The event has never been sailed in wilder weather, and one can only regret that there was not a single day of lighter winds to make the match an all-round test in different weights of wind. During the whole time the wind was pretty well dead down the pond except during the last round before lunch on the final day. In consquence of the wild weather, there were innumerable masts carried away, some hull damage, many collisions and much minor breakage of gear, but all the starters were able to finish with the exception of one boat. The entry was the largest ever received and the race went off without a hitch. Our only criticism is the absence of the number score boards from the ends of the pond which prevented spectators from following the results as each board was sailed. The 0.0.D. was Mr. W. M. Carpenter and the Assistant O.0.D. Mr. A. R. Andrews. The others officials were Messrs. Read, Adams, Williams, Arberry, Shell, Behenna, Marsden and Lake. Full list of scores is appended :—Ist “Flame,” (A. Jones, Gosport M.Y.C.) 117; 2nd “Anglian,” (W. J. Daniels, Y.M.6-m.0.A., Surbiton) 114 ; 3rd “Twinkle,” (R. Emery, Y.M.6-m.0.A.) 109; 4th ‘‘Astrape,” (Eng. Captain A. Turner, R.N., Gosport M.Y.C.) 108; 5th ‘‘Mersey,” (A. E. Foster— Skipper J. Edwards, Birkenhead M.Y.C.) 104; 6th “Tolanthe,” (A. Boniface—Skipper R. H. Bayliss, Eastbourne M.Y.C.) 101; 7th “Herald,” (O. H. Gosnell, Y.M.6-m.0.A.) 96; 8th “Dawn,” (W. H. Davey, Bourneville M.Y.C.) 95 and “Turquoise,” (Major T. B. C. Piggott, Y.M.6-m.0.A.) 95; also sailed :—*Vi II,” (F. Borkett, Eastbourne M.Y.C.) 94; “Caprice,” (R. Lance, Gosport M.Y.C.) 93; “Da Shetland Lass,” (A. Johnston, Scottish A-class M.Y.C.) 84; “Queen Bee.” (P. G. R. Bird, Forest Gate M.Y.C.) 82; “Miss South Africa,” (C. Drown, “TURQUOISE” (Maj. T. B. C. Piggott, Y.M.6-m.0.A.) ‘Louisa,’ (Dr. McAllister, Scottish A-class M.Y.C., 29; “Panther VI,” (W. E. M.Y.C.) withdrawn damaged. Whitehead, Bedford In the evening a Smoking Concert was held at the Crown Hotel at which the prizes for the British Empire Championship were presented. Souvenirs were given to the two lady mates who had so ably assisted their skippers throughout the meeting in spite of most trying weather. A special prize of a wrist watch (donated by Mr. H. C. Rolloson) was presented to the winner’s wife. R. Perrin Cole and C. Drown, Durban M.Y.C.) 80; ‘Folly II,” (J. Read, Gosport M.Y.C.) 73; “Clare,” (N. Averay Jones, Bristol M.Y.C.) 71; “Eugenie,” (Rev. C. A. Holland, Gosport M.Y.C.) 63; ‘Miss Bedford II,” (J. A. Green, Bedford M.Y.C.) 59 ; “Shannon,” (H. G. Pyne, Gosport M.Y.C.) 57 ; “Sylvia II,” (A. J. Hugo, South London M.Y.C.) 57 ; “Margherita,” (J. Bayliss, Birkenhead M.Y.C.) 56; “Kismet,” (A. H. Harlow, Bourneville M.Y.C.) 53; “Ryecliffe,’” (R. C. Cains, Gosport M.Y.C.) 46 ; “Miss Hazel,’ (C. Joyner, Gosport M.Y.C.) 45; “Kohinoor,” (D. H. Waller, Calcutta M.Y.C.) 42; *Lucia,’”’ R. W. Leonard, Bristol M.Y.C.) 41; ‘Red Dawn,” (C. Taplin, Birmingham M.Y.C.) 37; Joan,” “Doris,” (H. (A. A. Pellatt, Jackson, Gosport Gosport M.Y.C.) M.Y.C.) 36; 30; WORLD CHAMPIONSHIP RACES. The entrants for the World Championship were Belguim, France, United States and the British Empire. Unfortunately owing to ecomonic conditions prevailing the entries from Belgium and France were scratched at the last moment, so that the race became a duel between the American and British representatives. The United States was represented by “Bostonia V,” (John Black, Rhode Island Miniature Yacht Club) winner of the American Championship, and the Empire by “Flame,” (A. Jones, Gosport M.Y.C.) winner of the Empire Championship. 120 The Model Yachtsman “Bostonia V” is a decidely handsome model of normal dimensions. She is well-balanced and decidedly the best model that has yet been over from the States. She was designed and built by her owner. Mr. Black had as mate Mr. J. G. Feltwell, the popular Hon. Secretary of the Y.M.6-m.0.A., Surbiton. ‘‘Flame”’ was sailed by her owner with his younger son as mate. Saturday, July 30th. Racing was started at 10-30 a.m. after the Mayor of Gosport, Councillor Davis, had welcomed Mr. Black to Gosport. The first pair were started by the Mayoress, September 1932 reversed. In the first board of the second heat there was another foul. The wind then backed still more to S.E. and freshened again till there was a nice little breeze. The morning was bright and sunny and conditions were absolutely ideal. On the re-sail both boats worked short tacks up the lee shore and the points again went to ‘‘Flame.” The run back produced another foul. The British boat was lucky in this as her trim was a shade tight and she was heading up under the windward bank. On the re-sail ‘‘Flame”’ went to the windward bank and ‘‘Bostonia” to the leeward, and a smart re-trim gave the points to the former. There was a light S.W. by S. breeze *‘Bostonia”’ had been going very well in her trials giving a free reach down the lake. The American boat was in the windward berth for the first board, but as the wind had been very hard during these her skipper had no opportunity to try her under her full canvas before the races started. As a result she was evidently very much out of trim and obviously Mrs. Read. According to arrangements made, six heats were sailed in the forenoon and six in the afternoon on each day of the World Championship. The first board went to ‘Flame’ on the re-sail after a foul. The board back was a close reach and “Bostonia,” went up under the weather bank whilst her British rival kept well away and keeping jn the best of the wind, won handsomely. Before backed the to start the of the second heat the wind S.S.E. and freshened somewhat. The points which had been 2 and 3 were accordingly had her skipper guessing. During the whole fore- noon he could not get her going at all and it was not until point. the fifth heat that she made a single In the run back of this heat the two boats fouled the first time, but the re-sail provided a good race which ‘“Bostonia” won by about six inches. In the sixth heat the points went to “Flame” both ways and the forenoon session closed with the scores ‘‘Flame” 28 points, ‘“‘Bostonia V” 2. After lunch the American skipper seemed to have got his craft into better shape by altering his mast position. The first board of the seventh heat was to windward and ‘“Bostonia” pressed ‘Flame’ hard. When slightly ahead of the American boat the British skipper put off across “Bostonia’s’” bows, and as he failed to clear paid the penalty of disqualification. “Flame”? won the run back and the first board of the eighth heat, making the scores 33-5. ‘““Bostonia” at last got going and won the run of the eighth heat, and both boards of the ninth. The wind now started to veer and went almost due South. The first board of the tenth heat was given a resail, but the Yankee craft took the run. She also won the beat of the eleventh heat, but — the run was a re-sail. This improved her position considerably as the scores became 33-17. “Flame” won both the re-sails and the two boards of the twelfth heat. This brought the day’s sailing to a close, the scores then being ‘Flame’ 43 and *““Bostonia V” 17. In the evening a dinner was held at the Crown Hotel at which the American and British model yachtsmen participating in the Race, the Regatta Officials Mr. John Black—the “Sir Thomas Lipton” of Model Yachtsmen. A great sportsman who has so far been unsuccesful in his efforts to take the Cup across the herring pond. and Association the Officers of the Model Yachting were entertained by the Mayor of Gosport. During the dinner a number of excellent speeches were made and a pleasant musical programme provided. September 19382 Monday, August lst. And Marine Model Magazine. When racing started at 10 o’clock there was a light S.W. wind which was inclined to back. The American boat had Mr. R. Emery as mate instead of Mr. Feltwell. The first board was a run which was well won by the American boat which seemed considerably faster down wind than her British opponent. The beat back was, however, taken by “Flame.” During the next heat the wind went nearly South and it was almost a reach each way. boards both fell to ‘“Bostonia V.” The two In the fifteenth heat the Yankee boat again took the run, but failed to gye when in a favourable position on the beat back. There were quite a few fouls and consequent resails. In the sixteenth heat the run went to “‘Bostonia”’ and the beat to “Flame.” The wind had now freshened somewhat and veered almost dead down the lake. ‘“Bostonia”’ again took the run in the seventeenth heat, but the beat was a re-sail. On the re-sail the black American boat forged ahead of the green British yacht, but just as her skipper put ““Bostonia’”’ about, her gye carried away and she went across the lake. Her opponent came about smartly and went over the line an easy winner. 121 The eighteenth heat, which was the last of the morning session, provided the best race down wind of the match. Both the boats were excellently trimmed and they went down the lake a few yards apart as if on rails. For nine-tenths of the way neither boat could gain an advantage but a few yards before the line was reached *‘Bostonia”’ drew slightly ahead and finished half a boat’s length to the good. On the beat back ‘“‘Bostonia’”’ had the weather berth and wisely trimmed a shade free to avoid getting up under the weather bank. Her opponent was a shade pinched and there wasa foul. As neither skipper altered his trim, this was repeated eight times. On the tenth attempt “‘Flame” drew somewhat ahead and got away with ‘‘Bostonia” dead in her wake. Both boats fell to the leeward shore and the spectators were treated to a smart exhibition of handling as the two yachts made short tacks along the lee bank. The American skipper very cleverly got his boat under the stern of “‘Flame” and up to weather of her. ‘“Bostonia’” slipped past whilst ‘‘Bostonia’’ just ‘“‘Flame’s” skipper had to hold. managed to lay the course along the boards without touching. It was a moot point whether she touched the shore at this point but the judges decided in her favour. | / “FLAME” to windward of “BOSTONIA V.”’’ 122 The Model This brought the morning session to a close with the scores :- “Flame” 55, “‘Bostonia V” 35. The American boat had thus wiped off 6 points of her overnight deficit, scoring 18 to ““Flame’s” 12. Conditions were again ideal for the afternoon session. There was a bright sun and a nice S.W. breeze giving a run and a beat. The racing was witnessed by one of the largest crowds we have ever seen at a model yachting fixture. In the nineteenth heat “Flame”? won both the run and the beat. In the run of the twentieth heat “‘Bostonia” got off the course and “Flame” sailing straight through won easily. On the beat back the American boat got a little ahead but down to leeward, her skipper put her about and as she just failed to cross the bows of “Flame” he was September 1932 Yachtsman off the boat but too late and ‘*‘Flame”’ won on better handling. This made the scores 81—41. On the beat back ‘‘Bostonia” got away to a nice start and outsailed “Flame” in the light wind. She got a long lead but it then fell flat calm again. Instead of putting his boat off the British skipper kept her near the leeward bank with the result that she found the first catspaws and won. This brought the score to 84—41. — The twenty-sixth heat was started after a long wait for wind, but it fell flat just after the boats disqualified. The American boat took the run in the twentyfirst heat but was beaten on the beat back. The American boat did not appear amenable on