Marine Models: Volume 7, Number 7 – October 1934

THE MARINE Vol. 7, No. 7 MODEL MODEL ——— ee / SoReS © YACHTSMAN AND MAGAZINE Published on the October, 1934 Seventh of each Month EDITORIAL OME readers have asked why our September Double Number cost Is. 6d. instead of Is. 2d. Our intention was to raise the price of Ordinary Numbers to 9d. The arrangements which we have now made whereby the Magazine is taken over b Marine Models Publications, Ltd., will enable us to effect the desired improvements without increase of cost to our public. Chief amongst these improvements is the publication of design supplements alternate months without decrease in the number of pages, and the addition of a regular article on I.C. engines each month. Our design for November will be “Joyce,” a full-keel model to the 6-metres class, and readers will find in this issue the first of our regular series of articles by Mr. J. B. Innocent. We are developing the Club side of our Magazine very much, and we have no hesitation in asking the Clubs to give us more support than ever before in order to make our new venture a success. The practical and theoretical side of our work will not be neglected, however, and many interesting articles are in hand for all classes of readers. As soon as it is warranted we shall increase the size of our Magazine, as our policy is to give each section of readers as much as we can. Readers will notice considerable improvement in the production of the present number, and further improvements will be effected in due course. Turning from our own concerns to a matter of great interest to model yachting readers, we have to thank the many distinguished American model yachtsmen who have written us about the Marblehead 50—800 class. Letters from the States continue to pour into our offices endorsing the claims of this to be the most successful class in the world. Nearly every letter emphasises the fact that there are over 1,000 of these boats already in America, and if our mailbag is a criterion we well believe it, as most of these owners appear to have written us! Many of them express a hope that an international race for this class will occur next year. Our space is too limited for us to publish more than a few of these letters, but we thank their writers, and in accordance with their request bring the matter to the notice of British model yachtsmen. We think British model yachtsmen would do well to consider the possibility of a challenge from the States for a race at the same time as the A-class next summer when considering a formula for the proposed intermediate size class, and should not be tee ATING . ACTICAL, 176 MARINE MODELS in a hurry to decide until we definitely know whether this is coming. The other formula which has been put forward for consideration is K’s_ original formula which he framed in 1922 or 1923. In putting forward the views of our American friends, we are not decrying the merits of K’s formula, but simply urging the need of careful ~deliberation before deciding. These two rules are so far the only feasible ones that have been suggested for an inter- THOSE mediate class, but possibly other ideas may be put forward in the time before the Annual General Meeting of the Model Yachting Association in January, or definite information may be to hand as to an American Challenge for this class for 1935. On the other hand, while there undoubtedly is a big gap in the range of sizes between the 36-inch class and the 6-m., many hold that we already have sufficient classes. So from every point of view precipitate action will be a great mistake. SILLY QUESTIONS! ENQUIRER (brightly): ‘*1 SUPPOSE THERE IS NO ROOM FOR ANYONE ELSE WHEN YOU GO OUT SAILING IN HER? ”’ —From an Original Drawing by H. W. Hartnell, Canada 177 MODELS ie MARINE lamet. = eee AW. Munro. awe Sis —-: Wa Sg) ne eee A — ’ a i= — > he rigging and fitt:ngs, which support and trim the yards, will be found to be the most convenient to consider next. In the ordinary way, the yards are placed across the deck in front of the mast and the jeer blocks hitched on within the cleats, which have their position on the upper surface of the yard, and are the diameter of the mast apart. The blocks are double and have double scores to take the two strops, which have their lower bights or, I should say, eyes lying astride the yard. Lashing 1s passed between the eyes and under the yard. On the masthead there are a pair of jeercleats, very like the rectangular seat of a chair, each being bolted with four bolts, driven through the masthead and clinched. The upper jeer blocks are three-fold, and are scored and stropped similarly to the lower. The lashing, which secures them to the mast, is put over the cleat on the one side, passed round to below the other cleat, through the strop eyes, and up again to the first cleat, repeating this several times. The starboard block is the one to go on first. The port block goes over the former, the lashings assing outside as they go across the front and back of the masthead. The jeer falls pass up through the lubberhole from behind, and are rove through the blocks from outboard inwards, the standing end being spliced to the strop of the double block. Another method, and more usual on small naval ships, and Indiamen especially, was to dispense-with the double block on the yard and to replace the three-fold with a large single one on either side of the masthead. The yard had a bale sling put on inside the cleats, one for each jeer, and the standing end of the jeer was bent to the loop of the bale sling with a form