The Model Yachtsman and Marine Model Magazine: Volume 5, Number 9 – December 1932

S GABE PEE” QAR AND MARINE; MODEL MAGAZINE VOL. 5. NO. 9. Sagnnth of onde Mbath. Editorial … DECEMBER, Pie 199 Model Yacht’s Long Votede: 260 Coastal Schooners ois een SOR S. London M.P.B.C. … .. 204 Rigging and Sailing Model Windjammers ee Vane Steering Gears. wes 205 209 Exhibition at Science Museum 211 10-Rater ‘‘Bluenose’’ … .. 212 News of the Little Ships … 214 Our Scottish Page… . BELG (6-m.) Sailplan… 217 ‘*Fredith,’’ The Grayson I.C, Engine … 219 Making Model Yacht Fittings 221 Local Knowledge and Gosport 222 Readers’ Models nak ‘2 223 Correspondence… = y22 225 ae=rw 7) PUTESINGUREREIECT IR CAL CLS tat Be THE MODEL GOLDEN . SRE Ras=i WZ, YACHTSMAN HOUSE, GT. AND MARINE PULTENEY MODEL STREET, MAGAZINE, LONDON, W.}. 1932 The Model E. GRAY & SON, Ltd.| THE “GRAYSON” SPEED va BOAT PETROL ENGINE B 4 December 1932 Yachtsman This engine is designed on the existing models produced by Mr. F.N. Sharp. 13” bore. 13” stroke. 25 o.c. or lis’ bore. lis” stroke 30 c.c. Weight 4 lbs. 4 ozs. Complete Air-cooled Engine£6/10/0 Full Set Castings with rine Print . i6 White Heather Yachta T GROUP 12/6 to 29/6 S GROUP 42/6 to 72/6 R GROUP 4 to 10 Guineas 10 Raters; 6 and 12 Metres; A-class. Full Set Castings with Bue Print &allsized Material, SPECIAL Piston Rings, Nuts i Screws. Timing Gear W.-M. Bearings, etc. “‘£1/12/6 NICKEL PLATED RIGGING SCREWS The only additions required to build a complete engine \, S\ =| are Sparking Contact client’s request. 24 ins. long. Breakerand Carburettor. We can machine any part of this my engine fy Plug, at Right and left-hand Screwed. Sets in part Eiectron.5/-extra Fittings When ordering Engine or Casting please state whether 25 c.c. or 30 ccc. is required, PRICE LIST FREE TO ALL cost any parts : and We can supply at small extra APPLICANTS. machined. ‘ «+ Price £7/5/0 New Trembler Coils, 7%” spark 4 See waterproof . New Trembler Coils, in wood case Spars : Sails Accessories J. Alexander & Sons, This Modelcan bereduced to wks 4ozs. for Model Aircraft work Spares. New Trembler Coils,%“spark, T4ozs. oy scngealagt Price 1/- each Send for List. Our New Super Model in Electron with Iron Air-cooled Cylinder, weight 3 lbs. 8 oz. LINE ee 6 17/6 Trembler Coils, 12 ozs.. Low Tension ‘Accumulators 6/0 Model Yacht Builders, Petrol tanks, 24 43×23 ¥ Special— 3/8″ Float Feed Carburettor … . 12/6 ASHTON, PRESTON, Lancs. teak case : Sparking Plug. 12 m/m ozs., 7/6 … Prices for Machined Parts and all Accessories are given in our List ‘’P,” which includes also a constructional article by the designer, and will be sent post free wpon request. , 18-20, CLERKENWELL ROAD LONDON, E.C i W. G. PERKS, MODEL RACING YACHTS | FIRST all sizes. 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. SAILCLOTH Waterproof Light Strong Unshrinkable AL PINE 1/8in. thinkness for Decks a speciality. THE MODEL YACHT TIMBER SUPPLIES, REASONABLE. s ‘ MODEL YACHT SAILS. Borough Road, §&.E.1 a” Waterproof Glue | Also Heat and Acid Proof. Carefully designed and adjusted. No more sewing joints. A permanent and solid waterproof Craft. Of the BEST UNION SILK, Breaking strain in wooden joints, moist and normal, over 1,100lbs. per sq. inch. RECOMMENDED BY THE MODEL YACHTSMAN Fittings and Accessories Supplied. Tin containing 20z. 8d., or 4lb. 2/1, post free, from CAINS, Test Waterproof Glue, Sailmaker, 7 KING’S ROAD, GOSPORT, HANTS. | 45, 2 a speciality. W. QUALITY > NOTE: This is our Postal Address only. No Pine can be obtained from here unless by appointment. Unstretchable Trefriw, Caernarvonshire. a Your enquiries solicited. Large or small quantities. Suitable for any size Models PRICES SUPPLIED. Par Model Yacht Construction designed and built to order. XL TRADE . Dept. M. \. 80, Red Lion Street, Holborn, W.C.1 TRADE ENQUIRIES INVITED. In replying to Advertisers, please mention THE MODEL YACHTSMAN. S AND MARINE MODEL MAGAZINE Vol. 5. No. Y. DECEMBER, 1932. EDITORIAL. HIS number is our Christmas number so we take this opportunity to wish all our readers a very happy Christmas and a more prosperous New Year than has been experienced for a long time. We recently received a very cheery letter from the Hon. Secretary of the Chicago Model Yacht Club. We were asked to convey greetings to all British Model Yachtsmen from the Chicago M.Y.C. and a hearty invitation to participate in the Grand Model Yachting Regatta which is to be held next summer in connection with the Chicago World’s Fair. We hope that this invitation will be taken up as the visit of a British representative would give the sport in the States a very great impetus. The regatta will be sailed on the Chicago Model Yacht Lake, of which we published photographs some time ago and the A-class will be chosen for the contest. Now, British model yachtsmen, what about it? We have had the representatives of the States over often enough and it is our turn to return the visit. Interesting news also comes from South Africa as Mr. Perrin Cole has decided to build a successor to “‘ Miss South Africa.” The lines of “ Miss South Africa II” have been specially designed for her sporting owner, but the designer’s name has not yet been revealed. We can, however, reveal that she will be 48 inches L.W.L. with a sail area of 1,860 sq. in. and a displacement of 48 lbs. From her lines she should be an excellent all-round boat. Business conditions are very bad in Durban at present and should the boat fail to materialise it will be owing to general conditions in the Colony. A sister ship to “Astrape”’ is well on the way, and is being built by Messrs. Chas. and Reg. Drown. She will be owned by the latter who intends to enter her for the 1933 British Empire Championship. “Astrape’ is, of course, the clever boat designed by Eng. Captain A. Turner, that sailed so well at Gosport this summer. A project is afoot sponsored by Mr. G. Colman Green to get a pond built by unemployed labour on Wanstead Flats during the winter months. We certainly think that it is better to find work for men rather than pay them unemployment benefit for nothing. A lake is also badly needed in this part of London. Model yacht lakes are a necessity as they provide healthy facilities for out-of-door exercise for persons of all ages and both sexes. We trust that Mr. Green’s efforts will be crowned with success, but we rather fear that in these hard times money is not readily forthcoming except for the most urgent and necessary public works. In the case of a seaside town, a model yacht lake adds to the local ameneties and by attracting visitors brings grist to the town. However, we wish Mr. Green good luck in his endeavour. 200 The Model Yachtsman December 1932 MODEL YACHT SAILS A LONG COURSE. By Frepx. H. Tucker, Ex-Commodore Prospect Park Model Yacht Club of Brooklyn, N.Y. ce Sunday morning, August 7th, Commodore H. O. Phillips of the Los Angeles Model Yacht Club, and the writer in a Gloucester fishing dory, started from San Pedro Breakwater for Avalon, a distance of twenty-four miles. At 9.05 a.m., the model sailing sloop ‘“‘Charmer,”’ the property of Mr. Phillips, was put over the side of the launch into the water to begin her journey. Although Mr. Phillips has done it before, to the veteran skipper from New York this was somewhat of a novelty, as courses of more than a mile or two are seldom laid out for models over which to sail, and on such occasions the little ships are followed over the course in one-man row boats. The “Charmer” is 714 inches over all, 11 inch beam, 103 draft, with a displacement of 373lbs. With an extremely light wind coming from S.S.E., the model pulled away from the tender It was within half an hour of darkness, except a ray of light once in a while emanating~from the moon, yet too young to send forth a light that could in any way be of help to us. Just before dark a magnificent schooner yacht bore down on us to inquire if we were in distress, and being assured that we were not, proceeded on her course. Then came the sea plane and hovered over our heads, so close that we could almost hear the pilot’s voice yell out ‘‘Are you all right?” Perhaps he could not hear our answer, but could he have done so, he would have heard praises of the most generous kind pass between the two Commodores. Certainly true sportsmanship on the part of the steamer Captain, the owner of the schooner and also the pilot of the plane. Darkness was now upon us, not a light could be seen but the glow of Avalon and on the occasional passing boats of the sword fishing fleet in the direction of Port Fermin. This course was kept for about two hours, which brought her about one half a mile East of the Point and three and a half miles South. At this point the wind began to back into the Southward and the little craft was put on the starboard tack, and here she showed her ability to foot. This