The Model Yachtsman and Marine Model Magazine: Volume 5, Number 10 – January 1933

AND MARINIE MODEL MAGAZINE. VOL. 5. NO. Published on the Seventh of each Month. 10. Editorial … 227 M.Y.A. News On the Rigging and ‘Sailing of Model Windjammers Local Knowledge and Gosport The Beach Anglia .. JANUARY, Yawis of 228 230 234 East The designing ‘of “Maida” 236 (6 metres) Model and Yacht Our Coastal Schooners 238 News of the Little Ships 241 Our Scottish Page 243 News from Overseas .. 244 Commercially produced I. C. Engines Boats for Model 239 Speed The Model Y achtégious)Ww ere shop Correspondence… 245 248 250 MDarrasmore)? PaPAUMRMMMECRCESMUKRUALALt a <5~~ oe THE MODEL GOLDEN YACHTSMAN HOUSE, GT. AND MARINE PULTENEY MODEL STREET, MAGAZINE, LONDON, W.1. 1933 The Model January 1933 Yachtsman = White Heather Yachits” W.H. BAUER S.M.M.C. Model and Yaclit Repair Fit-out LINE Right and left-hand Screwed. Fittings Price 1/- each Spars Sails and Accessories Send for List. J. Alexander & Sons, Restored. Model Yacht Builders, Workshops: ASHTON, PRESTON, Lancs. 10, Celbridge Mews, Porchester Road, LONDON, W.2 y, f 4 to 10 Guineas 24 ins. long. To order only. x R GROUP NICKEL PLATED RIGGING SCREWS i & old-time Ship Models and 42/6 to 72/6 SPECIAL Decorative, Water-Line Built 12/6 to 29/6 S GROUP 10 Raters; 6 and 12 Metres; A-class. Service. Spars, Sails, Fittings and Accessories for all Classes. T GROUP \. TRADE SUPPLIED. ‘ Model Yachting Association NOTICE is given that the ANNUAL Sails GENERAL MEETING will be held on Saturday, January 21th, at 3-0 p.m., in. the Whitefriars Room, Anderton’s Hotel, Fleet Street, London, H.C. Nominations for Candidates for election as Officers and Councillors must be in my hands at least four clear days before the Meeting. All annual Subscriptions to the M.Y.A. are now due. Individual Members and Club Representatives are not eligible to participate in the Meeting unless Subscription is paid beforehand C. N. FORGE, (HON. SECRETARY), 151, Lichfield Grove, EE hsEe ES, London, N.3. 8, Ullswater Rd., West Norwood, London, S.E.27 In replying to Advertisers, please mention THE MODEL YACHTSMAN. aa THE YACHT SMAN 3 AND MARINE MODEL MAGAZINE Vol. 5. No. 10. JANUARY, 1933. EDITORIAL. HAPPY NEW YEAR to all our readers, good sailing and more prosperous times ahead ! * * formal invitation from the President of the M.Y.R.A. of North America to take part in the Regatta organised in connection with the Century of Progress Exhibition at Chicago next year. As soon as the exact date is fixed a formal invitation is to be sent to the Model Yachting Association. We are sure that the M.Y.A. will be happy to have the opportunity of returning the compliment of the many visits which American model yachtsmen have paid to these shores. It will be necessary to make the necessary arrangements, including the financial arrangements, in good time, and we heartily commend this matter to the attention of the M.Y.A. General Meeting (See page 250). this month. * It has been suggested that the cause of so many not answering might be antipathy to the * On another page of the present issue appears a * were received from about 35 per cent. of the asso- ciated clubs only. * Turning from international matters to national matters, we have to confess considerable disappointment about the response to the scheme outlined in these pages for improvement of the National Championships by the institution of District Selection Races. The Hon. Secretary of the M.Y.A. sent out a questionnaire about this matter asking whether clubs were in favour or against the suggested system, and also calling for other information which Replies was wanted for the Association’s files. clubs scheme. This obviously is not the reason for not replying, as clubs were asked to answer whether they were in favour or not. Some people have tried to confuse this scheme with a scheme that was recently put forward for divisional arrangements in the affairs of the M.Y.A. the administration of When it is impossible to get a simple answer of “‘ Yes ” or “* No” from clubs, it would appear absolutely impracticable to put a divisional scheme of any sort into successful operation. The successful running of any Association de- pends on an efficient executive, and the M.Y.A. is to be congratulated on its present personnel. especially on its popular and efficient Hon. Secretary, * * * What of our own plans for 1933? we have received congratulations on On all sides the general improvement in this Magazine, but if it is to be maintained and consolidated we need more subThe bigger the circulation, the larger and scribers. better the Magazine, and cur prescnt revenue hardly justifies even as expensive a Magazine as we are now putting out. However, if our kind friends continue to push this Magazine as they are doing, the time will soon arrive when marine modelling has a really representative magazine. Tue Eprror. The Model Yachtsman clonaae 1933 CN.Pe ~ MYA. came up for discussion. The first item was the consideration of the proposed 30” and 24” L.O.A. Restricted Classes. It was considered that this matter was best dealt with by appointing a Sub-Committee of three (Messrs. A. W. Littlejohn, W. J. Daniels and W. H. Bauer). This Committee consisting of two prominent designers and our most expert measurer will in due course make recommendations to the Council that we will trust lead to the promulgation of suitable simple restrictions that will produce a satisfactory small class for juvenile use. The next business was a query as to whether the wing of a vane steering gear was to ke measured as sail area. The Council decided that no impediment should be put on experiment in this direction and that for classes falling under M.Y.A. ruling the vane should not be taxed. We remind readers that this does not apply to the A-class as far as international racing is concerned at all events, and that the matter must be raised in the I.M.Y.R.A. The next matter to be decided was whether the 0.0.D. was in order in changing the scoring from 2 and 2 to 3 and 2 on the third heat of a recent National Championship. The Council ruled that whilst he was within the powers conferred on him by rule, such changes were very inadvisable and mitigated against the fairness of the result obtained, because it was impossible to even out the chances of the draw for the order in which a boat met her competitors. Mr. H. C. Whetstone’s resignation from the office of Hon. Treasurer was then laid before the Council. Mr. Whetstone was asked by the’ Council whether there was any possibility of his withdrawing his resignation, but he was adamant. There was, therefore, no course open to the Council but to accept this with very great regret. Mr. Whetstone has served the M.Y.A. in this capacity since its reconstitution in 1922, but his connection with the National Authority cates back to the formation of the original M.Y.R.A. in 1911, of which he was one of the original members. Mr. H. B. Tucker’s resolution “that the Resolution of the Annual General Meeting of 1930 as printed on page 32 of the General Rule Book, 1930, which prohibits alteration of Rules before 21st March, 1935, is rescinded herewith” was next on the Agenda. This was seconded by Mr. Pike. This resolution was laid before the meeting. Mr. Tucker explained that if any or all of the alterations that had been discussed in Council were to become part of the Rules, it was essential to rescind this 1930 resolution to give power to do this. Mr. A. Littlejohn moved that Mr. Tucker’s resolution was out of order. Being a resolution on a point of order this was taken before the original motion. This was lost by one vote and the original resolution proceeded with. It was further explained that if the Council passed the resolution or any of the subsequent resolutions affecting rules, the matter had yet to come before another Council Meeting and pass a General Meeting before it could be operative. After some discussion the motion was put to the vote and resulted in a tie, which left Mr. A. J. Hugo, the Chairman, to give a casting vote. In casting his vote against the motion Mr. Hugo stated that he.was not averse to many of the proposed alterations, but he was averse to spending the Association’s money on reprinting the Rules, and considered that the matters in question could be-suitably dealt with by the Council in the form of Rulings. A Sub-Committee should be appointed. On the motion of the Chairman this Sub-Committee was accordingly appointed. The points covered by the suggested alterations to rule can be very briefly summarised :— (a) In view of the necessity of increasing the Association’s revenue, it was suggested to charge a fee of ls. per boat for registration, re-registration of re-measurement or change of name, owner or club. (6) In view of the fact that the duties of Umpire, Starter, Judge and Scorer are not defined in the Rules, this should be rectified. (c) In order to avoid boats sailing under various club flags entries for races should only be received through the club under which a boat is registered. (d) In view of recent confusion on the point the rule should be amended to clearly. show that there is no intention of penalising a skipper for turning his boat on a windward board by hand instead of using the pole. (e) In view of recent incidents the rule should be strengthened with regard to the validity of official score sheets which should only be altered upon a protest by a competitor and not by the light of competitor’s score cards. If the latter did not agree with the official score card when checked with it, the competitor’s card should be amended before being handed back to him and he be left to protest if he disagreed. In setting out the above it must be understood that the Council is not agreed upon these points, i A SPECIAL Council Meeting was held on November 17th, when a number of interesting points January 1933 And Marine Model Magazine. but they will come up for discussion in due course. The function of the Sub-Committee appointed is to draft rulings to cover these, and the Council will then settle which to adopt. A resolution was passed instructing the British delegates to put forward a motion to the I.M.Y.R.A. to delete from I.M.Y.R.A. Sailing Rule 6 the follow- : ing words, “ the yacht having the greatest number of windward boards to her credit shall be declared the winner, but if there is still a Tie. ”’ * * The last Statutory Council Meeting of the year was held on December 15th. It was pointed out by Mr. H. B. Tucker that the States had sent a representative over to compete in the World Championship Races in this country for the past eight years, and that it was now our turn to return this visit. Owing to the serious question of ways and means to finance this as well as the British Empire Championship and International Regattas, the Council were naturally not in a position to make any decision off-hand. It was accordingly decided to instruct the Hon. Secretary to write a very cordial letter to Mr. Cheney and refer the matter to the General Meeting in January. After the usual routine business had been transacted the Council settled down to its most important duty—to wit, the drafting of the list of racing fixtures for 1933. As the replies to the questionnaire about championship divisional arrangements had only been received from about a third of the affiliated clubs, it was deemed impossible to proceed with the scheme, and the fixture list was accordingly drawn up on the regular system. The full list is given at foot of this article. Particular attention is, however, drawn to certain provisions which the Council considered advisable. In future race entries must be sent through the hon. secretary of the Club under whose burgee the boat in question is registered. No late entries will be received for any race under any consideration. The question of the proposed 30-inch and 24-inch classes was considered and discussed at some length, and was referred back to the Sub-Committee for further consideration. In the case of the 24-inch class it was suggested that this class is really too small for serious model racing and ought to be considered solely as a class for children. In this connection the suggestion was put forward that the L.0.A. should be fixed at 24 ins., the price limit 50s., and the age of the skipper at 14 years. A resolution proposed by Mr. A. Littlejohn and seconded by Mr. F. C. Tansley was passed as follows :— “That it has been brought to the notice of Council that in some clubs the spinnaker sheet is sheeted round the forestay, which is illegal according to the present M.Y.A. rules, but in view of the fact that the Y.Y.A. has always endeavoured to follow the practice of the Y.R.A. this Council recommend that the practice be allowed, and that the question go forward to the Annual General Meeting or a General Meeting. In the meantime Officers of the Day are quite in order in disallowing the sheet to be outside the forestay.” The attention of the Council was drawn to the letter from Mr. E. L. Cheney, president of the M.Y.R.A. of America inviting the M.Y.A. to send over a representative to the City of Chicago “‘ Spirit of Progress ’’ Exhibition Regatta, and asking the M.Y.A. to assist in selecting a suitable date for this event. Mr. Cheney’s letter is printed in full elsewhere in this issue. (See page 250). 229 FIXTURE LIST FOR 1933. April 15th ... June 3rd & 5th .... Serutton Consolation Cup, 10rater, Forest Gate. Eastbourne Cup, A-class, East- June 5th ... ... bourne. London 10-rater Regatta, Rick June 5th ... Pond, Surbiton. Manchester 10-rater Regatta, June ith... Platt Fields, Manchester. National 10-rater Champion- ship, Hove. July 31st—Aug. 3rd British Empire A-class ChamAug. 