of Carrick bend. The lower end of the jeer had a double block turned in to form a three-fold purchase with a threefold block on the deck. The foregoing applies to the fore and main lower yards on average sized ships. The mizen mast would not need quite such an elaborate affair, as the cross-jack yard carried no sail. The method here was to reeve the jeers through the single block at the masthead and eye-splice the end about itself round the yard. The lower end would have a double block turned in as in the case of the fore and main. When the yards have been swayed up into position, the slings are put on. These are made in the following manner: a length of rope has a cringle turned in at the one end. A little way from this end, another and larger cringle is seized in, and the remainder passed round the masthead, above the shrouds, and rove through the cringle first mentioned. The end is doubled about itself and seized in two places. On the yard a bale sling is hitched with cringle in the bight. This cringle has a lanyard, which is reeved through the corresponding cringle in the upper part of the sling. If there are no jeers fitted, two slings are rigged instead of one. If two slings support the lower yard: the first to go on rests on the collar of the shrouds, etc., and has its lower portion hanging on either side of the port trestle-trees. The ends also are placed on the port side. The upper sling, the preventer, is similar, but rests on a small cleat on the masthead and hangs to starboard. Of course it is taken for granted that these strops, slings, etc., are all served over for protection, and must be made of fairly stout stuff. At the slings are four blocks, two inside the cleats and two just outside. These are the topsail sheet or quarter blocks and the clue-garnet blocks respectively. The size of the quarter and clue-garnet blocks is taken from the size of the rope passing through, le (Continued from page 146.) 178 MARINE but for convenience they may be taken as 10in. and 15in., respectively, on the average ship, such as we have been considering. The lifts are the next to go on the yards: they have an eye-splice in the end, which is served over for a few feet up where they are in any way likely to chafe. The standing end is placed over the yardarm and the other end rove through the block at the middle of the cap and taken down, through the lubber-hole, at the side of the mast. The lower end has a single or a double block turned in and set up with a gun- or a lufftackle purchase from the deck. The size of the rope used for the lifts should be: diameter of the yard x .250. This works at about 44in. on the average ship. The foot-ropes have an eye-splice in the outer end, a thimble in the other, and the whole is served over. The eye-splice is slipped over the yardarm and the inner end lashed to the further sling cleat. Sterrups support the foot-ropes about 3ft. below the yard, and are three in number. They are made by taking a length of rope equal to 3ft. plus the circumference of the yard. An eye-splice is put round the foot-rope and the sterrup served for 3ft., and the remainder unlaid, plaited, and nailed round the yard, starting with the end on top of the yard and working aft, under and up round to where it began, the served portion lying over the after part of the yard. The size of the foot-ropes should be the diameter of the yard x .300. The sterrups are the same size as the lifts, or diameter of yard x .250. Brace-blocks and topsail-sheet shoulderblocks are next stropped to the yardarm. These blocks are generally about 10in. long, the brace-block lying on the after side of the yard and the topsail sheet block on top. A neat idea is to strop the latter in the eyesplice of the lift and so keep them from chafing. The cross-jack is similar, except that the braces lead forward and have a pendant. The length of the pendant is taken in along the yard and hitched on it, so that the cross-jack braces will not foul those of the main when the latter are braced up sharp. The length of the pendants is such that the brace-blocks will come about one-third the way into the slings. The fore brace is hitched to the collar of the main-stay, just under the rim of the top, and the end passed forward to the braceblock on the yardarm and back to another MODELS block stropped to the collar of the main-stay, just above the end that has been hitched, and so down to the deck at the side. The main brace has an eye-splice in the standing end, which is slipped over the end of the bumkin projecting over the quarter galleries. The running part is taken up to the brace-block and back to the block which is stropped to the bumkin, and so on to the poop to be belayed. When preventer braces are carried, they are set up on the foreside of the main yard, the standing end being spliced to a block stropped to the hounds of the foremast. The running end leads through the block at the yardarm, back to the block at the foremast and down to the deck at the side. Cross-jack braces have two or more different ways of being set up. One is to lead them forward to the main mast hounds, similarly to the method just described for the main preventer braces. Another is to seize the standing end to the aftermost shroud or swifter on the main rigging, lead the running end to the brace-block, and back to a block stropped to the main rigging, below the place where the end is seized, and so down to the belaying pin at the main rail. To make this clearer, I might mention that this is the same method as we see on topsail schooners for the braces