the gye and was also very slow in stays. On this occasion she took the best part of half a minute before she was full and away. This failing undoubtedly lost her a number of points. Half-way through the afternoon session the scores were :—‘‘Flame” 68, ““Bostonia V’’ 37. In the two following heats the American boat sailed splendidly down wind and took the run, but lost both the beats. The British yacht was gyeing magnificiently and her skipper seemed to be able to make her come about just where he liked. The twenty-fourth heat was the last of the afternoon and in this ‘Flame’? won both the run and the beat. This brought the scores to “Flame” 79, “Bostonia V’ 41. Thus in the afternoon session the British boat more than regained what she had lost during the forenoon as she made 24 points to her rival’s 6. During the day ‘‘Bostonia V” made some wonder- fully fast runs down wind. One of these in 2mins. 17}sec. lowered the record for a run down Gosport lake in an International Race, and won her skipper the “Wing and Wing” Cup for the fastest run. Tuesday, 2nd August. The final day ot the World Championship Races was sunny and hot but with scarcely any wind. At the advertised starting time there was a flat clam, but at 11-10 a.m. it was found possible to make a start in a very light W.S.W. wind. The boats started to run down wind with spinnakers set, but about a minute after the start the wind veered suddenly to N.W. and both were caught with their spinnakers on the wrong side. They came to the South bank where the British skipper with admirable judgement whipped his spinnaker off. The mate of the Yankee craft, however, tried to get her off without dousing his spinnaker and lost valuable time. He took the sail sas BOSTONIA V,”’ U.S.A. had pushed off. It was then decided to call the racing off until the afternoon. In the afternoon there was a light wind varying from South to S.W. Racing was commenced at 2-30 p.m. and ‘Flame’ won the run. On the beat. back “Bostonia V” got a good lead at the start and reached the leeward shore some distance ahead of her opponent. ‘‘Flame” gyed quickly but ‘‘Bostonia”’ hung a long time in stays. This let ‘‘Flame”’ into the lead and though ‘“Bostonia” was hard on her heels, a good race ended in favour of the British yacht. This made the scores 89—41. The twenty-seventh heat proved to be the last of the match as “Flame” won the run which brought her score to 91 against “Bostonia V’s” 41. As the September 1932 And Marine Model British boat had scored over half the total points possible for the match the O.0.D. accordingly stopped the race. After the 0.0.D. had announced the scores the Mayor presented the Y.M. International Cup to Mr. A. J. Jones. The winner then publicly thanked the 0.0.D. and Officers for their services during the Regatta. The Mayor of Gosport then presented a travelling clock to Mr. John Black as a souvenir of his visit. Mr. Black then thanked the Mayor and associated himself with Mr. Jones’ thanks to the Officers. The Mayor then presented the “‘Wing and Wing” Cup (donated by Mr. A. M. Carpenter) for the fastest run in the International Races to Mr. John Black and mentioned that ‘““Bostonia V’’ had broken the record for the fastest run down the lake, her time being 2 mins, 174 secs, the fastest time made by ‘‘Flame”’ being 2 mins, 29 secs. Frankly we do not feel that the scores do justice either to the American boat or her skipper. She was hopelessly out of trim on the first morning and we do not think that she was ever really in proper tune throughout the racing. Her troubles were in Magazine. 123 our opinion largely due to mast position and rake. This was pretty obvious as she was sailing with a hard jib and slack mainsail. Mr. Black steps his mast on deck and us es an adjustable arrangement: which gives no check on mast position. Under these conditions it would appear almost impossible to get to the position and rake the same twice running. We rather feel that Mr. Black’s failure to do justice to himself and his boat may be largely ascribed to this. Mr. Black is a very skilful skipper and he had an excellent boat and therefore, one must look to some small detail of this nature to account for his not doing far better. This is Mr. A. J. Jones’s second win in the World Championship Races, and in each case his boat was from the board of Mr. Reg. Lance who is heartily to be congratulated in having turned out such a pretty and fast yacht. Mr. Jones handled his yacht with very great skill througthout the Regatta and thoroughly deserved to win. The results of this regatta fully emphasize the necessity of a good model with good fittings and sails, careful tuning-up and expert handling. Each of these factors is important if the highest honours are aimed at. “FLAME,” winner of the World Championship. 124 The Model Yachtsman THE OPEN WATER RACE. In connection with the Gosport Regatta an Open Water Race was held on August 3rd for a trophy donated last year by the M.Y.R.A. of North America. This cup was won in 1931 by Mr. John Black with ‘‘ Bostonia IV.” when he _ beat ““Cressett ’? (Len Smart, Cardiff M.Y.C.). This competition is open to any model yacht club in the world, and in addition to the American “‘Bostonia V.” no less than five British models were entered. As four of the five owners concerned had been obliged to return to town, only one British yacht, ** Shannon ” (H. G. Pyne, Gosport M.Y.C.) came to the line to oppose “‘ Bostonia V.”” “‘ Shannon ”’ is one of the earlier models built under the A-class rule and outclassed by more modern craft as her position in the Empire Championship will indicate. Under the circumstances it was not to be expected that she would be able to give the Champion model of America much of a race. The race started punctually at 10 a.m. in the Solent off the Haslar Wall. The course for the first race was a beat of about 500 yards to windward and a run home, for the second a triangular course of about 1,500 yards and for the third the same course as the first. ** Bostonia V.”’ went ahead immediately after the start and it was apparent that she had the race easily in hand. The British boat fell away badly and ‘“‘ Bostonia V.’’ was round the mark and well on the run for home before ‘‘ Shannon ”’ fetched the buoy. The American craft again showed her superiority in the second race. During this round the wind freshened and had the boats been anything like evenly matched some interesting racing might have been seen. As it was “ Bostonia V.” won very easily. As the American boat had won two o: the three races, it was not necessary to sail the third, and Mr. Black thus retains the Cup until next yer. The 0.0.D. was Mr. W. M. Carpenter, assisted by Messrs. W. R. Emery and H. C. Whetstone as Timekeepers and Mr. W. Marsden. The arrangements for laying out the course, mark boats, buoys, etc., were efficiently carried out by Mr. Jurd, senr., of the Gosport M.Y.C. Owing to the facilities existing in this country for pond sailing, very few British model yachtsmen have any knowledge of the art of handling a model from a skiff and consequently it is difficult to find a British skipper sufficiently experienced to oppose such a redoubtable opponent as Mr. Black, though we have plenty of boats able to give him a good race. In pond sailing it is a different story, however, and the British model yachtsmen are second to none in the world. Thus ended the Gosport Regatta of 1932, and for the tenth time in succession the World Championship Cup was won by a British model. This is a record of which we may justly feel proud, and has September 1932 never been equalled in any other sport. In tennis, golf, and many other sports including yachting, the British colours have been lowered time and time again, and it has been left to British model yachtsmen to demonstrate to British competitors in other realms of sport that our national prestige can and must be upheld. GOSPORT REGATTA FUND. The Council of the Model Yachting Association acknowledges with thanks the following contributions to the above fund :— J. Herbert Scrutton, Esq., £10 10s.; *Lt.-Col. A. Dennistoun, £10 10s.; Anon., £5; Wm. M. Carpenter, Esq., £3 3s.; Birkenhead M.Y.C., £2 16s.; P. A. Watney, Esq., £2 2s.; *J. G. Feltwell, Esq., £2 2s.; *W. J. Creasy, Esq., £2 2s. ; Anon., £2 2s.; N. Averay Jones, Esq., £2 2s.; Surbiton M.Y.C., £2 2s.; Fleetwood M.Y.C., £1 ls. ; Ald. E. W. Lapthorn, J.P., £1 1ls.; H. Andrew, Esq., £1 ls. ; *Dr. E. Greville, £1 ls. ; *G. H. Adams, Esq., £1 Ils. ; Maj. G. B. Lee, £1 ls.; *D. H. Waller, Esq. (Calcutta), £1 ls.; *L. F. Rudd, Esq., £1 Is. ; *Maj. T. B. C. Piggott, £1 ls.; *H. Scott Freeman, Esq., £1 ls. ; Lt.-Cdr. W. F. Behenna, £1 ; Henning Haglind (Sweden), £1; Wm. Hutcheson, Esq., £1 ; Ald. O. F. Gillett, £1; C. Livingston, Esq., £1; J. Le Flufy, Esq., £1; *W. H. Emery, Esq., 16s. 6d. ; Derby M.Y.C., 10s. 6d.; Anon., 10s. 6d.; *G. Meynell, Esq., 10s. 6d.; *W. J. Daniels, Esq., 10s. 6d.; D. McPherson, Esq., 10s. 6d.; G. C. Paine, Esq., 10s. 6d.; *H. J. Brent, 10s. 6d. ; J. Reed, Esq., 10s. ; Ulster M.Y.C., 10s.; *P. G. R. Bird, Esq., 10s.; *G. Branson, 10s.; *O. H. Gosnell, 10s.; *Capt. H. Hulbert, 8s.; *C. L. Thynne, Esq., 5s.; *Dr. N. M. Ferguson, 5s. Total £68 19s., of which the amounts marked with an asterisk were collected by J. G. Feltwell, Hon. Sec., M.Y.6-m.0.A. In addition to the above amounts two prizes were donated as follows: By THE MODEL Y ACHTSMAN AND MODEL MARINE MAGAZINE, a copy of “ Model Sailing Craft’ (by W. J. Daniels and H. B. Tucker), value £1 5s., and by the Gosport Chamber of Commerce an order for goods on any Gosport shop to the value of £1 Is. GOSPORT PHOTOGRAPHS. Mr. E. E. Marshall would be grateful if the gentleman who asked him for a photograph of “Da Shetland Lass *’ during the Gosport Regatta would kindly write to him at Golden House. Attention is drawn to the fine collection of Gosport photographs obtainable on picture postcards at 4d. each from the offices of this paper. See list given in our advertisement columns. The photographs illustrating our account of the Regatta are all obtainable in this series. 