The Model Yachtsman and Marine Model Magazine: Volume 5, Number 7 – October 1932

mn oe unig bs ER 3. ES : <-“S cae “AND. MARINE. “MODEL MAGAZINE VOL. 5. NO. lished i. th Sovdeth of each Month. Editorial .. OCTOBER, aes 145 Novel Steering Gear... 146 M.P.B.A. Grand Regatta ... M.E. Exhibition M.Y.A. News 149 151 . sf 154 Our Coastal Schooners 155 Model Hydroplane ‘‘Gadfly”’ 156 News of the Little Ships . 158 Our Scottish Page an 160 A fine Flash Steam Launch 162 East Anglian Beach Yawls 164 Making Fittings 165 Readers’ Models 168 Correspondence 169 ww IP ; ; ritsptperrinngte ished eat THE MODEL GOLDEN YACHTSMAN HOUSE, GT. AND MARINE PULTENEY MODEL STREET, MAGAZINE, LONDON, W.1. 1932 The ~ Model October 1932 Yachtsman PLEASE MODEL SEND DETAILED SAILING CRAFT Crown 4to., 163 25!- PROSPECTUS 260 pages, 67 illustrations, Diagrams net. FOR 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 as a standard work for many years to come.—SUNDAY The volume is extraordinarily, | | be regarded 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 W. G. PERKS, Bar Model Yacht Construction | MODEL RACING YACHTS FIRST designed and built to order. all sizes. QUALITY PINE 1/8in. thinkness for Decks a speciality. Your enquiries solicited. Large or small quantities. Several generally in Stock, 18” to 60° L.O.A. May be tested on Crafnant Lake by appointment. Two Models have sailed four miles an hour. PRICES NOTE: This is our Postal Address only. No Pine can be obtained from here unless by appointment. REASONABLE. Trefriw, Caernarvonshire. ‘ MODEL YACHT SAILS| t: THE MODEL YACHT TIMBER SUPPLIES, 45, Borough Road, S.E.1 y, A Waterproot Glue Also Heat and Acid Proof. a speciality. Carefully designed and adjusted. Of the BEST W. UNION SILK. CAINS, 7; KINGS’S ROAD, GOSPORT, HANTS. | No more sewing joints. A permanent and solid waterproof Craft. Breaking strain in wooden joints, moist and normal, over 1,100lbs. per sq. inch. RECOMMENDED BY THE MODEL YACHTSMAN Tin containing 20z. 8d., or 4lb. 2/1, post free, from Test Dept. M. In replying to Advertisers, please mention Waterproof Glue, 30, Red Lion Street, Holborn, W.C.1 TRADE ENQUIRIES INVITED, gg THE MODEL YACHTSMAN. THE YACHTSMAN ’ AND MARINE MODEL MAGAZINE Vol. 5. No. 7. OCTOBER, 1932. EDITORIAL. E make no apology for once again referring to the question of increasing our circulation. It is perfectly true that, considering the state of trade generally, we have made a satisfactory increase over the first six months of our fifth volume. But we want to do better still. Our object is to improve this Magazine, and to do so we need larger revenues. If every reader will deliberately set out to get us just one more reader, then in a very short time we can double our revenue. We are grateful to all our good friends who have helped the Magazine along, and to club secretaries who have pushed the Magazine amongst their members. We are now asking for still bigger help, so that by the end of this volume the Magazine may be in even better shape than it is now. To this end we are each month issuing a replica of the month’s cover with the contents table, and we ask all club secretaries to put these on their notice boards. If anyone is prepared to distribute these to likely persons at the pond-side, we shall be glad to send additional copies for the purpose. Our September number was a big one, but we could have filled one half as big again if we had been in a position to publish it. The present number contains a number of articles and letters that we were obliged to hold over, and even then there will be something to carry forward to November. | Our model yachting section is well filled at the moment, but sections. For ship modellers we have the first part we are also developing our other of an excellent article on our Coastal Schooners, by Mr. G. W. Munro, also the final instalment of Mr. F, C. Tansley’s article on the Beach Yawls East Anglia. In our power section of we have an account of the Grand Regatta, also an article on Mr. J. Vines’ well-known steam launch, and an article by the designer of the hydroplane “‘Gadfly”’ on the various points embodied in her lines. Other interesting features will be announced in due course, but we want readers to send us interest- ing matter for these sections, as well as model yachting. “EBB A shortage again TIDE!” occurred with our August number, which almost sold out. We had perforce to refuse late orders, but a few copies are now available at 1/1 each, post free. It makes it much easier for us, and saves possible disappointment, if readers send a P.O. 7s. for a yearly subscription or place a standing order with their newsagent. 146 The Model October 1932 Yachtsman A NOVEL AUTOMATIC STEERING GEAR FOR MODEL YACHTS. By A Heps, The Model Sailing Club of Stockholm, Sweden. oe all enthusiasts of sailing model yachts their steering has always been a vital question to the solution of which a great deal of interest and labour has been devoted. If it is only a case of cruising one can dispense with the rudder and sail close-hauled by trimming the sails. Even this possibility is, however, very limited by the tendency of the boat to sail close to the wind according tv the strengths of the wind. The most successful design, that has hitherto been used for steering model yachts was invented, in 1906, by the Englishman George Braine, and carries his name (Braine’s Steering Gear). This device is characterized by the sails, particularly the main-sail, acting upon the rudder by means of special sheets, so that. by suitable adjustment,, the boat may be made to move in the desired direction in relation to the wind, i.e., reaching and running. The Braine Steering Gear has been put to extensive use and has caught on in model yachting circles throughout the world, particularly in those countries, where yachts are being sailed on ponds and the sails are set ashore. As, however, the trimming and adjusting and setting of sheets and sails by this method is circumstantial and tedious, it has not been employed in sailing model yachts in the Nordic countries, where this sport is practised only and solely in the open sea, and the model yacht, therefore, has to be altogether looked after and managed from a row-boat or canoe. Sailing model yachts in these countries, particularly in Sweden and Norway, has, therefore, hitherto been carried on only by cruising. Some casual attempts to introduce, in competitions reaching and running have not led to the desired result and had to be abandoned. By an invention made in the autumn of 1931 by the yacht designer and model yachtsman Jac. M. Iversen, of Stockholm, some prospects hitherto unexpected for the development and anya poment of model yachting have opened out. Mr. Iversen’s automatic steering gear consists of a wing located on the deck of the yacht, aft of the rudder. The tiller is turned aft and is directly actuated by a lever from the wing. The latter is adjustable in any position whatsoever in the The 1-metre ‘‘Birgitta’’ fitted with Iversen Gear. On the Port Tack. On the Starboard Tack. October 1932 And Marine Model Magazine. horizontal plane. 147 One form of construction of the invention is shown in the subjoined drawings, where fig. 1 shows a vertical projection and fig. 2 a horizontal projection, and where 1 is the wing rotatable round the shaft 2 and provided with a pin 3 for adjusting the wing in relation to the regulating disc 4. This regulating disc has a pin 5, which engages a groove in the tiller 6, which is directly connected with the yacht’s rudder 7, If it is desired to sail the yacht on a certain course in relation to the direction of the wind, the wing need only, when the rudder is located amidships, be adjusted on the regulating disc in the direction, in which the wind is wanted to strike the sails. If the yacht tends to move off the course the wind simultaneously turns the wing, which in its turn actuates the rudder, so that the yacht is brought back to its original direction. (See page 148). Experiments and trials carried out during this year have turned out astonishingly successful. It has been found possible to run for many miles without the spinnaker or mainsail hauling over, and the reaching is just as safe and certain.. On sailing close-hauled it is easy to get the yacht beating at the same height with different forces of wind, which is not possible with the sheets only, unless the whole set of sails can simultanecusly be shifted fore ‘‘Birgitta’s’’ Stern with Iversen Gear. and aft. With this steering gear it is also possible to do the same trick as with the “beating gye.” On introducing Iversen’s automatic steering gear on the yacht racing courses several questions will, of course, crop up. The first will be whether the wing is to be included in the sail-area The enclosed photos show some trial runs with steering gear described, fitted to the international l-metre yacht “Birgitta.” As is seen from these photos the wing, which is made of sonnei the celluloid, is scarcely discernible at only a few metres distance; for which reason it does not appearance of the vacht in any way. spoil the In order to facilitate any possible reader’s pro” spective tests I would mention the results in respect of structural details, which I have gained in the course of my experiments with ‘‘Birgitta.” This yacht is built according to the rule L + 1/4G + 2d + ys—F = 1.0 metre oe amet The 21.7 sail area is 0.96 m? and her displacement The rudder area is em?. The Wing for this boat has now an area of 405 cm2, after first having been considerably smaller. I kilos. first made the lever of the Wing the same length as the tiller, but have altered this so that now the length of the lever is only } that of the tiller. I have done this in order that the Wing should act more powerfully upon the rudder, Of course, these conditions be of length can easily made adjustable in proportion to one another, and this is the very thing that Iversen has done in his design. ‘‘Birgitta’’ runniug dead before the wind. The detail drawing of the Iversen Steering Gear appears on page 148. 148 The Model Yachtsman AUTOMATIC STEERING FOR MODEL SAILING YACHTS October 1932 GEAR (PATENT APPL) JAC. M_JVERSEN ep REGERINGIG. 25 STOCKHOLM As anyone knows who has steered a real yacht, the amount of helm required to keep a yacht on a given course oe SWEDEN constantly varies with the weight of the uind. When we received this article from Mr. Hede, we at once enquired how the Iversen gear could do this as the angle of the rudder was kept constant to the wind and course by the wing. Mr. experiment Hede the boat replied would that hold by her course, beating, reaching or running at any selected angle to the wind. He added that he had also tried a light rubber centering line but that it certainly did not improve the functioning of the gear. We were considerably puzzled as to how the rudder angle could vary with the strength of the gusts, but the explanation finally came to us. The wing is in line with the wind and if a slam throws the boat herself off her course, the angle of the rudder to the keel is varied accordingly. This invention may well prove revolutionary in model yachting. It immediately solves the problem of steering model square riggers and is well worth experimenting with in model yacht racing. We understand that arrangements are being made to manufacture this gear under license in this country. Editor, THE M.Y. & M.M. FORTHCOMING FEATURES. Next month we are publishing further instalments of our articles on “Our Coastal Schooners,” and ‘‘Making Fittings and other Metal Works for Model Yachts,”’ also the first of a series of articles on commercially produced engines for model speed boats. hope to be able to make an announcement of interested in sailing models of ships and barques. We also interest to those October 1982 And Marine Model Magazine. 149 THE MODEL POWER BOAT ASSOCIATION’S GRAND REGATTA. Owing to the failure of the shutter of our Representative’s camera, we have not been able to illustrate this article as we should wish. Mr. C. 8S. Cowper Essex has however, sent us some capital photographs which will appear in our next number. The only time our shutter behaved moderately well we got the snapshot published herewith. HE clubs associated to the M.P.B.A. are now the Cardiff M.P.B.C., Fleetwood M.Y &P.B.C., Farnborough M. Boat Club, Hampstead & Highgate M.B.C., Southend M.B.C., South London M. & Experimental B.C., Swindon P.B. & Engineering C., and the Victoria Model Steamboat Club. The majority of these clubs were represented at the Eighth Annual Grand Regatta which was held at Victoria Park on September 11th. The morning was a most unpleasant one as there was a gale of wind blowing dead down the lake accompanied at times by showers of rain. The gale tore the autumnal leaves from the trees and filled the water with debris that repeatedly fouled the propellors of competing craft and spoiled the chances of many of the crack boats. As the day wore on the rain cleared off and the sun broke through, but the leaves, twigs and branches from the surrounding trees gradually accumulated at the leeward end of the lake (where the pole running is held) in spite of strenuous efforts on the part of officials to keep the course clear. The first race, started at 11.30 a.m., was 100 yards straight course. This was open to all boats, each being allowed one run only. In thisevent a special prize of a guinea, donated by Mr. Percival Marshall, was given for the boat making the straightest course. The competing craft were divided into the three categories of racing boats, semi-racing craft, and spectacular or prototype models, and a prize was given to the boat making the fastest time in each class. Fortunately for competitors in this event the wind was straight down the course. V15, a smallish tug, made a capital course, but was shortly followed by V22, a petrol driven hydroplane, one of the famous ‘Cissies,” which travelled almost equally straight. The hydroplane made an excellent course but bumped somewhat in the choppy scas. 22 secs. ; Spectacular and Prototype Craft. (J. Chew, V.M.S.C.) 58:2 secs. V15, A Consolation Prize was awarded to