5th, 7th & 8th pionship, Fleetwood. World Championship (A-class),. August 7th Birmingham 10-rater Regatta, Fleetwood. Aston Park, Birmingham. National Championship M.Y.A. 36-inch Restricted Class, Birkenhead. August 12th September 16th National 12-metres Championship, Glasgow. National 6-metres Championship, Larkfield Dam, Bradford. September 23rd In connection with the above fixtures the follow- ing points should be noted. The 10-rater Championship is being held on the waters of the holder, but this is not to be deemed a precedent to be repeated as the sole choice of water should be dictated by the need of moving these important races from water to water in the best interest of the sport generally. The Hove and Brighton M.Y.C. have great difficulty in maintaining their hold on the lake in face of the opposition of the rowing boats, and the holding of an important event of this nature will naturally strengthen their hands. The British Empire A-class Championship is moved from Gosport to the new lake at Fleetwood, the entry will also be limited to three boats per club, and the entrance fee raised to 10s. The closing date for entries for this event will be June 30th and the facilities for late entries are abolished. * Pe * Notice is given that the Annual General Meeting will be held at 3 p.m. on Saturday, January 28th, in the Whitehall Room, Anderton’s Hotel, Fleet Street, E.C. ° 230 The Model Yachtsman tions can be entertained whether from builders or private individuals. A questionnaire has been sent out to all clubs by the Registrar of Models, but some clubs have not yet replied. Until the replies are in the hands of the Registrar and the boats’ registrations are confirmed, boats are not eligible to race in M.Y.A. events. Nominations for election as officers or councillors must be in the hands of the Hon. Secretary of the M.Y.A. at least four clear days before the date of the Annual General Meeting, and must be made strictly in accordance with rules. * * * Attention is drawn to the fact that any application for registration or issue of registered numbers must be made through the Hon. Secretary of the club to which the boat belongs. No other applica- January 1933 | The M.Y.A. registrar is Mr. A. Littlejohn, 124, FitzNeal Street, London, W.12. ON THE RIGGING AND SAILING OF MODEL WINDJAMMERS. (Continued from page 20S). 7a discussing the fitting and handling of the sails, it will be well to make clear a few points about the standing rigging. As the running rigging can hardly be discussed apart from the sails, I propose to leave it until I deal with them. Most books on Clipper Ship Building give a very clear idea of the standing rigging required, and it is not on this part of the subject that I should be disposed seriously to quarrel with them. Except that I advise doing without side stays, or shrouds, I say go ahead with your rigging from such a book, at this stage. But of what I consider to be really practical systems of fitting the running rigging, and working the sails, I have seen not one in any of the books I have come across. That, of course, is not to say that there is no book published which gives a simple and practical method of fitting and handling the sails. I say, I have not seen one yet. I had hoped to deal with the sails in this article, but I find that the disposition of the standing rigging has a very vital part to play in the success of any system of rigging and sail-handling. I had better deal with it, therefore, rather more fully than I had intended to do. I will lay my finger upon the vital point at once by saying that your lower courses will have to carry booms, or stretchers, at the foot, to simplify the working, and to enable you to point well up into the wind, with all sail set. This fact alone makes shrouds an intolerable nuisance, since these booms would rest upon the shrouds when the yards were turned at but a very small angle from the *thwartships or squared position. If you feel that you cannot dispense with shrouds, which add so very greatly to the beauty of a model on the study table, by all means go ahead and set them up; but you will find that when you wish to sail you will be compelled to furl your lower courses when beating to windward, since otherwise you would be continually going aback. The loose foot of the lower course of the real sailing ship is a very tedious nuisance on the model, and means quite a large amount of unnecessary adjustment when sailing. By Dovetas J. Boye. You must have booms for simplicity of handling, and, having booms, you must dispense with shrouds, so that those booms may swing through a big are with the yards above them. How, then, shall our masts be stayed ? Well, I find that the backstays and forestays, with the natural strength of the mast, are quite sufficient in any weather. Each mast will have at least three backstays— the lower mast backstay, the topmast backstay, and the topgallant mast backstay, it being understood, of course, that each backstay means a pair of backstays, one to port and one to starboard. They should be fitted with stiff-pulling bowsies, so that they may be tightened up or slackened at will in a very few minutes. They should hook on at either end, to the mastcap concerned aloft and to the channel or rack on deck below. Where you have so much rigging it is essential, when travelling, to be able to dismantle the ship easily. I have dismantled the “Cicely Fairfax”? in twenty minutes, and set up the masts and rigging again at the other end of the journey, with all plain sail up, in forty minutes, and no hurry about it. Bowsprit and jibboom come off in one piece. With single-piece masts, of course, you put a screw-eye at the places where the mast-caps would come if your mast were built up. But it is very important that your channels, or points of attachment on deck, should be well inboard, thus giving the yards and booms ample room at all times to swing through a big are. That is essential for good sailing to windward. You must be able to jam your yards very far round when close-hauled, right on to the backstays. It follows that the farther in the backstays are on the deck, the farther round will your yards and booms swing, and the higher you will be able to point up to windward with perfect safety. See illustration published last month. It is amazing what a square-rigged ship can do when this point is properly seen to. Your backstays must not run down to the bulwarks, but must January 1933 And Marine Model Magazine. Sreahle Yova Shoes and Skeriog Gear Aor Model Wind Jammers. By D. J. Boyle. iy Tension S ving tov Beating; Elashe le Sor Reaching ; “TYusses. Showing Boor Fastening” - Seveweye, ov ¥Yonly air 7 Main Ruddev cast loose Sov iene Belove the Wiad. =< | om The Boor, ean Wy ‘Boosen age ‘336 haat °8 —Main Mast Channel, Athwartshps =— Mast Collav Man} % Wwf [Dek aa <— Mast Step, vi Pooh eo Ait! Deck. ?z ios! The Ry. Tobmaes Stay YS willy inverted Stay bagfe Seng 6" ee eg Wy Ws. Course” |} S\i 231 Ratie. uvddey Fovwavd + ea The Fuddev Sh Ship. Tobe. Shalt walt, Ry through it Tiley Bar \ Cue Ajtey Mev Bar gt Steering Ger +eom F\\o vs -$- Floor of the Hold, “He Wea ist Yor Shp — A_ Weeden _Fal'se reel, _ “he Lead Weel. Teldec “TU Yo be Very €asy . Steering Gear and some other details of Fittings for Model Ships. be right inboard, as near as may be convenient to your hatches and deckhouses. Of course, if your masts are wide apart it may not be necessary to take the channels far inboard; but with ordinary sailing ship proportions it is necessary to place the channels well inboard, in such a way that all the yards and booms rest lightly upon the backstays together. Your backstays then form a cushion on which the booms and lower yards may rest, thus ensuring that the yards shall at no time be pressed absolutely fore and aft when close-hauled. The forestays are soon disposed of. They also should be fitted with hooks and bowsies for quick dismantling and tightening up. It is not advisable to have staysails and jibs running up and down on these stays, as they do on the real ship. That idea is not practical on the model. These sails should have their own halyards permanently attached to them, with bowsie fittings and hooks where required. To set a staysail, you will then hook on the forefoot at the proper screw-eye, run the halyard up the mast to the other screw-eye concerned, hook it on by the sliding hook, and bring it down again to the channel of that particular mast on deck. Hook it. Tighten up your bowsie, and attach your sheet to the clew of the staysail. Upper staysail halyards run down to the port channels. Lower staysail halyards, or jib halyards, run down to the star board channels. These channels will thus be your fife-rails and pin-rails also, for it is necessary that all halyards should be kept clear of the yards and booms. Remember the old sailing ship adage. .a place for Every separate everything, everything in its place. halyard and backstay should have its own hole in the channel, held there by its own hook. You should be able to find any particular halyard at once, even in the dark. Now what about these channels ? It is obvious that they are a very important part of the scheme of things, since they have to hold all the backstays and halyards clear of the yards and booms forward of them, and the yards and booms aft of them. Their placing is a matter for great care and circum- spection, since they can be in the way of the spars behind them, as well as of those in front. The best way is finally to place them when you have all your sails made and attached to their yards. By swinging the yards and booms on each mast in turn, you can then see just where your channels are least 232 The Model Yachtsman in the way. Of course, it is likely that these positions will be just about half-way between two masts, but not necessarily so. The channels, of course, are screwed down. What are these channels? They are simply sheet-brass bent into angle iron, so to speak. They need to be about 13” long on a fair-sized ship, and the upright flange should stand up from the deck about 2”. Through this upright flange is drilled a number of holes to take the backstay and halyard hooks. The channel, of course, is placed with its length in the fore and aft direction, and it is always best to have more holes in it than you require—for emergencies. It is the handiest gadget on the whole ship, since not only is it the ship’s fiferail, pin-rail, cleat, channel and what-not, but it is useful as a point of attachment for sundry intermediate staysail sheets. If you make these channels of a comfortable size, with fair holes through the upright flange, you will have the less fiddling about when your hands are frozen. which, of course, will lie considerably behind their own particular mast, one to port and one to starboard. It is well to have other similar channels on the poop and on the forecastle. hooking-on strong line and fitted with bowsies, they give graciously. The dolphin stri(er should be hinged, to move fore and aft. It is best made of brass. Wire or chainwork is of no use whatever for martingale stays and backstays. It either stretches or breaks, and looks wretchedly untidy five minutes after you have put it on. It is also nasty stuff to deal with after one of the inevitable collisions in the weekly races. You need several short and distinct stays, all fitted with copper hooks or brass ones. These hooks themselves form a distinct spring in case of collision, for they give and open somewhat ; and copper hooks have this advantage, that you can have your martingale stays torn off two or three times in the course of an afternoon and yet the screw-eyes on the jibboom, and the dolphin striker, will not be torn off, the copper hooks and the bowsies on the stays having let the ship down lightly. The hooks torn open are easily bent back into shape, the bowsies tighten up again, and away you go once more, all trim and tidy under the jibboom. Each mast will need two channels, the January 1933 of They are very useful for braces and bowlines. There should be no attachments outside the ship, except those for the bobstay and martingale backstays. All shrouds, backstays, braces and suchlike should be hooked on to channels or racks placed well inboard. You don’t want them sweeping away in collisions, and you do not want them to be a brake on the ship by trailing in the water when she is making heavy weather of it. All lines, forestays and backstays, need watching on wet racing days. My experience is that they tighten up very much, imposing a considerable strain on the masts, pulling them into all sorts of queer shapes. Whether this is because I always rub beeswax into my cordage or not I cannot say, but the point is worth watching, since it can alter the sailing of the ship. It is also another and very powerful reason why shrouds, or sidestays for the masts, should not be fitted. Unless such shrouds had elastic lanyards through the dead-eyes, it would entail considerable adjustment, frequently done, to keep them taut and tidy. Like the old sailors on the windjammers, you would have to be for ever working with the handy-billy, tightening up or easing off. This constant tightening and slackening of your rigging is another reason why it is best to fit masts in one piece. Plenty of stays are needed under the bowsprit and jibboom, and a martingale, or dolphin striker, is advisable. These not only take some of the pull on the jibboom exerted by the many mast backstays, but they also act as shock-absorbers when you run somebody down. Your stays being of But you need also very strong fishing-line stuff, not of the brown variety, for places like this. If you wax it well and fit smooth but firmly holding bowsies, you can have your forestays torn off half a dozen times and still they are sound, the copper hooks having taken all the force of the collisions. They will be twisted into ghastly shapes, but what of that ? They are soon bent back again, and you have saved your jibboom. Have two martingale stays forward, and three martingale backstays holding your dolphin striker back to the ship. Have a bobstay too. This holds the bowsprit down; the others hold the jibboom down. You also need jibboom shrouds, or sidestays, two on each side ; all stays to be made easily detachable, as on other parts of the ship. The jibboom shrouds, of course, come well back behind the cathead and are hooked on to small channels screwed into the sides of the ship’s bows, where they are now getting wide. These help your jibboom when it is crashed into from the side. It is amazing what your long and willowy jibboom will stand. But, of course, you must not let it come end-on into a concrete wall. All ships of any considerable size or weight should have a stopper on the forecastle deck, one on each side of the bowsprit, about six inches from the bow. Against these you will ram your pole as the ship comes to land. Such stoppers are invaluable, for without them it is not easy to stop a big full-rigged ship in full career without doing any damage or carrying something away. If you miss, or if your pole slips, away goes your jibboom and the staysails attached. Thus you must have some stoppers on the forecastle deck. I use two full-size brass hinges, screwed on to the forecastle deck the wrong way over. One halfhinge, therefore, stands upright, forced back on to its partner, and so remains, and any amount of force exerted from the front will not knock it down, January 1933 And Marine Model 233. though you can lay it down, if you wish, in the forward direction with