125 And Marine Model Magazine. September 1932 A METHOD OF BALANCING A YACHT HULL. By Dee the consideration of a model yacht sitting on the water in the process of heeling it would be convenient if the reader were to imagine himself to be sitting on a gate which lies in a north and south direction whilst he himself faces due west. If in addition he imagines himself to be heeling backward under the pressure of a westerly breeze with his legs and feet forming the lead keel he will find that during the process of both heeling and reverting to the upright position he faces due west as long as the gate is latched. Should however the gate swing partly open during the process as in Fig. 1 he will be facing towards the southwest instead of to the west and his alteration of course, whether it be luffing or bearing up, is due to the action of the gate rather than to the arrangement of his centres of effort or lateral resistance, Similarly a venturesome lad in sliding down the rail of a spiral staircase will face in turn all the points of the compass. It is reasonable therefore to so shape the model that the direction of the edge of the gate on which a it rests remains north and south when she heels before a westerly breeze. The word shelf has been used in earlier descriptions of the method in defining what has been illustrated above by the gate and. stair rail. When the model is upright the shelf extends in the form of a straight line underneath the centre line of the model but as she heels it moves bodily to leeward and one half or a considerable portion of it move more than another. Moreover, it becomes a bent undulating line as the two sides of the model cease to be symmetrical about the new vertical centre line of the model. The undulating line may be in the general north and south direction or it may lie diagonally across this direction as though the gate had opened either way. It is desirable therefore to heel the model to 30° or 35°, say with the rail down, and shape the sections so that they lie generally above such a latched gate or shelf, but a difficulty at once arises in settling where the shelf is to be placed. Now there is one point which indicates where the main support is exerted for small angles of heel and that is the metacentre. the metacentre being regarded as a point through which a sounding The plumb line will plumb bob can be lowered. pass through the centre of buoyancy through which the vertical force which prevents the yacht from sinking acts, ie. the centre of the gate or shelf. The position of this metacentre can be calculated by any designer capable of performing the usual calculations involved in the design of a model but there are indications that a few calculations place some of the readers in the position of a man who cannot see the wood for the trees—he can’t see the — — 2 design for tables of figures. It is possible to scrap the use of figures entirely in balancing a design by regarding the boat as heeling and floating in still water and assuming that the depressing effect of the sails on the hull is cancelled by the amount the hull lifts out of the water on heeling as a model of normal shape puts more of her bulk into the water on the lee side than she takes out on the weather side. She would otherwise be expected to lift a little bodily upwards in the water and in practice models of normal type appear to be neither lifted nor depressed to any This cancellation is effected by marked extent. making the upright and heeled load water lines cross in the centre line of the model. Now the following method of procedure does not tie the designer to any special design or type and 126 September 1932 The Model Yachtsman the first thing to do is for him to choose his favourite boat. She may be perfectly balanced or she may require slight correction. The only clue to the position of the gate before it commences to move to leeward is the upright metacentre M, as the plumb bob through it falls on the centre of the gate. Its position can be determined by heeling the design through a small angle say 5° (about 1 in 12) and cutting out each section with scissors from thin transparent cartridge paper —pieces of thick drawing paper or cardboard are too clumsy—as the thin paper lends itself readily to tracing both sides of a heeled underwater section from the half sections of a design by simply turning it over and tracing the missing portion on the reverse side of the paper. The sections are then carefully laid over one another and roughly balanced all together over the edge of a knife. They are mext secured together by small spots of gum—the smaller the spots the better—placed on this rough and ready line which is indicated by the knife. After being pressed flat they are balanced more thoroughly and accurately and where the penknife cuts the original vertical line is to be found the Fg 3 metacentre for the upright position as in Fig. 4. Then heel the model to 30° or 34° with her rail down and balance the immersed midship section as in Fig. 2. Drop the perpendicular MN through M as already located. It will probably be found that MN lies to the right (or to leeward) of AB the knife edge. If it does not it is advisable to reshape the section so that it dose so lie to the right. Then in the cases of both the bow and quarter sections MN should lie to the left (or to windward) of the knife edge CD as depicted in Fig. 3. do not, reshape them so that they do. If they Repeat the process of balancing the heeled sections all together after a preliminary fairing and they may then balance as in Fig. 5 where the knife edge MRS passes through the same M as in Fig. 4. If such is the case the hull is called by the author a “metacentroid’”. Should such be not the case then the line MN can be drawn as in Figs. 2 & 3 and the distance each section balances away from MN can be plotted as at the bottom of in Fig. 7 where these distances are described as disrepancies the parallel line through MN being the metacentric shelf or gate. A glance at the shelf and its undulations gives a clue to a desirable fullness here, or leanness there, which figures cannot provide. After the seetiens have been so adjusted it is advisable to ensure that the centre of buoyancy does not move im a fore and aft direction on heeling. This has been a common practice for many years but im itself it does not ensure a balanced hull, on the contrary it may produce a September 1932 And Marine Model Magazine. 127 Z Fa s Fy very bad modei indeed. It is recommended in addition that the forward and after sections be overbalanced on the weather side and those embodying the keel be overbalanced on the lee side as previously indicated. It is most undesirable that the canoe body be dissociated from the keel and the balancing of the former independently of the latter is unsound. Should the keel be a full one such a procedure may lead to considerable innacurracy. Difficulties will be experienced with extreme types such as flat floored skimming dishes or with narrow plank on edge type models. In the former the system calls for full ends with overhangs as the upright metacentre is far above the deck. In the latter type it is below the water line and in erder to balance the ends it will be found beneficial to increase the beam and make the boat more wholesome. It may be impracticable to balance extreme forms for all angles of heel from 0° to 35° although they may angle. balance at an intermediate Model yachts so shaped that the heeled and upright knife edges pass through the position of the upright metacentre can be sailed very easily. Recently a cruising yacht ‘Fidelis’ has been so designed with the result that a lady can handle her in a seaway, an 18 footer yacht “Ariel’’ has given satisfaction in Barbados, and, further the American racing yacht “Enterprise” complies with these elementary requirements to the thickness of a hair except that it might be suggested that her transom and counter on the deck line could with advantage in the case of a model be slightly state of a body at rest. narrower. She is a lady with the merest trace of the devil in her. observed that experiments show that models so balanced, i,e. statically, behave very well indeed in Round ends and Vee ends can be merged into midship sections of shapes as required by different rating rules by the use of this method. In addition it provides good guidance in coping with any rule which taxes the fullness of the bow more than that of the stern in preventing the designer from spoiling his boat in order to cheat the rule. It may be urged that the sea is not smooth and that the balance so derived is merely one for a In this connection it is 128 The Model Yachtsman September 1932 a seaway and, what is perhaps more striking, that models so designed are very much easier to sail than others in which the shelf has only a slight twist in it or, rather let it be said, in which the gate has opened slightly. If the gate is latched brute force in the form of heavy displacement or lightness of construction for the sake of lead can also be exerted with comparative impunity, but should the gate open the brute force only aggravates the difficulties in steering the vessel. “Enterprise with her magnificent windward capabilities seems in herself a sufficient justification of the assumption that a static balance meets all practical requirements. A smal] model of “Enterprise”? about Qrea area ic Dion 12 13 14 ‘ “ : ey . . x Ye LE out of waler cancelled by Sail deprossion y _-*2 8 wah Ig 13 12 a = —” gl = = x pt \ aS ; 23 ‘ y L : : / . 7 a Bi) i ca in © ee = 7 -—- ee Sa Rome ae ee ae \ ! ‘ / \ 4 / / ‘ ‘ : \ Goss ae eee i Enterprise 1930 © oat timeteeeihettiien, Demmetiemnts. (a ee aie q——-— BL “32. oo from lines in Yachting World’ 19/12/30 Scale linch = £24 feot Sa — f piscrepanctes of Sections ~ Gmberafree Orsherbind fe Lines of ‘‘America’s” Cup Defender, “Enterprise,” 1930. be ne | ¢ Ss: September 1932 And Marine Model Magazine. 129 30” L.W.L. has been noticed sailing uncommonly will on all points of sailing. The method deals with conditions of heeling and presupposes that there is sufficient wind to fill the sails. When the wind falls dead light, or fails altogether, with insufficient force to lift the relatively very heavy canvas of models, which may fall lifelessly amidships, strange things may happen and models wander off their course at times whether they are balanced by the above or any other method. For ordinary sailing however any designer who has not tried the method now recommended is earnestly requested to give it a trial so that he may judge it for himself. Hss the longeludinal josition of CB when heeled Be ae s a= 7 8 4 ~ Ss ie 6 — So 4 SLs ENS SS ae a Sa 4 d seue oB = p 4 wot 4 ae “e (ia sae r a a -” 4 c Zoe X ‘ a 7 ‘ ( 4 – SE ee ’ 1 i x i ~ Quarters 3 n’t\ Sey an t \ i re ‘ ; arm ans “ 1 aan me ws. | fe = = well [—“7 \ ‘ \ 4 \ Acs ae are = nN x \ ees ‘ – ea \ \ \ \ le ST é —-?) / \ ‘ ‘ / ‘ } ‘ The hull ts overbalanced at aa a =e // \ * ae balanced t ‘ ee Te each end \ & Shoulders : eee ! Peel H \ NOR a oe Meme SS = \ ‘ \ * ——S/— —- ze ne <= 2 S52 ‘ ' 1 desc “— oe ~ - eS a ee a f Saee == as sie 7 ==, rae 6, Y Yh, area at depth Ps ee Saeed ~fs u Pe= i; s een om 6 upright Ape a aa = uv SS Weather Side Lee Side ———— > Diagram illustrating how this design baiances under “K’s’” system. Metacentric Shelf * September 1932 The Model Yachtsman fl AP , ie Ny eve TR iy, RS Oe = SO ———— ROR OR ee ee = ars ———= Z FAA A ~ ae we. — 9,we 0, ake 0 oe ee ee NORTH OF ENGLAND. EAST HULL v SCARBOROUGH M.Y.C. The above clubs met at Scarborough on August Ist in dull weather and a fresh Northerly wind. The match was sailed with 10-raters and was a return fixture, the first encounter having been at Hull under M.Y.A. Rules when Hull were victorious with a score of 1343 points to Scarborough’s 1233. On August Ist racing was under Scarborough club Rules which consists of long shots at the winning lines. At the start the Hull vessels were distinctly unhappy finding the course awkward to negociate and at one time the Scarborough team appeared to be having a walk-over. Hull had found the range they fairly bombarded the lines. In the last few minutes they made 25 to Scarborough’s 5. Once the Hull men got into the Scarborough method of sailing they succeeded in beating the home team at its own game, only *“‘Albion” holding her own against the visitors. Individual scores were: Ist, “Albion”? (W. M. Bolder, Scarborough), 48; 2nd, “Astra” (W. Hayle, Hull,) 46; 3rd, ““Bluenose” (D. Swift, Hull,) 45; 4th, “Elite” (J. Fulstone, Hull,) 40; “Shamrock Vv” (Hull,) 35; ‘Reliance’ (Scarborough,) 33; “Sheraton” (Scarborough,) 31; ‘‘Defiance’’ (Scarborough,) 28; ‘Flya” (Hull,) 28; “Avignon” (Scarborough,) 26; ‘Quest’‘ (Hull,) 24; “Mona” (Scarborough,) 16. Mrs. A. E. Smith presented a fine challenge shield to Captain Cox, skipper of the Hull team and four prizes to the four best individual scorers. J.H. f DERBY M.Y.C. The club’s annual race for the ‘Ling’ Cup was held on the Alvasten Lake on July 16th. This trophy was presented to the club by Alderman O. Ling and