Mr. A. Pierson, (V.M.S8.C.) whose boat took 29 secs, to complete the course. The major event programme. of the day This was the race Essex Memorial Prize. was next on the for the Cowper- The prizes for this event of the value of £4, £2 and £1 were very kindly presented by C. &. Cowper Essex, Esq. This race was open to all boats under the following condition : Engine or hull, or both had to be the work of the owner and craft were allowed a maximum displacement of 16 lbs. Entries were limited to craft capable of a speed of not less than 20 m.p.h. The race was round the pole over a 500-yards course (5 laps), the time being taken from the half-lap mark, the first finished run to count, and no craft to be stopped on the course. Competitors had to run their own craft and a maximum limit of 3 minutes was given in which to start up. The first boat away in this event was ‘Phoenix III,” a flash steam driven boat, but she was evidently running badly and her lamp failed with the result that she stopped on her third lap. She was followed by another flashs team boat which also ran badly and failed on her second lap_ Before the next boat was started, spectators were treated to a spirited rendering of the “Oakley” Glide by its inventor, Mr. Oakley. Just off the starting enclosure the bottom of the pond shelves steeply and is covered with very slippery green weed. With his feet firmly planted Mr. Oakley proceeded to slide down this slope into ever deeping water. His agonised shouts as he glided away sideways attracted another competitor to his aid but his efforts to arrest the Oakley Glide merely “Nippy,” a steam launch, well known for her straight running, came next and travelled straight as a die down the course. The next few competitors got badly off the course. The last competitor in this event was the petrol driven hydroplane $59, which made a capital run, This boat is fitted with a spring bumper of unusual design. involved him as an involuntary partner to the first Their combined yells attracted the attendant rowing boat which managed to halt the performers before they were completely submerged ! The onlookers thoroughly enjoyed this incident and even Mr. Oakley himself, on seeing another competitor emulating his performance a little later, was obliged to admit that the spectacle was both fascinating aud humourous. The winners in the various classes were :Racing Boats. V22, (J. Skingley, V.M.S.C.) 17 secs. ; Semi-Racing Boats. S52, (A. Walker, S.L.M.B.C.) Baby’ (S10) but she was disqualified as she failed to get going in the prescribed three minutes. exponent. The next boat to come to the starting point was 150 The Model Yachtsman A third flash-steam driven hydroplane came next. This was “Ifit II’ which made a good start and covered the first two laps in excellent style. Her lamp failed, however, towards the end of the third lap and she came to a premature stop. 818 (A. Washington, 8.L.M.B.C.), a petrol engined single-step hydroplane came next and gave a fine exhibition of steady running. She completed the course in 52°32 secs. $35, (J. Oakley, S.L.M.B.C.) followed. Her engine sounded starved and she petered out in her third lap. At this point the luncheon interval was taken‘ During this the sun appeared and when racing was resumed at 2-30 p.m., from the spectator’s point of view conditions were much better. The wind was still strong, and the course could scarcely be seen for leaves blown from the trees. By strenuous efforts the course was more or less cleared but as fast as the leaves were gathered up, more arrived. The first boat to run after the interval was “Frisky IIT” belonging to Mr. Westhead, the Fleetwood ace. On her own waters this boat is reputed to have accomplished some phenominal speeds besides being most reliable. Her four-stroke engine has a marvellous beat and started up very readily. She made a capital start and her first two laps appeared to be extremely fast, the hull planing well and steadily. Unfortunately she picked up a leaf on her propellor and stopped on her third lap. This was a great pity as, though conditions were against record breaking, there is no doubt that she would have put up a very good performance. “Miss Gray” started next. This boat rides very well but her engine was running poorly and missing occasionally. She finally conked out after three and a half laps. S51 then ran a couple of laps at a fine clip but she also picked up a leaf and slowed up. She, however, managed to complete the course. 864, (R. Turner, 8.L.M.B.C.) can usually be relied on to put up a steady performance even if she is not quite in the first flight for pace. She, however, caught a large twig in her skeg and came to a stop. As he was recovering his boat, the owner slipped and did a crash dive. Unfortunately his performance (like Mr. Oakley’s) was entirely without notice and caught our reporter napping so that both these events passed recorded. without being photographically “Angel,” (L. T. French) made a good start but soon slowed up having caught a leaf on her skeg. “Juno” (S18) followed and completed her first lap in good style but she was stopped by leaves on her propeller. “Cissie V,” (Skingley Bros.) started at a fine pace but picked up a great bunch of weed on the skeg. This caused the boat to stop suddenly and nose dive. October 1932 FD5. which has a two-stroke engine and hails from Fleetwood, did about two and a half laps at a moderate speed before she also was stopped by the leaves. This brought this race to an end. It will be seen from the report that engine failures were few and that the boats in general ran well. Unfortunately the conditions owing to leaves and floating debris were so bad that only a few competitors managed to complete the course. The winners were :— 818, (A. Washington, 8.L.M.B.C.) 52°32 sees. ; $51, (F. Ford, S.L.M.B.C.) 614 secs. ; S66, (L. T. French, S.L.M.B.C.) 774 secs. The next thing on the programme was a team race. In this two boats comprise the team from each club and each boat is called on to do ten laps. Time starts when the token is handed to the owner of the first boat and finishes when it is handed back to the starter. Desperate efforts were again made to clear the course of leaves but there was still a large amount of floating vegetation. The first team to run was the South London, represented by Messrs. Washington and Ford. The course was completed but owing to a number of involuntary stops through leaves the time was not very fast. The Fleetwood team consisting of Messrs. Westhead and Scarnell followed. The former did pretty well in spite of several stops through leaves. but his team mate was not so lucky and after repeated stops the time limit was exceeded and the team disqualified. The Victoria M.S.C. team consisting of Messrs. Machin and Skingley then came to the line. The former started first but stopped repeatedly. After a considerable amount of time had been wasted it was found that her tank was empty. So much time had elapsed that it was no use re-starting as it was a physical impossibility to accomplish the remaining laps in time. The other boat in the Victoria team was there- fore not called on but Mr. Skingley put ‘‘Cissie V”’ round the pole in an exhibition run. In this run she did not pick up a single leaf and gave the best performance of the day. Running very fast and steadily she did no less than sixteen laps without a hitch and was then stopped by her owner. This left the South London team as winners as they were the only ones to complete the course in the stipulated time. The final event was a steering competition open to all boats with a speed not exceeding 12 m.p.h. In this competition performers took part. a number of well-known The first away was the steam coastal barge ‘Eileen,’ which scored an outer (1). She was followed by SW169, a nice little tug, which opened her score with an inner (3). $59, followed with an inner. The hydroplane The petrol driven Octeber 1932 And Marine Model Magazine. 151 motor liner “Gracia,” made a bull (5), after a couple of misses. A large model cruiser, owned by Mr. Smith of the Victoria, opened her scoring with a beautiful bull followed by an inner and an outer making a Iler score of 9. performance was speedily eclipsed by “Nippy,’ which starting with an inner, made a bull on her second run and again on her third, giving a total of 13 points out of a possible 15. This was a most meritorious performance and easily the best of the day. “Mary Dean” and the Swindon steam driven launch “Gamma” both notched 7 points, but this was not quite enough to put them in the prize list, The results (Mr. Johnson, V.M.S.C.) 9; SW169, (Mr. Gale, Swindon M.B.C). 8. V.M.8.C.) 13; were :— “Nippy,” Cruiser, (Mr. Smith, At the conclusion of the racing the prizes were presented by Mrs. Pierson assisted by Mr. R. Jackson, Hon. Secretary of the M.P.B.A. In addition to the winners of the events as detailed above, the result of the straight running prize was announced. This was divided between Messrs. Johnson and Walker. A_ ladies’ Nomination Competition in connection with the Cowper-Essex Memorial Race was won by Mrs. French and a lady from Swindon. ‘Angel,’ (Mr. French), S.L.M.B.C.) Advantage was taken of the occasion to make a presentation of a silver teapot from members of the M.P.B.A. to Mr. and Mrs. Skingley as a wedding gift. In similar fashion Mr. and Mrs. French were presented with a wedding present of a case of silver teaspoons. This pleasing duty was gracefully carried out by Mr. Jackson. Mr. Pierson of the Victoria Club made a presentation to Mr. and Mrs. Skingley of a charming copper mirror on behalf of members of the club. The M.P.B.A. are heartily to be congratulated on the conduct of this Regatta. The arrangements made avoided the long waits which have sometimes rendered these reggatas long drawn out and tiring to spectators. Everything ran smoothly and without hitch and only the inclemency of the weather and the heavy falls of leaves marred what should have been a most enjoyable event. THE MLE. EXHIBITION. 4 are pleased to see that our contemporary an officer in H.M. Navy and when he came to model the Model Engineer realises the importance this ship his experience undoubtedly stood him in good stead. The model is ona scale of 4in. = lft. and is an absolute working model. In making this model Mr. Truscott was fired with the ambition to build a working model that was a replica of the prototype internally as well as externally, and that would have her machinery limited to the same space (to scale) as in the original vessel. The reason that this particular class of destroyer was selected is that it is about the handsomest class that has ever been built for H.M. Navy. It is also the latest type and when the model was commenced some seven years ago, the actual ship was not even in being. Mr. Truscott only recently completed the of ship modelling sufficiently to organise special sections of its competitions for marine models, also that this exhibition is once again receiving the support of clubs affiliated to the Model Power Boat Association. We were, however, not as pleased as usual with the exhibits that had been collected. Whilst there were a few magnificent examples of work there was, however, much that was mediocre and some that was distinctly poor. In the section devoted to Model Steamers and Power Boats, there was one exhibit that would haye been noteworthy in any company, a delightful model of a destroyer, H.M.S. “Antelope” by E. F. Truscott. During the War Mr. Truscott served as model so it will be seen that very many hours of patient work have been expended in her construction. The details of the ship were supplied by the 152 Admiralty, and here again the maker’s naval service undoubtedly helped him very much, and in _ gathering the details he has visited not only the Admiralty but various naval ports and dockyards. The dimensions of the original are :—Length B.P. 312ft. Oin., Breadth 32ft. 3ins., Draught (Mean) 8ft. 6ins., Displacement 1,330 tons, Shaft H.P. 34,000, Speed 36.8 knots. The model is fitted with water tube boilers fired by distilled methylated spirit, and has two single stage impluse turbines driving twin screws through reduction gears. She has surface condensers of the single pass underslung type used in conjunction with scoops. A turbine driven centrifugal extrac- tion pump is used to return the condensate to feed tanks. A turbine driven fan provided the forced draught necessary in an enclosed engine space. The working pressure is 50—80lbs. but the boilers have been pressure tested to 120Ibs. She has been steamed at a pressure of 50Ibs. when she made 1:25 knots which is equivalent to a scale speed of approximately 24 knots. She has not been run so far at a greater pressure as her builder did not wish to damage the painting of her funnels. The hull is of yellow pine and the deck of aluminium. The hull and deck unpainted weighed 11}ozs., the boilers empty 93ozs., turbines and condensers 34ozs., feed pumps and tanks l}ozs., oil tanks ljozs., and the extractor pump #oz. complete. The rotors of the main turbines are are about the size of a sixpence. The maker does not possess a lathe and hand turned all his parts in a breast drill fixed in a vice. He turned the drill with one hand and worked with the other. The searchlight of this little vessel is electrically lit and she has also lights in her engine and boiler rooms. One of the torpedo tubes is fitted to work by compressed air furnished by, a small air compressor carried below deck. One of the forward guns is electrically fired, the charge being a small quantity of smokeless powder and the projectile a gramophone needle ! The next best exhibits in this section were three exquisite miniature models of the S.S. ““Gothland,” the M.V. “Britannic” and _ turbo-electric ship “Monarch of Bermuda.” We do not know whether the maker, Mr. F. E. Hills, used the lines we published, but it will be remembered that early in the year we published very full details and drawings of the latter vessel. These models are very similar to those of Mr. Hampsheir, which is paying them a very high compliment. Mr. Hampsheir rigs his models with Mrs. Hampsheir’s