your fingers. well out over the water, to give support to the jibboom, which is very slender. My opinion is that One of these hinges placed at each side of your bowsprit will make the stopping of your ship in full career an easy and safe business—a very important matter, since a ship galloping hard in a rough sea is not easy to stop. A ship cannot be swivelled round like a racing yacht, and you would run the risk of smashing your jibboom off if you did. Ships require a little technique of their own. They have too many delicate spars to be jerked round as a yacht is, and a seven-stone barque like the ‘Cicely Fairfax’? would take some jerking round! Thus, two stoppers, extending right across the forecastle deck, well inboard, one on each side of the bowsprit, must be regarded as essentials to the hard sailor. They will save you any amount it should not be built into the ship for fear of damage in collision. I prefer to screw it down on to the forecastle deck with three big brass screws, and here the dug-out ship has a big pull. She is solid and massive in this tender place. of worry and repair work. Your bowsprit, of course, must be exceedingly strong, though willowy. t Magazine. the jibboom may be on the nose ! bowsprit, therefore, should be a young billiard cue handle in strength, and should go fairly One of the earliest known Model Yachts The model from which our photograph was taken is a copy of a model found in the tomb of Tutankamen. No doubt the original vessel was one in which His Majesty made pleasure trips on the Nile. A yacht is a vessel used for pleasure, and it is, therefore, correct to style this “Tutankamen’s Royal Yacht.” We are indebted to Mr. Arthur Lamsley, Portsmouth, for the use of this photograph. replica of the This fine original model was made by Mr. Lamsley’s brother. The jibboom should have a brass heel to take the screw which goes through it into the bowsprit. The only other fastening the jibboom needs besides the stays is a strong lashing or gammoning to the outer end of the bowsprit. I find that one brass screw and this gammoning—with the stays, of course—hold a jibboom splendidly. light and It should be by far the stoutest spar in the ship, much thicker than your main-mast. A model ship has some terrible shocks to take, right Your All ships, by the way, should have very thick and strong forecastle decks. They need them badly, to strengthen the bows, to hold the bowsprit, and to hold the stoppers. (Zo be continued) We venture to suggest that it would be advantageous to use a watch pintle under the heel of the rudder instead of using the form shown on page 231 as it would eliminate friction, Editor, THE M.Y. & M.M.M. 234 January 1933 The Model Yachtsman LOCAL KNOWLEDGE AND GOSPORT. In the undernoted reply, Mr. Reg. W. Lance, the celebrated model yacht designer, whose designs “Little Nell’ and “Flame” proved World Champions, makes reply to the article printed under the above heading last month. Dear Mr. Editor, I have just read the article ‘‘ Local Knowledge If in the first tack the vessel fetches past the bay to the wooden bridge, pull up the slack guy and and Gosport’ with considerable interest. take, say, three fairly short tacks to the line. If, on the other hand, the model does not reach the bay, sail over to the southern shore, and it is quite possible that in the next tack the line will be reached. I am writing a reply upon this subject not as an expert, but as a member of the Gosport Club who has sailed under all conditions of weather at the Gosport Lake for many years. I must start off by saying that of all the waters throughout the country I have sailed upon not one has approached the possibilities for good sailing that the Gosport water holds. Choice of positions at the start.—Upon winning the toss, obviously take the windward berth at the eastern end of lake. If the toss is lost, take windward berth at the western end for the run. The gasometer snag we have heard so much about is really enlarged upon out of all proportion to the real difficulty same presents. When I state that this contraption is situated very nearly half a mile away, readers will unser- stand that failure to set a good course does not lie here: With regard to the bay on the northern shore, I must admit a difficulty does exist. The prevailing wind at Gosport is south-west, and I will endeavour to give the points of sailing generally encountered. The models in all cases are started from the western end of the lake. 1—Wind, South-Westerly. Endeavour to sail through the lake with a preference for the northern side. This should not prove too difficult, especially as the water is 60 yards wide. If one has the leeward position at the start, it pays to take off helm a little and keep away from the northern shore in order to miss the bay. In the event of the model coming right into the corner of the bay, it is almost difficult to get out with the spinnaker set. Let the sheet right off and work out yard by yard. The bay is about 4 yards wide and about two retrims should be all that is necessary. These retrims should be very slight indeed, as the model must be kept close to the wall in order that same is to hand upon the corner leading into the straight. Now comes the most important part of all. The trim must be put back to the original setting at the commencement of the board. If this is not done the model will climb to wind- ward and the race is almost sure to be lost. I have drawn a diagram of this bay (not to scale), and probably readers will understand much better from a perusal of this sketch. Upon the return board to windward the boat should have the guy fitted, but all slacked off and doing no work at the commencement of the board. 4 @------------\--------------o \ \ Rough sketch map of Gosport Lake. January 1938 And Marine Model Magazine. 2—Wind Southerly. A Reach Both Ways. It is most necessary that the model under these conditions be kept along the northern shore. If one is unfortunate enough to get right into the bay, the same remarks as before will apply. Keep the boat to hand at the corner and all will be well. Of course, the spinnaker will not be set at all with this wind blowing. As regards the return trip, it is essential that the boat does not get up to windward under the southern bank. In the event of so doing, carry all helm, and free right off with the idea of getting straight across the lake to the northern shore in the quickest time. It is a mistake to try and sail for the line from this bank with slightly freer sheets, as the boat is right under the bank and all wind is lost. In any case, the head sail is of more use than the mainsail in a position such as this. 235 Again we have seen well-designed, well-fitted models overpowered when they should be doing as well as other boats which were beating them. The solution to this conundrum probably lies in the fact that these boats did not have a sufficient proportion of lead to displacement, or had too heavy a mast and tophamper. In the A-class 10 to 11 Ibs. should be sufficient allowance for boat and gear allowing the rest for lead. We do not advocate flimsy building as boats do not keep their shape, give trouble and are too fragile. The narrower and lighter a boat is, the higher proportion of lead she wants, but this is not possible. Therefore every care must be taken to eliminate unnecessary weight in building or fittings. Editor, THE M.Y. & M.M.M. Choice of positions at start of race.—Upon winning the toss, take the windward berth at the western end, and if losing the toss, leeward berth at the eastern end. 3—Wind Easterly. It invariably pays to sail the lake, tack for tack, upon going to windward, and no guy should be necessary. Upon the return run, the bay will not enter into the sailing. The northern shore is the best position to hold. Choice of positions.—Winning the toss, obviously take the windward berth at the western end of lake, and if the toss be lost the windward berth at the eastern end is good. 4—Wind Northerly. Reach Both Ways. This wind fortunately we seldom have at Gosport. When we do, however, the sailing is distinctly bad and troublesome. It is necessary at all times to keep to the southern shore by all means available. In fact, we try to keep our models not more than a few yards away from the wall for the whole length of the course. By this means the sails are kept full, as there is quite a lot of the lake under the lee of the bathing pool bank and the wooden bridge rails, ete. Choice of positions.—Take the leeward berth at the eastern end or the leeward berth at the western end. In conclusion, I should like to say that in my opinion no trick sailing is required under any conditions on our lake, and that one is apt to confuse local knowledge of sailing with local knowledge of the right size of model to use. Yours faithfully, REG. W. LANCE. In the final paragraph of his letter, Mr. Reg. W. Lance touches on one of the most difficult points that the novice has to consider. What is the right size model to use at Gosport or elsewhere ? ‘“‘ASTRAPE”’ (A-class) A good-looking and able model designed by her owner, Eng. Rear Adm]. A. Turner, R.N. In the 1932 British Empire Championship this model made a remarkably fine showing. Down wind in the wildest weather she ran as steadily as if she had been on wheels and her windward work was hardly less impressive. HEARTY CONGRATULATIONS! Our hearty congratulations are extended to Eng. Rear Adml. A. Turner on his promotion from the rank of Captain. Adm]. Turner is one of our foremost designers of model yachts and the inventor of the Metacentric Shelf system of balancing a design. 236 January 1933 The Model Yachtsman THE BEACH YAWLS OF EAST ANGLIA. Following the series of articles by Mr. F. C. Tansley on the Beach Yawls (see our issues of August, September and October last), we received the following letter from Mr. G. Colman Green, but owing to lack of space, were obliged to hold over until now. Editor, THE M.Y. & M.M.M. qualified than the writer of your articles to open the subject, but although I personally felt a glow of exhilaration at the recalling of old memories, I am sure I shall be excused for saying that there is more to be expected from other quarters, maybe, upon the matter. It should be emphasied that the Beach Yawls were, for all intents and purposes, the original Lifeboats, and that most of the early life saving experiments were carried out on Yarmouth Beach by Captain Manby, R.N., and others. Iam in the same happy position as my old friend Mr. Tansley, of having been, like him, in personal contact with these craft and their crews, over a number of years, and was, indeed, a member of a yawl-crew, on more than one occasion, having raced against “‘ Georgiana,” ‘* Happy-go-lucky,” a “ Bittern” and the rest. There were many exciting incidents; and huge concourses of people thronged the sea-shores as spectators. I remember ‘‘ Georgiana’ once fouled the mark boat, and precipitated the occupant into the sea, Of course, there were some but she rushed on. heated remarks at the conclusion of the race, when the Lowestoft men declared they never touched the mark boat at all; and this may have been perfectly true, for the swirl caused by the displacement of so long a boat may have been sufficient. She was for nearly a decade the doyen of them all, securing thirteen first, seven seconds, four thirds, ? and a fourth. In all she won £240 prize money. These yawl races furnished the various localities with a personal interest in the Yarmouth and Lowestoft Regattas, etc., which reached a remarkable point of enthusiasm and was indeed a vital matter of popular interest from Orford Ness to The Wash, and for twenty miles inland. Mr. Tansley has not mentioned the ‘“ Bittern III” which was generally believed to be fastest of the lot, and probably the best model (48 ft. 7in. by 9 ft. 4 in.). I have hanging on the wall before me a long piece of one of her planks which has been examined by a well-known model yachting expert, and declared “oak.” It certainly is not pine as stated in THE MODEL YACHTSMAN articles. On one’ occasion we had an exciting experience. It was Lowestoft Regatta Day, and there was to be the usual yawl race. I was fortunate in being a member of the crew of the Pakefield Yawl; and could see a good deal of what happened. A threatening sky, with a hat full of wind, and rain, came out of the south-west, and it was expected that the Regatta would be postponed. For some reason this was delayed. Rather reluctantly the Southwold Boat came up from the south, and she was followed by the Kessingland Boat in the way of a direct challenged. The Pakefield Boat put off in a hurry, and soon we were all converging on Lowestoft Ness. On arrival there we witnessed ‘ Georgiana ” rounding the North Pier, under a small set of sails and making for the line under easy conditions. ——— mt Dear Sir, I suppose that quite a number of people will become reminiscent in consequence of Mr. Tansley’s brilliant account of the Beach Yawls, and will be able to throw valuable sidelights upon this fascinating subject. True I do not know of anyone better Sketch of Rudder belonging to the -'Bittern,’’ of Southwold. The Happisburgh boat started but I believe returned. A sudden gust of wind brought with it a nasty swell, and it became evident the race would be sailed under difficult conditions. The Yawls were rearing and plunging like horses. The rain came with the wind, and thunder boomed across the darkening wastes of sea and sky, punctuated with vivid flashes. For several hours we lay to pitching in a nasty sea, with showers of spendrift driven over the yawl, by the heightening wind. The sails were lowered so as to form something of a tent, but as a considerable quantity of water was shipped most of the crew were kept bailing under conditions better imagined than described. The heat under the sail, however, became very oppressive, and it was a great relief when the coxswain ordered sails to be hoisted. The boat started off like a racehorse and soon parted company with the rest. We ran far out to sea beyond Happisburgh (pronounced Hazeborough), before the craft could be brought about to head the seas. It was nearly dark when we ran into Lowestoft Harbour and made her snug near what is now the yacht basin. I was “frozen to the marrow” and no doubt the others felt similiarly uncomfortable. We had been at sea ten hours, and the fate of some of the yawls was then unknown. It was quite dark when I went into the Fisherman’s shelter near the bridge and partook of scalding hot cocoa with Davis and the rest of the crew. es 237 And Marine Model Magazine. January 1933 Before concluding