has been the subject of keen competition for several seasons. The winner this year was “Aeolus” belonging-to the Commodore of the Club, Mr. T. Spenlove, who also won this trophy in 1931. Result: “Aeolus” (T. Spenlove); 2nd. “Ethel” (A. Chambers); 3rd. ‘‘Proteus’’ (T. Ratcliffe) ; “Sylvia” (L. Oakley); “Fairy” (Ashbourne Road School) ; “Nymph’’ (St. John’s School); ““Enchantress’ (E. Leech); “Peter” (P. J. Powell); “Ivy” (A. Ketter). W.H.A. However, Hull made a very fine recovery just before the end of the first half as their six yachts got 30 points between them in the last heat before the tea interval. This improved their position wonderfully, since Hull found themselves with a score of 83 to Scarborough’s 88. During the tea interval the wind appered to be freshening still more and some of the Scarborough sextet shortened sail in preparation for the second half. This proved a bad move as when racing restarted at 4-30 the wind gradually eased up and veered slightly to the East. This suited the Hull models and excitement ran high as they gradually overhauled the Scarborough figures. The home team again started off well in this half but once ¥; Mane | Tal ISLE OF WIGHT. EAST COWES M.Y.C. On July 16th a series of races was held for class trophies resulting as follows: 2-30 p.m. Race “XLCR” (E. Morey); 3-0 p.m,, “Jess” (D. Hart) ; 3-30 p.m., “Pip” (W. Parsons); 4-0 p.m., “TickTack” (B. Cutts). The Club’s Annual Regatta was held on August 10th and the competition for the class trophies was concluded, the final winners being: “Bonzo” (D. *Martin,) Commodore’s Shield 4 points; “Rose Algiers’’ (S. Rowden,) Club Shield 7 points; ‘*Pip’’ (W. Parsons), Club Cup, 8 points. A race was also held open to non-members and it says much for the club that all the finalists were club members, the winner being ‘‘Pip” (W. Parsons) and the prize a silver medal. A reaching competition then took place and in this also “Pip” was successful. Itmay be noted that ’*Pip” was the champion boat at the regatta winning two silver medals and a silver cup. A navigation competition was also held, the winner being “Thistle” (A. Coles) which thus won a silver medal. The 0.0.D. was E. Morey, the Starter, D. Hart, and R. Martin and W. Parsons acted as members of the Committee. IDMSE And Marine Model Magazine. 151 # re] lgysfov,”HM— 7m0 om September 1932 132 The Model Yachtsman E are seated at our window in the gloaming watching the shades of night deepening the peaceful quiet of the soaring hills girding us in on every side except where the waters stretch away to Ardlamont point and Inchmarnock lies athwart the road to Arran, the Kilbrannan Sound and Loch Fyne to starboard, and the Ayrshire coast and Ireland to port, All afternoon a procession of white-winged yachts has reached past our view returning from the Tarbert rendezvous of the weekend and still there show faintly through the gathering darkness belated stragglers caught in the evening calm and working slowly, quietly, to Blackfarland Bay and anchorage for the night— slowly gliding almost imperceptibly as though loath September 1932 see the various types and modifications adopted by others, and the effort to go one better progress ensues all along the line. After this digression perhaps we had better return to the race which resulted in the well-known Rodrick Model “Sybil” securing first prize with 30 points. “‘Lady Alice” (Greenock Club) and “Banshee” (Gourock) each returned a card of 24 points. The sail off gave to disturb the hush of nature sinking to repose. And now gradually over the Hills of Bute a faint radiance steals, growing rapidly till the edge of a pale golden yellow arc appears, reaching up, up, above the mountain tops until the full moon reveals ‘*‘Banshee” second prize and her rival third place. Tea was served to competitors and visitors in the Gourock Club Boat house at the close of the race. In the evening a large gathering comprising the Town Council, visitors and inhabitants attended the presentation of prizes by Bailie James Rees Pedlar who officiated in the unavoidable absense of Lord Inverclyde. The whole function proved a gratifying success and we are hopeful that this fact will stimulate the local Council in the support they are according to Model Yachting which meets with corresponding appreciation on the part of the sail- itself, looking huge in its first appearance ing men. but gradually contracting and becoming clearer and purer as it rises higher. A shaft of light shoots across the darkling waters cutting a clean path of shimmering silver and lo! ’tis full moon in the Kyles of Bute. We know there has been a Model Yacht race somewhere and we should have been there, but is the temptation.not sufficient to excuse our lapse and ease our conscience ? In connection with Gourock Carnival week the Gourock Club conducted an open Regatta for 12metre models under the direct patronage of the Town Council, which provided the prizes, on July 9th. Favoured with a moderate Westerly breeze the twenty models participating had a pleasurable afternoon’s sport. Included in the entries was a 6-metres, (12”=1’ 0”) the property of Mr. Alexander of the Perth Club, who put up some keen runs against his more powerful opponents. Time and again the “Bess” only lost boards by exceedingly narrow margins and she was not favoured with the best of luck either. Her performance was in inverse ratio to her score. Mr. Davidson is to be congratulated on his sporting effort and we have no doubt he derived compensating satisfaction although: not actually in the prize list. Hitherto the Gourock Club has not taken up the ‘‘wee”’ sixes to any extent but as a result of the showing of the Perth boat against some of the pick of the 12-m, fleet, we understand several of the members are contemplating building to this class. Herein lies a lesson of the value of open regattas. The men By courtesy of the Dumbarton M.Y. Club the Scottish A-Class Club carried through the important **Lilian” Cup open Challenge Race for International A-class Models on July 23rd. Weather conditions were fair but the light wind prevailing, while reasonably steady, had not sufficient weight to bring out the full sailing qualities of these fine models. Six competitors faced the Starter, representatives from Thule, (Shetland), Aberdeen, Greenock, (2), Paisley and Dumbarton, Racing conditions were a run and beat back. After five heats had been completed the result was declared as follows :— winner of the Trophy ‘“‘Wee Edgar” (E. Mutton, Aberdeen) 19 points; ‘Florada,” (C. McKechnie, Greenock) 17; ‘‘Miss Zetland,” (A. Johnson, Thule) 14; “Lady Jean,” (D. Leggatt, Paisley) 12; “C Sharp,” (A. C. Sharp, Greenock) 6 and “Helena,” (N.. Irwin, Dumbarton) 6 points. The sailing was exceedingly keen throughout and several of. the finishes provoked considerable excitement being decided by very small margins. The winning model sailed consistently and fully deserved her success. ‘‘Florada,” one of the Grgenock contestants also sailed well, perhaps most consistently of all, and was always in the picture to the last, the result hinging on the final board sailed. The holder, “Miss Zetland” did not quite seem to appreciate the conditions and when caught in the calm patches lacked ability to carry through them, When sailing free she footed very fast indeed. “Lady Jean,” last years Scottish representative at Gosport Regatta 133 And Marine Model Magazine. September 1932 was rather disappointingly her best advantage. A LAMENT. erratic, not showing to Commodore J. Todd, of the Scots wa hae frae Shetland Isle, Dumbarton and Scottish A-class Clubs announced Scots frae Paisley, undefiled. Whit the havers gars us grue? All alike are in the stew. the result and congratulated the Aberdeen winner in a few well chosen sentences. The Cup was gracefully presented to Mr. Mutton by Mrs. Latta. A short address was given by Mr. Mair, Vice- (With apologies to Shakespeare, Scott and Harry Commodore of the A-class Club. We were also called upon to make a few remarks and took occasion to refer to the growing interest in the sport on the part of Public Authorities and postulated still greater interest in the future. N.B. The above is not alleged to be poetry, or anything else, but it is darned true, and we leave July is our holiday month and there is little news from the scheduled Clubs. during Lauder.) it to our readers to guess to what it refers. friends outwith Scotland however will be Our well advised to skip it and avoid a headache. THE ScortisH COMMODORE. Several important events are August, among others an open * * oK * * * 6-metres race at Largs under the direct aegis of the local Council and the Scottish 12-metre Champion- ship at Dumbarton, at both of which we hope to have the pleasure of officiating. EDITORIAL NOTE. for the above “Lament.” did it by himself ! We take no responsibility The Scottish Commodore THE CONSTRUCTION OF A 12-GUN BRIG By G. W. Munro Poe the present purpose I have taken the lines following articles should make the rigging quite of the *‘ Daring,” published in Basil Lubbock’s * Blackwall Frigates.” The drawings as shown by the original design would be rather difficult to simple. * follow by the average model builder, and so I have altered the position of the water lines and sections so that anyone wishing to build, either by the bread and butter method or rib and plank, will be able the more easily to adapt the lines to the required scale. The lines may be taken as being as accurate as my instruments can make them. The construction plan, on the other hand, must be taken as more or less conjectural. However, there was little or no variation in the naval deck plans at about this time, so the builder may feel fairly safe on this score. I have consulted several authorities on the spar plan and feel satisfied that the following figures fit in with the Royal Navy Regulations for this size and type of brig. The colouring of the hull may be quite easily judged from the profile view in the construction plan. The hammock nettings are black. The bulwarks black to about half-way:down the gun ports. Below this they are white to form the usual strake. I have drawn in the planking where the hull is painted black as a possible guide in this direction. The wale above the copper was usually white. Everything below this wale will of course be copper. A drawing of the spar plan will be found on page 134 of Vol. 4 of this magazine, and with the The spar measurements are as follows :— Foremast (deck to tressle trees)… is (headed) se Mainmast (deck to tressle frees). xi 39.3 ft 7.6.35 . 