hair, but Mr. Hill uses very fine phosphor bronze wire. This wire is of a finer guage than anything obtainable in this country Austria. October 1932 The Model Yachtsman and he has to obtain it specially from We noticed a promising hydroplane model in frame by Mr. H. W. R. Gosden, a well proportioned working model of the T.S.S. “Lynx” by Mr. E. W. Dorey, and a well finished 30 c.c, petrol engine for a speed boat by Mr. J. P. Oakley. A Steam Fishing Drifter entirely modelled in metal was exhibited by Mr. J. D. Yule. Even the mizzen was brass on this little ship. This was an excellent job but as one who passed a considerable period during the War in command of one of these vessels, we found the model decidedly deficient in sheer, the bold upstanding bow and strong sheer being some of the most characteristic features of these sturdy little vessels. A small scale model of a North Sea Trawler by Mr. J. Esson was decidedly good, as was also a waterline model of the M.V. “Brioni” by Mr. G. Imrie. A model of H.M.S. “Marlborough” by Mr. R. C. Ledger also deserves mention. One interesting model was that of a sea-going tug by Miss D. E. Bradford. The choice of so utilitarian a vessel as a tug as a subject to model by a lady seems strange but she had certainly made a very good job. A miniature model of a Cunard Cabin Class Steamer by Mr. 8. E. Beck was decidedly attractive. In passing we wonder why our contemporary the Model Engineer catalogued a model of a naval whaler as a Model Steamer or Power Boat ? A Naval whaler is of course a rowing or sailing boat. In the sailing section, there were several yachts but they were not remarkably good, the best being a model cabin cruiser. The winner of the sailing ship section cup was, however, a really fine piece of work. This was a mode] of a naval brig from plans of 1804 by Mr. E. Wyke Smith. Many of the ship models were poor either in hull or rigging. Another fault was that many models were ridiculously oversparred. There was a very fine model of the U.S.S. frigate “Constitution” by Mr. L. A. Willcox, which we believe was based on the third volume of Captain Armitage McCann’s series. A very nice little model of the “Cutty Sark” by Mr. J. W. Marsh also took our eye. Photograph and particulars of this charming model appear on page 168. A miniature model about 5 inches long of the four masted barque “Loch Torridon” by Mr. J. W. Simpson was also exhibited. Mr. J. Nelson was responsible for a model of the ‘‘Acamas” and a waterline model of the ‘‘Iverness,” both of which were very commendable. The stand of the Model Yachting Association contained as its greatest attraction the full-keel A-class model “Anglican” (W. J. Daniels), a lovely yacht. Besides this boat the stand contained the 6-m, (ex-18-ftr), “Golden Guinea’; a new 10-rater model ‘‘La Boheme” by Mr. A. Carter of the Forest Gate M.Y.C.; ‘“Gem,’‘a 36-inch model from the lines of “Babette,” exhibited by Arthur Gosnell; a 36-inch sharpie from the M.Y. Star Junior lines, exhibited by Mr. F. Howard, Commodore of the Forest Gate M.Y.C.; and a 30-inch boat. Also on show at the stand were an excellent model of a Shetland sixern and a Ness Yawl lent by Mr. Arthur Johnson. A 36-inch boat in frame lent by Mr. A. J. Child excited much interest, as did also a capital display of pictures of ships by Mr. A. J. Cooper. A large combined stand held the exhibits of the Victoria Model Steamboat Club and the South London Model and Experimental Boat Club as well as several exhibits from the Power Section of the Fleetwood M.Y. & P.B.C. The Victoria boats included “‘Cissie V,”* (Skingley Bros.); M.Y. “Lady Gay,” a twin engined steam driven model, (Mr. Markham); ‘‘Fairycraft,’” a handsome and wellknown cabin launch, (A. Davis), H.M.S. “Comus,” (E. Godfrey); Pierson); ‘Spitfire,’ steam launch “Ifit (E. J. III,” a 25-m.p.h. flash steam Cookham); a one-metre cabin Jaunch (A. Skingley) and an experimental hydroplane hull built by Mr. Roe. hyroplane (Mr. The Fleetwood club were represented by ‘Frisky III,” (Mr. Westhead); FD5, (Mr. Scarnell), a metre hydroplane fitted with a two-stroke engine of her owner’s own design and a V-type 4-cylinder engine built by Mr. Wilson, Chairman of the Power Section of the F.M.Y. & P.B.C. South London had on show “Pete,” a hydroplane by Mr. E. Sharp, ‘‘Sez-U,” “‘Dodo”’ a new plane that has never been run by Mr. Morgan, S64, (J. A. Turner), a small model tramp steamer, Turner) and “Leda III” (Mr. Vanner). A. also a boat and a new hull by Mr. Vuley, a Westbury 2-stroke engine by Mr. Ford in a hull built by himself and an unfinished hull by Mr. A. Buckley. Amongst the trade stands the Economic Electric Co., showed a useful range of ship fittings including some very well finished lifeboats. The London Model Co., also showed a good line of ship fittings for steam and sailing ship modellers. Besides their lines of ship fittings Messrs. E. Gray & Son, Ltd., showed the Grayson petrol engine. This is one of the finest commercially made engines and has been fitted to many highly successful boats. The designer was Mr. F. R. Sharp the well-known speed boat builder. The particulars and photograph of this magnificent model were kindly supplied by the builder. YOUR (J. There was Modei of H.M.S. ‘‘Antelope,’’ by E. F. Truscott. COMPLETE wy) Magazine. Or And Marine Model — October 1932 SETS OF THIS MAGAZINE. Copies of most back numbers are still available, but stocks of many issues are getting very low. In years to come. this Magazine will be valuable not only as a record of the sport of model yachting, but for the many interesting articles it contains, including those on ship and prototype models. Already the value of our early volumes is considerably enhanced. Binding cases and indices for these volumes are still available. Why not have your loose numbers bound now? Full details will be found in our advertisement columns. 154 The Model Yachtsman October 1932 lage ah ¥ As MODEL HE Statutory Quarterly Council Meeting was held on September 15, with Mr. A. J. Hugo in the chair, supported by Messrs. H. B. Tucker (Vice-President, also acting as deputy for Mr. A. J. Stewart), Whetstone C. N. (Hon. Forge (Hon. Treasurer), Secretary), E. E. H. C. Marshall (Trustee), C. N. Andrews (Auditor), W. H. Bauer and W. J. E. Pike (Official Measurers), A. Littlejohn (Registrar), J. G. Feltwell (Proxy for Mr. W. Carpenter), F. C. Tansley, W. C. Hacking, A. J. Child, W. J. Daniels, and F. T. Clements. After the minutes had been read the Council elected Mr. J. E. Simmonds (vice Mr. A. C. Davison), who then took his seat on. the Council. Messrs. W. T. Edwards and T. W. T. Richardson were then elected as individual members of the Association. The report of the Gosport Regatta, submitted by Mr. A. J. Carpenter, was then considered, and the audited regatta reports were examined and passed. In the course of the ensuing discussion it was realised that Sailing Rule 10, Section (a), requires clarification, as although it gives explicit directions for the procedure entailed in tacking a yacht by means of the pole, it does not state whether the hand may be used for this purpose or not. Although the Council discussed this point at some length, it was not considered advisable to give any pronouncement at the moment. There seemed to be a general concensus of opinion that as the rule at present stands there is nothing to prevent the turning of a boat by hand in lieu of the pole, as it is obviously to the skipper’s advantage to use the pole. A further point is that explicit definition of the Umpire’s duties and status is needed. Again in the hearing of protests by the Council or Sailing Committee, it was suggested that so long as protest is only admissible as to interpretations of rules, no evidence as to fact ought to be taken except that of the officer under whose jurisdiction the boat was when the incident in question occurred. Attention of the Council was also drawn to the fact that at times the O.0.D. and other officials were the recipients of comments on decisions from competitors other than those directly concerned, frequently at the pond-side. This matter also calls for some consideration. In order to facilitate any rule, changes that may be necessary to cover these matters, Mr. H. B. Tucker gave notice of a motion for the Annual General Meeting :— “That the Resolution passed at the Annual General Meeting of 1930 enacting that the Rules shall remain in force five years from date is hereby rescinded.” (Vide page 32 of 1930 Rule Book.) This will also permit certain other projected alterations to be adopted if they meet with the approval of the Association at the next Annual General Meeting. The first of these is the adoption of a Registration Fee of one shilling for every boat which is put on the Association’s Register (the fee to be forwarded with application). This fee will be payable when the boat is first registered, on each subsequent re-registration owing to change of ownership or club, or re-measurement owing to alteration or periodical re-measurement. In this connection it should be remarked that the Association Register is under revision at the present time. The Register is now under the care of Mr. A. Littlejohn, 124, FitzNeal Street, London, W.12, to whom all applications for numbers, etc., should be addressed. Mr. Littlejohn has sent out certain queries to Club Secretaries, and those who have not yet furnished him with the required information are requested to do so without further delay. The 6-metres and 12-metres classed are primarily LY.R.U. classes (although the rule has been slightly amended for the use of models and issued in a form suitable for this purpose), and therefore the alterations adopted by the I.Y.R.U. must automatically be followed by the M.Y.A. The practice of passing the spinnaker sheet round the forestay iis now permitted by the I.Y.R.U., but as this is specifically prohibited for models at present (see page 8 of M.Y.A. Edition of I.Y.R.U. Rating Rules, 1929, as applied to Model Yachts), it will be necessary to delete this clause from the rules and notice of a resolution to this effect was duly given. The 10-rater class is purely an M.Y.A. class to-day, and in the formula it is specified that the sail measurement with certain provisions shall be taken by LY.R.U. methods. It therefore follows that this will automatically apply to the 10-rater class also unless a special resolution is passed to qualify it. As, however, it seems to be the general desire that this class also shall have the liberty to pass the spinnaker sheet round the forestay. During the Council Meeting the Hon. Secretary reported that so far only about 25 per cent. of the clubs had replied to his questionnaire with reference October 1932 And Marine Model Magazine. 155 to the suggested divisional arrangements. Of the replies received the majority were in favour, He pointed out that apart from this question the information requested was of the utmost importance, and in the interest of the progress of the sport over six months to get even a portion of the replies, it is requested that this be furnished without delay. and they are all wanted within the next fortnight No doubt it entails a certain amount of trouble on the part of Club Secretaries to furnish replies to these points, but it is pointed out that the work of the officials of the Association is infinitely more arduous, as they have to procure information from nearly fifty clubs and tabulate it. Prompt response and co-operation enormously so that the necessary arrangements may be made 6 Nae primary object of this series of articles is to help those would-be builders who have little or no available knowledge to start them on the way of building a model of one of the few remaining sailing merchantmen of Britain’s past lightens this task. All club men who read these lines are requested to enquire whether these replies have been sent from their clubs. In the case of Hon. Secretary’s questionnaire it has taken the for the 1933 season if these divisional arrangements are to be carried out. In addition to the December Council Meeting it will be necessary to hold at least one Special Council Meeting before the end of the year to deal adequately with these matters. beam, and 10 ft. 4 ins. depth (not draft), 1 ft. 53 in. freeboard amidships. worked round these The whole design has been figures, and it should be a simple matter for the individual to adapt them to his own ‘requirements, either by drawing out the glory. waterlines or by adding a number of sections on The accompanying set of lines have been drawn as a foundation from which to work. As will be noticed, no figures have been put on the drawing for the simple reason that it is extremely unlikely either side of the midship section. Whichever method is used, it will be well to retain the same sheer—that is to say, the longer the boat the flatter the sheer and less stive to the bowsprit. that they would be of any use to the individual builder. I have not been able to procure the actual not sail comparatively well if properly built and quite unlikely that there ever was a set of lines of rigged to a reasonable scale, say }” = 1’. The model would be somewhere about 24 ins. from lines of any actual schooner, and, moreover, it is a good number of them. These vessels were either common two-masted, topsail three-masted or topsail, two-masted schooners, and although no set of rules can be laid down as to their build and rigging, they all seem to bear a similarity to each other. In setting up the design I have done on paper exactly what the builder would do with his timber and only his eye as a guide to form. I would suggest that a collection of photographs be made before deciding on which particular boat is to be built. A couple of shillings spent in this way will store up knowledge which cannot be had in any other way. Having bought or taken a number of photographs of some particular schooner, the next thing is to get a few particulars from Lloyds Register. It will be noticed that the majority of schooners are about 22 feet moulded beam and vary in length from 76 ft. to 120 ft. or more, according to the number of masts. To simplify matters, I