on the lower yard. There is one other fitting that should be included on the main yard. This is the tackle for getting the cargo and heavy weights on board, and so on. It is called the yard-tackle, and is made as follows: A pendant is made with an eye-splice in one end and a thimble in the other. The eye-splice is put over the yardarm and a sister block hooked into the thimble and moused, the pendant hanging down from the yard, making a top burton tackle with the sister block. When the tackle is not in use, a tricing line hauls it up along the after side of the yard. The tricing line is set up in this way: a small block is stropped to the yard at about the length of the pendant in from the yardarm. Another tricing line, the inner, hauls up the single block of the top burton. It is reeved through a block seized to the futtock stave. The inner tricing line has a thimble in the end which goes over the hook of the tackle, and so hauls up the single block clear of the sail and rigging. Along the top of the yard and equally spaced are the bunt-line and_leech-line blocks. These are about 10in. and 8in. in _— is fitted round the mast. This is done by taking a length of rope with a thimble in the end. It is put round the yard inside the sling cleat and seized to itself just above the thimble in the end. This is repeated at the other cleat and the two ends reeved through the thimbles of the opposite number. I should mention that the one to port has its thimble hanging from the top of the yard, and the one to starboard leading up from under the yard. This so that they will lie one above the other against the mast. 179 This completes the fittings of the lower yards, but I will go over the order of their position to make it all clear. First, the two slings in the middle, then the jeers and the quarter blocks inside the cleats. The cluegarnet blocks come just outside and the inner bunt-line block comes at the first quarter, or where the octagonal surface ends. The outer bunt-line block is placed at the second quarter, and the leech-line block at the third quarter. On the yardarms, the eye-splice of the foot-ropes goes on first, followed by the yard-tackle pendant, the brace-block, topsail sheet block and lift, either in one or separately. It is rather difficult to make these bits of rigging clear by words alone, but the reader will follow them more easily with the subsequent illustrations. (To be continued.) THE ROBERTSON CUP RACE (6-mettes) Photo: Ella Stewart HELD AT WEST BAY MODEL YACHT LAKE, AUGUST 18. +s CLUTHA ? TO WINDWARD THE WINNER, sae size respectively. The leech-line block is stropped with a grommet in the usual way and placed one quarter in from the yardarm. The bunt-line blocks are similarly stropped and placed at the second and third quarters respectively. To keep the yard against the mast a truss MODELS ———- MARINE (Continued from page 150.) Bo: i proceeding, I had better clear up a little matter in connection with my last month’s notes. In some unaccountable fashion two or three sentences in the middle of my description of how to make the water feed pump got telescoped, with the result that the instructions given were liable to confuse a beginner. This happened on page 149, where I was dealing with the construction of the ram and barrel. As mentioned, the best metal for the ram is stainless steel, and for the barrel, phosphor bronze. To make the barrel, take a suitable piece of phosphor bronze, and mount in the chuck. Drill and ream out to size. Put the thread on the end for the packing nut. As this packing nut must be concentric with the bore, the end should be lightly skimmed down before putting the thread on it. The barrel is fixed into the body by screwing and sweating. With regard to the ram, the first thing to do is to turn it to fit the barrel. Of course, if the builder is a wily bird, he uses a stock size and makes his barrel accordingly, so that The ram ~ very little easing ensures a fit. should be a free sliding fit, but without play. Next drill out the superfluous metal from the inside. The plug in the end is then made and fitted, as was described. Whilst describing the pump last month, I might have given a method of anchoring this in position in the boat. At the same time this must very largely depend on circumstances as no two boats will have their pumps in identical positions. In my own case I found it convenient to anchor the pump with a bracket on the barrel. I fixed this by threading the barrel from end to end on the outside and used two nuts. The spread of the bracket should be as great as possible to withstand the leverage of the pump, and mine has a spread of practically the entire length of the barrel. It is impossible to make it quite the full length as a little margin has to be given to allow of adjustment to the stroke. The barrel itself screws into the bracket and the two nuts are actually lock-nuts. By using this method there need be no fear of distorting the barrel and it can be screwed up firmly. The thread should be a fine one to permit a fine adjustment. There is one further point to observe. The pump bracket should be kept as short as possible to ensure rigidity. In describing this pump I emphasized the necessity of having the outlet amply large. If this is restricted, great pressure is set up, since water is an incompressible medium, and this will put an unfair strain, not only on the bracket, but the entire pump. Passing from pumps to an allied subject, I might as well deal with scoops, as the pumps draw their water through these. The first thing about a