45.0 ,, bes ced 25.1.., ae see 26.5 ,, Fore and main top gallant masts 55 a royal mast oes 3 pole ves .. Hoe aE 9s 9.3.,, ADs Jibboom sas 5 (headed) nee Fore top mast (hounded) 7” – – nm (headed) .. Main top mast (hounded). vee ae see a a Bowsprit (exclusive of housing)… … eels ie nee ap wee Bos ie Flying jibboom 99 9 99 9) top sail yards top gallant yards » royal yards Gaff swe eS Main boom 4.0 ,, 4.2,, Dolons 24.0 ,, 25.8 ,, Fore and main lower yards Spreaders on bowsprit, each 8.9 ,, ods ae nae Be se rn ee 59.5 ,, 45.7 ,, 30.3 ,, 21.6 ,, £2); Sc 36.8 ,, ae 63.1:,, The diameters, yardarms and fittings will all follow the factors which I gave in “ The Rigging of Brigs,” at the end of the previous volume. The dolphin strikes will be third longer than the spreaders. * See our issues inclusive. October from quarter to 1931 to March 1932 —ar 134. It is difficult to say what the figure-head actually was, but we may presume that it was something or somebody of a daring character. I have therefore put in a classical EE merely a suggestion. eS September 1932 The Model Yachtsman figure drawing his sword as chain anchor cable and iron anchor weighing 12 ewt. Most probably the stock was of wood, but iron stocks were in use at this period. The scroll work may be in gold incised on a white ground. A certain amount of scroll work may be put on the quarters as shown. The stern will be black with the beading white and name in gold or white in plain Roman letters in the middle of the counter. The “ Daring” carried 130 men, so enough boats should be shipped to carry this number. The boats should be painted with black top-sides and white below water. The ~ Daring”? was built in 1844, and so will have jackstays on the yards, Where convenient, | have given some indication of the construction which was usual in the days of wooden ships, so that the modeller may build up his model exactly in the old style if he so wishes. The cannon are the usual 32-pounders, 9 ft. 6 in. long. These may be obtained from several shops supplying model fittings. To those who live within a comfortable distance of London I would suggest a visit to the Science Museum in South Kensington, where there is a splendid model of a naval brig complete in every detail. THE BEACH YAWLS OF EAST ANGLIA. By F. C. Tanstey, Commodore, Hove & Brighton M.Y.C. (Continued from page 101). EVERTING to the design of the yawl published with my previous chapter, it is a pity that this is not quite representative in the after sections and run. It should be emphasised that the bow sections of the later boats were fuller than the after sections ; the entrance of the famous “Georgiana” of Lowestoft was of genuine ““U” formation right forward and the long hollow run commenced about 10 feet forward of midships ; she was a real flier in a breeze and could then beat the older boats with very fine “V” entrances, such as the ‘ Success,” which were particularly speedy in light airs. I will venture to say that the same law governs the performance of light displacement craft such as the 10-raters of to-day. The boats were built very lightly clench fashion, with pine planking ; the light ribs were spaced about two feet apart. The thwarts or rowers’ seats were an important strengthening feature of the hull; so was the gunwale. The keel and stem and stern posts were oak; and the rudder was a strong affair with the widest part at the bottom. There was no outside ballast; the inside ballast of about 1} to 23 tons was composed partly of cast-iron blocks with rope handles which remained in the boat permanently, and partly of sand-bags, each weighing about 40 lbs.. which were placed on board at the time of launching. The bags and iron blocks were ranged against a central upright plank running fore and aft ; and their position was altered according to the trim desired. The weight of ballast varied according to the style of boat and the force of the wind and sea. A typical yawl of the year 1892 measured: Length, 50 ft. ; beam, 10 ft. ; foremast, 28 ft. ; mizzenmast, 25 ft.; outrigger, 18 ft.; foreyard, 25 ft. 6 in. ; mizzen-yard, 21 ft.; foresail, 850 sq. ft.; mizzen 600 sq. ft. A short foremast was used in stormy weather, 22 ft. long. The boats were painted on conventional lines, varying through the centuries. The prints of Nelson’s day showed a black-hulled craft ; next came a blue or red bottom and later a white bottom with deep black top-sides; the final vogue was a white hull with narrow black top-strake with gilt central line. Many companies had flags painted on the bows of their craft, much as the R.N.L.I. places its badge on the lifeboats—in the case of the yawls the Royal Standard was the craze in the early days of the popular young Queen Victoria; later on, the ordinary red and white pilot flag was painted, this being significant of the work being done. The yawls were rigged very simply and lightly, and the sail plan was low and compact. The two lugs almost universally used in the later period were of thin white canvas, it not being proper form to have the normal tanned canvas of the fishermen. The sails as time went on were given greater peak, but this was never extreme as the sag of the yards to leeward was considered to induce greater flow and lift. The fore lug often had a specially long yard, and this gave a beautifully setting flowing sail. A light rope leading to the fore end of the fore yard was used as a brace to ensure the squaring of the lug when running in a light breeze ; bow-lines were not used, nor were vangs considered necessary. I am inclined to think that some of the lessons in wind drive and sail forms which these beachmen learnt at peril of their lives and pockets are now being re-discovered by more elaborate scientific research, The fore-lug had to be entirely lowered and re-set to leeward every time the boat went round; the fine weather mizzen had its tack 3 or 4 ft. forward of the mast and was usually, but not necessarily, lowered and re-set. The tack of the big foresail was hooked to an iron bumpkin about 2 ft. outboard ; September 1932 And Marine Model Magazine. its sheet block was on the gunwale just forward of the mizzen shrouds; the storm foresail tack was hooked down a foot inside of the stem, and the storm mizzen tack was at the mast. The yards were kept to the mast by a ring traveller with a hook engaging with a rope strop on the yard. The placing of the strop had a noticeable effect on trim and setting of the sails. The foremast was rigged with two shrouds or burtons which were always taken to windward when sailing-; -the mizzen-mast had one shroud on each side, with an extra one in the larger yawls to be shifted {to” windward as rr required. 135 nature of the coast and the number of men available. At Lowestoft and Yarmouth the boats were launched on “ skids *’—long boxes with two handles and two internal iron sheaves or runners—one of these was fixed to a turn-table to allow of the slewing of the boat. These skids were placed in line under the bows, and the boat, after being shouldered down the sandy slope, was finally pushed from the beach with a long pole called a “ sett.’” The crew jumped into the boat at the water’s edge, the mizzen being hoisted first and the foresail being run up as the boat lifted on the first wave. At Southwold and Aldeburgh, where smaller yawls were used, and the ‘‘Georgiana’’ of Lowestoft and a rowing Gig. The standard equipment of the boats was not elaborate. A good platform for the steersman, who stood aft of the mizzen mast at his long tiller handle. A similar platform right in the bows for the lookout man, who had his mooring ropes and a sharp axe at hand. Very light bottom boards and battens sufficed for the crew who sat in line to windward. Signal flags and rockets in boxes. Buckets and trowel-shaped implements for baling. Three to six pairs of oars, those for port and starboard being painted different colours such as white and light blue, boat hooks, *‘ thole”’ pins for the oars which were mostly double-banked, and a stout bollard amidships for taking the heavier strain of sail ropes and the stout hawser which was always carried. Launching from the open beach was a picturesque operation, and in method differed according to the beaches were steeper, iron-faced planks were laid in front of the boat, the crew took their places, the bolt of the restraining stern rope was pulled out, and while the running shoremen held her up she went down into the water with a rush. In bad weather a haul-off warp was used for the larger yawls; this was a stout rope stretching from the shore to an anchor fifty yards out, so that the crew could haul the boat afloat and seaward against the pressure of the wind and the breakers. The great length of the yawls made them wring and buckle in a curious manner in a choppy sea, but the style of their going was delightful and akin to flying. Owing to lightness of ballast they went over rather than through the seas and seldom shipped any green water although the spray thrown up by the hollow bow came over forward in stinging douches 136 ae The . ‘Model Yachtsman necessitating constant baling by three or four men. The foresheet-hand was the most experienced man on board, and it was an education to watch him and his fellows first slacking the huge foresail to allow the boat to lift to the shock of an approaching wave, and then hauling in again to let her go hard through the following smooth. A few records of the speed of yawls, of course on the reach, are worth quoting. In 1861 the ‘“ Happy New Year,” a boat of 46 ft. w.l., covered 1} miles in 74 minutes, or 14 miles per hour. The “ Thought,” 50 ft., once sailed from the Company’s shed at Lowestoft to Yarmouth pier, a distance of 8 miles, in 34 minutes, a very remarkable performance. On another occasion a Greek barque supposed in error to be in need of assistance, was chased by the beachmen, to the great alarm of the captain, who, supposing them to be pirates, armed his crew t> prevent boarding! Going back, the yawl covered just over 13 miles per hour, beating a steam tug which raced home with her. These records are in print and are apparently sound statements of miles (not knots) run, but the state of flow of tide is not evident and it might of course be favourable. A yawl carried a largish crew to handle the lugs and to act as shifting ballast. A 50-footer would carry a racing crew of twenty men. The beach gigs were long and very narrow rowing boats, sometimes 30 ft. long. They rowed, 6, 8, or even 12 oars, double-banked with two men to each oar in the larger boats. They were used in light weather, and might then carry a small squareheaded lug set on a central mast. They had very sharp and beautiful lines, like elongated and refined yawls. September 1932 If any reader is thinking of building a sailing model yawl he will be well advised to deepen the shallow keel of the prototype boat to about twice the scale depth aft at the stern-post—say 4 or 5 ins. for a 50-inch model tapering to nothing forward under the foremast, and he might also carry the weight a little aft—this to lift the bow and counteract the griping tendency usual in such sharp-lined shallow craft when they are hard driven in puffy weather. I have recently built a 10-rater beach yawl, which holds her own quite well with the 10-rater cutters of our Club when the wind is on the side and conditions favourable to the lug rig. It is amusing to see the characteristics of the type come out—for example, when going strong the boat will stop dead in half her own length if a puff catches aback the flowing fore-lug ; this was a most valuable asset to the beachmen whose habit it was to sail headlong straight at the vessel to be boarded, then to turn sharp alongside and stop with foresail aback; no heavy boat of other rig could do this kind of thing so adroitly. Although the beach yawls were frail and ligh t they were constantly at work in the dangerous and stormy Yarmouth and Lowestoft roadsteads in winter as well as summer, and few of them came to grief even while heavy sailing ships were in trouble. In these days the boats, once so famous, are becoming but a tradition, and the sturdy beachmen of the olden school have gone. Nevertheless these brave storm warriors and their grand yawls have left a record and a memory which we Britishers can be proud to cherish. Copy of a Wash Sketch of a Launch. September 1932 And Marine Model Magazine. 137 A FINE MODEL BATTLESHIP. Model of H.M.S. ‘‘HOOD.”* The fine model of H.M.S. “Hood” which is featured on this page was made by Mr. W. F. Choat, c/o Westinghouse Co., Ltd., 1910, Metropolitan Building, Toronto, Canada. She is 86” length, 10” beam, 3” draught and screws driven by a Buick windshield wiper. 