course was followed for the space of about three hours, when the wind began to back into the West, and in the short space of half an hour the velocity had increased from four knots to eight knots, or more. The model was put about on the port tack, which was held for half an hour, when it was deemed we had made Westing enough, and she was put back on the starboard tack. Not a vestige of land in sight, our faithful compass showed that Avalon was straight ahead, and about twelve miles or more away, as near as we could judge. For two hours and more this course was kept, and as the seas piled up and the wind increased, the sun dipped behind the horizon and we got our first glimpse of Catalina Island. We noted that owing to the splendid windward work of the “Charmer,” it was necessary to ease off the main sheets and give her a little rudder, in order to make the entrance to that “‘Harbour of Peace” with which Avalon is blessed. During one of the many adjustments which had to be made by putting on increased power on our tender, “The Joy,” to get along side of the model, the Catalina Island Passenger Steamer changed her course and came down upon us to ascertain if we were in trouble, and upon there being no distress signals displayed on our craft, put back on her course and proceeded to Catalina. ‘““CHARMER” takes her departure from the Lighthouse on the Breakwater at San Pedro, California, for Avalon. December 1932 201 And Marine Model Magazine. At this time it was most important that the “Charmer” be not lost sight of for one moment, as the difficulty in locating her again in such weather and practically in total darkness except from the rays of our spotlight, which had been rigged on the port side of “The Joy” amidships, would be great indeed. At this point we had been alongside the model and renewed a main sheet, which was by no means an easy matter in such seas, the crests of which were breaking over both tender and model. As with all engine-driven craft, what was feared happened; our engine went dead ; the ‘‘Charmer” was alone on the “‘Great Pacific” bucking a nasty sea, with sails rap full and sailing away from us at a terrific speed, she had gone from our vision inte the dark black night. With the easy going precision with which my friend Phillips is gifted, the little engine soon began to turn over our “egg-beater,”’ and the “Joy” was on the course at full speed. The spotlight failed to pick up the dark red sails of the “Charmer.” At the moment the model Jeft the mother ship, the compass showed that she had taken a course Southwest by West. We took the same course, and in about ten minutes Commodore Tucker, with his keen eye, sighted the sails of the “Charmer” just as she crossed the moon beams which by this time were a little brighter, and on reading the compass we noted that we were on a straight course for Avalon. At 8-0 p.m. the lights on the boardwalk could be seen, and also the many lights in and around the harbour, and after one and a half hour’s fast sailing, both “Charmer” and “Joy” passed into the snug harbour of Avalon, just twelve hours and twenty-five minutes actual sailing from San Pedro. Owing to the head winds and the wash of the wave crests, the little “Charmer” had to sail about thirty-four miles over the water. This would make her average for the run just a trifle under three miles per hour, which I consider pretty good. Jack Ryan extended the courtesies of the Catalina Island Yacht Club in a most cordial manner, by allowing the “Charmer” to have a place in the reception room of the Club, and also by allotting us a mooring for the “Joy.”’ Then two tired yachtsmen wended their way to an hotel, and after a midnight supper, turned in, and called it a day—a day full of excitement, enthusiasm and delight, completely convinced that these models, when constructed along scientific lines, are perfectly able to handle themselves in nearly all weather. Mr. Phillips and myself would like to take this opportunity to extend our thanks to Mr. E. R. Abbott, Secretary-Treasurer of the Catalina Island Yacht Club, for his interest shown and kindness extended us during our stay at Catalina. “CHARMER” on the deck of the Catalina Island Y.C. after her arrival. At the stern, H. Ormsby Phillips (Los Angelos M.Y.C); at the bow, F. H. Tucker (Prospect Park M.Y.C.) A NEW SAILCLOTH FOR MODEL YACHTS. We have received from Mr. W.G. Perks,of Trefriw, Caernavonshire, a sample of a new sailcloth. This cloth is waterproof, and is clamed to neither stretch nor shrink. It isa light buff colour and about the same weight and texture as the usual union cloth, but owing to the dressing a light stiffer. It would not be suitable for a very little spinnaker but on the other hand should make a capital second suit particularly for a heavy boat. This cloth is wellworth a trial. THE MODEL MARINE MAN’S CHRISTMAS GIFT. If you want to give a model marine mana year’s pleasure let your Christmas Gift be a year’s subscription to THE M.Y. & M.M.M. Another welcome gift for a model yachtsman is a copy of “Model Sailing Craft.” See Avertisement pages. 202 ‘The Model Yachtsman December 1932 (Continued from page 189). N last month’s article there were a com- a hull I have tried to show the run of the planking positor’s errors, and it would be as well to put few as clearly as possible as this part is by far the most difficult part to both design and build. The boat in this case appears to be rather chubby and fuller than one generally expects to see. Moreover the these right before going on to our regular line of progress. On page 188 the measurements 75ft. 9 in. and 76 ft. 5in. should read 25 ft. 9 in. and 26 ft. 5in. respectively. The other errors lower down are not important enough to warrant an explanation and correction here. We now come to the stern of our schooner and the model builder will have to decide on the type of counter or transom he is going to put on the vessel. overhang is very short and not nearly so elegant us some we see along the coast. However, she is one of a type and I have thought it as well to make the illustration as representative as possible. Again, in the case of the Jane Banks shown last month, the counter is rather heavy and by no means graceful, but a general idea can quite easily be got of how the usual counter is formed. The planking Generally speaking, I think one can feel quite safe in putting a flat transom as in figs. 6 and 7 on the two masters and an elliptical counter, as in the “Jane Banks,” on the three masters. Of course, the counter with the flat boards forming a transom ¥ are far easier for the average builder and were universal before the round or elliptical stern came in. In sketching the two views of the after end of A good example of a three-masted Coastal Schooner. THE TOPSAIL SCHOONER ‘“EMILY WARBRICK.” Photograph by Francis T. Wayne. December 1932 And Marine Model Ma¢zazine. 203 schooner, but I have been up that of a full rigged ship to get my photographs, and I do not reeommend the idea to anyone with a weak stomach, but we are all obliged to Mr. Wayne for having made the effort and I hope will benefit by his venture. These photographs of the “ Emily Warbrick ” give a very clear idea of the athwartship measurements of the deck fittings and the general arrangements. All we need beyond these three views is FigO is the same in both cases except that the planking on the bulwarks is continuous in the case of the round or elliptical counter above the knuckle or lower rail. The lower rail is quite horizontal as can be seen in fig. 7. This applies to nearly all cases. The upper rail and taffrail rise with the sheer and then as they bend athwart ships rise to blend with the cambes of the deck, the two sets of lines blending to form a harmonious whole. Mr. Francis T. Wayne of the Shiplover’s Association has very kindly put his collection of photos 4 Yj yj | f ay | at my disposal and this month I have chosen three of the “ Emily Warbrick.” The methods of Mr. Wayne appear to be very similar to those I suggested at the beginning, and these photographs were taken for the express purpose of building models and, therefore, show the deck fittings, etc., from the most useful angle. I do not remember ever climbing the rigging of a Photograph; F, T. Wayne. | NA Sc ae = THE “EMILY WARBRICK.” View taken from foremast looking aft. one taken in such a position as to give a good idea S S cS S of the profile and relative heights and position of the masts and the measurements from Lloyd’s ; Register. I have made out the deck plan and profile views of this schooner entirely from these photographs and measurements and will give the drawings, together with those of a two-master, next month. These two sets should cover nearly all that is needed either for a two or three masted schooner, 204. The Model Yachtsman December 1932 The spacing of