I might give the names of some of the best known yawls, though I cannot remember, just now, whence they all hailed from. The Swan family are still well represented and could tell us a lot about it. There are many others— some even in Canada and others in Australia. There were the 50-footers : “‘ Georgiana ” (Lowestoft), “‘ Bittern IT,” ‘‘ Southwould,” ‘‘ Happy New Year,” ‘‘ Success,” ‘‘ Lady Collier’? (Lowes. N. Beach), “‘ Young Prince” (Lowes.), ‘* Reliance ” (So’wld), ‘‘ Nil Desperandum,” ‘ Bittern I” (So’wld), “John Bull,” ‘ Young Reliance” and ‘** Cricketer.”” The 60 footers: ‘‘ Glance ’’ (Winberton), ‘‘ Haste’? and other. Three Masters: “ Eclipse * (Lowes.), “* Paragon.” The crews varied from 18 to 21 as did the draught (aft) as much as 2 ft. to 4 ft. Forward they floated in mere inches. I have a rough sketch by a Beachman who knew the “ Georgiana” as she was. It shows very clearly the peculiar forward rake of the mizzen mast and the singular set of the sail. This I enclose. Recently I made a sketch of what I believe is the only remaining rudder, and it is interesting to note that this is the very contrary of ‘‘ Georgiana’s”’ as described by Mr. Tansley in his article. This is the ‘‘ Bittern’s ’’ of Southwold, and is precisely the shape used on most of the yawls I knew. Well they’re gone and it’s no use weeping about them ; but they are indicative of a romance of the sea which was caught by Cunningham and other patriotic writers. You know, “ There’s tempest in yon horned moon,” ete.; and “ The Spirit of your Fathers ” and again, ‘““As we sweep through the deep,” etc. The yawl was expressive of a stirring age and was an epitome of English skill in building and seamanship. It was the last word in the craft of designing, and it is extremely uncertain if what is known as yacht design has progressed in producing efficiency on point of sailing, or greater speed. A greasier mechanism has superseded these peerless sailing craft. The motor boat as a life saver has been evolved, and though an era of greater progress lies ahead, we look back with a sigh of regret at the scanty records of these ‘“‘sweet creatures” of the sea known to another generation as Beach Yawls. Yours faithfully, G. COLMAN GREEN. = ——___ oe — The Beach Yawl ‘‘Georgiana.”’ From a sketch by a Beachman. 238 The Model Yachtsman January 1933 THE DESIGNING OF “MAIDA,” (6-metres) MODEL & YACHT. By J. A. Stewart. HE Editor, on behalf of numerous corre- There can be no doubt that the boldness and spondents, has asked if one or other of Mr. ingenuity of Mr. Stephen’s design mark a new departure in the construction of racing yachts. John G. Stephen’s models which took part in the trials on the Lake of Monteith, reported in THE The theoretical basis of the design is the principle MODEL YACHTSMAN of December, 1931, was the model of the yacht “ Maida.” laid down by Rear Adml. Turner that the hull of a I think the best way to answer that question is to give the substance of an article in the Glasgow Evening Citizen, which gives an account, practically in Mr. Stephen’s own words, of the experiments with models which led to the building of “ Maida.” The three races for the Seawanhaka Cup sailed on the Clyde on August 18th to 20th are now a matter of yachting history. ‘* Maida,” really a hard-weather specialist, was unfortunate in meeting the American challenger “Jill”? under light-weather conditions, and suffered defeat. Some later trials in hard going showed that had the races been held under typical Clyde conditions the result might have been different. The record of the Clyde 6-metres is appended, which shows that in spite of her unfortunate show- ing in the Seawanhaka Cup races, “‘ Maida” was the most successful competitor in the northern division of this *‘ hot” class. Mr. Stephen kindly lent*me the model “* Maida ”’ for trials at Whiteinch. Sailed in several club races by one of the younger members—Mr. Ken. Fraser, the model did rather well. winning about 66 per cent. of the possible points. A similar model, specially designed, rigged and tuned up for pond RECORD OF THE CLYDE 6-METRES, SEASON 1932. Prizes. Ist 2nd Other Ttl. 11 6 3 7 4 6 18 19 10 8 6 5 8 8 19 19 17 Vorsa—(J. H. M. Clark) Priscilla I1—(R. M. Teacher) Be ... 30 4 3 3 34 8 1 2 11 Coral—(W. L. Horbury, jan.) ©... oes wee, DT + 3. 8 15 The above table does not include the private race for the Hafton Cup, which was won by “ Priscilla.” * Priscilla ’’ was also winner of the No. 2 Tarbert Cup, and * Valdai’’ won the Maia Cup. to the record given any wind. According to this theory, the two ends of the boat must have similarly shaped sections— i.e., if the bow be full at the waterline ending, then the stern must be equally full. Incidentally, the result is a good sea boat. REPRINTED CITIZEN,” FROM THE “*‘ EVENING 17TH AUGUST, 1932. N November, 1930, Mr. Stephen read an article in the American paper Yachting, which stated that a 30-square-metre boat could beat any of the 6-m. yachts in America in a breeze of wind or in light weather. Now, these square-metre boats have extremely long shallow hulls, and very small sails, their sail area being 320 sq. ft., as compared with a 6-m. of 460 sq. ft., but their water-line is 26 ft. and the 6-m. about 23 ft. This article interested him, so in the evenings after that he spent some little time seeing how a Loat of the square-metre type could be made to fit the 6-m. rule, and after he had sketched out a boat he was rather impressed with her possibilities. Then he began to think what one could do by going to the opposite extreme of the 6-m. rule, and he drew out what he thought was the biggest boat sailing, might be a champion. Starts Maida—( Messrs. Stephen. MacAndrew & Napier) 36 Fintra—(E. 8. Parker) 38 Susette—(Hon. J. Maclay) 39 Valdai—(Robert Clark) 39 vessel should be so exactly balanced that she will almost steer herself on any point of sailing and in ‘‘ Vorsa’’ had In addition two second prizes in two starts at Ryde during her visit to the Solent to take part in the British-American Cup contest, in which she was the best boat of the British team. that would be any use in the 6-m. class. When he had finished that design, he could not make up his mind which of the two was the better, although they were of such extremely opposite types. At this stage of proceedings he had no intention whatsoever of building a 6-m. yacht ; but to prove for his own satisfaction that these two boats were good boats, and to find out which was the better, he decided to build models of them. He made a model of each design to the scale of 1” to the foot. Then, to have a definite standard by which to try them, he made a model of the American 6-m. ‘“* Lanai,’ whose lines he had been given by Mr. Crane, her designer. All three of these models were very carefully made and weighed, and he wrote to Mr. Ratsey, of Cowes, the famous sailmaker, and asked him for suitable material for their sails, and he replied very kindly, and most generously made _ perfect suits of sails for these models. Then came the trials, and in them—to Mr. Stephen’s delight—both the models beat the ‘* Lanai,” but of the two the big boat, or the forerunner of *‘ Maida,” proved the better when there January 1933 And Marine Model Magazine. was any breeze. of wind, but on practically every occasion “ Lanai’’ was defeated decisively. One day, while sailing “‘ Lanai”? against one of them, Mr. Frank Robertson, the well-known owner of “‘ Caryl,” joined Mr. Stephen with a model which he had made of his old 6-m. “Caryl.” They put a suit of Mr. Ratsey’s sails on to her, and tried her out with the two other boats. The result was most interesting. ‘‘ Caryl” arid “‘ Lanai” sailed a neck-to-neck race for the best part of a mile, while Mr. Stephen’s experimental model beat them both fairly comfortably. This more or less proved that there was nothing wrong with the “ Lanai” model, as the actual yachts “Caryl” and “ Lanai” were very equal, and one would therefore expect their models to be so too. It therefore indicated that the experimental model was a definite improvement. By this time Mr. Stephen had come to the conclusion that he could improve both the experimental models, so he re-designed them, and then made two larger models to the usual scale adopted by the model yachtsmen, namely—1%” to the foot. These boats were despatched to a London model maker to be rigged and finished, and when it came 239 There were slight alterations, as the steering qualities in a real yacht are not so important as they are on a model, and small sacrifices were made in her steering qualities in order to get slightly longer sailing lines. To start with, there were various mistakes made in ‘‘ Maida’s”’ rigging, and during her first few races she was far from being tuned up and gave a very disappointing performance, but there were odd moments when she definitely showed that she was capable of doing much better. These mistakes were gradually put right, the chief one of which being that her rigging was made of the wrong wire, and consequently her sails were not given a chance to stand properly. Most of the alterations, apart from this one, were trivial little affairs, none of which in itself would make much difference, but when all the differences were added up they amounted to several seconds per mile. Her chief characteristics are :— (1) Her extreme fullness on the water-line at both ends. (2) She is designed to balance practically asa to trying them out there was very little to choose model, so that she takes almost no helm at any between them, but, if anything, the big boat won, especially in the stronger winds. Mr. John A. Stewart, a well-known model yachtsman at the Victoria Park, very kindly offered to time. test these boats against his “ Ailsa,” which was near the top of the 6-m. class in Victoria Pond. They had one trial with each boat out at the Lake of Menteith, against the “ Ailsa,” and both boats beat “‘ Ailsa”? very comfortably. All these experiments gradually created an impression in Mr. Stephen’s mind that the big experimental model was the better of the two, and might be an improvement upon the presentday 6-m. After that it was a comparatively short and easy step to deciding to build a 6-m. to prove the actual case, and ‘‘ Maida’ was’ designed on lines very similar to the model with which the experiments were carried out. (3) Her sternpost is much more vertical than is customary. (4) Her lead keel starts nearly at the fore-end of the water-line, and slopes right back to the base of the sternpost. (5) Her rudder is considerably larger than a normal one. (6) Her fore triangle is considerably larger than most 6-metres, and consequently her mainsail is somewhat smaller. (7) Her halliards come down inside her mast. (8) She has a small hatch in the nose of the boat in which to stow her jibs, instead of tying them up on deck. (9) She has six winches, specially designed with disappearing handles, which are used for working the runners, jib-sheets and _ halliards. (Continued from page 204). E will now come inboard and take the deck fittings and other erections which go to make up the deck plan of a typical schooner with three masts. As promised last month, I have made out the accompanying drawings of the ** Emily Warbrick.” Immediately aft of the bowsprit we come to a samson post which does the double duty of anchor- +o ing the bowsprit at the heel and supporting the rachet gear of the windlass. On either side of this post are two posts called bitts, which have two holes in them to support the barrel of the wind- lass which is worked like a pump, except that a rachet takes the place of the valves. Colloquially known as a *“‘ you up and me down” windlass. The ‘** Emily Warbrick ”’ had her bell mounted just over 240 The Model the middle of the barrel, as may be seen in two of the photographs last month. A 6” pipe is just aft of the windlass to carry off the smoke from the crew's heating stove down below, followed by the cuddy. In this case the top is circular with a sliding lid or hatch on the top and forward side and double doors looking aft. The drawing shows this erection quite clearly. Between the cuddy and the foremast there is comfortable space with a ventilator slightly to starboard. Somewhere about here you will generally find the leads to the chain locker. In the case of the “ Emily Warbrick”’ they are on either side of the cuddy and are '{ shaped, looking aft. The foremast has a spider band just below the saddle for the boom. I am not certain whether the “ Emily Warbrick”’ had an iron goose-neck or the old-fashioned jaws, as shown in the top drawing of the profile, but I imagine it was the latter. The caboose is the highest deck erection we have, but even this is not very comfortable for the average man to stand up in. The caboose has two doors, one on either side, and is painted white with the exception of the roof, which will be a dark red or brown. The chimney is set up on the port side as far forward as possible to allow the boom to swing out board. The “ Emily Warbrick” has a lean-to iron container on the after-side, as shown. I expect the cook has complete command over this and is in possession of the keys of the two padlocks which secure the lid. The larger of the two hatches come next and occupies most of the space between the caboose and the dolly winch, which is connected up with the fife rail, the two forming a complete rectangular surround to the main-mast, which comes next with the pumps just aft, shown as two short tubes just inside the after end of the fife rail. The engine house is slightly to port and some way aft of the main-mast, and the oil tank on the starboard side of the house. This house generally contains an oil engine, of which the two shafts jut out on either side to form a winch for hoisting sails and cargo. The after hatch comes next and is about two thirds the size of the main or larger one, but of course the actual size is governed by the amount of space available. The mizen mast is just aft of the after hatch. This mast is very simply fitted and generally has a spider band and saddle for the boom unless the’ mizen is reefed by roller gear, sp2cial gooseneck would be used. in which case a Very often one comes across a threemaster with goosenecks on the fore and main and jaws on the mizen. Immediately aft of the mizen mast is the after cuddy as companion way down to the saloon. In this case it is somewhat grander than that of the forward one. The skylight varies in size and shape. The “ Emily Warbrick ” has a singularly small one. The schooner’s skylights are unlike those of the square-rigged ships in that they have only combing lights generally and are