have taken the figures of one which has two masts and is 83 ft. between perpendiculars, 22 ft. moulded I see no reason why a model of this type should figurehead to taffrail. As so much has already been written about the various methods of building, I shall not go into the matter here except so far as it concerns the design. For those who wish to sail their model the keel might. well be made of lead and quite easily be fitted, as it will be a long bar of more or less square section. Any extra that is necessary for trimming may be put in the hold as inside ballast as long as it is kept well down. It must be remembered that the nearer the ballast is to the midship section the more she will pitch and toss, and the nearer it is to the ends the more she will plunge and cut through the waves. In the design the keel has a moderate amount of rake. This is to keep the centre of lateral resistance fairly well aft when sailing at any speed. The stem and stern post each have a slight rake. but this is quite arbitrary, as one may see quite as many perpendicular sternposts with very rakish stems as raking sternposts and slightly raking stem. The gingerbread work on the stem is of the simplest, 156 October 1932 The Model Yachtsman the stem taking a graceful curve forward and up- ward and ending with a small figurehead or other suitable carving. There were seldom any trail boards fitted in the earlier schooners and none in the latter ones. Sometimes a piece of scroll-work was carved and gilded or merely painted on the stem to give a pleasant finish to the wales which run the length of the sides parallel with the sheer. Wooden schooners nearly all had flat transom sterns, although I have seen some with round sterns. In short, one may say that these coastal schooners were copies of the earlier tea clippers where the hulls are concerned, and every bit as beautiful: if not quite so romantic and well-cared-for as their aristocratic big sisters. The fittings of a schooner are all very simple, and we shall deal with them building terms I may mention that the length is measured from the fore part of the stem to the afterpart of the stern post. Where these have a rake in them it is taken at the point where the line of the deck beams would intersect if produced each way. As the stem curves forward, the length is measured from the place where the line of the deck beams would intersect the fore edge of the stem, if it were produced in the same direction as the part below the cut-water. The beam is the moulded beam and is measured from the outside of the frame on one side to the corresponding part on the other side of the vessel. The moulded depth is measured from the upper side of the deck beam at the midship section to the top of the keel. next month preparatory to dealing with the rigging. All the lines in the present drawing are the moulded lines, and the planking will go on the In the meantime, if the builder will decide on the length and beam, number of masts, and so on, of some schooner taken from the register and prepare a set of lines, as I have done, we shall be able to work up the detail drawings in readiness for the outside of these. actual building. For those who have very little knowledge of ship- The position of the masts and the amount of rake shown may be taken as being typical of the schooners we see around the coast. I will go more into detail on this matter when we reach that stage of the design. (To be continued.) THE MODEL HYDROPLANE “GADFLY.” By Her DESIGNER. bi Editor of this Magazine has asked me to give readers the reasons that led me to make this design which appeared in this magazine last month. For a long time I had been turning over the question of a model hydroplane design to get a hull that would stand up to the power developed by a modern 30 c.c. engine and permit full advantage to be taken of it. After careful consideration I came to the conclusion that whilst the single step hydroplane might have greater speed potentialities with comparatively low speeds and low-powered engines, when really high speeds and powers were in question, two steps were advantageous as giving the planing surfaces a greater longitudinal spread. I have heard it said that by disregarding the safe factor of stability a faster running boat can be secured. I venture to question this as far as circular running is concerned, at all events, and all model speed events are run round the pole for safety’s sake. Stability is essential as even if the first lap is accomplished under ideal conditions of smooth water, the boat encounters her own wash on subsequent laps. Consequently, stability governs reliability of performance. Having decided on a two-step hull, the next essential was to keep the boat running on all three steps, and not to squat at the stern with her nose high in the air and the forward plane clear of the water. In order to ensure this the angle of incidence of the planes was made very gentle, and the centre step was kept above a line drawn from the bottom of the forward plane and the bottom of the transom. Probably this has a further advantage, as the water will rise behind the first step. If the second step was not shortened, the boat would tend to be lifted by this second wave crest as the forward plane created it. As the hull lifted, the forward plane would lift clear of the water and the wave subside, with the result that the nose would drop down again until the forward plane touched the water once more and the whole process repeated itself, thus producing a period in the running akin to porpoising. To further ensure this the C.G. is kept well forward of the middle plane, being near the middle of the L.W.L. of the boat when at rest. I also decided to make the planes overlap the two steps to ensure their ventilation. The rear plane was made to overlap the transom to obviate back suck, and the rear corners of it turned up slightly for the same reason. There is no difficulty in making a boat plane. The trouble is to design a hydroplane that will maintain its stability when planing at really high speeds. The best method of doing this is to make the boat rise bodily at what the Editor calls a low planing angle and to maintain the planing waterline as nearly as possible parallel to the L.W.L. when at rest. October 1932 And Marine Model Magazine. I am convinced that the planes provide sufficient lifting power in themselves, and therefore I put a universal joint in the propeller shaft to bring the propeller vertical when the boat is planing. Thus the entire thrust is in a forward direction rather than forward and upward. Moreover, the feed stream ahead of the propeller is thus drawn from unbroken water under the boat, whilst the stream astern is parallel with the surface of the water. I attribute much of M. Suzor’s success to this feature. The boat had been practically decided so far by original thinking, but, as was stated by “‘ Atlantic ” in his excellent instructions for building this hull, certain other features were inspired by plans I had seen. The features I copied were undoubtedly successful ones. The first of these was the flat bottoms to the planes. I had thought of easing the angles off for the planing surfaces, but candidly I had not thought of giving an absolutely flat bottom to them. This was first embodied, as far as I know, in an express launch built in the Lake District. The reasons prompting this feature are very plain. Once the boat has been raised by the planes to a sufficent height, a horizontal running surface is provided to maintain her neither lower nor higher than the design planing waterline. The other feature I embodied was the external batten running along the L.W.L. This is used by the British Power Boat Co. on all their speed boats. It is wonderfully effective, as it throws the water clear at each sides, assisting the planing and also keeping the boat dry. Some readers may cavil at me at this point because I candidly admit that I have adopted features from successful boats, but my own personal opinion is that one should profit as much as possible from everything one is able to learn. That is no deterrent to original thinking, as one can add one’s own ideas to those of others’ and thus progress is assured at a more rapid rate. 157 Apart from the features described, the bows and bottom of the boat are more or less conventional, as are also the upper works. There is a mistake in the weights given on the design, as these should have read 15} to 16 lbs. instead of 16 to 16% lbs. Now, I am well aware that this weight is much above that of many l-metre boats, and that the theory I am now putting forard will be contradicted by many racing men. Briefly, I do not think it matters a hoot as far as speed is concerned whether the hydroplane weighs 13 or 16 lbs., and the additional weight, rather from being a drawback, is a distinct advantage provided a powerful engine is used. Head resistance and surface friction have far more influence on speed. With a large weight it takes more power to overcome inertia and to raise the boat to its planing level, hut once this is done it takes no more power to push up to its full speed. Given sufficient engine power, the hull limits the speed. Thus within reasonable limits in relation to the plant a little extra weight may be of advantage in increasing the stability, and thus admitting more of the engine power to be used to advantage. The engine on the other hand needs very light and well balanced reciprocating parts to develop its utmost power. This depends on engine speed, and in some cases it might pay to gear down the tail shaft speed and use a slightly larger propeller. Admittedly any new boat is an experiment, especially as hydroplane data is almost non-existent. This hull is a fairly bold but reasonable experiment, and has been carefully calculated out. I think that with the C.G. exactly as placed she should do well, and I hope to hear of her success in due course. One point struck me in connection with the method of construction set out by “ Atlantic.” In planking the underside of the fore plane I should be tempted to plank this part only with the planks laid diagonally with the forward ends of the strakes on the keel and the after ends on the chime. OUR GOSPORT REGATTA REPORT—AN APPRECIATION. Sir, I do not know who is responsible for the official report of the Gosport Regatta which appears in the September issue of THE MODEL Y ACHTSMAN, but, as one who was present throughout the British Empire Championship race, I should like to congratulate him on what, in my humble opinion, is an accurate and graphic account of that event, and, if I may say so, an excellent piece of reporting. It should, I think, enable those who were not fortunate enough to be present to visualise fairly clearly what a strenuous and closely contested battle it was. The organisation and general arrangements were excellent, and the foresight of the 0.0.D. in pro- viding waterproof cards was, I know, much appreciated by the competitors. Yours faithfully, C. H. ADAMS. Chairman Y.M.6-m.0.A. [We have to thank our Correspondent for his kind remarks. The Gosport Regatta was covered by the Editor, who was also responsible for the photographs illustrating the article.| 158 The LONDON Model October 1932 Yachtsman JOTTINGS. NORTH OF ENGLAND. SOUTH LONDON M.Y.C. THE FLEETWOOD M.Y. & P.B.C. The club held its annual 10-rater race for the “Forte Reviver’? Cup on September 4 on the Rick Pond, Home Park, Hampton Court. A The Handicap Class Race for the ** Lever Cup ” was held on August 20. There were eight com- representative entry from some of the more impor- This race can always be relied upon to give good tant London clubs, as well as Hove and Brighton sport, and resulted in and Eastbourne, made up an excellent card of twelve starters. When racing commenced at 11 ** Joan,” racing off with his son, Mr. T. Rawlinson, sailing *“* Emily” for the first place, which was won a.m. a by “Joan.” run. Unfortunately, although the breeze freshened, On August 24 a Water Carnival was held on our it veered frequently, making sailing very difficult, lake by the club members in aid of the Fleetwood especially for competitors who were making their Cottage moderate 8.W. breeze first visit to the club’s water. gave a beat and a However, an excel- lent day’s sport was enjoyed. The Hove and Brighton M.Y.C. were compensated for their enterprise in sending three competitors as petitors, with boats ranging from 3’ 6” to 6’ 11’. Mr. J. Rawlinson, sailing Hospital, which resulted in £47 being raised. About 9,000 people viewed the proceedings, which took the form of a parade with Father Neptune riding on a great fish, drawn by a number of Redskins, etc., in canoes and other craft. After- winner wards races were held in canoes, skiffs, paddle boats, sailed very consistently and is to be congratulated. ** Jim” (as he is known to all, mainly because it is not his name at all), of the M.Y.S.A., Kensington, just missed it with his famous ‘* Phoenix,’ and Mr. tubs, etc., jousting with mops and bladders, and walking the plank in trawlers, boats, obstacle races in barrows down the lake, etc., with laughter every Jenks, of the Surbiton M.Y.C., came third. Model yachtsmen are used to seeing ladies participate in the sport, and Miss Cissie Harmer (Forest Gate Dry clothes were the exception, but everyone voted they won the trophy. The M.Y.C.) skippered her own boat. The 0.0.D. was Mr. A. J. Hugo, Chairman of the M.Y.A., assisted by Messrs. C. Adams and H. C. Whetstone as Umpires, Messrs. Brown and Edgeley as Starters, and Messrs. W. H. Bauer and A. J. Child as Scorers. Competitors and mates were the guests of the S.L.M.LY.C. at tea, which was taken under the trees during the afternoon. At the conclusion the Cup and three by Mr. prizes C. were presented to the winners Adams, of the Y.M.6-m.0.A. The Y.M.6-m.0.A. lent their Club House for this purpose and rendered many services, which were much appreciated. Complete scores are appended :— Ist, “ Reliance”’ (W. R. Bayliss, Brighton and Hove), 40 points; 2nd, ‘‘ Phoenix’ (O. Steinberger, M.Y.S.A.), 37; 3rd, ‘‘ Minnehaha” (H. Jenks, Surbiton M.Y.C.), 36; “‘ Impudence ” (J. E. Simmonds, M.Y.S.A.), 32; ‘‘ Golden Vanitie”’ (F. C. Tansley, B. and H.), 31; ‘‘ Golden Hind” (P. A. Watney, Surbiton), 31; ‘Carina’ (H. Lamb, M.Y.S.A.), 28; “Betty” (F. Borkett, Eastbourne), 26; ‘“‘Sylvia’’ (W. C. Hacking, B. and H.), 23; ‘I Wonder” (Miss C. Harmer, Forest Gate M.Y.C.), 22; ‘‘ Vulcan”? (P. Nash, S. London M.Y.C.), 14; ** Lena” (G. Hemmings, 8. London), 10. A. J.C. time someone dropped or was pushed into the lake. it a jolly night, especially when the prizes were presented by ** Admiral’’ Bob Wright. The vertical greasy pole prize defied all climbers, so the prize went to those who climbed the highest—and they earned it. The lake sides looked like the grandstands at a football match, and surprised everyone who saw it by the immense future possibilities to which the lake may be put. When the A-class men gathered together on September 3 to decide who should relieve Mr. J. Alexander, Senior, of the custody of the A-class Beasley Cup, they found a strong westerly gale blowing straight down the lake at 45 m.p.h. The lake was churned into a rough sea, and the pontoons at the leeward end of the lake had broken adrift from their lashings. It was undecided whether to hold the race, but after volunteers had replaced the pontoons it was decided to start the beats from the north side, as it was too rough on the pontoons. Third suits were carried, with the storm jibs they could find. boats sailed. Racing lasted from 4.15 Five p.m. to 7 p.m., when the boat with the most number of points to its credit at that time was declared to be the winner. The winning boat, ‘‘ White Heather IL,” was owned and sailed by Mr. J. Alexander, Junior. Mr. T. McGreery’s boat, ‘‘ Sir Thomas Moore ” (taken from the lines of ‘ Chloe ’’) was well worth October 1932 And Marine Model Magazine 159 The finishing order was :—* Proteus”? (T. Rat- watching for the easy and speedy way in which she beat to windward, and finished one point behind cliffe), the winner. Oakley), “‘ Ethel”? (A. Chambers), *‘ Fairy *’ (Ash- Eliminating Races are being held at nights to decide which boats are to be entered in the Open 10-Rater Event, which is to be held at Fleetwood (F. Tatlow), “‘ Enchantress ”’ (E. Leech). on September 17. EAST “‘ Aeolus’’ “ Atheling”’ “Sylvia” (L. F. M. B. HULL M.Y.C. SOUTH COAST. “ Humber” (Mr. J. Hobman), 323 ; “Shamrock”? (Mr. Cox), 283; ‘ Astra’? (Mr. Hales), 198; ‘ Quest’ (Mr. Dooks), 171 ; ** Elite ” (Mr. Hulstow), 134; Spenlove), burne Road School), “ Ivy” (A. Ketter), “* Peter ” The club have a tournament cup for Saturday racing for the 10-rater class. The present positions in this competition are :—** Bluenose ”’ (Mr. Swift), 339 points; (T. ‘* Rover” (Mr. West), i07 ; (Mr. Johnston), 82; ‘‘Joan” (Mr. Horrocks), 71: “‘ Ascot’? (Mr. Wilton), 63. Average number of starters in these races is seven. All the boats have been designed by the Hon. Secretary of the Club, Mr. J. Hobman. The club has been presented, by Messrs. Carmichaels, of Hull, with a handsome silver Challenge ‘up to be sailed for once annually. J. H. BRADFORD M.Y.C. The seventh annual race for the “‘ Vernon Dawson’ 6-metres Cup was held on September 10 at Larkfield Dam, Rawdon and proved a keenly contested event. The second suit breeze provided a reach both ways with a possible total of 24 points. The results were :—Ist, “ Edith’ (W. Harrison), 16 points ; ““Progress”’ (S. Brayshaw), 14; ‘ Bluebird” (G. C. Kitchen), 14; Melia” (F. C. Hirst), 12; ** Plover’? (Vernon Dawson), 10; ‘‘Seamew”’ (E. Gill), 10; ‘* Leda” (W. Porter), 8. 0.0.D., E. North; Judges, Miss Gray and J. Whittaker. After the race Miss Lawton, of Huddersfield, who had been an interested spectator, kindly consented to present the Cup. After this ceremony the task of selecting the boats to represent the club in the British 6-metres Championship at Fleetwood was undertaken by an independent committee which finally selected “ Rdith,”’ ‘‘ Plover”? and ‘ Bluebird,’ one of the yachts to be in reserve. J: PoC. DERBY M.Y.C. The race for the ** Preston Jones * Cup for yachts of the 10-rater class was held on the Alvaston Lake There was only the lightest of on August 27. breezes when the boats were started, but owing to changes in the direction of the wind the boats had a turn on all points of sailing. They had a slow journey on the first circuit round the island, but at the half distance “ Aeolus ”’ was leading, followed by “Ivy” and “ Proteus ” several lengths astern. The wind improved on the second round and ‘** Proteus” drew ahead and scored a well-deserved win, beating ‘‘ Aeolus”’ by a couple of lengths. GOSPORT M.Y.C. The club held a race for 6-metres on August 13, the prize being the Sandford Cup. Seven yachts started and the winner was Major Holden, R.G.A. Result :—‘‘ Bambino’ (Major Holden), 21 points ; “Tris” (J. Gunton), 19; ‘Iona’? (W. Shell), 18; “* Kastward”” (F. Crane), ** Fleetwood” (T. Sheldon), and “Myrtle” (H. Day), 11; * Felicite ” (Capt. Allison), 6. O.0.D., W. Halliday; Umpire, Lt. Cdr. W. F. Behenna; and Starter, A. Read. On September 3 the race for the A-class ‘* MacPherson ”’ Cup was sailed. race (W. was F. witnessed. Davey), 21 Six started and a fine Result :—Ist, points; 2nd, “‘ Dawn” ‘ Flame” (A. Jones), 20; *‘ Veronica” (J. Baker), 103; ** Hazel” (N. Clarke), 103; “Peggy” (J. Edwards), 8; ** Ryeland ”’ (W. Cains), 5. The cup was presented to Mr. Davey by Mrs. Baker after the racing. The 0.0.D. was Cdr. Behenna; Starter, Mr. A. Read; Scorer, W. Shell. W. F. B. HOVE & BRIGHTON The Juvenile Gala and M.Y.C. 10-rater race for the Hove Corporation Trophy at the Lagoon on August 20th was a notable event in the Club’s calendar. The juniors were very much in evidence all day long. During the morning on the large lake there were six open races for substantial prizes for classes of boats varying in length from 18 ins. to over 36 ins., and throughout the afternoon these small craft carried on a non-stop regatta for an unlimited number of sweets and toys. Some tiny tots came to the starting line with models 6 ins. long. Altogether there were ninety-eight competitors in these juvenile competitions. At the commencement of racing the Mayor and Mayoress of Hove attended, and the Mayor spoke to the crowd of youngsters who were drawn up in lines with their boats. The formal inspection of this fleet was carried out by the Commodore, Mr. F. C. Tansley, Mr. Meakin acting as Officer of the Day for the Juniors ; Mr. Hacking, Organizing Secretary; Lt.-Col. Dennistoun of the Bedford M.Y.C., and members of the Club Committee. tone News,” At this period the ‘‘ Movie- with their big car and interesting apparatus, were very active in recording scenes and voices ; early in the afternoon, also, the whole mass 160 October 1932 The Model Yachtsman of available boats manceuvred before the camera, the result being that the picture theatres of the country showed the Gala activities in the news films. Thus Hove Lagoon gets publicity and so of Hove, with “ Silvia,” 23 points; third was Mr. Smith, of Eastbourne, with “ Pollyanna,” 21 points. does Model Yachting. next year. The first event of the afternoon was a race between the ‘‘E” (30-in.) Section of the Club models for the Challenge Cup presented by Messrs. Woolworth for the benefit of Hove junior model yachtsmen. This was won by J. Drummond. These ** E” class models are beautifully made and fitted up on scientific lines and form a fine introductory group for those who wish to join the sport. Next the 10-raters (senior models) commenced their contest. There were eight of these boats, selected by a series of preliminary races—two from London, two from Eastbourne, and four from Hove. There was a light and changeable breeze, and all the ingenuity of the racing men was needed to ensure their boats making the course. The Mayor started the first pair under the watchful lens of ‘‘ Movietone.” In the end, after very even racing, the trophy was won by Mr. Simmonds, of London, with With the interest of various clubs so roused there will no doubt be an even more strenuous contest The prizes were distributed by the Mayoress, after the Mayor had handed over the Corporation Trophy to the victor. Mr. P. Tatchell was Officer of the Day for Senior racing. Among the spectators were Councillor Capt. Wales, Lt.-Col. Dennistoun and Lady Carnarvon, and a number of visitors specially interested in yachting. It should be recorded that during the previous week-end a 16-boat team match took place between the M.Y.S.A. (Kensington) and the Hove M.Y. Clubs for the new (perpetual) Challenge Cup, which has been provided for the encouragement of interclub racing. On this occasion the Hove Club proved the victors with an aggregate score of 161 points against 159 for Kensington. The leading boats of the teams scored an identical number of points— viz. “ Reliance”? (W. Bayliss, Hove), 29 points, and “‘ Flying Cloud (A. W. Littlejohn, M.Y.S.A.), ““Impudence,” 28 points ; second came Mr. Hacking, 29 points. HE West of Scotland Club is not only training Model Yachtsmen of the future but is discovering latent literary talent. At any rate, a Junior known to all and sundry as “ Skipper” has furnished very creditable reports of the proceedings Seawanhaka Cup defender was built. May we interpolate here that we find this model runs very true to type.* In a hard breeze to windward she can go like a witch, but otherwise is not too satisfactory. A prominent authority expressed it to us that ‘‘ she is a one day and a one way boat.” Total entries numbered 23, and quite a good afternoon’s sport resulted, albeit the pond was really too small to provide a real test. Result—** Edna,” N. Rodrick, F.C.T. of the Junior Section for the local press. We contemplated reproducing one of these in extenso, but considerations of space have given us pause, and we restrict ourselves to offering congratulations to our youthful confrére. Perhaps some day he may be conducting this page or editing the Times. Johnstone; Who knows ? first, second and third respectively. Provost White presented the the successful Dennistoun Club have been busy carrying out their routine programme, and on August 13 staged a particularly successful race for the Commodores’ 12-metre prize. Mr.’ J. McKenzie’s well-known champion “* Osprey ” carried off the premier honour, and “ Rose’ (John Cairns) secured second prize. The Scottish Association had the pleasure of run- ning a race for the 6-metre class on behalf of the Largs Club, under the patronage of the local Council, on Saturday, August 20. A considerable gathering of spectators graced the proceedings and evinced much interest in the racing. Much general interest was manifested in the “‘ Maida,” the model designed and built by Mr. John G. Stephen on which the West of owners. Scotland; ‘* Mercury,” D. Robertson, and “Susie,” W. Burns, Johnstone— handsome prizes to We are pleased to be able to offer felicita- tions to the Johnstone Club on the feat of their two representatives in carrying away the second and third prizes. Also we have to thank the Largs Club for the adequate arrangements made and the valuable assistance afforded to us in the conduct of the race, and not omitting the very welcome creature comforts provided. We hope the demonstration will lead to increased local interest in the sport. *Article on this model with her lines will appear in our November issue. Advertisements 1 And Marine Model Magazine. October 1932 Title Page and Index, Vols. I, II or III, THE MODEL YACHTSMAN SERIES OF GOSPORT REGATTA POSTCARDS Binding Cases, Vols. I, I or III complete “Anglian,” Price 6d. post free. with Title Page and Index. Also Binding Cases only, Vol. IV. Price 1/6 post free. Binding, Vols. I, I, I1I 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. Back Numbers, post free. Vol. I, Nos. 1 and 2, 1,1; w. (with WwW. J. Daniels) “Astrape,” 3210 (close-hauled ‘from weather) “Astrape,” (close- hauled from leeward) 3235 “Bostonia V” and “Flame” .. 38250 | $280 “Da Shetland Lass,” (close-hauled) “Da Shetland Lass,” No other returns can be taken from either trade or private readers more than eight weeks from date of issue. “Dawn” and “Astrape” … “Bostonia V,” (close-hauled) … “Cuprice” see ay SOIATO” = ives ae a: (dismasted), and “TIolanthe” “Kugenie” … oe. name and address must 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 order to save time, all letters should be 10 sas . 7 9 © Shem QOTF af “Flame,” (close-hauled) … … 3228 =a “Flaine,” (running)… “Herald” 8 = “Flame,” (running) When a nom de plume is adopted, the correct 3224 (with Jain Black, U. S, A) for credit, 1/- per copy. should be addressed to The Editor, and must contain name and address of sender. . “Bostonia V,” 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. 1—3, 7d.; No. 6, 9d.; Nos. 7—12, 7d. Vol. IV, Nos. 1—12, 7d. Vol. V, No. 1 and 2, 1/1; Nos. 3 and 4, 7d.; Nos. 5 and 6, 1/1. Other numbers out of print. Readers having copies of out of print numbers are invited to return same All contributions and Editorial communications 38242 ate 3237 we. 8296 = “Tolanthe” and “Astrape”’ 3221 wee 5 “Kohinoor,” (in heavy weather) “Mersey,” (closed-hauled) 3227 . 3218 “Mersey,” (in heavy weather) “Miss South Africa” … F322 … 93238 “(Queen Bee,” F323 (with G. Bird and Miss Harmer) “Queen Bee,” .. “Turquoise,” … 4 (being turned by Miss Harmer) “Twinkle,” a = . «=246 =. beoo wish “Vi II,” (with broken mast) 3217 clearly marked in the corner with the name of Department and addressed: THE MODEL YACHTSMAN AND Above 2/2 per 3-doz. post free, MARINE MODEL MAGAZINE, or 4/- per doz. post free. GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1, Enlargements obtainable from above pictures. most of Prices on application. Advertisements ii October 1932 The Model Yachtsman BLUE PRINTS OF DESIGNS NOTICE TO READERS. Model Yachts. 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). raised to 12/6, but we can now offer her either as full **Kalulu,”’ by John Morton James. or fin-and-skeg. “Gudrun Elvira,” by Sam O. Berge. **Progress,” by Reg. W. Lance. 