6, 8 or She is arranged to run at 2, 4, 12 volts, speeds being controlled by the anchor capstans, which also give ahead or astern. she does something over 4 knots. a specially separate ampere has twin 6-volt motor out of a 1929 Model made weighing On full speed Current is supplied by 12-volt storage battery with each cell 6lbs. and having an hour capacity of approximately 30. approximately It will be noted from the small photo that the whole of upper works are removable in one piece. Meccano gear set and The arrangement of shafts, flexible couplings can also be seen. The} maker would like to get into touch of similar models. Interior view showing battery and machinery. with makers 138 September 1932 The Model Yachtsman EMPIRE MODEL YACHTING. * MP” M.Y.C. VANCOUVER We hear from Mr. McKinnon that this club has been very active during the season, and. some fine racing has taken place on the Lost Lagoon. The name of this water does not sound particularly happy to us but, the photographs give one the impression that it must be a very fine stretch of water for the sport. Winds are generally light, about 9 miles per hour. Racing also is undertaken on Trout lake, so that this club is very fortunate in having more than the usual complement of lakes. The junior races are generally held on Lost Lagoon from the banks, giving all kinds of reaching, and Seniors sail from Skeffs. beating to windward. Sailing a triangular course about 3ths of a mile on each leg. One pleasing feature of this club’s activities is the encouragement given to the juniors. Some fourteen of these young skippers entered for the principal event which was won by Bill Vincent’s ‘Lady Alice.” We noticed that though one yacht was named after the famous Australian race horse ‘Phar Lap,” she was well down the list. Ladies, too, seem to be well in the runnirf. Miss A. Tipton leading all skippers in the E-class event. Mr. McKinnon intends to design and build an A-class yacht during the winter and we wish him every good luck in his efforts. “Quest” shown in the group is from “Guri” design (MODEL YACHTSMAN) three-quarters of the published size and has proved very successful. She made the fastest time over the 3 of a mile course, winning in 24 minutes 35 seconds. We hear that Mr. Balance will be entering his. yacht handicaps. This is straight board sailing, and during the week end we had a fresh wind from the east which gave a run down the pond and astiff beat back in the teeth of half a gale; the latter board showed up the weaknesses of some of the vessels. ‘‘ Lotus ” the Pacific Championship held at We are honored in having the honorary membership of this virile Colonial Club offered to Mr. E. E. Marshall, who has gratefully accepted. Of the three models illustrated at the top of this article “Quest” is D-class, “Imp” C-class and ‘Eureka’ F-class. CALCUTTA We are at present engaged in sailing the first half of the McWilliams Shield, which is open to all vessels in the Club and for which there are no for Vancouver in August. M.Y.C. shaped exceptionally well on this beat, as did “Mary” and “ Indra,” while “‘ Maharani” would not point high enough and “ Kolar,” the newest arrival, is still in the experimental stage as regards trim. The A-class boats naturally have a pull over their smaller sisters in this sort of competition, and at the moment of writing (25th July) the three leading boats are as under :— As each vessel 139 And Marine Model Magazine. September 1952 has to complete no less than 56 boards in this competition, we expect to have some very exciting results towards the end, when the wind will probably veer round to the South again. On July 24th we sailed the final of the AccumulaThe wind was still blowing freshly from the East and the course, which was over 5 points, contained two dead beats. Vessels set off on handi- tion Cup. caps according to previous sailings in this competi- tion, and the final was contested by “Shamrock ” (Capt. A.S. Hardy) “Maharani” (Mr. T. C. L. Rogers) … 0 sees. … 8 secs. “Lotus” (Capt. A. S. Hardy) … … 48 secs. “ Kolar” (Mr. F. R. Grenyer) … … 98 secs. It proved to be an excellent race. ** Lotus” ahead, further increasing her lead on the second beat and easily winning the trophy. Hers was a most remarkable performance and we have seldom seen a vessel point so high (and keep on travelling) as she did ; her skipper has performed wonders with her, and deserves the highest commendation. ‘* Kolar” did well to finish second, thereby making up the severe handicaps she had to allow such cracks as “‘ Shamrock” and * Maharani,” though she was at no stage within hitting distance of ‘‘ Lotus.” May we take this opportunity of thanking Messrs. Daniels and Tucker for ‘‘ Model Sailing Craft” ? We have recently bought this book and find it of invaluable assistance, and many of us intend to have our own copies, apart from the Club copy. F. R. G. got well away and on the first of the beats drew well OBITUARIES. WALTER CASTLES RUNCIMAN. We were very sorry to read in the Paris Edition of the Daily Mail of the death of Mr. W. C. Runciman. Mr. Runciman, who was about 53 years of age, was a cousin of Mr. Walter Runciman, President of the Board of Trade. He had been for twenty-five years on the staff of the Model Engineer and acted as Assistant Editor for the past ten years. Mr. Runciman was a keen yachtsman and had an auxiliary cruiser which he kept up-river. He also took a great interest in model yachting, particularly amongst the juniors, and did much to encourage the formation of model yacht clubs amongst the rising generation. By the irony of fate the branch of modelling in which he was personally most keenly interested (model yachting) was excluded almost entirely from the pages of his paper. Amongst Mr. Runciman’s interests was the study of economics, on which he held advanced views. For some time he had suffered from heart trouble and undoubtedly his death was hastened by the excessively hot weather. Whilst boarding a motor omnibus in the Haymarket on his way to his office on the morning of August 11th he collapsed and died in an ambulance on his way to Charing Cross Hospital. Mr. Runciman was respected and liked by all who had the privilege of knowing him. He was a modest and kindly man with a quiet charm of manner that concealed great strength of character. He had a keen sense of humour that manifested itself in the shrewd twinkle which could be seen in his eye when he made one of his dry comments on affairs in general. He will be greatly missed, and we offer our sympathy to his relatives and friends, as well as his colleagues of our contemporary, the Model Engineer. DR. E. W. WYNNE. We regret to have to report the death of Dr. E. W. Wynne, of 31, Parkside Road, Wallasey, Cheshire, early in July. He was buried at Smithdown Road Cemetery, Liverpool, on July 4th. Dr. Wynne took a keen interest in model yachting in the district, and was one of those instrumental in forming a district association in pre-war days, and thus fostering inter-club racing. He formerly represented Wallasey on the Birkenhead Board of Guardians. He was well known to the older generation of model yachtsmen amongst whom his death will be much regretted. MODEL ENGINEER EXHIBITION. This year’s exhibition is being held as usual at the Royal Horticultural Hall, Westminster from Ist to 10th September inclusive. Amongst those exhibiting will be the Model Yachting Association, the Victoria Model Steamer Club. and the South London Experi- mental and Power Boat Club, We understand that a special section exhibits is being formed and hope to see a representative display. of model marine 140 September 1932 The Model Yachtsman ADAPTING THE BRAINE GEAR OPEN WATER SAILING. FOR found in its present form for match sailing on It is suggested that some form of calibration on the sliding head might be of advantage. lakes where the yachts are trimmed from the bank, there is little doubt that it can be improved upon for sailing from skiffs. This ingenious device is sent us by Mr. A. M. Brydon of Toronto, who writes of Major W. C. OWEVER satisfactory the Braine gear may be The main difficulty is, of course, the time it takes to adjust and the difficulty of holding the model Holden’s quadrant as follows: “I cannot see the reason for this. I have during trimming operations. A number of inventive minds have worked upon this problem and two excellent adaptations have been sent us. experimented for a number of years and have found In Fig. I we illustrate a device invented by Mr. Sam. O. Berge, the well-known Scandinavian model yacht designer. As will be seen from the illustration the running lines do not hook into the quadrant but are kept in position by spring grips running on a curved bar across the rear of the quadrant. Use a brass tube for the rudder post. Slot same and flatten so the rudder just slips in, and rivet top and bottom. In the rudderhead, sweat. solder a bolt and put a small rivet through to prevent slipping. File off the thread on both sides of the bolt forming a flat-sided oval. Make a mortice to suit in the quadrant. Slip the latter over the bolt and hold with a smal! wing nut with part of the wings cut off for neatness. This can be hand tightened and will never slip because of the oval fitting. Itis very easy to make.” The advantage of these grips is that a quick adjustment can be made if required. For bank sailing the tension slide provides the means for a smart re-trim, and there is no reason that this cannot be used in conjunction with either of the devices illustrated. In Figure Il a more elaborate device is illustrated consisting of a quadrant with a sliding head. The construction of this will be obvious from the diagram. The rudderpost fits in the oval hole in the tail of the quadrant. The sheets are never altered but to alter trim the whole head is pushed to one side or the other just as requisite to get the required amount of helm. the most effective way of making a rudder and fitting a quandrant to be as follows :— We ourselves prefer to put the whole tube forming the rudderpost in a grove up the fore edge of the rudder rather than slot the tube as it leaves a weak spot at the top of the slot. This should be a perfectly safe and easy method of holding the quadrant firmly on the rudderhead but we would prefer a smal] hexagonal nut to the butterfly on the principal! that nothing capable of hooking a line up should be on a model’s deck. The oval slot is clearly shown in the quadrant illustrated. \ 1 TILL LLL oO PP ls MME Figure II. And Marine Model Magazine September 1952 | 14) TWO CONTRIBUTORS TO OUR SEPTEMBER ISSUE. On the left of the above excellent photograph is Mr. F. C. Tansley with a model of one of the East Anglian Beach Yawls about which the writes his month. On the right is Mr. O. Steinberger with his 10-rater “‘Phcenix’’ whose plans appear in one of this month’s supplements. The beach yawl is exceptionally fast, particularly on a close reach, when she has proved herself capable of holding the Built 10-raters of the Hove in 1931 she was the first of M.Y.C. the The modern record of “Phcenix’’ needs no recapitulation. type of 10-rater, and cleverly handled by her owner she swept the board in London 10-rater circles. FLEETWOOD M.Y. & P.B.C. An open water race was held on July 22nd. The course was triangular approximately 14 miles round, commencing with a reach from out to Pharos Buoy, a distance of 4 of the shore a mile; leaving Pharos Buoy on the starboard hand brought a dead beat to Knott Spit a distance of $ a mile. After rounding Knott Spit a 3 of a mile run home, finishing abreast of the Pilot House. The first boat home “Alpha” completed the course in 40 minutes. The wind was very favourable for sailing under No. 2 suit canvas. On Sunday June 12th 1932, the Power Boat Section of the above elub were honoured by a visit from Messrs. R. O. Porter and G. G. Harris, the former bringing his new petrol hydroplane ‘Pye Dee” and the latter his petrol boat ‘‘Speedy” and another unnamed petrol hydroplane. Mr. Westhead turned out with his “Frisky” and “Snappy” both metre petrol hydroplanes. A very interesting afternoon’s sport was witnessed by a large crowd of enthusiastic spectators, many of whom remained until the finish of running at about 7 p.m. Some very good times the were made, although no official figures are available, the match being entirely in the nature of a friendly meeting. Open water sailing is very little practised in this country but this was a very interesting event and will doubtless be followed by similar matches. This visit has aroused great enthusiasm, and the Power Section feel that it will do much to further the sport of Model Power Boating in the district. 