quite flat on top, looking very much like the ordinary hatchways further Yachtsman January 1933 forward. The actual lights or panes of glass are protected by vertical bars not unlike a prison window, as we imagine it. Some provision is made so that light does not shine into the helmsman’s face. A canvas cover is the most common, but need not be provided on the model, as this is merely an extra like the assortment of old motor tyres which are used as fenders nowadays. Very often the compass is set up in a square box on top of and at the after end of the skylight. The “ Emily Warbrick”’ does not appear to have been fitted in this way, but probably has a small binnacle just ahead of the wheel. A grating is placed on the deck just under the wheel for the helmsman to stand on. The wheel itself is quite a simple affair from the outside, as the house completely covers the gear. The shape of this house varies in that some have a curved roof and others a flat, except for the camber, which is put in all deck houses. Aft of the steering gear we have an eye-bolt and shackle for the mizen sheet, a similar one being fixed in the deck for the main sheet and one for the fore sheet. Some form of crutch must be provided for the booms when the sail is furled. The dolly winch has a half-circular notch cut in it for the fore-boom. The main boom generally rests in an iron crutch clamped to the mizen mast, very like a goose-neck on the mast. The mizen boom rests on a chock on the wheelhouse, as shown in the profile and plan views accompanying this article. Short battens are nailed to the deck in front of each doorway, such as is shown at the forward cuddy. These should be placed on either side of the caboose and in the doorway of the after cuddy. I have not shown these latter in the drawing. In the plan view of the deck you will notice that I have drawn one side with just the timbers showing as they come out of the deck to support the bulwarks. You will notice that these do not come up at regular intervals, but are spaced according to the requirements and are strengthened in the way of the masts and bitts by alternate heavy and light timbers. I have spaced the ones in the drawing as nearly like those in the “ Emily Warbrick’ as I can get them. There are two wooden bitts on either side of the bow and one on either side of the quarters. Belaying pins are set in the way of the masts and in the fife rail. Cleats are shaped out of the timbers in the way of the shrouds. There should be a couple of fair leads on either side of the bow, the two forward ones being of wood and the after ones the common iron type. For mooring purposes there should be two bollards on each side just aft of the mizen rigging with a couple of fairleads on the after side of the taffrail, also a pair of holes should be drilled in the bulwarks at the quarters for the mooring lines. These may be made similar to the hawse holes or pipes in the bow. They should be strengthened January 1933 And Marine Model Magazine. with a block of wood on the inner side of the planks and between two of the timbers. For those who cannot quite follow the mechanical or formal methods of showing the deck equipment I will try and include a few drawings of the above in subsequent issues, especially as these apply to both the two- and three-masted schooners. (To be- continued.) 241 MANY THANKS! Many of our readers have sent us charming Christmas and New Year cards, calendars and letters of good wishes. It has been impossible to acknowledge all these, but we thank the senders heartily and warmly reciprocate their kind wishes. We much appreciate the kind thoughts that prompted these friends and thank them. SS SZ OF PROF me —= : ROS ROR AOR arLIA Official Measurers, Messrs. C. Drown and H. LONDON JOTTINGS, Corby; Assistant Measurer, Y.M. 6.m.0.A. (SURBITON). The Club held its Annual General Meeting in the Whitefriars Room, Anderton’s Hotel, Fleet Street, A. K. W. Brock, Esq. ; Committee, Dr. Greville, Messrs. R. E. Dearing, G. Howard Nash, W. R. Emery, H. C. Whetstone, C. Drown; House Committee, Messrs. H. C. Whetstone, W. H. Sidey and E. W. Rickman. London, on December 20th, with Mr. C. H. Adams in the Chair. After the usual routine business had been transacted, the Chairman gave a resume of the season’s doings. After summarising the membership returns and NORTH OF ENGLAND. racing results, the Chairman gave a very interest- ing account of the M.Y.A. Council’s work during the past year. In the course of this he referred to the incidents at Gosport which had arisen mainly through silence of the Sailing Rules on various points, and informed the meeting that a Sub. Committee had been appointed by the Council of the M.Y.A. to deal with this matter. Mr. Adams added “I hold no brief for the M.Y.A. but there is no doubt it serves a useful—in fact an essential—purpose and therefore, deserves the loyal support of all who are interested in model yachting.” After discussion, the meeting adopted Col. Bilderbeck’s proposals to institute a Flag Championship. These are that in all club races one point shall be awarded for each of the first three places, but in case of a race with only three starters only the Ist place shall be counted, with four starters a point for Ist and 2nd places, and if there are five or more starters points shall be awarded for Ist, 2nd and 3rd places. Lt.Col. Bilderbeck offered a prize of £3 3s. for the boat gaining the greatest number of points (or flags) during the Season, ‘ FY After election the Officers and Committee are :President, T. B. C. Davis, Esq.; Vice-Presidents, Lt. Col. Bilderbeck, O.B.E., Major M. Heckstoll Smith, Captain F. W. Lazell, W. J. Daniels, Esq., Chairman, C. H. Adams, Esq. ; Vice-Chairman, H. J. Brent, Esq.; Hon. Secretary and Treasurer, J. G. Feltwell,Esq. (90, Church Road, Barnes, 8.W.) ; Trustees, Messrs. E. E. Marshall and J. G. Feltwell ; BIRKENHEAD M.LY. & P.B.C. The annual prize distribution, whist drive and dance of the B.M.Y. & P.B.C. was held at the North-End Liberal Club on December 1 under the presidency of the Commodore, Councillor Chas. MeVey. In welcoming the guests Mr. McVey commented on the excellent progress made by the club, which had now a membership of 120, and since its foundation in 1928 had rapidly come to the fore as one of the leading clubs in the country. He added that the club was democratic in character, as its members were of every walk of life. They had an extensive fixture list, both for sail and power boats. Mr. Wm. Carpenter proposed a vote of thanks to. Mr. McVey and the Hon. Secretary, Mr. A. E. Foster, proposed a similar compliment to Mrs. Andrew, who presented awards to the following: Power Boat Class: Point Races, 1932—Ist, ** Banshee ” (J. Kirkpatrick); 2nd, “ R.A.F. 202” (W. Litherland). Parks Committee Open Challenge Cup—lIst, ‘‘ Banshee” (J. Kirkpatrick); 2nd, ‘Bluebird’? (F. W. Atkinson). Junior Class: Hornby Challenge Cup—lst, “‘ Nancy I.” (K. Jones); 2nd, ‘‘ Nancy II.” (A. H. Thomas). Graham White Challenge Cup—lst, “‘Shadow”’ (J. Pemberton) ; 2nd, “‘ Nancy I.” (K. Jones). Noel Lloyd Challenge Cup—lst, “ Nancy I.” (K. Jones); 2nd, “* Venture” (W. Jones). 12-metres Class: Lingmore Challenge Cup—lIst, “‘ Four Winds” (W. M. Carpenter); 2nd, “Joyce ”’ (J. Edwards). Livingston > DAY The Model Yachtsman Challenge Cup—lIst, ‘“ Faith’? (A. Shaw); 2nd, “Fleur de Lys” (J. B. Baylis). Dalcoolin Challenge Cup—lst, “‘ Faith’? (W. H. Jones); 2nd, “ Joyce”’ (J. Edwards). 10-rater Class: Maura Challenge Cup—lst, “ Fionall”’ (A. Barr); 2nd, “Nancy III.” (W. H. Jones). A-class: Parks Committee Open Challenge Cup—lIst, “ Margherita” (J. B. Baylis); 2nd, “* Dart’ (T. Bedson), Livingston A-class Challenge Cup—lIst, “‘ Maureen” (J. Crellin); 2nd, “ Betty VI.” (F. W. Atkinson). Columbia Challenge Cup—lIst, “Maureen” (J. Crellin); 2nd, ‘‘ Mersey”? (A. E. Foster). BRADFORD M.Y. & January 1983 an extensive programme for next season. This was seconded by Mr. J. Alexander and replied to by Mr. H. L. Robertson. Mr. F. M. Bridge was presented with a gold watch in recognition of his services during the formation of the club, and Mrs. Robertson was the recipient of a silver spoon bearing the emblem of the club in enamel. The concert arranged by Mr. Bob Wright was a great success, especially the juggling tricks, and everybody enjoyed themselves thoroughly. P.B.C. Beyond the usual non-competitive cruising on the Larkfield Dam at Rawdon near Leeds, there is little to report. The club fleet now consists of twelve A-class, eight 6-metres, thirteen 10-raters, and three 36-inch Restricted Class. In addition to these there are under actual construction two 10-raters and four 6-metres, together with the probable inclusion of two 36-inch boats belonging to prospective mem- bers with which to commence the new season. Like many inland clubs, we have suffered this year from lack of wind, and although we were fortunate enough to be able to sail our races to schedule, on many practice days it has been hopeless to attempt to sail. J, Po, FLEETWOOD M.Y. & P.B.C. The third Annual General Meeting was held on November 18 with the Commodore in the chair. About sixty-five members were present. The following were elected as officers for the coming year: President, Capt. Lord Stanley, M.C., M.P. ; Vice-President, Admiral of the Fleet Earl Beatty ; Commodore, Mr. J. Marsden; Vice-Commodore, Councillor R. V. Leash ; Secretaries, Messrs. Stewart Pople and Leslie Corroin ;, Racing Secretary, Mr. H. Grayson ; Secretary Junior Section, Mr. T. Aldred ; Secretary Power Section, Mr. W. Roskell; Chairman of Power Section, Mr. Geo. Wilson; Hon. Treasurer, Mr. T. Briggs; Auditors, Messrs. J. Porter and W. Whittaker. On November 23 the season was concluded by holding a Hot Pot Supper and Social. About 120 members, wives and friends were present. During the evening the prizes were distributed by Mrs. H. L. Robertson as follows: ‘‘ Beesley ” Cup (A-class), J. Alexander; ‘ Mather Richardson” Cup (10-raters), J. Alexander; 36-inch Restricted Class, A. Wright ; “‘ Lever’ Cup (Out-class Boats), J. Rawlinson, Snr. ; Bronze Medal for Third Place in International Petrol Hydroplane Race at Paris, 1932, R. Westhead. The Junior prizes were: Turner ‘‘ Bermuda” Cup, R. Leadbetter; ‘‘ Forrester” Shield T. Beale; ‘‘ Woods”? Cup, H. Barrowclough. Mr. J. Marsden proposed a vote of thanks to Mrs. Robertson and said that the club had arranged IN THE WEST COUNTRY. WEST CORNWALL M.Y.C. A large and representative gathering attended the Annual General Meeting of the West Cornwall Model Yacht Club, held at Hayle on November 10th. After the usual preliminary routine, the Hon. Secretary and Treasurer presented the Club’s balance sheet, which showed that, following a deficit in 1931 due to expenditure on the building of the Club’s new boathouse, the 1932 accounts revealed a substantial balance in hand sufficient for present requirements. The trophies won during the season were presented to the various winners by Hadley Simons, Esq., a vice-president of the Club. Officers for the ensuing season—President, C. V. Wills, Esq., re-elected; all Vice-Presidents reelected, together with the retiring Chairman, Mr. R. Hodge, and Mr. J. Clemence, an old and valued member of the Club, Mr. J. Tripp was elected Chairman, Vice Mr. R. Hodge retiring from the position owing to health reasons. A new feature was the election of a Management Committee in addition to a Sailing Committee ; Hon. Auditor and Official Measurers, the Hon. Secretary and Treasurer, Mr. W. T. Edwards, was also re-elected. The arrangements for 1933 provided an opportunity for the Hon. Secretary to propose that the Club apply forthwith to the M.Y.A. for affiliation to that body, explaining that although a similar proposition made by him at the Annual General Meeting in 1931 was rejected, the time had now come for an old-established club such as this to be brought more in line with other clubs, both with a view to the production and sailing of more up-to-date models, and to give those members desirous of inter-Club racing an opportunity which has hitherto been denied them, and due to the class of models obtaining bearing no resemblance to those as sailed by other clubs. After a lengthy discussion the proposition was agreed to by a large majority, the Hon. Secretary being instructed to communicate such decision to the Hon. Secretary M.Y.A. January 1933 And Marine Model Magazine. The classes decided on comprise the 36-inch M.Y.A. Restricted Class, 10-Rater and 6-metres classes, of the 36-inch class, a dozen or more of these little craft will probably be in commission for the opening of the 1933 season. Two such models, a full keel and fin and skeg exhibited by Mr. Burt, a member of the Club, were much admired. The L.O.A. local classes are also to be very much restricted as regards extreme beam, depth and weight, having of late assumed abnormal proportions. It was agreed to raise the annual subscription A correspondent in a previous issue of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE described the Club’s sailing water, the use of which has been kindly granted by Messrs. Harvey, & Co., Ltd., as “‘a veritable model yachtsman’s Paradise,’ being one of, if not the largest in the country, the area being 36} acres, and is some 700 yards long by 270 yards wide, and model yachtsmen who decide to spend their holidays in the Cornish Riviera, and bring their craft along, may be assured of a warm welcome. The Hon. Secretary, Mr. W. T. Edwards, “ Springfield,” Hayle, Cornwall, will be pleased to supply any details as to sailing days, times of racing. etc., to those desirous of obtaining such information. W. T. E. HUA to 10s. 243 i Z A RECENT Thursday afternoon witnessed the launch of a new 12-m. Model for Mr. J. McKenzie of the Victoria Club. Several prominent members of the Club were in attendance prepared to give criticism, favourable or otherwise. Taking the opinions expressed as a criterion, however, it would appear that this latest addition to the Victoria fleet is destined to give a good account of herself during the forthcoming season. A raging, tearing gale, varying from 60 to 80 miles an hour in the slams, turmoil of waters, laid up liners dragging their anchors and driven ashore, furious blasts of stinging rain and general elemental fury. What a night! Amid all the chaos of warring nature a car creeps carefully along on the road to Helensburgh, at times almost lifted into the Firth by the weight of wind but bravely fighting onward to its goa!. All of. which is preliminary to the inspection of a new boat owned by Sandy McKay. Some years ago Helensburgh boasted a very strong M.Y. Club, which utilised