10-Rater. any of keel Please be care- ful to specify which is wanted. We “Flying Spray,” by A. W. Littlejohn. of The price of “Babette” designs is now 6-Metres. Half-size Blue Prints above, 12/6 post free. DESIGNS have added to our range ‘leonora,’ a new 10-rater of the the modern *fLeonora,’’ by W.J. Daniels. (New Design). Fin and Skeg. Full-size Prints 21/- post free. This should These 36″ Restricted Class. type boat by W. J. Daniels. is absolutely new and prove a_ designs are big winner. full-size and cost 21/- the set. “Babette I.” Full keel. ‘Babette II.”’ Fin and Skeg. Full-size Plans 12/6 post free. 30’ L.O.A. Model. “Atalanta,” adapted from J. G. Feltwell’s well-known ‘‘Frolic’’ design. Fin-and-skeg. Full-size Plans, 66 post free. Prototype Scale Models. “Lightning.” (Clipper Ship— Donald McKay), by Dick Deadeye. free. Scale lin. = 8ft. 8/6 post Mounts Bay (Penzance) Lugger. Plans of typical boat. Scale lin. = I1ft. 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 post free. 1-Metre Racing Hydroplane. “Flying Fish.” Lance. Half-size, free. Hull design by Reg. W. Sections full-size, 4/6 post Founded by Capt. E. Armitage McCann With an Official Magazine THE SHIPMODELER Beautifully Illustrated Informative Petrol Racing Engine. Under 30c.c. Skingley. for metre hydroplanes by J. Full-size design, 3/6 post free THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. 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. And Marine Model Magazine. October 1932 The Victoria Club staged an open Regatta for Unfortu- 12-metres at Whiteinch on August 20. nately, we were engaged at Largs, but are informed the event brought out some excellent sailing. The card contained 28 competitors, and while the wind was bad and fluky some keen boards resulted. Result—*“ Rose.’ P. Macnaughton, Victoria, ** Mowhawk,” T. Macpherson, W. of Scotland, and * Regulus,” J. Livingston, W. of Scotland, in the order named. It is worthy of note that ‘‘ Mowhawk ” is a “ wee six,” and her owner deserves credit for pitting her against the more powerful class. Com- modore Watt was in charge and the prizes were presented by Secretary W. Watt, of the Victoria Club. Victoria also ran an open Regatta for the 6-metre class on September 3. A hard south-west wind prevailed and at times the squalls reached gale force, giving plenty of thrills for both com- 161 Commodore Todd as Starter, and Messrs. Reid, Leishman, Porter and others as Bank Umpires, all assisting to render the event an outstanding success. The West‘ of Scotland Club completed their MacAndrew Cup race, which carries with it the blue ribbon of the 6-metre class in the Club programme. Capital racing was witnessed. In the early stages * Corona” (H. Wright, a former Scottish 6-metre champion) was quickly prominent, and ‘ Patricia ”’ (E. J. Steven, a new Rodrick design boat) followed closely. In the latter stages the contest developed into a neck-and-neck duel between these two models, both finally returning scores of 36 points. In the consequent sail off ‘‘ Corona,’ ably handled by her owner, took the honour. Mr, E. J. Steven put up a fine performance with his new model, and she may yet secure Championship honours. The had noted Weir design “ Uranus” (Mr. J. Livingston) been sailed two models returned equal cards of 12 points, “‘ Edna” (N. Rodrick) and ‘‘ Adapta”’ (T. Porter). The sail off between these two notable secured third place, and the quality of the racing may be deduced from this fact. petitors and spectators. After three heats opponents was unfortunately robbed of its interest owing to a mis-trim on the part of ‘‘ Adapta’s” skipper, which allowed the West of Scotland boat to win easily. “‘So So” (J. McKenzie, Clydebank) secured the third prize, so the honours were well distributed. The $.M.Y.A. carried through the race for the 12-metre Championship of Scotland on the Dumbarton waters on August 27. Fortunately the weather conditions, which were most unpromising prior to the start, cleared up and gave a steady sailing breeze accompanied by pleasant sunshine throughout the duration of the contest. The entry brought out representatives from eleven of the Associated Clubs, a much smaller number than is usual due to the prevailing industrial conditions mitigating against distant Clubs incurring the expense of sending forward competitors. A keenly contested race ensued, however, and those present enjoyed an interesting and instructive event. After each of the entrants had met all the others the result was declared in favour of the model “Jennie” (Mr. J. Cunningham, of the Victoria Club), with 30 points. The close nature of the race will be appreciated when it is mentioned that the full number of points obtainable was 40, and that the runner-up had a score of 26, the third 24, two competitors had each 22, and the others in like sequence. We presented the Lipton Cup, which goes with the Championship, to the successful owner with congratulations, and thanked the officials for their assistance in running the race, as also the ladies who had so kindly provided refreshment during a break in the sailing. Secretary MacPherson, S.M.Y.A., conveyed the thanks of the Association to the Dumbarton Club for the use of their waters, and Commodore J. Todd briefly replied, assuring all Model Yachtsmen of a cordial reception at any time when visiting the district. Efficient service was contributed by Mr. Maclellan as Judge, The Paisley Club Regatta for 12-metre was carried through at Barshaw Park on September 3, when 28 competitors lined up for the attention of the Starter, Mr. A. Robertson. A strong south-west breeze was conducive to some very fast sailing, the course set providing for reaching conditions. Four heats were completed, and on the score being called four of the the fleet were found to have the full 16 points. A sporting finish was decreed by the sailing committee decision to sail all four in one board to settle the prize list, and much enthusiasm developed while this final was in progress. The Models held well together, and very little divided the individual boats as they approached the winning flags. A thrilling finish gave ‘* Naushabad’’ (Commodore Perry, Clydebank) first prize by a bare half-boat length from ‘“ Swallow” (R. Crosbie, Dennistoun), and “Iris” (Mr. Devine, Johnstone) secured third place. Mr. G. W. K. Rodrick, West of Scotland, was runner-up with his well-known “Sybil.” Commodore Russell, who was in charge, commented on the enjoyable nature of the racing, and Commodore Perry returned thanks for the competent arrangements made for the comfort of the visitors. Secretary Muir presented the prizes. The West of Scotland Club staged an open event for 12-metres on September 10, and the occasion proved one of the most interesting and successful regattas we have attended this season. Not so much in the number of entries, 25 models faced the flags, much less than usual for this fixture, but the sheer quality of the racing and the thrilling duels between some of the leading “cracks,” together with the clean sportsmanship displayed throughout, made an exceptional impression on us. Sailing keel to keel with her bigger sisters, Mr. Porter’s notable ‘‘ wee six” ‘‘ Adapta”’ gave some of them close runs and actually took points from “Regulus”? and ‘ Brannan”—no small feat. Although she lost all her other boards, she always 162 The Model gave her opponents something to do, and Mr. Porter was visibly and justifiably delighted with his afternoon excursion. Then Mr. Macpherson, of the W. of Scotland, put a new McGregor designed model into the water which quickly proceeded to show a clean stern to her rivals. This model, * Una,” is the most promising production we have seen for some time and was considerably faster than any other competitor. The wind conditions October 1932 Yachtsman with the second prize it detracts nothing from her showing, and was due more to one of those inevit- able misfortunes which will crop up at times. This is not to minimise Mr. Stewart’s win, which was undoubtedly well deserved. “Sunbeam” (W. Bonham, Dennistoun) accompanied the two W. of Scotland boats into the prize list with third place. Mr. Hunter as Starter and Mr. McLellan as Judge, together with several other gentlemen as Umpires, were hard with some heavy squalls giving a close rendered us efficient assistance in conducting the reach, almost a beat at times, and if race. The presentation of the prizes concluded a red-letter event in our Model Yachting history. Answer to Correspondents and several (im)pertinent enquirers.—No, we have no intention of taking a course of study of the. Poets, and we are not Scottish only by absorption. “Una” duplicates her performance when under less strenuous weather we consider she is likely to prove the most notable production where of recent years. At the end of the afternoon she held full points, as did also Mr. A. J. Stewart’s ‘‘ Ellora,”’ and while “* Una” lost the subsequent sail off and had to be content THe Scottish COMMODORE. A FINE EXAMPLE OF A FLASH STEAM LAUNCH. HE launch known at Metro- to an involuntary stop through the propeller being politan Regattas for her consistent perform* ances and straight running, but many of those who have seen her in action have not realised that she is driven by a flash steam plant. This is due to her great reliability, and the absence of noise and fuss with which she runs. “S55” is well fouled by weed or for any other cause, the lamp is The plant which drives the boat was originally installed in a metre hull, and on her trial trip she realised a speed of 203 m.p.h. The plant consists of a single cylinder engine of 1” bore by ?” stroke. Steam is supplied by a flash steam boiler consisting instantly extinguished, thus obviating any possibility of burning out the tubes or otherwise damag- ing the plant. The present hull is the result of considerable experiment, and is about the twelfth one which has contained the plant. It is considerably larger than the first hulls, and has reduced the speed to approximately 15 m.p.h. This is, however, exactly what the owner requires. of 12 ft. to 15 ft. of }” steel tube fired by a single burner blowlamp. The container is made of copper The dimensions of the boat are L.O.A. 69”, beam 12”, and 16 lbs. displacement. Examining the foil bound with piano wire, well tinned and painted. photograph of the boat, it will be noticed that she It is, of course, strongly stayed longitudinally. It should be added that the container is installed well forward in the boat to be far away from the flame. The controls can be seen on the deck in the photograph showing the installation of the plant. has an absolutely round nose. the palm of the hand, where a sharp nose might injure the person who stopped her. She has a knife-like stem with a slightly rounded forefoot. A long straight keel continues back to the step, and very greatly to the remarkably straight running which is such a marked The milled knob forward is the pressure release. The filler cap with wings for turning comes next. undoubtedly contributes The second milled knob controls the main stop valve for the fuel. The fourth item is the fuel feature pressure pump. of her performances. The chime rises practically straight from the step to the nose of the boat. So effective and flexible is the control of this boat that she has been run at speeds varying from The object of this is ease of catching and handling, as it just fits into The bow sections are a hollow steep V that gradually straightens out and becomes shallower towards the step, where the section is a shallow V. 2 m.p.h. to 22 m.p.h. The after plane is an inverted V hollow section, which rises towards the stern, the V_be- One is accustomed to seeing owners of model hydroplanes producing cycle pumps and all sorts of gadgets to tend their craft, but in the design of light tin plate bent and soldered up, being beaten of this boat Mr. Vines has deliberately made her entirely self-contained, and blowlamp pump. including her feed pump Thus all that is required to run her besides the boat herself is a supply of fuel. One of the most interesting arrangements of this boat is the arrangements for ventilating the blowlamp. The ventilation is entirely dependent on the forward motion of the craft, and should she come coming much more pronounced. The hull is built to moulds where necessary. She has several won occasions, competitions. We are the straight besides indebted to a Mr. 100-yards number J. of Vines race on steering for the photographs appearing on the opposite page, also for the information on which the above article is based. October 19382 And Marine Model Magazine. A close-up of the boat showing the plant and controls. WORKINGTON The club has had a successful series of races during the summer and the old 1730 tonnage rating rule has worked well for a commencement. Races are held every Saturday afternoon but the fleet of models which now numbers fifty are of various types which makes it difficult to introduce a more modern rating rule. The sport is, however, taking good hold in the district, and the club is encouraging beginners to go in for up-to-date boats so that it may be possible in the near future to adopt a more up-to-date rule. On August 27th, the club paid a visit to Keswick and held a race on Lake Derwentwater. Unfortun- M.Y.C. ately some members were unable to be present, and only twelve boats started. The club was fortunate in getting permission to start the race from Derwent Isle. A fresh N.W. wind with bright sunshine made conditions ideal and all present had a very enjoyable day. The boats were run in two classes over a course laid down by the Commodore, Mr. A. V. Hannah and resulted as follows: 25-tonners. Ist. (A. Armstrong); 2nd. “Jester,” (J. ‘Teutonic,’ Rothery); 3rd. “Swan,” (H. M. Routledge). 15- tonners. 