the frames can easily be made out from the bow view with the alternate frames in between. The shape of the deck can also be judged, allowance being made in the stern view for the tapering due to perspective. The height of the caboose may be judged by the height of the man, one of the crew no doubt, standing close by. The spacing of the ratlines will likewise be used as a standard of measurement. The ratlines are very useful in this way as there are three sets of them on either side of the vessel and one set is almost sure to be close to the article in question to give a fair indication of the size. So it will be seen that with a good foundation very fine detail can be deduced and calculated out even to the number and widths of the deck planks added to which we may console ourselves that the design on paper, even though it is not authentic, is much nearer the actua] than most of us can build to. Before putting on the deck fittings it is as well to colour the hull and get the surface up to the finished state. I don’t think it was usual to copper the bottom of the coastal craft so we need not worry about that, but just cover the entire outer surface with black. A stain is the best for this job and then boot polish finally, which dries very hard and does not come off. The name will be put on in black letters about six inches in height in yellow or white on either bow and over the stern on the port side with the port of registration to the starboard. Billboards must be fixed on either bow just above the name to protect the planking from the anchor when in the process of stowing. Most schooners have a rail running round the entire hull above the bulwarks and in some cases this is painted white and in the model might be made of strips of bone. (To be continued). Photograph: F. T. Wayne Another view of the ‘‘EMILY WARBRICK.”’ Taken from the foremast looking forward. continued to come down in torrents but two hours WITH THE POWER, BOAT after the starting time it abated and we were able to proceed with the programme. As the table of results shows, the first event was a 75-yards Straight Race, the boats being divided into three classes—‘A’ class Speed boats, ‘B’ class Semi-speed boats, and ‘C’ class Prototype boats. While this cuts down the entries for each class, it serves its purpose in that it gives the Prototype boat a chance against the speed boat. The next event was a 600-yards Pole Race and attracted a large entry. In this each boat was SOUTH LONDON M.P.B.C. REGATTA. on The above club held its last regatta of the season October 23rd at Brockwell Park, Herne Hill. ‘This was open to members of the M.P.B.A., and in spite of the adverse weather, our friendly rivals, the Victoria Model represented. Steamboat At first it Club, were was thought strongly that the meeting would have to be abandoned as the rain allowed two runs, a big improvement on previous regattas where only one run has been allowed. Competitors took advantage of this rule, several boats improving on their first run. Mr. Sharpe won this event by the narrow margin of 5 second. The next event, 300- yards Standing start, is from the spectator’s point “of view the most interesting, In this the competitor waits for the whistle and then has to start the engine, put the boat on the December 1932 And Marine Model Magazine. line and she has to do a course of 300 yards. whistle is then blown taken. The Anyhow it required two further runs before and the complete time is A time limit of 5 minutes is given. worth seeing! To see At the conclusion, Mrs. Skingsley kindly presented the prizes, and Mr. Turner, the popular Secretary of the home club thanked all members including the visitors for a very. successful regatta which had been carried out in spite of the weather. He concluded by explaining the presence of an exceptionally fine cup. This had been given by one of the members, Mr. Buckley, for the 10-lap event and was to be run off before the end of the year (a very optimistic gentleman). is Mr. Kiy won this event in 35% secs., a remarkable time considering that 25 secs. was the actual running time, which speaks highly of present-day model petrol engines. And finally we had Steering Competition. the the petrol boat beat the steamer by scoring a bull. a competitor struggling with an obstinate engine and the look of relief when it bursts into life 205 old but still popular This resulted at first in a tie between Mr. Vanner’s and Mr. Walker’s boats. After a re-run they tied again with two inners. All enquiries At this moment the rain joined in, and the two rivals had visions of warm firesides but the boats thought otherwise, or it may have been that they thought of their big sisters of the Heaton M.P.B.C. addressed regarding to J. A. membership should be Turner, 24, Royal Road, Kennington, 8.E.17. There are lockers in a private enclosure to take boats up to 5ft. long. Running time 11 a.m. to 2 p.m. Sundays. RESULTS. Event | Place Owner Class A 75 yards Straight 600 yards | Ist 2nd 3rd 300 yards Ist Standing | 2nd Start Time E. A. Walker | 22 c.c., O.H.V., 4 stroke E. Vanner Steam Wg 204 F, N. Sharp 29 c.c., O.H.V., 4 stroke 433 sec Mr. Kiy 28 c.c., O.H.V., 4 strcke | 352 sec. Mr. Vanner 30 ¢.c., O.H.V., 4 stroke J. Skingsley Mr. Kiy | 3rd 42 c.c., 2 stroke 28 c.c., O.H.V., 4 stroke Mr. Marechal| Steering ,, 43°45, 46, 30 ¢.c., (approx.), O.H.V.,4 stroke ’ | M.P.H. | Club Number* | 84 sec. | A. Skingsley | Twin cyl., 2 stroke B C Pole Race! Engine | 183 V22 123 8 | 28°41 28°39 | 26°92 859 83 S6 V “Cissie” S19 352 “= — S19 594 — S3 | V18 Re-run |Re-run Re-run Competi-| Ist | E.A.Walker| 22 c.c., O.H.V.. 4 stroke | 11 pts. 3 1 5 tion 2nd | E. Vanner Steam | 11 pts. 3 1 il *V — Victoria. S = South London. For photograph of “Mona,” (F. N. Sharp), see page 208. ON THE RIGGING AND SAILING OF MODEL WINDJAMMERS. (Continued from page 177) THE MASTS AND SPARS. [ is well to have some idea of the placing of masts on the full-rigged ship. Though builders will generally take the mast-positions from a plan, a handy formula for the fixing of the masts will not come amiss. The following proportions were taken from a particularly beautiful plate, and were found to work excellently when applied to a model. The placing of the masts was pleasing to the eye; and the balance obtained could not possibly be bettered. | By Dove.as J. Boye. But, of course, many things besides the happy placing of masts enter into the question of good sailing. Builders fitting out old schooners and steamers as full-rigged ships may use the formula with confidence. Some of the best sailing ships ever rigged were converted steam kettles. Get the length of the Line of Flotation, as it would be for a side elevation. Get the half-way points of it on each side of the ship; and mark off a line across the main deck, as it might be, to join those two points. That is your Middle Line. ee 206 The Model Yachtsman It will cross the Centre Line of your ship, which is drawn from bow to stern. To get the position of your mainmast, mark off from the Middle Line, AFT, along the Centre Line, a distance equal to One-twentieth of the Line of Flotation. That will give you the position of your main mast. To get the position of the foremast, mark off FORWARD OF THE MIDDLE LINE (not the mainmast) a distance along the Centre Line equal to three-tenths of the Line of Flotation. That will give you the position of your foremast. Your mizzen mast will come exactly half-way between your mainmast and the stern rail of the ship. You will find that mast-positions vary on different plans. Sometimes the mizzen mast is nearer the stern than to the mainmast; and sometimes the mainmast is only just behind the Middle Line. But, in my opinion, the positions given please the eye best; and, from experience, I can honestly say that they gave splendid results. It must be remembered, however, that other factors come in— the steering system, for instance, the sail-plan, the beam, and the contours of the hull. So far as looks go, I have seen nothing to beat the beautiful proportion of the sailing ship, from the plate of which I worked out these proportions for the placing of masts. For good appearance, the bowsprit, jibboom, and flying-jibboom, should come off the bows of the ship at an angle of 21 degrees FROM THE LINE OF FLOTATION ; reaching ont nearly one third of the length of the line of flotation beyond the stemhead. In this connection it is to be hoped that builders will avoid the wretched little stump bowsprit of the later multi-masted barques, and the depressing row of masts all on a dead level. A representation of the French five-master, “La France,” lies beside me as I write; and it gives me the Willies. If that is indeed a true representation of the vessel, then all I can say is—‘‘Whata horrible monstrosity !”” Such a_ bald-headed, snub-nosed, squat, and monotonous growth