the curling pond on the heights overlooking the town as sailing waters. Unfortunately this club has broken up, or lain dormant for many years. An effort is on foot to resuscitate it, however, and the visit of certain well-known model yachtsmen on such an un- favourable night as is referred to above is, we hope, calculated to give an impetus to the movement, and we foresee a thriving organization in being at Helensburgh once more. The following has been contributed, and we take no responsibility regarding it :— “An interesting discussion has taken place recently on the correct relationship of the C.E. to the C.L.R. The wise owl strongly contended that it was not the relationship of these two factors which really mattered; it was rather the relationship of the C.E. to the length of the arm of gyration.” Prior to the festive season, too ! We are glad to hear that the Perth Club has applied for membership of the 8.M.Y.A. since our last notes were written, and hope to have the pleasure of seeing its delegates at our February meeting. Kirkwall (Orkney) M.Y.C. is, we understand, also on the verge of becoming applicants for affiliation. We have a persistent leaning towards our friends in the Far North, and while obviously distance precludes close touch, we will be delighted to see or hear from any Orcadian model yachtsmen whenever good fortune renders it possible. If the Kirkwall secretary cares to favour us with a synopsis of their proceedings from time to time we shall be pleased to utilise the material for this column. We understand that some interest is being shown in model yachting, following the construction of a bathing and model yacht pond at Anstruther (Fife). The Scottish Secretary with his usual enterprise is endeavouring to get into touch with interested parties, and we hope to see a new club inaugurated there in due course. Any assistance we can give will be readily rendered. We regret to hear that our Ayr friends are passing through troublous times, mainly due to the difficulty of suitable sailing waters. They have our sympathy, and we are sure the Associated Clubs will be delighted to do anything considered likely to be of assistance. We hope a little goodwill and team work on the part of the Ayr members will cause the dispersal of the disturbing elements and enable the Club to resume its former eminent position in the sport. 244 The Model Yachtsman January 1933 The West of Scotland Club are conducting a series of lectures on model yachting designing and construction during the winter months, and it is confidently expected that the members will ensure the success of the venture by regular attendance and participation in discussions. Mr. Andrew Weir is the lecturer on December 10th, subject, ‘‘ 6-M. l2rds LY.R.U. Measurement Rule”; December 17th, “‘ Determination of Main Features ” ; January 14th, ‘“‘ Hull Form and Sail Plan”; January 28th, ** Calculations.” approach the S.M.Y.A. to include an A-class event in the forthcoming 25th Anniversary Celebrations of that body during the 1933 season. Some routine business was dealt with and the meeting closed with the conventional votes of thanks. Like all pioneers the Scottish A-class Club is apparently meeting with difficulties, but we hope a stout heart and unselfish combined effort by the members will enable it to ride safely over the rough waters into the calm haven of ultimate success. Mr. J. Bannatyne occupies the desk on January 21st, subject ‘‘ Building and Construction,” and Mr. J. McKinnon on February 11th, subject “* Capt. Turner’s Method of Designing.” All these lecturers are thoroughly competent to handle their subjects with authority, and we anticipate valuable and entertaining meetings. The venue is the Whiteinch Burgh Halls at 3 p.m. prompt on each occasion and possibly additions may be made to the above list. midnight) from the Annual Social and Presentation The Scottish A-class Club A.G.M. has been held on November 26th, Commodore John M. Todd presiding. In his opening remarks the chairman expressed concern at the fact that the A-class Club was not making the progress that might reasonably have been expected. Unfortunately full advantage had not been taken of the facilities so generously provided by the Dumbarton Club, which was very disappointing and not calculated to induce the continuance of such facilities. The Lilian Cup race had provided a successful gathering and equally successful meetings were held at Paisley on two occasions and also at Port Glasgow. He heartily thanked these Clubs for their encouragement and also the Secretary of the A-class Club for assistance rendered in connection with transport of the models to the various venues. In conclusion. he appealed for more regular and continued support by the members, which, indeed, was essential if they wished to see the Club become the success it merited in view of the constantly growing importance of the A-class rule. The former office-bearers were re-elected and the compilation of a sailing programme for next season left in the capable hands of the secretary. It was decided to run the Lilian Cup race on the Saturday preceding the Gosport events, if it could be satisfactorily arranged, on the Dumbarton waters. It was further agreed to We have just returned (it is the witching hour of of Prizes of the Paisley Club. The genial presence of Commodore R. M. Russell presiding over a large and enthusiastic gathering in itself ensured the success of the function, one of the most interesting and enjoyable it has been our good fortune to take part in. The proceedings went with a swing from the start, and the Social Committee certainly deserved the vote of thanks we were privileged to propose. After a satisfying repast whist was indulged in and followed by the report on the past seasons’ activities. Commodore Russell expressed satisfaction at the gratifying success obtained by the Club during 1932, notwithstanding the handicap of the prevailing industrial conditions, and we agree the Paisley Club deserve the congratulations we were able to convey to the assembly. The formal presentation of prizes was gracefully carried out by Miss Hutchison to the Seniors, Miss Rodger to the Juniors, and Miss A. Coats to the winners of the whist drive. Thereafter song and dance held sway. We have remarked on a previous occasion that the Paisley Club is fortunate in being able to obtain exceptionally good fare on the musical side and a talented quartette, comprising Misses Jean 8. Leggatt and Edith Baird and Messrs. David Stewart and J. B. Campbell, worthily upheld this tradition. The quartettes and solos were a delight to listen to, and we regret it was incumbent on us to leave before the completion of this part of the programme. Mr. David Stewart Jnr. gave some piano solos which met with much appreciation. Vice-Commodore Coats gave a brief amusing address, and Messrs. Leggatt and Muir replied to the votes of thanks. Altogether we have to convey our appreciation to the Paisley Club for a most pleasurable evening which will linger long in our memory. THE ScorrishH COMMODORE. NEWS FROM OVERSEAS. CALCUTTA MODEL YACHT CLUB. E have not been idle since we last appeared in the pages of the only model yachting journal in existence, and several important trophies have been sailed. The first of these was the Premier Challenge Cup, sailed on August 6th and 7th, in three heats and a final over a five-point course, the entries for which were limited to vessels built in the country. Six of the A-class boats entered, but none of them were happy in the light airs that prevailed and it was left to Mr. F. R. Grenyer’s little “Atalanta” to win from Mr. H. G. Potts’ A-class, “Mary.” The next event was the Commodore’s Cup for A-class, which attracted nine entries. Broad sailing on the home principle was adopted and the Club was “At Home” to several guests, amongst whom were senior officials of the Calcutta Port Commission and the Bengal Nagpur Railway. After promising well, however, the wind dropped entirely And Marine Model Magazine. January 1933 and the competition had to be concluded the following week,when Mr.H.G. Potts’ ““Mary” won by 2 points from Mr. T. C. L. Rogers’ “Rajkumari.” Mr. Potts thus had the pleasure of annexing both the Commodore’s Cups, the first one for “B” class having been won by his 36in. L.O.A. ““Pompadour.” Both he and Mr. Rogers are amongst the newest members of the Club and both are to be congratulated on the fine showing they put up. One of. our most.interesting events was the Galleon Trophy, the prize for which was a model of an old Spanish galleon, kindly presented to the Club by our Vice-President on the eve of his retirement from office. This was sailed over three week-ends, the course being a sealed one each time, and produced some really excellent sailing. At the conclusion of the third day’s sailing Mr. F. R. Grenyer’s “Atalanta” tied with Capt. A. 8. Hardy’s “Shamrock” for first place, the latter being the Daniels 6-metre craft that used to belong to Mr. McWilliams cefore he left the country. These two vessels had to re-sail, and in a squall that swept the lake shortly after the start, “Shamrock” was handled with sailorly skill and ran home an easy winner. It was a very popular victory, for Capt. Hardy is our worthy Commodore.whose keen intetest in all matters pertaining to the Club has done so much to keep us going; nor is there any skipper in the Club who can handle his vessel better than the Commodore. The last important race was for the McWilliams Challenge Shield. This competition lasted for three months, and each competitor had to sail every other competitor twice each over two boards. Racing continued throughout all weathers—sometimes a gale, sometimes a nice sailing wind, and sometimes a zephyr. The leaders changed their positions on the table several times,and at the last week-end four vessels all tied witi 38 points. each 245 still enthusiastic enough to continue sailing every week-end, sometimes for silver spoons and sometimes just for the fun of it. We expect Messrs. G. D. Waller and E. G. Bromby back in a fortnight, the former with his ‘‘Kohinoor” that made such a good showing in the British Championships on the first day at Gosport, and the latter we hope with a new boat, and we are looking forward to trying conclusions with “‘Kohinoor.” News has just been received thatthe Bengal Nagpur Railway are starting a model yacht club, for which we believe the 36in. L.O.A. will be the initial class. This is excellent news and several of us have already decided to go in for the smaller models in order to compete with the Railway club. A little bird also whispers that there is a model yacht club at Rangoon in Burma, and one of our keen members has already thrown down the in an endeavour to promote an inter-club contest. lf things go on like this we shall have to think about forming an Indian branch of the Model Yachting Association. F.R.G. NEWS FROM THE PACIFIC. ERHAPS the most interesting event of the year was when Mr. Balmer of Ocean Falls visited Vancouver for the A-class British Columbia and Pacific Coast Championships. Three races were held on Lost Lagoon around a triangular course. Mr. Balmer’s yacht “ Bluenose”’ is a very large boat for the class, being 76 inches O.A., 52 L.O.A., and 45 Ibs. displacement. ‘‘ Crusader,” the Vancouver winner of 1930, is 48 in L.W.L. and 25 lbs. displacement. Crusader won the first day’s racing for the B.C. championship, ‘ Bluenose”’ being third. The following day heavy weather suited ‘** Bluenose’’? much better, and she was an easy winner of two races, and so took the Pacific Cham- The final score sheet was :—Mr. F. R. Grenyer’s pionship. “Kolar,” 48 points, (70°59%) ; Capt. A. S, Hardy’s “Lotus,” 44 points, (68°75%); Mr. H. G. Potts’ *“Pompadour,” 44 points, (64°709%) ; and Mr. E. H, Featherstone’s “Iona,” 38 points, (60°20°4). It was a near enough ending to an excellent competition. Racing is impossible during the winter, but everyone is busy on new boats. Two A-class are well under way, and several others being designed. We are now “going easy” until the northerly breezes of the winter season come in, but we are One very pleasing feature of the sport on this coast is the great interest taken by the ladies. It does not end with interest, either, as the results of the races show only too well! COMMERCIALLY PRODUCED I.C. ENGINES FOR MODEL SPEED BOATS. At the request of a number of Overseas Readers, we have published a series of The engines selicted are recommended as reliable productions and the details given are furnished by the makers. articles giving particulars of these engines. THE SIMPLEX FOUR-STROKE ENGINE. PETROL URING the past few years the sport of powerboat racing has come greatly to the fore, and the whole world is cognisant of the terrific speeds attained by Gar Wood and Kaye Don. Yet actually the speed records set up by the aces of the model speed-boat world are proportionately far greater than those of the full-sized beats. Although hitherto the Simplex engine has not been numbered amongst model record breakers, it is none the less worthy of being included in this series of 246 The Model Yachtsman January 1933 Drilled Opened Pr iondTopped 12% ——— Recessed 3g” Alumiquum jockeh shrunk on fo cylinder T :| | * S . 