1st. “Mavis,” (P. Nelson) ; 2nd. “‘Maureen,”’ (W. Sheppard); 3rd. “Black Cat,” (H. Fielding). TELR, 164 The Model October 1932 Yachtsman THE BEACH YAWLS OF EAST ANGLIA. By F. C. TAns.ey, Commodore, Hove and Brighton M.Y.C. (Continued from page 136). I HAVE received requests for further details from readers of my articles on the Beach Yawls. It should be clearly understood that these boats were not used for fishing, but only for the speedy special services already mentioned. Very little dead ballast was used in light weather ; the crew were freely moved about as ballast, being grouped, for example, near the mizzen mast for down wind work to keep the sharp bows from burying. For my 10-rater yawl I find it good to use some shifting lead ballast in the same manner to counteract the griping and burying tendency in squally weather. To reply to definite queries : The end of the iron bumpkin forward was fashioned into a hook (not a swivel) which was put through the tack cringle of the foresail; the tack was not kept down by a tackle or purchase. When reefs were taken the tack was unhooked and the bumpkin hook was put through the appropriate reef cringle. The single sail halliard was untarred hemp and fastened on to the ring traveller which hooked to the yard by asingle strop ; the halliard ran through a sheave about 18 inches below the mast head, was set fore and aft in the mast, and had a guntackle purchase on the fall, the top block travelling up and down and the lower block being fastened by a short rope with hook to a ring on the floor of the boat ; the traveller was prevented from rising after the sail was taken off by a short rope fastened to a pin on the thwart to which the mast was secured. The masts were not set in tabernacles, but dropped into a shallow hole or step secured to the keel of the boat and closed by a small pivoted block of wood ; the masts were not hinged through or pivoted the keel ; at the thwart they passed through a semicircular gate which closed with a pin. The mizzen mast was rarely lowered, even when the boat was standing on the beach in winter—it went forward when it had to come down; the foremast was usually partly lowered aft to reduce strain to the boat when on the skids—about October a short storm foremast replaced the long foremast for the winter work. Man power was plentiful, and the masts were so light that lowermg or changing them when on the beach was not troublesome—the sail halliards were carried specially to ring bolts at the stem or stern to aid hand control in lowering the spars, and for additional security the traveller control cord was carried to an appropriate cleat to assist the halliards. The masts were usually kept in position because the ideal was instant service and in heavy weather two or three “wet shirts’, or launches, a day were not unusual. The number of shrouds varied, usually one on each side of the mizzen mast was permanent because the sail was set inside these shrouds, and a third was shifted to windward as an extra support. The foremast as a rule had two shrouds always kept to windward to allow of the setting and play of the sail ; the foresail was always kept very flowing, but a shroud to leeward would have been an embarrassment when sailing and when lowering the sail. A ‘“bur- ton’”’ was a single rope, without tackle, used to supplement the shrouds e.g., on a broad reach, when it was led well aft from the top of the fore- mast. The shrouds were tarred hemp, and their purchases ran through blocks. This purchase seems to have been on fairly uniform lines for those days, and is clearly shown in the sail plan and photos; the lower block was at a good pulling point above the gunwale, the fixed end of the purchase rope was looped to a hook inside the gunwale when movable (as for the foremast) or to a ring bolt when permanent (as for the mizzen), and the loose or pulling end was taken round a cleat. There were no chain plates proper outside the boats for the shrouds. The mizzen sheet passed single through a block at the end of the outrigger and had a block tackle on the tail to facilitate the varying of the sheet from the after platform. The oars had neither rowlocks nor thole pins in the yawls, but worked in square notches in the wash- boards; these oar holes had small shutters sliding in grooves which were put in when sailing. In the gigs thole pins were usual, as there was only a short wash board forward. Most details have now been covered ; but I should be pleased to answer any further questions to the best of my recollection. There are many good tales of yawl work. I have a photo of the fast “Bittern” of Southwold which I took in August 1914—she was the last of the famous ones and was then falling to pieces on the beach. The “Happy New Year” of Lowestoft was purchased by speculators for the Scarborough summer tripper traffic, but on the way there encountered a gale off Cromer, broke her tow-rope, went alone into the North Sea gale, and was heard of no more—a romantic and far more appropriate end for such an old storm warrior. We have received a very interesting letter about the Beach Yawls from Mr. G. Colman Green, which will appear in our next issue. Editor, THE M.Y.& M.M.M. October 1932 And Marine Model Magazine 165 MAKING FITTINGS AND OTHER METAL WORK FOR MODEL YACHTS. (Continued from page 109). ITH the hack-saw or fret-saw (both of these being easier than tin-snips), cutan oblong piece of fairly stout gauge sheet brass about }” by 1}” and round off the corners with a file. Drill a hole in the centre large enough to exactly fit the ruddertube, but as the washer is to be at an angle and not horizontal, this hole will have to be broached out further (in a fore-and-aft direction only) to enable the washer to fit flush on top of the keelson. The long way of the washer, of course, goes fore-and-aft. When this has been fitted, put a screw hole through the washer on each side (one forward and one aft) of the central hole. These should clear a No. 3 or 4 screw, and need not be countersunk as a round-headed screw is used. Tin the top of the washer round the centre hole and put into position in the boat. The washer and tube have now to be soldered together. It should have been mentioned that the only job for which the plumber’s solder is used is anything to do with the lead keel where its low melting temperature is an advantage. For work on brass use a fine soft solder with a high melting point. Put some Fluxite round the place to be joined, seeing that the work is scrupulously clean, and if necessary rubbing bright with emery cloth first. Bring the soldering iron to the right heat and carry a nice blob of solder to the work. As it gets hot round the joint and the flux melts, the solder can be run. Get enough solder on the work but not too much, and smooth it neatly round, seeing that it runs properly into the joint. As the surfaces have already been tinned, this should not be difficult, and an expert would not trouble about the preliminary tinning. The next metal working job in model yacht building is the rudder-post (see fig. 2). This should be long enough to seat on the rudder pintle and project about 3” above the deck. Both this and the rudder-tube must of course be dead straight, and though it does not fall under the heading of metal-work, attention should have been drawn to the need of great care in lining up when the tube was fitted. Having cut the brass tube for the rudder-post to the right length, see that it is a slack fit in the rudder-tube and ease with emery cloth if needed. Take a short piece of brass rod that is a reasonably close fit inside the rudder-post and cut off two bits about ?” long for plugs for the ends. Clean these up well and tin as previously explained. Take a tiny rat-tail file and clean the inside of each end of the tube that is being used for the rudder-post. Put a little Fluxite up one end of the tube and insert one of the plugs. Heat the whole end of the tube in the gas flame until the solder flows, take out of the flame and allow to cool. It will be found that the plug has now been securely sweated into the end of the tube. the other plug into the other end in a similar way. Sweat The bottom plug has not to be drilled with the hole for the pintle for which it should be an easy fit. About 2” deep will suffice. This hole should be exactly central, and is started by making a pip with the centre punch. The pip of course locates the hole and prevents the drill from skidding all over the place. The rudder-post must next be drilled for the holes for the }?” No. 1 brass screws that attach it to the blade. These are countersunk. The blade has a groove filed down it with a rat-tail file to accommodate the post, which is bedded in white lead paint or varnish. The heads of the screws are filed off level after this is fixed. The only other soft soldering jobs about a model yacht are when a pintle plate is fixed on a boat that has her lead keel extending to the heel of the rudder, and splicing eyes into wire rigging. Both of these will be mentioned in due course, but the next job and in fact every other metal working job about a boat must be silver soldered. a The materials required for silver soldering are piece of silver solder which is purchasable in S| pue S | PINTLE FIG. 3 i PLUG FIG. 2 Flg. 4 166 The Model Yachtsman sheets about 4” thick. The solder should contain about 2 parts silver to 5 parts brass, and is known as German Silver Solder. The flux used is a paste made by grinding a lump of borax with water on a piece of clean slate. The parts to be soldered together must first be filed up clean and bright. Though it is not absolutely necessary to heat first it will probably be found helpful especially if the metal has been lying about some time. When the metal has been brought to a dull red, drop it into a jar of “pickle.” This pickle consists of 1 part of common sulphuric acid in 20 parts of water. Beware of splashes as they may be painful and if they go near the eyes highly dangerous. Whether heated or not, it is necessary to pickle the parts before use. After pickling do not touch with the hands near the parts to be joined as the grease from the hands prevents the silver solder taking. The implements needed for silver (or hard) soldering are a suitable gas jet, a mouth blowpipe, a camel hair brush and a spatula. The latter implement can easily be made from a piece of stout Some pieces of charcoal or scraps of fire brick are required also iron wire by flattening out the end. some iron flower wire to use for binding the parts that are to be joined. The pintle for the rudder is made from a slip of brass and the actual pintle of a piece of hard German silver wire (see fig. 3). The plate is cut out and two countersunk screw holes drilled for the screws that fix it to the bottom of the keel or skeg as the case may be. A hole has also to be drilled to take the pintle. The wire used should be about 3” and the hole for it must carefully be drilled at the correct angle to take the heel of the rudder. The brass sheet for the plate should of course be stout to avoid bending. to work away from the joint on the part of the molten solder must be corrected by means of the spatula. Be careful not to confuse the fusing of the borax with the melting of the silver solder. When the werk is almost cool it is again dropped back into the pickle. After this it is cleaned up with small files as needed. The wire forming the pintle is now adjusted for height being trimmed to a height that just keeps the heel of the rudder from taking on the pintle plate. The part to be soldered is well coated with borax to form a hearth and the fire brick or charcoal built up round it to concentrate and intensify the heat. Bits of the solder are put on the work close to the joint and more paste over them. The flame is now brought to the work and gently blown on the parts farthest from the joint. When this is warmed to a dull red, the heat is gradually increased and brought closer to the joint and the silver. The heat should not be too sudden or the flux will boil up and throw the silver away from the joint, but if necessary these bits of silver can be pushed back with the spatula, or the wet camel hair brush. It should have been mentioned that the brush is moistened with the flux and used to put the little square of silver in place. When the borax ceases to bubble up, increase the heat until the solder runs, give a little extra heat so that it runs well into the joint. Any tendency The top of the pintle is rounded off, and if the rudder does not swing easily on it the hole in the rudder-post enlarged somewhat. If the boat is a keel boat with the lead coming down to the heel of the rudder, the best method of fixing the pintle is to cut a slot in the lead with a hack-saw (see fig. 4). This should be a tight fit for the pintle plate, which is tapped into position. The plate should be slightly narrower than the lead so that the brass is slightly lower than the side of the keel. It is then soft soldered over. If for any reason it is necessary to put a screw hole rather smaller than the screw is bored to the full depth. An iron wood screw into lead, a is then well greased cutting a thread in and screwed right the lead as it enters. home, This screw is then withdrawn and a brass screw of exactly the same size put into its place. The reason of cutting the thread with an iron screw first in this way is that the brass screw would probably bind in the lead and break off whilst inserting it. ese eo @ 6 os fo} ta om After pickling the wire is put into the hole. In this instance the fit should be tight and so wiring is unnecessary. The silver solder is now cut into smal] pieces and that also is pickled. paste, and the work put on a suitable piece of iron October 1932 Oo oe 2 <> 2) FIG We now come to the manufacture of steering gear, deck and spar fittings. Some of the simpler fittings might be tackled first. The jib-rack is a very simple affair to make but takes a little time (see fig. 5). The length of this depends on the size of the boat, and the foremost hole should take the jib in its correct position for the most forward position to which the mast can be put In this connection without remeasurement being necessary. reference should be made to the rating rules of the class to which the model belongs. The rear hole should be the correct position for the jib of the smallest suit of sails. The distance between should be divided by holes. The holes should be spaced ” apart, and the pips can be put on with the centre punch and holes of a convenient size drilled. The rack should be supported by three feet or plates with screw holes taking No. 1 round-head