was surely never seen in squarerig! Only the multi-masted American schooner can give it points in ugliness. If we are going to build windjammers, Gentlemen, let them be the real old sailing-ships, surely the loveliest creations that ever moved upon the waters ! And there need be no loss of efficiency with the beauty. With the proportions for the four-masted barque, I have not space to deal. I can, however, give the bare particulars of the mast-positions on my own barque, “CICELY FAIRFAX,” which seem to serve splendidly, after being frequently moved farther and farther aft. They might be instructive to others. December 1932 They are as follows—Stemhead to foremast, on deck, 18ins. Foremast to mainmast, 12ins. Mainmast to mizzen mast, l4ins. Mizzen mast to jigger mast, 10ins. Jigger mast to stern, 11}ins. Length of the line of flotation, 58 to 60ins. The mainmast lies 4$ins., forward of the middle line. The proportions do not please quite so well as those of the full-rigged ship; but» on the-efficiency there is no doubt whatever. The “CICELY FAIRFAIX” is the most consistently successful windjammer in the Scarborough Club. It should be added that the bowsprit and jibboom reach out 16ins., past the stemhead, while the spanker boom stretches 7ins., over the stern. This gives a total length, jibboom-tip to spanker-boom tip of 89ins. ; too great, I am sorry to say, to allow of this vessel entering the proposed National Windjammer Races. The weight of this barque is 92lbs; and she draws 10}ins. of water, carrying, in full panoply, over forty sails. And now I come to the point where the old shell-backs will growl at me. I advocate putting into your ships SINGLE PIECE masts. Iam sorry, gentlemen; but all those cherished fittings of the sailing-ship, hounds, mast-caps, tops, shrouds and ratlines, cross-trees and what-not, had better go overboard right away. They mean top-weight ; and the sailor-like way of dealing with them is to pitch them over the side, with the Dead Horse. If you smash a mast on Friday night, it is advisable to be able to fit another by 2-30 on the following afternoon, after dinner. We shall not spoil the beauty of the ship on the water by fitting singlepiece masts, and by throwing overboard the Dead Horse. Now for the spars. Let us get back to the fullrigged ship. We have stepped some plain dowel- rods for masts. How do we place the yards; and how long are they to be? Start with your main-yard, always. It can be taken as an axiom at once that your main-yard will be somewhere about twice the beam of your ship. A little less is alright ; but you will find that long yards give the best results, low down. Higher up, it is different. For prettiness, and for easing the ship, it is well to shelve in considerably. Your main-royal yard can be taken as being just about as long as your beam. With these two bases, as it were, you may quickly get your yards made to the right length, the main yards first; then the fore-yards ; and lastly yonr mizzen yards, the length of your yards decreasing gradually as you go up. Your main-yard hangs just about one beam up the main mast, from the deck. Your upper-topsail yard hangs just about one beam above THAT, your lower topsail yard coming half-way. December 1932 And Marine Model Magazine. 207 38) SMYec dy MODEL FULL-RIGGED SHIP. A three skysail yarder, with single topsails and single topgallants. Showing method of setting stays, bowlines and braces Starboard side only. Staysail Halvyards omitted. and how much to individual slackness we cannot estimate, but it is sad to see a large fleet represented by only two boats, as happened one day. We had two delightful en- counters with the ‘Highgate M.Y.C. One, at High- gate, developed into a drifting match, w hen “ Elf ” of Norwich drifted less wildly than any other boat except the winner! The second at Norwich when “Elf” and ‘“ Darkie” gave a decided lead to * Pixie” and “ Miss Jill” of Highgate. This was in a very good breeze, and the Londoners would probably have done much better if they had been acquainted with the funny ways of our pond. In our Class-racing the final awards were as follows: A-class for the ‘ Dakin” Bowl— * Celtic’ (R. Mickleburgh), which was the winner four years ago when this trophy was first given to the Club by the late Mr. Dakin. The runner-up was ** Kestrel”? (W. A. Mayhew), last year’s winner, and was presented with a spoon by Mr. C. E. Patten- den. In the 10-rater class Mr. Mayhew’8″ * Darkie ” won the Cup, with Mr. G. H. Smith’s ** Coquette ” second. ‘‘Coquette”’ is a new boat this year and has steadily improved her form through the season. Mr. R. Pattenden’s “ Erin’ won the “ Wheeler” Cup for 6-m. (12 in. by 1 ft.). Her only serious rival being Mr, R. Mickleburgh’s “ Metric.” In the Power Boat section of the Club Mr. E. Hill’s steamer “ Erin’? made some terrific speed and left all his competitors astern. And in the Steering Competition for the “ Hill’? Cup Mr. W. Purdy’s ‘“‘ Snipe” was the winner; a triumph for a junior member, and we hope we shall soon see him figuring as a winner among the sailing boats too. At the Annual General Meeting held on 3rd November in Mr. Pattenden’s office, the following officers were elected :—Commodore, Mr. E. P. Meadway; Vice-Commodore, Mr. R. Mickleburgh ; Rear-Commodore, Mr. R. Pattenden; Committee: Messrs. G. H. Smith, W. J. Meek, Senr., E. Hill and W. A. Mayhew. Meek, Junr. Hon Secretary, Mr. W. J. J. ‘T. Be. SS =———wa “9 SOP PAA IN THE MIDLANDS. CITY OF BIRMINGHAM M.Y.C. The fourth A.G.M. of the City of Birmingham Model Yacht Club was held at the Imperial Hotel, Temple Street, on October 18th. The President, G. F. McDonald, Esq., J.P., occupying the chair, at his request the company assembled stood in silent remembrance of the late Mr. 8S. McFarlane. The Secretary reported upon the continued progress of the Club both in membership and in additions to the fleet. He stated that 55 models have been in commission this season, of which only three were not of modern design and construction. Twelve models of various classes were building, whilst five others are contemplated. The report of the Club’s finances was submitted, and showed a substantial balance at the Bank, being duly adopted. The season’s inter-club racing was confined to three matches with our Bournville friends of which they won the 6-m. and 36” L.0.A., events upon our Water, whilst we won the 36” L.O.A. event at Bournville. The season’s club racing produced the following prize winners :— A-class.—|st prize, ““ 0m Alone,” H. F. Bach; 2nd Prize, ‘Irene,’ W. B. Creese. 10-raters : lst prize, ‘‘ Drusilla,” T. Miller; 2nd prize, ‘ Sandragon,” C. E. Lemon; 3rd prize, “* Lady Margaret,” H. Cole. 6-m.: Ist prize (and Championship Cup) * Peggy,” H.F. H. Bach ; 2nd prize, ** Salmo,” E. B. Savage; 3rd prize, “ Kalitia,” A. C. Thompson. 36” L.O.A. (unrestricted): Ist prize, ‘* Edna May,” T. Miller; 2nd prize, ** Jean,” A. Barton ; 3rd prize, ““ Hawke,” H. G. Lawrence, and “ Nickie,” J. B. Cunningham. The election of Officers and Committee for the ensuing year resulted in the President, G. F. McDonald, J.P., Vice-Presidents W. H. Davey, E. H. Goldsworthy, J. Percy Plant, and Commodore E. B. Savage, C.E., being re-elected. J. H. Cunningham was elected Vice-Commodore. The offices of Treasurer and Secretary were merged and C. E. Lemon elected to fill the position. The additions to the Committee were Messrs. H. J. H. Bach, H. Cole and C. Taplin. C. E. L. December 1932 And Marine Model Magazine. 215 NATIONAL 6-m. CHAMPIONSHIP AT FLEETWOOD. This event was sailed on September 24th. A full report and the plans of ‘“Fredith,” the winning yacht, appeared in our October number. The above photograph shows the presentation of the Cup to the winner. The model is, of course, the victorious ‘‘Fredith.” From left to right :—J. Marsden, (Commodore Fleetwood M.Y.C.), E. E. Marshall, (Trustee, M.Y.A.), W. M. Carpenter, (O.0.D.), J. LeFlufy, Coun. Priestley, (Fleetwood), J. Edwards, (Birkenhead M.Y.C.) NORTH OF ENGLAND. 