scoop is that the orifice must be well below water and face forward, so that the motion of the boat forces water into it. Some builders make their scoops flush with the boat’s skin, possibly with the idea of reducing head resistance. This is wrong, as the benefit of the forward motion is lost. The size of the orifice will vary with the speed of the boat and, in a really fast craft, it is surprising how much water a tiny slit will pick up. No strainer is necessary over the mouth of the scoop. Between the scoop and the pump it is desirable to fit a balancing MARINE chamber. I described this fully a few months ago, so merely remind readers about this now. Turning to a rather different point, the question of plants in prototype models presents problems in ventilation and heat insulation. In models of this kind it is essential that the outer appearance must not be disfigured, and, unless the model is somewhat primitive, with little detail about the decks, the provision of sufficient ventilation for efficient functioning and heat dissipation is allimportant. From the point of view of correctness to the prototype the legitimate places to draw air into the inside of the vessel are the fiddle and the ventilators. The stokehold ventilators are usually on the large size, and will give a certain amount of air, but this in itself is usually insufficient. On a real ship the ventilators are trimmed to the wind, but on a model there is no crew to perform this service. Some. modellers obtain additional air by means of doors, ports, etc., but this has to be done with great discretion, especially in small models, as the last thing one wants is to ship a sea into the engineroom. If doors or ports are used for the purpose, these should be as high above the waterline as possible and near the centreline of the ship. On a large London pond | recently saw a biggish prototype model with open ports along the sides. Though the day was calm and the water comparatively quiet, she shipped quite an amount of water. Had there been anything of a beam sea she would have been in danger of foundering. This is simply foolish, and can be avoided. In a real steamer the stokehold is often ventilated by fans, and forced draught is frequently used. The average modeller will not go to this trouble, but a very similar effect can be simply obtained. If the exhaust is turned up the funnel, air will be drawn into the boat. The ideal is to have just sufficient flow of air to induce perfect combustion, and the flow of air into the boat will also serve to insulate the paintwork. Where this has not been done, I have noticed that a boat’s performance varies with her course. In fact she did better against the wind than with it astern, for the simple reason that steaming into the wind her ventilators picked up more draught. A double funnel is a great advantage in this type of model. Not only does it preserve the MODELS | 18] paint, but the space between is a most efficient ventilator. Although air circulation is a great assistance in protecting the hull, deck and paintwork, it is usually advisable to take more precautions. Where there is weight to spare asbestos pulp can be used. Asbestos sheet can be soaked and moulded as desired. More usual methods consist of a shield over the burner, and a metal casing over the whole plant is advisable in certain cases. In anything like a cabin cruiser or launch, this metal casing should be insulated with asbestos sheet. It is impossible to give particulars as to the best way to effect this protection as-so much depends on the type of craft and the space available. All that can be done is to draw attention to the necessity of doing this efficiently and indicate a few directions in which it can be carried out. In any case boilers should be lagged to conserve the heat. It should be noted that efficient boiler lagging means that less heat is needed from the lamp. Not only does this effect economy in fuel, but a smaller lamp is distinctly to the good as it makes it easier to preserve the hull. It is advisable to use a form of lamp and arrange the decking so that the lamp can be instantly removed. This facilitates lighting up, refuelling, cleaning, etc., and is, therefore, very desirable. A wood hull requires particularly careful protection. Casein glue has the double advantage of being impervious to water and heatproof, so should always be used. There is also considerable choice in paints. Some of the brushing cellulose enamels are particularly prone to blister when near any heat. In any case cellulose is a bad thing for boat work. Cellulose is not the same protection for either wood or metal hulls that a good paint or enamel is. The reason is that cellulose merely forms an outer skin but does not adhere to the base properly. Consequently moisture soon gets underneath, and the paint lifts. -Many prototype boats are spoiled by ugly incongruous forms of controls brought through the deck. Milled knobs, levers, etc., are out of place. In overcoming this little difficulty there is scope for considerable ingenuity. Many deck fittings, such as capstans, can be camouflaged controls. _Little hatches can be made to lift off and the con- 182 MARINE trols placed underneath. Skylights and companionways can also be used to hold these. In a recently constructed destroyer model, the gun turret acted as a switch. Returning to the question of lamps for prototype craft, it is highly desirable to have these removable for filling purposes, as petrol is not good for ordinary paint and enamel. Moreover, if paraffin or petrol is spilled