screws. When the rack is made and feet ready to be put on, they October 1932 And Marine Model can be wired into position and one after the other hard soldered on. In wiring into position the thin flower wire is used and prevent the parts slipping about during soldering. When all the soldering is complete it is taken off. When the first is on it can be protected from the heat of putting on the next one by being wrapped with a wet piece of rag, or a bit of clay. Spinnaker sheet hooks require no remark except that the hook part is made of hard German Silver wire (see fig. 6). Proper gunwale eyes (see fig. 7) are beaten up with a steel punch using a lump of lead as a matrix, but failing this the amateur can make a strong job by hard soldering an ordinary screweye into a fairly thick brass plate, the screweye is cut off underneath after soldering (see fig. 8). A still stronger method is to cut the screweye off a fraction longer than is required to go through the plate and put the whole thing into the vice and with taps of a light hammer burr the bottom of the screweye to form a rivet, and then silver-solder on the top afterwards. A good amount of solder can be run round the eye to fill up between it and the plate somewhat. This is all filed up neatly afterwards and prevents Jodgment of lines. Magazine. In making a mastband, cut a strip of brass to the right size, bend up the ends for the bolt after drilling the holes. These ends can be tapped to the bend with a light hammer and holding the band in the vice. The hole for the eye is drilled, and the band bent to the circular shape to go round the mast. Do not bend it round the actual mast as it will mark this, but use a piece of wood of the correct size. The hook is hard soldered into position (see fig. 9), being made of German silver wire. The making of a gooseneck and socket for the boom requires a little explanation (see fig. 9). Take a piece of stiff cartridge paper and with the scissors make a template of the shape required to bend up to cut out the ferrule or socket. Then from a bit of thin sheet brass cut out the shape. Using a spare piece of wood as a mandrill tap the sockets into shape. If necessary an end of brass can be filed up to fit, but do not make this any thicker than is absolutely essential on account of the weight. The gooseneck is made of the German Silver wire, hard soldered into place. The eye underneath is also hard soldered into position. The secret is of course to wire everything firmly into place before starting to solder. FIG © OLDER FAG. 8. One point that has not been mentioned is that soft solder should never be brought near a job that is to be hard soldered as if there is the least trace of soft solder the silver will not take. If any part that has been soft soldered is to be silver-soldered afterwards, file off every trace of the soft solder before attempting the job. x Jib ferrules are similarly made (see fig. 10). 6 FIG. <> 167 10 The ordinary plain horse is easily and simply made with brass feet, the horse itself being stout German Silver wire (see fig. 11). When a jockey is fitted, the jockey has to be made first (see fig. 12). The shape of the metal for the shell is cut out of cartridge paper first, and then from sheet brass. Holes are drilled and the eyes soldered in and finished up before the shell is bent to shape. It is then bent to shape using a piece of iron or other metal to bend it over being lightly tapped with the hammer. The edge of an old screw driver can be made to serve for this purpose. The sheaves of the jockey are then turned up in a lathe or small pec] ah FIG 9 Al r=) © © Fig 141 October 1932 The Model Yachtsman 168 suitable sheaves (grooved) can be bought. The sheave should be a slack fit in the jockey as regards width and the pin should also be very easy, so that it turns easily. The pin can be brass wire riveted up to form a head, but to avoid this drawing up | tight on the sheave during the rivetting, put a thin slip of brass between the sheave and the shell. This is pulled out afterwards leaving the jockey sheave running freely. (T’o be continued). READERS’ MODELS. In sending us illustrated below, the photograph of the model her maker, Mr. J. W. Marsh writes :— “Being a subscriber to THE MODEL YACHTSMAN, I was wondering whether you would care to publish a photograph of my model of ‘Cutty Sark,” which I made on my last two voyages of my last ship, the s.s. “Shakespear.”” I may say that it is a one-sixteenth scale model. Mr. Marsh’s previous models are well remembered by us and we had the pleasure of a chat with him about his work on one occasion. He is heartily to be congratulated on this beautiful little ship. The model is correct and complete down to the smallest detail, and in our opinion just what a sailing ship model should be. * * *K * She is 17” overall, her weight is 43 0z., and she has 330 blocks. She has all the running rigging that is in a ship even to skysail buntlines. The running and standing gear amounts to over 100 yards. I have won silver and bronze medals at the M.E. Exhibitions, 1924 and 1927.” Next month we are publishing photographs and particulars of models by Mr. John R. Rea of Goole and Mr. Leonard G. Hulls of Rax Chidham. We intended to publish these this month but have been obliged to hold over owing to demands on our space. Photo: Chas. H. Farmer, Barry. Model of Clipper Ship ‘‘Cutty Sark.’’ Made by J. W. Marsu. 169 And Marine Model Magazine. October 1932 The Editor accepts no responsibilty for opinions expressed by Correspondents. Letters intended for publication must be brief and to the point. They should not exceed 300 words in length and must be written on one side of paper only. Correspondents are requested to read our note on this subject which appears elsewhere in this issue SPINNAKERS. Sir, Regarding the articles on spinnakers, the enclosed photograph shows a 6-metre model under a kind of balloon spinnaker. The sail is gored in order that it may fill out in a spherical fashion ; it was made by Mr. Drown to my sketches. This experimental sail extends from the spinnaker boom round outside the jib to within an inch or two of the spinnaker hook on the other side. The jib can bravely when the wind was strong enough. Unfortunately the snap was taken in a light patch; when the sail was really pulling I had enough to do to row after the model without thinking about photography. Omniscient people tell me that this sort of sail was tried and given up many years ago, but I think the sails referred to were not properly gored. Be that as it may, experiments are not the least interesting part of model yachting and _ the spinnaker affords scope for the ingenious. move freely within it. I am, etce., When the photograph was taken the model was J. A. STEWART. running before a light to moderate wind on open water. It ran from shore to shore. about a mile, without giving any trouble, and the sail filled out We published two articles on Spinnakers in our July issuwe—one by Eldon H. Trimmingham, the crack Bermudian 6-m. helmsman, and the other by our con- tributor “‘Mogador.’’—Editor, The M.Y. &: M.M.M. MR. J. WHITAKER’S CHALLENGE “ BABETTE” TO OWNERS. Sir, ‘ With reference to your note in your July issue, asking for a central water for a match between Bradford and Farnborough, it is my pleasure to inform you that my club has decided to offer our water for this event, and we shall be glad if you will convey this offer to the two clubs concerned. If they decide to accept will you please let me know, that all arrangements can be made as early as possible. There is also a possibility of our providing a suitable prize for the winner in the event of the race coming off at Birmingham. Yours faithfully, C. E. LEMON, Hon. Sec. City of Birmingham M.Y.C. Photo: J. A. Stewart **Clutha,’’ 6-m., on Lake of Menteith, with balloon Spinnaker. [Readers will remember that Mr. Whitaker challenged any club having a team of three models from our “* Babette”’ design, to meet the Bradford Club’s team of three models from a design by Mr. Sam Berge, the well-known Scandinavian Model Yacht Designer. He was answered by Lt.-Col. F. Moffitt, of the Farnborough Club, which has four boats from the lines of “‘ Babette.” Mr. F. E. Matthews, of the M.Y.S.A., Kensington, also wrote stating a desire to 170 October 1932 The Model Yachtsman meet the three Berge 36-inch boats with three from a design by Mr. A. W. Littlejohn. We hope that in view of the sporting offer by the Birmingham M.Y.C. a match can be fixed up. May we ask the parties concerned to get into touch with Mr. C. BE. Lemon (33, Jaffray Road, Erdington, Birmingham) direct ? Ed., The M.Y. & M.M.M.) EARLY MODEL YACHTING. Sir, In view of the statement on page 10 of Messrs. W. J. Daniels and H. B. Tucker’s “* Model Sailing Craft’ as to the antiquity of model yachting, it may be of interest to your readers to know that in 1840 there was a model yacht club formed by the frequenters of the Serpentine—authority: ‘‘ The Yachting Monthly Magazine,”’ Volume IT., page 319. Apparently the sport had flourished for a considerable time before then, and it was only when the models used—‘*‘ the fashionable length was from 6 to 9 ft. measured overall *—became too unwieldy for easy transport to and from the Serpentine that the club, with a boathouse in later years, was formed. Also in Edwin J. Schoeth’s book entitled “ Sailing Craft’ (an American publication), the reader will find a copy of a letter written by Benjamin Franklin in 1768 describing the use of models in ascertaining the effect of the depth of water on the speed of a vessel. These two references are not intended as the results of an exhaustive research into the ancestry of model yachting, but are merely offered as the fruit of coincidence, both having been discovered within a few days of reading *‘ Model Sailing Craft ”’ and entirely by chance. Yours faithfully, H. CLOVER (Paymaster Lieutenant, R.N.). Royal Western Yacht Club of England, Plymouth. BRITISH EMPIRE A-CLASS CHAMPIONSHIP. Sir, The British Championship Races which concluded at Gosport on July 28th, were sailed under weather conditions the worse experienced in recent years. Storms, heavy rain, and _ shifty winds were experienced throughout the proceedings. In these circumstances many of the individual heats provided rather susprising results. On more than one occasion boats, which in previous heats had displayed no intention of being dangerous, unexpectedly suceeded in snatching points from one or other of the leading boats at the time, confounding previous opinions formed of them. With a fleet of over thirty competitors, however, such incidents may reasonably be expected. Year by year the entry list grows, which is all to the credit of the promoters, and one cannot disregard the interests of many of the competitors who make this the-occasion of their annual holiday. To them, and to their credit, they regard it as purely a sporting function and means of healthy recreation. They have no aspirations probably, and no desires possibly, of attaining to the honour of defending the Y.M. Cup, but they do certainly desire to have all the opportunities of sailing during their short stay. To this end the arrangements of four days racing, covering the whole fleet, provides what is necessary, but to my mind does not constitute a sufficient or adequate test as to which is the proved best boat to represent Great Britain in the International Races. Some further test would appear to me desirable. I suggest therefore, that an elimination of all except the first ten leading boats, and also the scores already made by them, should be made after the first four days of the Meeting. Devote the remaining two days of the week, Friday and Saturday, to a two round contest of these ten boats. This method will provide an adequate test of one boat’s superiority over another and will allow claims to hard luck, or accident experienced preliminary round, to be justified o1 refuted. competitors will then have had the in the These chance of meeting their respective rivals on three occasions during the Meeting and the ultimate winner fully justified in his claims to be regarded as champion. Incidentally a more interesting spectacle will be provided for spectators, some of whom can only be present on the Saturday, and they will then have the opportunity of witnessing the most entertaining day’s racing of the week. The International Races could be confined to Monday and Tuesday of the next week, which should be quite sufficient in view of the small entries we have received of recent years. Perhaps the Regatta Committee will deem these few suggestions worthy of its consideration when arrangements for next year are being made. Iam, Sir, Yours faithfully, A. J. CHILD. Hon. Secretary, South London Model Yacht Club. Further correspondence on various subjects is unavoidably held over until next month. Printed and Published for the Froprietors by H. G. STONE, ‘’own Green, Wymondham, Norfolk. October 1982 And —— ——EE SALES TRADE —— AND IN THIS Model Magazine. OUR LIBRARY BOOKSHELF WANTS. ADVERTISEMENTS INSERTED Marine —————— ARE NOT COLUMN. Model Sailing Craft and Cube Roots. Model Sailing Yachts. Model Power Boats. Advertiementse for these columns must be acocom- and addressed to the Advertisement Manager, “The Model Yachtsman,” Golden House, Gt. Pulteney St., London, W.1. Ship Model-making. Announcements must reach these offices not later than the 10th of the month preceding the month of issue, In advertising Boats for Sale or Wanted advertisers should state, Vol. I. These will be classified wunolassed Models, and SALE. L.O.A. Fine workmanship. Excellent for seaside club ortownclub. Sails by Drown. F. E. Mathews, 59, Artesian Road, W.2, Daniels design. A-class model. Robertson post free. Clean as new. By Robt. Kipping. Rodger, By Robt. Kipping. 2ls. Od. By I. C. Bowen. COMPLETE SET, Volumes I, II, III, IV. For club library. Newly bound. £3 10s. 0d, post free. AN ADVERTISER WRITES: Be pi 6/- As i. 12/6 Please add 8d. postage to all books not over 6/- in price, and 6d. postage for larger books. Foreign Postages extra. 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