23rd, the Racing Secretary, Mr. W. Harrison being The club has sustained a sad loss by the death of Mr. Leslie Dockyra. Until prevented by the in charge, assisted by several Scorers. The diamond shaped course was round four buoys moored some ten feet from the bank and boats had to pass between the buoys and the bank. One point was scored for each buoy negotiated during the allotted time A race was sailed on Larkfield Dam on October of 60 minutes. Results were :—Ist, ‘‘ Defiance ”’ (Vernon Dawson, sailed by A. Brown) 21 points., 2nd, “‘ Mary” (G. Rawnsley sailed by R. Turner, Jnr.) 17; ‘‘ Rene” (F. C. Turner) 16; ‘ Black Prince” (N. G. Bailey) 15; ‘“‘ Juno” (E. North) 13; ‘‘ Edith” (W. Harrison) 12; “ Britannia” (J. P. Clapham) 11; “ Peggy”? (W. H. Porter) 10. At the conclusion of the race the first prize, a silver BRADFORD M.Y.C. long and fatal illness which preceeded his demise, Mr. Dockray was an enthusiastic builder and sailer of model yachts. Amongst other craft he built was ‘ Empress,’ A-class, with which he competed one year in the British Empire Championship at Gosport. A great sportsman and a clever sailor, his loss is much felt. 216 The Model Yachtsman spoon made by Miss North, was presented by her together with the second prize which was given by Mr. R. Turner, Sn. J.P.C. SCARBOROUGH M.Y.C. The third Saturday Cup to be competed for in this club was won outright on October 15th by the 10-rater ‘Albion,’ (W. M. Boulder) when she – succeeded for the third time in succession in winning the Blue Ribband. This was a well merited victory as this boat has been to the fore of late during varied weather. Like her sister boat “Defiance,” which is also from a Daniels design, she is always a consistent performer and hard to beat. The previous Saturday Cup kept the members going sixteen months before “Onward” (G. Horsley), finally captured it with three successive wins. The first of these cups, however, fell easily to ‘‘Defiance” (W. M. Boulder) in the seventh week. The last of the three decisive races was sailed under bad weather conditions in a hard N. by E. wind at the start but this gradually backed and fell away so that the race was finished in a light and fitful N.W. breeze. Deceniber 1932 However, “Albion” eventually got ahead of her rivals and ran out a little ahead of the second boat. She won 20 runs and 15 windward boards, a total of 35, to ‘“Dauntless’s”” 13 leeward and 18 weather boards, a total of 31. W.J.B. BARROW ISLAND M.Y.C. The club held its regatta for the Margaret McBraine Trophy on September 20th. There are forty members in this club and forty boats divided into two heats of twenty took part in the competition. Six boats from each heat competed in the final. The final was very keenly fought out and the placings were :—Ist “Peggy’’(J.Strong),26 mins. 15 secs.; 2nd “Zoe” (B. Forshaw), 28 mins. 15 sezs,; 3rd “Honeymoon” (H. Charnley), 29 mins. 4secs. The venue of the race was the club’s sailing water at the Timber Pond, Ramsden Dock, Barrow. After the race the trophy was presented by Mr. McLachlan, snr., of Glasgow, father of the Club’s Commodore, Mr. D. B. McLachlan, himself model yachtsman of fifty years standing. a ““In congratulating the newly-formed club on the The winner was hard pressed by ‘‘Florence” which did better than any of the others on the wind, but failed to score on a leeward board. “Dauntless” also was hard on her heels, and as a matter of fact this boat finished ahead of the hapless “Florence.” success of the event, Mr. McLachlan, snr., said that he hoped that the members would concentrate VV” have spent an interesting hour in examina- “Juniper ”’ (J. Bannatyne has 100 ex. 203=49°26%, “ Hinba”” (J. McKinnon) 113 ex. 227=49°78%, tion of the complete returns shown by the W. of S. fleet in purely Club events over the season. The 12-m. class competed for a possible aggregate of 270 points. “‘ Regulus ”’ (J. Livingston) sailing the full course has secured 200 or a percentage of 74:07. ‘“‘Aymara” (P. J. McGregor has) 169= 62°59%, “Ellora” (J. A. Stewart) comes third with 149 points out of 230 competed for or 64/78%, which is a higher percentage than shown by “Aymara.” As it happens the difference of 40 points actually sailed for by “Ellora” are all applicable to one race and in this race ““Aymara ” secured a score of 50 together with two other competitors. “‘ Thelma” (G. W. Munro) with 131 or ‘48°51%, “Sybil” (R. L. Rodrick) 129= 47-77% and “ Vauclause ” (G, W. K. Rodrick) 91=33°70% were the only other models sailing the full series. Of those which did not compete in all the races on building yachts to recognised classes to enable the club to compete with the leading model yacht clubs in the kingdom. G.R.B. “Jesmond” (D. Paxton) 113 ex. 185=61-08%, ** Glanmire * (I. McPherson) 99 ex. 216 = 45°83% and ‘‘Maywin” (T. Johnston) 84 ex. 200=42% are the main results. These figures are worthy of study and serve to emphasise the e!l-round superiority of the leading boat, ‘‘ Regulus,” whose return is infinitely ahead of her rivals. When we examine the return for the 6-m. class the pers centages among the leading models are higher than in the twelves. ‘‘ Uranus” (J. Livingston) heads the list with 133 points out of a possible 167 (the full aggregate) and 79°64% which is surely a remarkable performance for any boat over a complete season, and the more so as several of her competitors are also “‘ crack ’’ boats. Second comes “Corona” (H. Wright) with 119=71:25% (this model being the Scottish Champion in her class. December 1932 And Marine Model Magazine. ueftey Leach F oor (n3— bs SAIL PLAN OF “FREDITH” (6-metres). Designed by F. W. LEFLUFY. The lines of this able little boat appeared in our November issue. 218 The Model this season and Third *‘ Edna” (N. Rodrick) 113 ex. 159 or 71:06%. Thereafter comes a big drop, ** Vida” (J. McKinnon) 91=54-49°;, “‘ Mowhawk ” (I. McPherson) 88 =52-69% and “ Iolaire”’ (G. W. Munro) 78=46°70%. All these with the exception of “ Edna” sailed for the full points. Of the rest of the fleet ‘‘ Patricia’ (E. J. Steven) which only came out late in the season shows a score of 50 ex. 89 or 62°5%, but as 36 of these, out of a possible 48, were secured in the MacAndrew Cup race, for which she tied with “Corona” and subsequently lost the sail off, this comparison is perhaps mis-leading. ““Gelda”’ (P. J. McGregor) also a late comer has 46 ex. 116=39-65% her score in the MacAndrew Cup being 18 or just half that of ‘ Patricia” in the same event. Mr. MacGregor’s “ Inca” sailed in the earlier races for 23 ex. 51 points or 45-09% and then lay out until the end of the sailing for Mr. D. Paxton she added making her actual complete return 54:93%. ‘*Clutha” (J. A. Stewart) 48°59%, and ‘“ Maida” (K. Fraser) season when, 16 out of 20 39 ex. 71 or 52 ex. 107= 55 ex. 83= 66°26% are the better known of the rest of the 6-m. fleet which consists of 20 sailing more or less regularly and several others brought out intermittently. The outstanding feature of the whole season’s return is the emphatic success of the Models “Regulus” and “Uranus” sailed by Mr. J. Livingston which head the lists in the 12-m. and 6-m. classes respectively. Both these Models are from the board of Mr. D. Weir and, while a great deal may be credited to the skilful handling of their Skipper, Mr. Weir is to be congratulated on the consistent behaviour of his creations through a long and varied season giving tests under all conditions of wind and weather. We fee] the more regretful that circumstances prevented ‘“ Uranus” competing for the National 6-m. Championship at Fleetwood. We have been favoured with a copy of the Secretary’s report submitted to the first A. G. M. of the Perth Club. After an existence of nearly 12 months the progress shown is highly creditable to this young organization. There are 26 Senior and six Junior sailing members, the greater proportion of whom have built their own Models during the season. Honorary members to the number of 22 have also been enrolled and their enthusiastic and unselfish support has greatly contributed to the success attained during the difficult early stages. Financially the position is satisfactory inasmuch as a small credit balance is shown. The Club is the fortunate possessor of an excellent workshop and members are showing appreciation by taking full advantage of the facilities provided. During the season two inter-club matches were arranged with Dundee in both of which the honours lay with the Perth Club. At this early stage it has not been found possible to arrange any open invitation races (apart from the opening Regatta), but it is anticipated opportunities will be afforded for some open events next year. Yachtsman December 1932 Acknowledgment is made of the generous assistance rendered by the W. of S. Club and of the support given by the Scottish Clubs in general at the opening Regatta. We are pleased to see the Perth Club has made such a satisfactory start and with the goodwill and sporting spirit which is displayed by all concerned no doubt it will continue to make progress. We are somewhat sorry we have not yet seen their application for membership of the S.M.Y.A., but hope this is only a question of time and that we may soon have the pleasure of weleoming their co-operation in our councils. The A. G. M. of the S.M.Y.A. on 20th October brought out representatives of 16 Clubs. At the offset some dissatisfaction was voiced at the action of the Secretary and Commodore in postponing the 6-m. championship to enable them to attend the M.Y.A. event at Fleetwood. It was explained that notification was made to the Clubs in due course and as no substantial objection had been received from them the Officials considered their action