142 September 1932 The Model Yachtsman BUILDING THE MODEL RACING HYDROPLANE “GADFLY.” LTHOUGH “Gadfly”? has never been built, her design is based on that of a highly successful racing hydroplane and provided the weights are correctly distributed to keep the Centre of Gravity exactly as shown on the plans, there is no reason why she should not stand up to speeds of 35 m.p.h. The completed craft has a weight of 16-164 lbs., but the weight of the hull must be arranged in conjunction with that of the power plant, so as not to exceed the maximum allowed. She is intended to be driven by an engine with a high shaft speed, but without knowing the plant it is impossible to more than indicate the shaft line and propeller. It is, however, intended that an universal joint shall be used in the shaft and the propeller kept nearly perpendicular to the water-line when the boat is planing at full speed. Now a few words as to the construction of the hull. It is not intended that any three-ply shall be used in the construction. Model hydroplane builders are fond of this as it bends easily, but it is bad material to use in water. Further its use for By ATLANTIC. inside the skin of }” mahogany, as are also the floors. The keel which runs the length of the forward plane is, however, flush with the skin. The keel and stem can be made of mahogany. The keel is wide and shallow at the after end, but gets narrower and deeper forward. This can be ascertained from the plans, but allowance must be made for cutting the rebate for the }” planking and the necessity of allowing sufficient wood to provide good holding for the screws (4” No. 0 brass wood screws). The planking rebate should be at least 3” wide and preferably 3”. The stem has also to be made with allowance for housing the plank ends. similar It is best not to skimp the depth from back to front as in case of collision the stem is subjected to great strain. The stem and keel are joined at the correct angle, a triangular knee being put inside, and glued and screwed together. The two steps form the bottom of the two main frames of the boat and are cut from 4” wood. They are }” wide at the outer ends and straight across on frames is to be deprecated as screws and other fastenings are of necessity inserted endwise into the grain and tend to force the layers apart, having no real hold. the foreside, the centre being }” plus the depth of the step from back to front. These frames must be built up with a temporary tie across the top. The best method is to build the boat upside down ona building board. This can be about 43” x 6” x ?”, but the exact measurements are immaterial, provided it is sufficiently long and wide to set up the frame, and thick enough not to warp in the strain of building. three lighter frames are used, also three between the steps, and three between the stem and the forward step. These are equally spaced, but forward allowance must be made so that the cross beam at the end of the fore-and-aft girders forms the floor of one frame. In making these frames it should be arranged that the temporary cross pieces come down to the building board. In other words, they are above the level of the gunwale of the finished boat. To allow for working the boat should be 1” above the building board. Stem and transom should have temporary pieces to keep the boat 1” clear of the building board. In the case of the stem this can be left 1” too long and cut off later, and in the case of the transom a temporary packing piece can be screwed on. In order to make the method of erection plain, it will be as well to detail the system of construction employed. The boat has no proper keel, but there are two main girders running fore-and-aft which act as engine bearers and run from the transom to the point forward where they join the chimes. The steps are joggled into these girders. There is a keel forward running from the forward step to the foot of the stem. At the point where the girders end forward there is a thwartships beam. This beam and the steps form the floors of the boat, so there are really four floors in all, or five including the fashion piece of the transom. It should be mentioned that all joints and fastenings are made with “‘ Test’ Waterproof Glue and screwed with brass screws. The transom is built up of two pieces of }-inch mahogany with triangular pieces across the top and bottom to hold the parts in exact position. The height of the transom should allow }” at the bottom for the planking which will overlap it, and }” at the top for the deck, so will be altogether }” less than shown on the plan. Similar allowances must be made for the sides of the boat. The longitudinal girders are also arranged to allow for their being Between the transom and the after main frame In making the frames allowance should be made for cutting a notch for the chimes, which will be of mahogany 3” thick, and also for notches for the inwales, which will be pine 3” thick and 2” deep. A centre line is struck on the building board and lines squared across it for the transom and frames. The frames are now carefully erected into position. The fore-and-aft beams are mahogany 3” thick and 1}” deep at the steps. These are set 4)” apart and cut to the contour of the boat at this breadth. They are joggled into the frames. The joints are glued and screwed. Next put the keel and stem into position, and finally the transom. It would have been awkward to screw these through from the underside whilst erecting, but once the boat is Advertisements i And Marine Model Magazine. September 1932 Title Page and Index, Vols. I, II or II, THE MODEL YACHTSMAN SERIES OF GOSPORT REGATTA POSTCARDS Binding Cases, Vols. I, Il or II complete “Anglian,” awe rer DEL Price 6d.. post free. with Title Page and Index. Also Binding Cases only, Vol. IV. Price 1/6 post free. Binding, Vols. I, I, II or IV, (including Case. Title Page and Index), 6,-, post free Bound Volumes. One copy only each, Vol. I, 22/6; Vol. Il, 17/6; Vol. III, 17/6; Vol. IV, 12/6 each, post free. post free. Vol. I, Nos. 1 and 2, 1,1; Back Numbers, No. 4, 1/6; Nos. 5and 6, 1/1; No. 9, 1/1; No. 10, 2/-; Nos. 1] and 12, 1/1. Vol. II, No. 1, 1/1; Nos. 2—5, 6d ; No. 6, 2/6; Nos. 7—11, 7d,; No. 12, 1/6. Vol. III, Nos. Vol. 1—3, 7d.; IV, Nos. No. 6, 9d.; 1—12, 7d. Nos. 7—12, 7d. Vol. V, No. 1, 1/1; No. 2, 1/1; Nos. 3—5, 7d. Other numbers out of print. Readers having copies of out of print numbers are invited to return same for credit, 1/per copy. No other returns can be taken from either trade or private readers more than eight weeks from date of issue. All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. \When a nom de plume is adopted, name and address must the correct be enclosed for our satis- faction. All queries requiring an answer by post must be accompanied by stamped addressed envelope. Contributions for publication must reach us not later than 10th of month previous. All advertisements must be addressed to The Advertisement Editor, and should reach him by 10th of month previous to publication. All orders for the Magazine should be accom- panied by remittance and should be addressed to The Cashier. Yearly subscription, rate 7/- per annum, post free in the U.K. and Empire. All Cheques and P.O.’s should be crossed and made payable to THE MODEL YACHTSMAN. In clearly order to save time, all letters should be marked in the corner with the name of 8242 .. (with Ww. x Daniels) 3210 Astrape,” (close-hauled ‘from weather) “Astrape,” (cluse- hauled from leeward) 3224 . 3235 “Bostonia V,” (with John Black, U. S. A) .. 32090 … _ i “Cuprice” ee es “are” | ay (dismasted), and “Iolanthe” “Da Shetland Lass,” (close-hauled) ae “Da Shetland Lass,” es “Dawn” and “Astrape” … 93230 8 “Bostonia V” and “Flame” ‘“Bostonia V,” (close-hauled) … = “Kugenie” … “Flame,” (running) 3228 10 7 9 93211 ves .. eo ney “Flame,” (running) … “Flame,” (close-hauled) … ae Les “Herald”. … “Tolanthe” and “Astrape”’ “Kohinoor,” (in heavy weather) “Mersey,” (closed-hauled) “Mersey,” (in heavy weather) “Miss South Africa”… 3237 w. = 8236 3221 5 ee 3227 «38218 ww. F322 9238 .. F323 “Queen Bee,” (with G. Bird aud Miss Harmer) “Queen Bee,” … “l’urquoise,” —… (being turned by Miss Harmer) “Twinkle,” . _ si “Vii (with Erokes! mast) sae 4 «= D246 3217 .» P3825 Department and addressed: THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1, Above 2/2 per $-doz. post free, or 4/- per doz. post free. Enlargements obtainable from most of Prices on application. above pictures. Advertisements ii The Model Yachtsman BLUE PRINTS OF DESIGNS September 19382 Model Yachting Association. September 17th, 2-30 p.m. Model Yachts. National A-Class. “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). 6-Metres. 