3 f 3 i 5 Wosher C eA Wosh 2% aNae (Soames =Uy y Z THE ‘*‘SIMPLEX’’? FOUR-STROKE ENGINE. articles on commercially produced model speed boat engines for racing craft as in proper hands and suitably prepared it would hold its own with the best. Actually speaking, the record-breaking engine is a very different proposition from the same engine before it has undergone special preparation for ultra high speed work. It would not be a commercial possibility nor even a wise action to turn out a fully prepared racing engine for indiscriminate sale to the public. Racing engines are kittle-cattle and delicate withal, and in the hands of the ordinary user likely to go wrong. Al] that a manufacturer can do, therefore, is to put out a good sound engineering job and leave it to those of his customers who have the patience and ability to tune their own engines specially so as to develop the greatest possible power from the size. A short description of the Simplex engine, manufactured by Messrs. Bonds, of Euston Road., Ltd., is accordingly appended, together with a description of the methods by which the makers would suggest that this engine should be prepared for record-breaking work. The engine itself is a sound job, and inthe hands of an expert capable of being improved to the pitch when really high speeds are realised. The engine is a square one with 1}” bore and stroke which brings it comfortably into the 30 c.c. capacity class. The weight of the standard engine is 44 lbs., including ignition timing gear and spark plug, and as will be suggested later in this article, this weight-power ratio can be _— greatly improved by decreasing the weight and increasing the power. The combustion head is carefully designed to ensure a large power output. Vertical overhead valves are employed. These are 3” diameter and work in ¥” ports which open out to 4” where the carburetter and exhaust manifold bolt on. The ports are set at such an angle that the common fault of back pressure is practically eliminated. The valves are machined up from 3 per cent. nickel steel stampings and are actuated by hardened steel rockers mounted on supports cast on to the iron cylinder head. The iron cylinder has an aluminium jacket shrunk on to it and can be supplied either for air or water cooling. A considerable saving in weight is effected by making the crank-case and piston of a special magnesium aluminium alloy, which is not much more than half the weight of the usual aluminium. The piston is fitted with two 4” by 3” iron piston rings and }” diameter gudgeon pin. The standarid connecting rod is H section cast gunmetal, the b.g end being split to permit of wear being taken up The big end bearing is }” long and }” diameter, which is very ample for this size of engine. The crankshaft is machined from a solid 3 per cent. nickel steel stamping and is fitted with balance weight in solid with the shaft itself. This also has journals of 3” diameter, the flywheel side being 1” long and the camshaft side }” long. January 19385 And Marine Model Magazine. 247 The 2—-1 timing gear is driven by a driving dog machined on the crankshaft to which one of the gears is attached. The drive is then taken through the other skew gear to the camshaft which is built on a }” silver steel rod. The two cams are }” wide, and all cams, gears and tappet rods are case hardened. This engine is sold either finished or as a set of castings with magneto type of make-and-break and complete set of constructional drawings. The job is so arranged that it can easily be made up by an amateur constructor who has only limited tools. Of course, the standard engine would require certain alterations and tuning before it was ready for ultra high-speed work. The compression would have to be raised by either lowering the combustion head or fitting a special piston with a domed top made of electron. The latter would effect weight reduction, and this could be carried somewhat further by judiciously drilling out the sides of the piston below the rings. Also the connecting rod The ‘‘Simplex’’ W.C. Model. should not be too small, as the very miniature types The special – Contact Breaker fitted to the ‘‘Simplex’’ Engines. are unreliable. Although the engine is most important in a speedboat, the hull design and centre of gravity have an equal bearing on results, and the propeller alone is sufficient to prevent good performance if it is not efficient and suitable. In this latter connection it should be noted that M. Suzor, also Messrs. Evans and Sharp all use universal joints, thus bringing the j propeller nearly vertical when the boat is running. 4 might be made of duralumin, and this again could be lightened by drilling out part of the web. A little weight wheel by drilling this is done near with the weight might even be saved in the flya few holes in the web, provided the centre so as not to interfere of the periphery. After this had been done the engine would require very careful rebalancing. The utmost care is also needed to eliminate friction. This not only means good bearings but efficient lubrication. To ensure this a combination of splash and pressure lubrication might be used. Both inlet and exhaust ports could with advantage be increased by 7”. Special valve settings are also required. For speed work the inlet valve should open about 10° before T.D.C. and close at 50° after B.D.C., while the exhaust should open 55° before B.D.C. and close about 15° after T.D.C. For this work a non-trembler coil and a sharp make-and-break is advisable. When running with this type of coil a large amount of advance can be given. Special carburetter settings are also required and forced feed is advisable, as gravity feed is hardly good enough for racing purposes. The carburetter The ‘*Simplex’’ A.C. Model. January 1933 The Model Yachtsman 248 nut v i AC CHITSM cH MAAultse Weel RUC HCTli] LY A i OA= ANON Ww WORob KS mbaHOLat iz : ll Il ll nS IM — TM LO LAAT Sh HINTS FOR by making the octagonal. AMATEURS. By L7.-Cot. F. Morrirt, D.S.O. T HE following notes in regard to model yacht construction may be of assistance to some of your readers who, though possessing, like myself, a certain amount of natural skill in using their hands, have not had the practice of the professional wood worker. One of the chief difficulties in shaping a bread-and-butter boat is holding it in position to enable the tools to be used with both hands. I fix a fair sized vice on to the leg of my bench so as to grip horizontally instead of vertically (vide Fig. 1). This holds the unshaped dead wood of the keel whilst the padded back of a chair under the bow and another under the stern support the boat.* I also use the horizontal vice for planing up masts and spars. Ss Having screwed up the vice the wood is firmly held for planing off the corner. The wood is then turned to present another corner, and so on. The position of the spar is then reversed so as to get at the corners, which have been close up against the vice. The hollowing out presented difficulties until a wood carver, who is also a model yachtsman, introduced one to the bench screw. long screw with a wingnut on it. This is simply a One end of the screw is cone-shaped for the last ?”, the thread of the screw being continued to the extreme point. This enables a good hold to be obtained by the screw in a very shallow hole. The method of hold- ing the Fig. boat is shown in 2. The screw can be shifted along the centre line of the boat as required.+ Tools.—Besides the usual assortment, I have found a very flat carver’s gouge 2” more useful than a chisel for finishing both the outside and inside. A gouge bevelled from the inside is also helpful. Fig 2 The end of a long, narrow planing board is put in the vice, the other end being supported by a bracket level with the vice and fixed to the other leg of the bench. The mast or spar is squared in the usual manner and about a couple of inches at each end are then cut octagonally. One end is then placed in the vice and on top of the planing board, in position to plane off one corner of the square, a thin piece of wood being inserted between it and the planing board to make up for the wood removed [* We ourselves recommend the method given on page 109 of ** Model Sailing Craft.” + See page 110 of ‘* Model Sailing Craft.’—Ed.. M.M.M.] THE M.Y. & For the amateur a cabinet maker’s scraper, with one corner rounded to take the inward curves, is most useful. Used flat, it will take off bumps in curves which are almost imperceptible to the eye. ~ It must, however, be really sharp, and it is well worth while to have a thorough lesson from a cabinet maker in the art of sharpening it. I find a cutting gauge very useful for cutting planks for built-up models, but with thin wood I find it best to clamp the gauge in the horizontal vice and draw the wood over it. Again, in marking the centre line of the kelson, etc., I find it best to set the gauge a fraction too small and mark from both sides, giving two lines about 3” apart. With these as a guide it appears easier to bore a hole absolutely central. 249 And Marine Model Magazine. ’ Janiary 1933 In our plank boats we have found that very much thinned plastic wood squeezed through between the planks from the inside binds the whole thing solid. Plastic wood is also most useful for getting a thing accurately in place. For instance, It can be used in the same way for getting the dead wood and keel bolted on if the holes through the wood give a loose fit to the bolts to allow of accurate wood which is allowed to dry the continuation of adjustment prior to screwing up the nuts. In this case, however, the plastic wood should be only spread along the edges, leaving the centre clear and the screwing up should be done whilst it is still soft enough to squeeze out when the pressure the holes into the wood for the screws can be made is applied. the mast slide is difficult to serew down absolutely straight with the centre line. If bedded in plastic by simply putting the drill in the hole in the metal. ~ Yorkshire Lugger, (early 19th Century). This interesting photograph is reproduced by kind permission of Mr. D. Laird Clowes of the Science Museum. The original model is in the Science Museum, South Kensington. This type of vessel, derived from the square rigged Herring Buss was used in the East Coast Herring Fishery between 1790 and 1840. The absence of a bowsprit or of any fittings for one suggests that this model represents a lugger built very early in the 19th century. A jib and a running bowsprit were apparently universal in the fishing luggers of about 1820. The lugs very clearly show their square sail ancestry. The counter is an addition formed by continuing the sheerstrake, covering board and bulwarks, and appears to have been added to provide additional space on deck aft. Tonnage, about 90; length B.P. 61 ft.; length of keel 44 ft.; beam 19.5 ft.; depth 7.5 ft. * * * #£ * Readers are reminded that a special Exhibition of Models of British Fishing and Coastal Craft is now in progress in the Entrance Hall of the Science Museum, and will remain open until the middle of February. 250 Jannary 1933 The Model Yachtsman The Editor accepts no responsibility for opinions expressed by Correspondents. Letters intended for publication should not exceed 300 words in length, and must be written on one side of paper only. See note which appears elsewhere in this issue. THE U.S.A. REQUESTS THE PLEASURE OF YOUR COMPANY AT CHICAGO. Sir, The Ogden Park M.Y.C. and Chicago M.Y.C. will be hosts to a gathering of modelmen during the Fair, at which time it is sincerely hoped that Great Britain and her Dominions will be represented by the largest delegation of skippers and yachts that _ has ever crossed the ocean in the interests of the sport. The informal] invitation sent to you by Secretary Decker, of the Chicago M.Y.C. offers you an example of the cordiality with which British modelmen will be received when they come to our shcres. The Fair will be open from early spring until late autumn, and the Chicago clubs are now seeking to arrange a date for the Regatta that will best synchronize with other sports events and at the same time not conflict with our National Championship, which will be held at some place along the Eastern seaboard as yet unselected, nor with the International in England. An expression of opinion on this point from your Association would be of great value. At such time as dates and other arrangements are completed, Secretary Pigeon will forward an official invitation for publication to the Model Yachting Association. In the meantime, you may assure your readers, through the use of this letter, that the model yachtsmen of Great Britain, her Dominions, and of those other nations where the sport flourishes, will be most cordially welcomed at the Century of Progress Exposition Regatta to be held on the Leif Erickson Basin in the City of Chicago. At this time permit me to congratulate you and your staff on the increasing excellence of the editions of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, and also to thank you, on behalf of the M.Y.R.A.A., for pub- lishing in the August number the splendid story of the American Championship races. With very kindest regards, I remain, Very sincerely, E. L. CHENEY, President M.Y.R.A. of America. THE INTERNATIONAL RACES. Sir, A number of years ago Mr. Joseph Weaver, junior, suggested that the country, in which the International Races are held, should be changed each year, and I have heard a similar suggestion recently put forward. The Gosport Lake is undoubtedly a good one, yet from all accounts local knowledge is very necessary, and it is pretty creditable that the American representatives, Weaver and Black, have on occasion got precious near lifting the Cup. It must not be forgotten that when a Gosport man defends the Cup, he knows where every flaw of wind is found, and some Londoners also know it pretty well. If the idea gets about that the Cup cannot be won from a British boat on Gosport Lake, entries from the States and other foreign countries will cease. It is, therefore, with diffidence that I suggest that the World Championship should not be held two years running in any one country. On the other hand I do not suggest that the winning of the Cup should not have place for the next year’s would be that the Race Holder’s country provided anything to do with the races. My suggestion should be held in the it had not taken place their the previous year. [If it had, then the race should be in the country that had supplied the cunner-up. Certain obstructionists are sure to say that this is contrary to the conditions under which the Cup was given. Possibly it is, but it is for the International M.Y. Association to decide whether such a scheme is desirable or whether the Cup is to remain at Gosport until interest languishes with detrimental influence on the sport throughout the world. Ifa change is desired the donors of the Cup could be asked to amend the conditions accordingly or failing that a new Cup could no doubt be secured. “The real International 6-metres race alternately in America and England for the Seawanhaka Cup. The Olympic Games go to a different country each year. Is model yachting the only sport with a permanent location ? I trust that the suggestion put forward meet with approval internationally. Yours, YZ. (U.S.A.). will January 1933 And Marine Medel RE THREE CORRESPONDENTS. Dear Sir, .