was approved by the majority. In any case they were quite impenitent under the circumstances. Some amiable discussion ended in an atmosphere of kindly reproof on the part of some of the delegates and mock humility on that of the culprits. An application for membership from the new Largs Club was passed with acclamation and we had the pleasure of extending a hearty welcome to the appointed delegates. A report on the Fleetwood M.Y.O. event was given and much interest evinced therein. Our feeling is that most of the delegates envied our good fortune at being present at the Fleetwood race and we rather expect a stronger Scottish contingent will attend the next convenient event at that venue. On a vote the Scottish Cham- pionships for 1933 were allocated to the Paisley Club’s waters, the dates being August 26th for the 12-m. and September 9th for the 6-m. respectively. A number of resolutions were tabled for discussion at the February meeting and the conventional votes of thanks closed the proceedings. The ‘‘ West” Annual meeting on 29th October brought out the largest attendance of members we have seen for many years and was within about half a dozen or so of the full strength of the Club. A great deal of business was forward and after proceedings had occupied a period of 3} hours an adjournment had to be made to the 12th November as the agenda had not been completed. At the adjourned meeting the attendance, while not quite equal to the previous sitting, was still gratifyingly large, and we hope this interest will bé maintained in future. We tender to all our friends in North or South, East and West, and to Mode! Yachtsmen wherever they may be our Seasonable Greetings. May their Winds be true and their Sails set fair throughout the coming New Year. THe Scottish COMMODORE. December 1932 And Marine Model Magazine. 219 COMMERCIALLY PRODUCED 1I.C. ENGINES FOR MODEL SPEED BOATS. At the request of a number of Overseas Readers, we are publishing a short series of articles giving particulars of these engines. We have selected engines with proved records and the details are those furnished us by the makers. THE GRAYSON PETROL ENGINE. T HE object of these notes is to give the reader a brief account of the progress of the petrol engine in the model power boat world in the last few years, including a short description of a wellknown commercial engine. At present day regattas the majority of boats entered for the speed events are powered by petrol motors, and they are all more or less of the same size, as regards both Because of its reliability. its hull and engine. cleanliness, and the fact that it is possible to limit the capacity of the power-unit, the petrol engine has greatly increased the sporting side of this fascinating hobby, and put it upon the same footing as model yacht racing. The reader must not get the impression from this that petrol boats are a product of recent years. As long ago as 1913, Mr, Westmoreland was experimenting with them, and he attained speeds of 15 m.p.h. The engines were then fitted with automatic inlet valves water-cooled cylinders, and were placed in a horizontal position in the boat, the drive being through bevel gearing to the propellor shaft, a method which is even now used in runabout boats. From this date, little progress was made, as at this time model boat power enthusiasts were devoting all their energies to flash steam ; and it was not till M. Suzor came over from Paris with his boat ‘‘Canard,” and competed in the one hundred yards straight race at Victoria Park in 1925, that interest in the petrol engine was revived. At this regatta, at which I was a spectator, M. Suzor, gave us a surprising proof of what could be achieved with a small petrol engine. completing the course in thirteen seconds at the speed of sixteen m.ph.—-at about twice the speed of his English competitors in this particular event. The engine he used was a small two-stroke fitted vertically in the hull, and driving direct to propeller shaft ; a method not then favoured by English competitors. He also used a non-trembler coil and a sharp make-andbreak, refinements which are now universal. From this time onward, the English made rapid improvement ; and at each International M. Suzor met with greater competition. His fiercest competitor has always been Mr. Harris, who won the event in 1927 with his boat “Vagabond,” at twenty m.p.h. The engine of Mr. Harris’ boat was of the fourstroke type, 1” bore and stroke, air cooled. It was the most efficient little power plant that had been constructed for a boat, and I doubt whether its pertormance could be beaten even now. As the speeds were getting too high for straight running, it was now decided to hold the International on the circular course, to consist of five laps of one hundred yards ; andin 1928 under these conditions, Mr. Harris and Mr. Skingsley came first and second, with M. Suzor third. M. Suzor, however, was not going to let us sleep on our laurels, and the following year he brought over a new boat, “Nickie II,” with which he won the International at twenty-two and ‘‘BANSHEE,”’ (Mr. A. Evans, S. London M.P.B.C.), with her trophies. See text. Photograph. reproduced by kind permission of Mr. A. Evans. The Model Yachtsman 220 a half m.p.h., Mr. Harris being second. In one of “Nickie’s”’ laps, not in the official race, she did over thirty m.p.h. Mr. Skingsley did not compete as his engine was over 30c.c. limit. Another competition which has done much to improve the petrol engine boat is the Cowper-Essex Memorial prize. This is open to any boat with power unit up to 50c.c., the engine or hull being built by the owner, and is an annual event. I will not bore readers by giving the results of these races, for they have appeared in THE MODEL YACHTSMAN ; but the potential speedboat enthusiast can see from the foregoing that when he has finished and enjoyed the making of the engine and hull, he then has awaiting him the interest and excitement of the sporting side. There are many events open to him to compete in, and membership of a club will bring him into contact with other enthusiasts. December 1932 Cylinder Head. C.I. square in shape to permit clamping on angle-plate and simplify machining. The two valve guides are parallel and continued well into ports giving long bearing surface. The valve rocket bracket is screwed to the head in preference to being part of the casting thus facilitating renewal in case of breakage. Cylinder. C. I., well finned and held in place by four long bolts into top of crankcase. Piston. Aluminium or Electron, fitted with two Wellworthy piston rings and steel gudgeon pin with brass pads inserted at either end to obviate scoring cylinder walls. Crankease. Aluminium or Electron. Both halves canbe machined all over in 3-jaw chuck as timing cover is a separate casting. This has exceptionally long white metal bearings. Crankshaft. Brazed up. For webbs round steel blanks are’ used, which are cut away as requisite when balancing. One end of shaft is tapered to take the heavy flywheel which is essential for speed- boat work. Connecting Rod. Phosphor Bronze, H section. The big end bearing is split with oil grooves cut in it. Camshaft (or rather camsleeve). Complete with hardened steel cams and machine cut brass gearwheel, runs on a long steel pin screwed into side of crankcase. This, although unorthodox, has proved very successful. Timing Cover. Brass or Electron. two bearings for tappets are fitted. in position by four studs. Contact Breaker. Small If the latter Casting is held L lever worked by case- hardened steel cam, the whole swivelling on steel pin THE GRAYSON ENGINE. The main difficulty of constructors hitherto has been to obtain the necessary castings and parts, from which aperson with only an elementary knowledge of lathe work and the use of a small home workshop, can build an efficient engine. The case has been met by the “Grayson” engine, marketed by the well-known light tool specialists, E. Gray This little and Son, Ltd., of Clerkenwell Road. engine, designed by Mr. F. N. Sharp, the well-known member of the 8.L.E. and M.P.B.C., is the result of several years practical experience in speed-boat running; boats fitted with it have won some of the premier events, and its construction lies well within the scope of the model engineer. The main details of the Grayson Engine are :— four-stroke type, O.H.V., 1-4in. bore and stroke. Capacity 29c.c. 4 B.H.P. at 4,000 r.p.m. Aijrcooled. Length 4tins. overall, height 7ins., width 4in. Weight of standard speedboat engine, 4b. 2oz. ; in electron 3lb. 80z. The following abbreviated specification may be of interest to the reader :— This engine can be obtained from Messrs. Gray either complete and ready to run, or in castings (rough or finished), together with all the accessories necessary, carburetter, coil, accumulator, sparking plug, ete. The set of castings consists of :—Aluminium crankcase in halves, piston, C.I. cylinder, head and flywheel, phosphor bronze connecting rod and brass timing cover. When a super-light-weight engine is required, castings for crankcase, piston and timing cover are available in electron. (All materials— screws, white metal bearings, piston rings and gears can also be supplied). Among the recent successes of the Grayson engine are :—Mr. Evans’ “Banshee,” winner of the CowperEssex Memorial Prize, 1931 Windermere Trophy, at 26 m.p.h., and other trophies. Mr. Sharp’s ‘‘Mona,” whose photograph and record appears on another page of this issue of THE M.Y. & M.M.M. Also Mr. Kiy’s ‘Juno,’ which has put up similarly fine performances and M. Francois’ ‘Domino II,’ which came third in the 980 metres race in Paris on October 9th. CELERITAS. December 1932 And Marine Model Magazine. 