12-m. Victoria Park Lake, Glasgow. Officer of Day, Mr. Jas. Cleat. September 24th, 2-30 p.m. National **Kalulu,”’ by John Morton James. “Gudrun Elvira,” by Sam O. Berge. “Progress,” by Reg. W. Lance. Championship 6-m. Championship Fleetwood M.Y. Lake, Lancashire. Officer of Day, Mr. 10-Rater. W. M. Carpenter. “Flying Spray,” by A. W. Littlejohn. Note. ‘‘Courtesy,” “Onward,” “Progress,” “Chloe” and ‘‘Flying Spray” are fin-andskeg and the others full-keel boats. Half-size Blue Prints of any of the above, 12/6 post free. Both Events are open to 3 boats from any Club affiliated ‘to the M.Y.A. Entries must be sent 14 days before the event 36″ Restricted Class. to Hon. Secretary, M.Y.A., CO. N. FORGE, “Babette.” by W. J. Daniels. Full keel. Specially designed for us. Full-size Plans, 7/6 151, Lichfield Grove, post free. London, N,3- 30″ L.O.A. Model. “Atalanta,” adapted from J. G. Feltwell’® well-known ‘‘Frolic’’ design. Fin-and-skegFull-size Plans, 6/6 post free. Prototype Scale Models. ‘Lightning.” (Clipper Ship— Donald McKay), by Dick Deadeye. Scale lin. = 8ft. 8/6 post free. Mounts Bay (Penzance) Lugger. Plans of typical boat. Scale lin. = 1ft. 66 post free. Ship Model Makers’ Club INTERNATIONAL Cross-Channel Steamer. “Maid of Rutland.” Design and Arrangement Plans. Full-size for 1-metre model, 8/6 Founded by Capt. E. Armitage McCann post free. 1-Metre Racing Hydroplane. “Flying Fish.” Lance. Half-size, free. Hull design by Reg. W. Sections full-size, 4/6 post Petrol Racing Engine. Under 30c.c. for metre hydroplanes by J. Skingley. Full-size design, 3/6 post free. THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. With an Official Magazine THE SHIPMODELER Beautifully Illustrated Informative B. Interesting Annual Subscription including Magazine and Certificate, $2.75 (11/6). Full particulars free. Ship Model Makers’ Club, 55a, Middagh Street, Brooklyn Heights, N.Y. September 1932 planked it will be impossible to withdraw any ‘screws holding her to the building board unless they are put in from the underside. Screws are accordingly put in from the underside and those from the top withdrawn. Inwales and chimes must now be fixed into posi- tion and the boat is ready to plank. The planking will be 4” mahogany. The topsides down to the chime will be planked first, starting with the sheer (or top) plank. Actually the keel and stem should be shaped and the planking rabbet cut before erection, but if this presents any difficulty to the inexperienced builder in taking the contour from the plans, he can carve it after erection using a batten bent round the frames to get the shape and making the rabbet as he goes along. The frames will have been made full size less the planking thickness and consequently the forward frames will be full on the forward face though their after face will be exactly right. A batten is bent round the boat and this is adjusted by filing down until the planking can lay flush. The after frames are full on their after faces and they have also to be adjusted. Care in getting these matters just right and the frames erected dead on position will ensure the boat being true to design and make the planking easy. We are now ready to plank. With a pair of dividers divide the portion of the centre frame above the chime into any suitable number of parts for the planks, say seven or eight. Likewise divide the stem, transom and intermediate frames. Do this on both sides of the hull. Cut a slip of planking wood the correct length and about 2” wide. The planking can be }” mahogany or cedar. The strip of wood is offered to the boat at the position of the sheer strake and will be found too high in the middle. If it is tacked along the boat after cutting the fore end to suit the rabbet, a pencil can be run along marking the shape from the top of the inwale. It is then cut along this line. Whilst on the boat temporarily before being removed for cutting, the positions of the frames are marked on the plank. The required depth of the plank as indicated by the divisions set out on each frame is transferred to the wood by means of the dividers. A line is run through the spots obtained using a batten and that edge of the plank can also be cut. The corresponding plank on the other side is similarly made, and both fixed into position, using glue and screws. The plank is left with an overlap at the stern which is eventually trimmed off when the planking is completed. —_—— The slip for the second plank is cut and pinned a 143 And Marine Model Magazine. along the boat with the centre touching the sheer strake. There will then be a gap at the ends. Set the dividers to the gap atthe ends and prick spots along on each frame. Remove the plank and draw in the line for the top edge, cut and fit to the bottom edge of the sheer strake. Get the bottom of this second plank exactly as was done on the sheer strake. Make the corresponding plank for the opposite side of the boat, and then fix two planks into position. Care should be taken to get a square clean edge for the bottom of each plank as this facilitates fitting the next one. If good joints are made, the glued-up side of the boat should practically be one piece of wood. The rest of the topsides is similarly planked up. The bottom edge of the lowest plank is left overlapping the chime and trimmed off square to it after fixing. The bottom overlaps the side, so here again a sharp cut line is essential. In planking the bottom first cut a parallel plank for the centre of the two rear planes. This should be the same width as the after end of the keel itself and when laid will look like a continuation of it. The planks next the centre ones are laid first, the space to be filled on each plane being divided up. The planking should be arranged across the three planes to give a continuous impression in spite of the steps. The forward end is, of course, divided out on the stem itself, but some of the planks can finish on the fore end of the keel if required. When all the planks are laid, the ends are trimmed round the transom and along the chimes. The hull is then rubbed down and removed from the building board. The temporary ties across the top are taken off one by one and deck beams substituted. Carlines (fore-and-aft deck beams) are put each side of the openings in the deck. The deck beams are cut straight across the bottom with a depth of }” at the ends and }” plus the camber of the deck at the centre. If curved on the underside they will straighten out and push the sides of the hull out of shape. The ends of the deck beams are checked into the inwale. The inside of the hull is given three good coats of Rylard Marine Varnish. The deck is then made, given three coats of varnish on the underside and fixed into position. For the deck }” white pine is suitable and it can be lined out in the usual way. The hull machinery. is now finished and ready for the Before installing this, find the centre of gravity of the whole mass practically by balancing and see that this comes exactly in the designed fore-and-aft position. The point of attachment of the line for pole running must be found by experiment. 144 The Model Yachtsman September 1932 CORRESPONDENCE. TO OUR READERS. Owing to the immense pressure on our space we have been obliged to somewhat curtail reports of club events and to carry over until next month a large number of letters on various subjects, including the recent Gosport Regatta. BRITISH 6-METRES CHAMPIONSHIP. Sir, When on holiday recently in the Fleetwood district, I promised the officials of the Fleetwood Club that I would endeavour to raise a little enthusiasm among Scottish Clubs, so that the M.Y.A. British National 6-metres Championship to This is our finest number to date and is what we would like to give our readers every month, not as a Special Number at an increased price, but as one of our usual numbers at the regular price of 7d. This is not an impossibility as all that is needed is for every reader to get us one additional subscriber. be held at their pond on 24th September, 1932, would be well patronised. With that object in view I am circularising all the M.Y.A. Clubs in Scotland and trust you will be good enough to publish this letter in THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, so that it may be brought prominently to the notice of all other clubs eligible Amongst the special features for next month’s issue are the first part of a serial article on Coastal Schooners, by W. G. Munro, and deals with their hull design, being illustrated with a typical set of lines. A further long instalment of “ Making Fittings and other Metal Work for Model Yachts ” is also included together with a number of other features of interest. to compete. The lake at Fleetwood is the best which I have seen (I have not been at Gosport yet) and with everyone sinking their class prejudices—this is not meant socially—there is no reason why a very successful event should not take place on the 24th September, 1932. It would be one of the few occasions on which a few Scottish boats met with boats from the Midlands and the South. Yours faithfully, D .McPHERSON, Hon. Secretary, Scottish Model Yacht Association. A MODEL CLIPPER SHIP RACE. Sir, I was very pleased to see in your July number a suggestion for a race for Clipper Ship Models. In answer to your query, I do not think a Handicap Race either practicable or desirable. It should be a scratch race sailed under the same conditions as the A-class models are now. I think the best idea would be to take a particular ship such as the BRADFORD M.Y. & P.B.C. Our 6-metre owners and skippers are now busy tuning up for the Club Race for the “Vernon Dawson” Cup on September 10th, and also for the British Championship Race at Fleetwood a night later. big German I would also confine the race to ships and barques as a topsail schooner is to all intents and purposes a fore-and-after. presenting our club. Our other two important dates are September 17th and October 3rd on which days we race for the “Atkinson” trophy, A-class event. Wishing the proposition every success and hoping we shall soon see a fine collection of square rig models competing for the World’s Championship. We extend a hearty invitation to anyone who would like to see the racing or to visit us on any of our practice days :— Wednesday and Saturday Yours truly, E. MORRIS. SEBO: Printed and Published for the Proprietors by H. the Again no doubt many craftsmen would want to build models of celebrated prototypes and give them the necessary stability by means of a fin or false keel. Here again a limit should be fixed. fort- For the latter event we shall have at least seven boats from which to select the three entries re- afternoons and all day Sunday. “ Preussen,” nitrate slipper and scale her down to } or #;. No model to exceed that length and her sail plan to be the limit. All races to take place on a pond. How about Gosport for a start ? G SToNnF, Town Green, Wymondham, Norfolk September 1932 W. And Marine Model Magazine. PERKS, G. MODEL RACING YACHTS “ E designed and built to order. ae The Broadland Lyric’s, YY By G. COLMAN GREEN. Several generally in Stock, 18’ to 60” L.O.A. May be tested on Crafnant Lake by appointment. a Two Models have sailed four miles an hour. 2 This is literary PRICES REASONABLE. a and ; general artistic title for the work of a well- known Model Yachtsman who besides Trefriw, Caernarvonshire. creating several new clubs, was the first to introduce the Association idea copies have been reserved for old into the sport. MODEL YACHT SAILS | ‘ali acquaintances 8 Specialty. A limited number of in the model yachting movement at One Shilling, Post Free. Carefully designed and adjusted. Of the Best Union Silk. JAS. . : CAI NS. W7 – COURT & BOOKSELLERS, Co., 257, East India Dock Road, 7, Kings’ Rd., Gosport, Hants. = Poplar, London, £.14. 3 FOR SALE “GLEAM,” (A-class). Runner-up, British Empire Championship, : 4 1928. y, Water P “GOLDEN GUINEA,”’ (6-metres) ex-18-footer. also . , Colour 4 aintings Big Prize Winner. of First reasonable offer accepted for either. Apply C. DROWN, Famous 8, Ulleswater Road, West Norwood, él We specialise in all kinds of OLD CLIPPER y SHIPS z faithfully portrayed and correct in detail. Urinting Based on 40 years actual knowledge + and contact with these vessels. for Model Yacht Clubs. Competitive Prices. Let us quote you. ce a STONE, Branch Works, Attleborough COOPER ‘ 26, Warren Road, Town Green, Wymondham, Norfolk. Phone: Wymondham 55. – WANSTEAD gor E. th. In replying to Advertisers, please mention THE MODEL. YACHTSMAN. J September 1932 The Model Yachtsman. ‘W.H. BAUER| S.M.M.C. Model and Yacht Repair Fit-out Service. Spars, Sails, Fittings and Accessories for all Classes. To order only. Decorative, Water-Line Oe ee & old-time Ship Models | : Built Bobbin oo and Restored. a Workshops: Sail Cloth 10, Celbridge Mews, Porchester Road, LONDON, y, W.2 ~X 4 “RYLARD,”… The Marine World’s Varnish Best and Enamel “Gwe us particulars of thy preservation ; How thou hast met us here, who three hours since Were wreck’d upon this INNO Las 0avey 86 cbees crete Y Shakespeare— Tempest V. Sc.1. Sole Manufacturers : LLEWELLYN RYLAND AGENTS ALL LIMITED, OVER THE Birmingham, England. WORLD. In replying to Advertisers, please mention THE MODEL YACHTSMAN.