® “ One of the Cutters ’’ asks for more information about the method of balancing a hull described in your September issue. A more detailed account appeared in the Model Engineer of 12.9.28, 8.11.28, 22.11.28, 20.12.28 and 17.1.29. If a model is trimmed so that she sails closehauled with the luff of the jib on the tremble, with every other stitch drawing, and heeling about 5°, when struck by a breeze which heels her to 35° during which she carries on sailing with the luff of the jib still on the tremble, then she is regarded as “balanced.” If on heeling over she either luffs into the wind and spills her headsails or bears up, she is unbalanced. The balancing of paper spills over a knife edge is only a means to the above end, and it might clear up any ambiguity if the word * poising ”’ were adopted for the latter process. I have not the remotest idea of what is meant by “areas of resistance,” but must point out that your correspondent is in grave error in supposing that he has upset things by thinning and deepening the keel in the example quoted. He has altered the boat; the metacentre has been lowered, and he must rebalance her again ; let it be said ‘* repoise ” her. In doing so he will probably find it advantageous to sharpen the ends of the model as an alteration here means some alteration elsewhere as a rule. Your correspondent “ Fools Rush In” may be interested in the Model Engineer of 18.4.29, where certain vagaries of the wind, which are found on different ponds, are described. As in golf, it is necessary to play a sliced shot on some occasions and pulled shots at others. May I take this opportunity of congratulating Mr. Boyle on his recommendation that windjammers should have full quarters at each end. I have used the word “shoulders”? for the forward quarters, and the method of design under discussion shows that he is talking nothing but shrewd sound common sense in this respect. It is an instance, perhaps, of practice and theory being in agreement. Racing men, I fancy, must at one time or another have cursed under their breath a little when some bluff and tubby model with no pretensions with regard to fashion or good looks comes along and knocks seven bells out of their favourites by sailing surprisingly well, because there is, I fear, a too common tendency for the shoulders to be too fine ; it is rarely that they are too full. Your readers may disagree with Mr. Boyle over certain details, but when they are designing their models they should think of the windjammer rather than allow a pretty batten curve to unduly weaken the shoulders. “K.” Magazine. MR. 251 WHITAKER’S CHALLENGE TO “ BABETTE ” OWNERS. Sir, It is my pleasure to inform you that I have heard from Lt.-Colonel Moffitt, of Farnborough, and Mr. Whitaker, of Bradford, who have accepted the offer of our water upon which to sail their match. It cannot, however, take place until next season, when it will be our pleasure to arrange and to meet their requirements. C. E. LEMON, Hon. Sec. City of Birmingham M.Y.C. WEST OF SCOTLAND M.Y.C. STATISTICS. Str, The percentage figures worked out by the Scottish Commodore should prove interesting and instructive to the skippers concerned. My own practice is to keep a record of the boats and wind conditions in the races in which I take part. This I find to be instructive as it shows me the weak points of my boats, under particular conditions, and of my methods of sailing them. Take the 12-metre class for example. The order of percentage merit is evidently as follows: ‘‘ Regulus,” ** Ellora,”’ ‘‘ Aymara,” ‘‘ Jesmond,” ‘‘ Hinba,” * Juniper,” ‘* Thelma,” ‘‘ Sybil,” ete. Now consider the races as a series of duels, with **Ellora’’ as trial horse in each case, and the difference is remarkable. The following are the respective scores in each case, ignoring finals (if any) :— *“Ellora”’… 11 ** Aymara ” ll 7 . 11 7 * Juniper’… ** Jesmond ” 10 6 – 11 ‘“Hinba” = Se = 8 16 14 * Thelma ” “Sybil” .. * Regulus ”’ 78 … 6 4 6 0 43 The funny thing about these figures is that “ Regulus,” whose return “is infinitely ahead of her rivals *’ on percentage, is at the bottom of the list, and the veteran ‘“‘ Juniper ”’ is nearly at the top.” Yours truly, JOHN A. STEWART. P.S.—As “ Ellora’’ won 149 points to her opponent’s 66, her percentage figure appears to be 69.3 instead of 64.78. [Jt is not every skipper who keeps so painstaking a log of his boat’s performances, and the results are certainly interesting. At the same time statistics are often misleading, and what counts in the long run is the final total on the score sheet. A board taken from a crack boat counts no more than one taken from a slow yacht, but often a board is lost to a lame duck by under-estimating the opposition—Ed., M.Y.& M.M.M.] 252, The Model Yachtsman SCORING—WHY 3 & 2? Sir, Will some kind friend help a very willing but rather ignorant model yachtsman? I note how joyfully the little ships set off on their voyage to windward. Cheerfully they tackle wind and wave, and quite evidently never forget for a moment that their destination is the other end of the pond. Skipper and mate step out jauntily with pipes aglow, occasionally giving their wee boat a friendly tap with a pole, arriving at the windward end first. Out come scoring cards and down goes—three. Alas, ‘‘ the scene is changed.’ The fair brow of the skipper is “‘ furrowed o’er with care.” Anxious looks are cast at sea and sky; with shaking hand the spinaker is set, first at this angle, then at that, and finally at another. Ready on the right—ready on the left—GO! And they go—but where? Anxiously but hopefully her skipper had pointed out the way, and the mate, looking aloft, had tried to catch, with a pleading wink, the eye of the weather clerk, but -—‘‘see how they run.” ‘Shiver my timbers,” what’s wrong with * Albiof ”’ now? How quickly she has forsaken the straight path, and with vicious pace she makes for the starboard shore, her skipper slides the slide slick, and ** Albiof” is off again— for the larboard shore this time. Mr. Mate, on his knees, pleads or explodes—well, well !—but eventually a very naughty little boat and two purplefaced men reach the * longed-for”’ lee end. Shiver my timbers again and yet again! Two points! Two! That’s my trouble. Why two this way and three the other ?—two the difficult way and three the easy way ? Will someone explain this riddle to JOHNNIE RAW. When the Editor of this magazine was providing our contemporary the Model Engineer with monthly news about model yachting, this question provided a long drawn battle. Werecommend our Correspondent to bear this matter in mind until the M.Y.A. Rules are revised in 1935. Editor, THE M.Y. & M.M.M. JUNIOR CLASSES. Sir, It is with some trepidation I enter into the subject of formulating suitable classes for the Juniors. I will just give our experience in the matter. A few years ago, with the help and guidance of the Derby Model Yacht Club we built small yachts in the school ; we took for our size, half the 10-rater. Some were built from designs in Percival Marshall’s Model Sailing Yachts, but we have lately taken designs published in THE MODEL YACHTSMAN. These bring out a very nice boat, quite easy to handle and are not above boy’s capabilities to construct. We have built them “bread and butter’ fashion, finishing inside with gouge and small plane down to about #; in. thick, with all necessary deck fittings as per full-size 10-rater, the girls made us the sails. January 1935 One of our latest models, is from Daniels’ M.Y. and M.M.M. design, L.0.A. 34 in., weight 44 lbs., lead keel 24 lbs., S.A. 324 sq. in., weight of hull 15 ozs. It has won every race this season. Another is from Littlejohn’s Flying Spray. L.O.A. 32} in. weight 4 Ibs. 14 ozs., lead keel 2? Ibs., S.A. 334 sq. in., weight of hull 15 ozs. They are not what I should call skimming dishes, but nicely proportioned yachts. We have quite a number of small yachts like these in Derby belonging to the various schools. These form the bulk of the D.M.Y.C. Junior section. We have two cups for which we sail annually. On July 9th we had an open regatta in which any boy or girl with a boat of any kind, sail or power, was invited to enter; this proved a great success, quite a large number taking part and a larger number looking on. On September 10th we had the race for the “Shaw Cup”, a cup given by a sportsman of the town. Some good racing was witnessed, a number of races being won only by inches. As previously said, St. John’s School won both cups. Three of the Derby Schools have full-size 10-raters they have built, with which they sail against the adults, one boat last year winning the “ Club Cup ” for this school. On September 24th the boys had their 10-rater race for medals provided by two club members and to see them manipulate the large boats made one wonder if you could have a model too large for boys. We have an island in the middle of our sailing water and our course is twice round; this brings out the sailing knowledge of the boys as it means a re-trim each time the boat touches the side. The race was won by a boy eleven years of age. I have written this to give our experience with boats for Juniors, I should certainly not entertain 24 in. boats. I think that the 36 in. boat would be a good size. If we want to encourage model yachting we must begin with the boys. Let them have a model with which they can do something, not a toy that will go where zt likes. Therefore, give them a good size model, one they will not be ashamed of sailing when they are 16 or 17 years’ old, then they will want full-size models. It is the same old ery, as in other walks of life, we lose them in the years of adolesence. T. SPENDLOVE, Commodore Derby Model Yacht Club. HOBBIES AND MODELS EXHIBITION. Attention is drawn to the Exhibition being held at the City Hall, Deansgate, Manchester, from January 2nd to 14th. We understand that there will be a very fine Model Marine Section with displays of yachts, ships of all kinds, steamers and power craft. Anyone able to visit the exhibition should find it most interesting. Magazine. Sb And Marine Model = F433 January 1933 SAIL PLAN OF SHARPIE 10-RATER “BLUENOSE” Designed by J. HOBMAN. The hull lines of this interesting model were published in our December number. 253 254 The Model Yachtsman awe an: THE MODEL V~—< January 1932 BLUE PRINTS OF DESIGNS Model Yachts. Title Page and Index, Vols. I, II or III, Price 6d. post free. Binding Cases, Vols. I, Il or II complete with Title Page and Index. Also Binding Cases only, Vol. IV. Price 1/6 post free. Binding, Vols. I, II, III or IV, (including Case, A-Class. “Courtesy,” by A. W. Littlejohn* ‘“*Mussolini,” by Sam O. Berge, (Norway)t+ “Onward,” by Reg. W. |.ance* “Elusive,’’ by Herbert Almondt “Chloe,” (Model Yachtsman Design)* Half-size Prints 12/6, post free. 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, 11; 6-Metres. **Kalulu,” by John Morton Jamest “Gudrun Elvira II,” (new design,) by}Sam O. Berget **‘Progress,” by Reg. W. Lance* Half-size Prints, 12/6 post free. Nos. 4 and 5, 1/7; No. 6, 1/1; Nos. 9 and 10, 1/7; Nos. 11 and 12, 1/1. Vol. Il, No. 1, 1/7; Nos. 2—5, 7d; No. 6, 1/7; Nos. 7—12, 7d. Vol. III, No. 1, 7d; No. 3, 1/7; No. 5, 7d.; No. 6, 1/1; Nos. 7—12, 7d. Vol. IV, Nos. 1—5, 7d.; No. 6, 1/1; No. 7, 1/7; Nos. 8—12, 7d. Vol. V, No. 1—4, 7d. ; No. 5, 1/1; No. 6, 1/7. Nos. 7 on, 7d. Other numbers out of print. Readers having copies of out of print numbers are invited to return same for credit, 1/per copy. No other returns can be taken from either trade or private readers more than eight weeks from date of issue. 10-Rater. “Flying Spray,” by A. W. Littlejohn* Half-size Prints, 12/6 post free. *feonora,”’ by W. J. Daniels, (New Design) * Full-size Prints, 21/- post free. 36 Restricted Class. “Babette I,” by W. J. Danielst ‘**‘Babette II,°’ by W. J. Daniels* Full-size Prints, 10/6 post free. 30" L.O.A. Model. “Atalanta,” adapted from J. G. Feltwell's well- All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. When a nom de plume is adopted, the correct name and address must be enclosed for our satisfaction. 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 accompanied 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. known “Frolic” design. Plans 12/6 post free. *Fin-and-Skeg, clearly by Dick Deadeye. free. 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Marine PERKS, ) MODEL RACING YACHTS Model Magazine. OUR LIBRARY BOOKSHELF designed and built to order. Model Sailing Craft 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. XL SAILCLOTH XL and Cube Roots. MODEL YACHT SAILS Ship Model-making. a speciality. Of the BEST UNION SILK. Vol. II. Clipper Ships, ‘The Sovereign of the Seas.’ 12/- per volume." Ship Model Builder’s Assistant. By Chas. G. Davis. 27/-* Masting and Rigging. A Waterproot Glue (Reprint). By Robt. Kipping. 5/- Sails and Sailmaking. Also Heat and Acid Proof. By Robt. Kipping. (Reprint). = sad 6/- The above are reprints of contemporary books A permanent and and invaluable to Square Rig Modellers. solid waterproof Craft. Breaking strain in wooden joints, moist and normal, over 1,100lbs. per sq. inch, From Carrack to Clipper. YACHTSMAN By F. C. Bowen. 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TUCKER Crown 4to., 260 pages, 67 Photographs, 163 Diagrams and Folding Plates. 25/- net; postage 9d. | | OPINIONS OF PROMINENT MODEL YACHTSMEN IN VARIOUS COUNTRIES. “A book that cannot fail to be of the greatest use and interest to every model Yachtsman.” C. N. Forge, Hon. Secretary, M.Y.A. “More of our skippers should take advantage of the educational value offered by that splendid volume.” li. L. Cheney, President, M.Y.A. of America. “Model Sailing Craft is simply wonderful.”’ Paul Kriiger, ex-Chairman, Berlin Model Yacht Club Scores of appreciative letters have been the World since this text-book received from all parts of was published. Obtainable from the Offices of “The Model Yachtsman,” all Bookshops and Libraries, or direct from the Publishers, Chapman @ Hall, Ltd., 11, Henrietta Street, London, W.C.2. “MANCHESTER HOBBIES A i EVENING CHRONICLE” and MODELS EXHIBITION City Hall, JANUARY Deansgate, 2ND To Splendid Displays of Model Ships, 14TH, 1933 Full-size and Model Aeroplanes and Gliders, Yachts, Locomotives, Engines, etc. Working Exhibits Manchester Noah's Ark Sports Studio Working Model Railway and a host of interesting attractions. OPEN DAILY 2-0 to 9-30 p.m. ny Admission: Children: - Q9d. 6d. (including Tax). Organisers: PROVINCIAL EXHIBITIONS, LTD. In replying to Advertisers, please mention THE MODEL YACHTSMAN. Supplement to The Model Yachtsman “MAIDA,” 6-metres Model. (12” = 1ft.) Designed by JOHN G, STEPHEN. : x os Ss The article on page 238 describes exactly how this model was designed. The performances of the full-size yacht built from Vol. 5, No. 10 January 1933 And Marine Model Magazine. Scale: One-Sixth of full-size. ‘otal Displacement: 22°5 Ibs. LEAD IS-4 UBS. i this model are also tabulated. the performances of the model It is interesting to note that and prototype were parallel. To face page 238 Supplement to The Model Yachtsman Vol. 5, No. 10 ARRANGEMENTS OF 3-MASTED SCHOONER “EMILY WARBRICK.” January 1933 And Marine Model Magazine. Scale: 8 ft. to 1 inch. Drawn by G. W. MUNRO. ‘lo face page 239