221 MAKING FITTINGS AND OTHER METAL WORK FOR MODEL YACHTS. (Concluded from page 196). a tioned but no instructions given for the an is is putting eyes into wire The wire is first put round a white metal eye of suitable size and then neatly bound together with very thin copper wire. Soft solder is then run over the lot. In order to make a good job of this, put on a little more solder than would appear necess- ary using the iron. Then put the job into the gas flame until the solder runs right into the splice. Take a rag and wipe the join round like a plumber wiping a joint, smoothing everything and removing superfluous solder. Use several thicknesses of the rag so as not to burn the hands. The eye to go over the masthead is similarly made. One thing that has not been mentioned above is the dimensions for the various parts. The horses for an A-class will be about 8” for the fore-horse and 5” for the main. For a 10-rater or 6-metres these will be about 6” and 44” respectively. The pulleys for an A-class steering gear will be about }” diameter of sheave and the other classes sightly smaller, but do not make these too small. An A-class quadrant will have a spread across the arms of about 5” and a tail about 4” long; for a 6-metres or 10-rater this can be reduced to 4” and 3}’. One point in connection with the quadrant was not mentioned. To line this up with the rudder before boring the hole for the set screw a saw-cut can be put across the top of the rudder-post and sleeve simultaneously. The whole is then held together in the vice and the hole put straight through sleeve and rudder-post from back to front. It is then tapped to take the screw. All deck and spar fittings look better if plated, and it is not a very costly job to have this done at one of the many plating works that plate for the trade. On the subject of plating, cheap plating is always dear in the long run as insufficient deposits are put on. Chrome plating must be preceded by a coat of nickel plate if it isto take well and give good wear. _ Chromium is not a preservative for the metal underneath but simply keeps tarnish at bay. If it gets dull chrome must be washed and dried with a rag. It must never be polished like silver plate, or metal polish used. Even if the fittings are well made, they will ~ not give full benefit unless they are correctly disposed and a deck lay-out is given accordingly. ‘This is not to any particular scale but the reader can see well enough from it how his fittings should be placed. | \ \\ 0, ) \\ i \\ \\ “6” \\ \\ 6 \y 6 h LAY-OUT rigging. That DECK performance of. showing position of fittings and method of rigging a Braine Steering Gear including Jib Steering. Method of calibrating boom is also shown. HERE is one job which has already been men- 999 December 1932 The Model Yachtsman One or two points are, however, worth mention. The point of attachment for the steering lines to the boom is important as the further forward It should therefore be as far aft as is consistent with it functioning in light winds so as to minimise the strain on the gear. The pulleys are immediately under the point of attachment to the boom and on an A-class have a spread of about 4’, and about 33” for a 6-metres or 10-rater. Camm MD o a FIG. it is the stronger the pull. The running lines should be double all the way, and the hooks used of the quick adjusting variety shown. Both these and the ordinary hooks are bent up of stout German Silver wire. For hook making a pair of round-nosed pliers and a strong pair of cutting pliers are essential. Although rigging (bottle) screws are illustrated in their parts their manufacture requires expert work and the possession of a lathe, also the necessary taps and dies. The upper and lower threads are right and left handed as shown. If eM S) 20 the lay of the wire used is ordinary (right handed) then the upper thread on the bottle screw should be left handed so that when the wire stretches and unlays a twist or so in stretching it will turn the screw tighter rather than loosen it. These are shown in fig. 20. Other points of rigging are beyond the scope of this article which is confined to the making of the metal fittings of model sailing yachts. The fullest details of these and all other points in connection with the building of models will be found in ‘‘ Model Sailing Craft’? by Messrs. Daniels and Tucker, which is advertised in this magazine. Though this book costs 25s., it contains many times 25s.-worth of information besides a number of excellent designs. LOCAL KNOWLEDGE AND GOSPORT. The gentleman who sent us this article signs himself “Fools rush in.” It is, however, a fact that on any lake the local man starts with an advantage. How great this advantage is depends entirely on the skill of the visiting skippers and their ability to size up prevalent conditions. ad (ees in Ed., THE M.Y. & M.M.M. Yacht Racing and Golf are similar, one respect, that local knowledge has considerable influence on, for want of a better word, the play. Other sports or pastimes are not so influenced. Whereas, in golf, it is to a great extent visible, consisting as it does, of undulations affecting the run of the ball, the power of judging distance, and to a certain extent, the variation of wind at different periods of the ball’s flight. The last mamed is the exception, apart from a course, which is thickly wooded. This, however, is where local knowledge is of the greatest assistance to Model Yachtsmen. The lack of local knowledge does not matter very much to the expert golfer, as he has probably played on so many different courses, that he can adjust himself easily to changed conditions. It must, however, affect even the most expert Model Yachtsman, as though, from observation, he may know that there is a break in the direction of the wind, he does not know the exact point where this break takes place. With regard to the Gosport pond, it is with some hesitation that I write, not only am I a novice at sailing but also have a very superficial knowledge of Gosport; my only excuse is that my efforts may so enrage one of the experts, that he may be induced to write some shattering criticisms out of which wisdom may come. To those who do not know the Gosport pond, a brief description is necessary. The pond runs East and West, and is roughly 250 yards by 60 yards. A bank runs along the South side at an average height of about 4 feet. On the North there is, first of all, a wooden bridge separating the small paddle-boat pond from the large pond; this runs about four or five yards to the left of the main edge of the pond, so that where it joins the land, there is a small bay. On the left, beyond the bridge, the local swimming bath is separated from the pond by a high bank. Finally, and probably most important, as far as the prevailing wind is concerned, there is a large gasometer about a quarter of a mile distant in the South Westerly direction. During the recent British Championship, the wind varied from almost due South to West, in consequence the features, which were of most consequence, were firstly, the gasometer, and secondly, the bank along the South side. The gasometer appears to split the wind, roughly in a line from the winning flag at the South-West corner to the bay on the North side. In addition and in conjunction with the bank on the South side it forms a complex disturbance, which varies with the direction of the wind, sometimes making a calm patch along this side, or actually producing a change of wind. From the above, it will be seen that the novice has by no means an easy job to steer bis boat to the best advantage. December 1932 And Marine Model Magazine. Starting with the run, it is obvious that the North side of the pond will get more wind than the South side, but on the North there is the little bay, out of which it is most difficult to sail, as if one closes up the slide too much it may have the effect of placing the yacht so much up into the wind that the running lines will fail to function and the yacht will take a zig-zag course to the other shore. Should one make quite certain of keeping away from this bay one may find oneself luffing up into the South bank and loosing most of the wind. Of course, one should steer straight down the pond, but the break in the wind makes it not so easy as it seems. I believe, I am probably wrong, that the safest way is to take, if possible, the weather berth and try to keep closer to the South side of the pond than the North. In this way you may with luck get a slant, which will bring youth rough, and even if you fall away too much, you will do so far enough down the pond to avoid the bay. The danger of this method is the danger of getting becalmed under the South bank, but another advantage is that this course usually avoids collisions, which are most irritating on a long day. With regard to the windward work there is very little in it if the wind is West or South-West, but one essential is a very strong and quick gye, which will be certain to function when required. The 223 first leg will probably take the yacht to somewhere near the middle of the bank by the baths. When she comes to the bank on the opposite side I think it as well, to adjust the gye in the comparative shelter of the bank; it is easier to do it on that side and being earlier in the board, the excitement is not so intense or conducive to fumbling. The next leg will take the boat either to the winning flag or so close, that a quick gye will put her over. Should the wind come more from the South two problems are before you. Should you risk getting under the South bank, in the hope of making the winning line in one tack or should one sail free and make certain of keeping off the bank ? In the latter you may have to make a quick gye, or by a quick retrim sail your boat off the shore. Those who have experienced the terror of the South bank, plus the gasometer, will probably choose this latter course, but the former, with luck, will probably get the boat to the winning line more quickly. [ have only written about South to West winds, as these prevailed at the recent Championship. Endless complications may arise, with other winds ot which I am ignorant, but if one of the real experts could be induced to write better and. more fully on this subject, it would be of great assistance to novices like myself who wish to compete next year at Gosport. READERS’ MODELS. R. D. PINSENT of Stoke Gabriel, South Devon, is responsible for the pretty model steam yacht ‘‘ Lady May” reproduced on this page. The builder is a new recruit to the ranks of model makers and this yacht is his first attempt. He is handicapped by the size of his workshop which measures exactly 6 ft. by 4ft. The L.O.A. is 54in., Beam 10in., weight fully loaded 28 Ibs. The machinery consists of a Stuart BB engine, Stuart w.t. boiler and blow lamp. Except for the plant this little vessel was entirely constructed by still to be added to complete her, Her speed has not been taken, her owner. pressure she travelled excellently. The cabins are completely furnished throughout. The accommodation consists of two staterooms, bathroom, dining saloon, lounge (with deck chairs, etc.). The hull is lighted throughout with electric light, sidelights, cabin lights, ete. The rigging has been painted with aluminium paint in imitation of galvanised wire and catches the light and consequently appears rather too heavy in the photographs. A few deck fittings such as lifebuoys, have but at 30 lbs. The Model S.Y. **‘Lady May’’ Anchored in Harbour 224 The Model Yachtsman December 1982 THE MODEL S.Y. “LADY MAY” UNDER WAY. . GASSMANN of Geneva, Switzerland, is the maker of the charming little brig illustrated. She is a model of a vessel of 1840 and is on a scale of 1/100th of full size. This is a very complete, accurate and beautifully made model on which her owner deserves every congratulation. * * * 2K * R. PATTENDER of Norwich was the builder of the Super-Dreadnaught mode! illustrated. Her overall length is 7 ft. 2 in. and she is the largest working model in the Norfolk and Norwich M.Y.C. She is shown under way on the club’s sailing water, the Eaton Park Model Yacht Pond. The vessel is powered with a Nautilus Electric Motor supplied by Messrs. Bassett Lowke, Ltd. MODEL BRIG OF 1840. A FINE MODEL OF A SUPER- DREADNAUGHT. A CORRECTION. In our report of the International Model Power Boat Regatta held in Paris on October 9th, we regret that there was a slight error. Owing to lack of time the International Race and the Coupe Bovril were run together as regards the French competitors weré concerned. This explains why the recorded times are the same as there was only the one race. December 1932 And Marine Model Magazine. 225 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. HULLS—DUG-OUT OR BREAD-AND-BUTTER ? Sir, We have read the article by Mr. D. J. Boyle in the November issue of THE M.Y. & M.M.M. on the Rigging and Sailing of Model Wind Jammers with considerable interest. I certainly upset the knife edge balance. Also what happens in the section when the Keel ends ? I trust ““K” will be kind enough to give us a little further information “ONE riggers, we certainly do not agree with his dictum Finally by using a good Casein Glue, such as our “*Test Waterproof Glue,” the hulls are stronger as the breaking strain of ‘‘ Test” in wooden joints, moist or normal, is over 1,100 lbs. per square inch. or in other words stronger than the wood itself. Yours faithfully, “TEST ” WATERPROOF GLUE. METRICENTRES. Dear Sir, I have read K’s article in the September number, but find it rather difficult to follow. It might be easier to, understand if the author gave reasons why the *“* MC.” does or should vary. I presume the “balance” refers to areas of resistance, but it seems a. complicated matter in any case to reconcil all these. various balances. Suppose, for instance, on Fig. 5 I reduce the width of the Keel and use that area in deepening the Keel. OF THE CUTTERS.” Dear Sir, carved out of a solid block of wood. principle is prone to do. imagine INTERNATIONAL RACING. regarding hull construction, and in our opinion the To mention a few of the advantages of the bread-and-butter hull, it can be built more truly to designed lines with greater likelihood of both sides of the model being exactly alike. The question of economy also enters as by careful planning, lower layers can be got from the centre of upper ones, and if necessary two pieces can be used in the same layer. The resultant hulls can be got lighter and thinner which means that a greater proportion of the total displacement can be put into the lead keel. Flaws in wood, knots, etc., are more easily got rid of. Boats are easier to repair. Further, being laminated, the hulls have no liability to twist and warp as one built on the hollow log than out sections. Whilst acknowledging Mr. Boyle to be one of the greatest exponents of working model square- bread-and-butter. hull is. infinitely superior to one rather some hundreds of readers spending hours cutting The letter in last month’s number of 7’HE MODEL YACHTSMAN under the nom-de-plume of “ Binoculars,” suggests that I made sneering reference to the paucity of entries of recent ‘years and the consequent unimportance national Model Yacht Races. of the Inter- I am not permitted to know the identity of this individual, but may I be allowed to tell him most emphatically, that there was not the slightest intention, or desire on my part, to sneer at anything or anybody in my letter to which he takes exception. Having re-read the particular paragraph, I am assured that only a very distorted mind could have read into the context the meaning he has chosen to set upon it. The suggestions I made were intended to be helpful, and my remarks statements of fact only, not criticism. Having the courage of my own convictions, and not afraid of anything I may write or say, I do not wish to use a nom-de-plume, but desire to be openly known as, Yours faithfully, A. J. CHILD. We have NOT the slightest intention of departing from ordinary journalistic practice in permitting the use of a nom-de-plume to any contributor or correspondent who desires it. There are many who hold sound views, whose modesty makes them prefer to use a pseudonym. Omitting all reference to Model Marine journalism, many of the world’s greatest writers do not publish their works under their own names. EDITOR, THE M.Y. & M.M.M. Owing to great pressure we regret that we are obliged to’ hold over letters from Messrs. T. Spenlove, G.-Colman Green, and YZ, (U.S.A.) 226 The Model Yachtsman December 1932 BLUE PRINTS OF DESIGNS Model Yachts. ~ Title Page and Index, Vols. I, II or IU, Price 6d. post free. Binding Cases, Vols. I, Il or III complete with Title Page and only, Vol. IV. Index. 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