into the boat, and stays there, it is not good for a wooden hull. Besides this, there is the very obvious fact that this is highly inflammable, and gives off vapour. This leads us back to the question of ventilation and not only endorses the need to turn the exhaust up the funnel but for providing sufficient ventilators properly spaced out in the boat. From the foregoing it will be seen that ventilation and heat insulation are intimately allied. The boat should, therefore, be properly thought out as a whole, and not put together piecemeal. By proper planning beforehand there is no danger of finding that some important point has been overlooked. To make a really good prototype model the engine should be chosen to suit the hull, and the hull planned to suit its plant. This avoids waste of time and money. Beginners who have the opportunity should make a point of examining models made by experts. There are many beautiful prototype models around London Clubs, but the North of England can also produce many fine boats of this type. Unfortunately distances prevent more frequent visits, and readers of this Magazine would appreciate photographs and particulars of some of these craft. I hope that Honorary Secretaries and readers who are members of clubs in the North of England will make a point of sending their news regularly to MARINE MODELS. To a certain extent, power boating is already organized, but still greater organization and closer rapprochement between the various parts of the country is needed. When we have this we shall make far more rapid progress than we have ever made. Our kindred sport, model yachting, has only made the great strides it has in recent years because of the high degree in which it has been ” organized, with the Model Yachting Association as the hub from which its activities radiate. I understand that MARINE MOopELs will be publishing a number of designs of various types suitable for prototype modellers, and MODELS in future articles I intend to deal with various types of commercially produced plants suitable for these. The advantages to the model maker of good designs are obvious, as it is most disheartening to see good work wasted upon badly-designed boats. Many published designs are unreliable, not only hulls, but plants also. Many prototype modellers, of course, make their own plant. but, on the other hand, there are a considerable number who use commercially-produced engines for this type of model. Suitable plants exist, and I propose to give details of these and of their correct installation. (To be continued.) KENSINGTON-HOVE CUP ‘¢ Ballerina’s”’ 16 Victories N the rippled surface of the Round Pond, Kensington Gardens, on Sunday, September 30th, there were to be seen the fastest and loveliest model yachts in England. They were racing for the Kensington-Hove Cup, and they made a scene as picturesque as Cowes. ** Ballerina,’’ a yacht with lines as beautiful as those of ‘* Endeavour ’’ or ‘* Rainbow,’’ , won the Cup with a performance that has been seldom equalled in the history of the race. ~ The event is an annual one between the HoveBrighton Club and the Model Yacht Sailing Association, which has its headquarters at the Round Pond. The Cup goes to the best yacht on the winning side. Each club enters eight yachts, and every yacht has individually to race every yacht of the other club. The home club won, and “ Ballerina ’’ was by far the best yacht of the day, making 32 points against 22 by the next best. She did not lose a single race of the 16 she sailed, 8 to windward and 8 to leeward. No member of the club remembers such a complete victory by any yacht in previous years. The end of a day’s sailing saw thz decisive result: Kensington: 3.17500). Mactan ee 152 points Hove and Brighton………………….. 104 points ‘* Ballerina,’’ with a steel mast 8ft. 2in. in height, belongs to Mr. O. Steinberger. He made and designed the yacht himself. The building of her took him two months, but the design is the result of years of enthusiastic study of the behaviour of racing yachts.—Daily Mail. MARINE MODELS 183 PETROL ENGINE AND HYDROPLANE TOPICS By J. B. INNOCENT We are pleased to announce that Mr. J. B. Innocent has joined the technical staff of MARINE MODELS, and his articles will appear monthly in these columns. As readers wil recall, Mr. Innocent and his brother are the designers, builders and owners of “ Betty V,” the famous metre hydroplane which holds the World’s Speed Record for the 30 c.c. I.C. engined class. ON BALANCE HEN I first started my AND interest in \/ model speed boats there were hardly any decently balanced engines in existence. Drilled outside flywheels were common, and even this poor makeshift was not always used and no balance at all was not unusual. Matters have greatly improved since then, but there are still many badly- balanced engines in existence. Well, unless endless trouble is desired, it is essential to do the balancing job very thoroughly. Much of the carburation trouble, broken pipes, and strained hulls are due to vibration caused by neglect of this all-important point. The object in view when balancing is to absorb the shocks of stopping and starting the connecting-rod and piston at each end of its reciprocating motion, and to balance the big-end pin. Well, the only way to do this perfectly is to have an exactly equal weight traversing an exactly similar path, 180 degrees displaced radially and in the same plane. The flat twin automatically accomplishes all this except the last point, but, unfortunately, the offset necessary in the crankshaft sets up a heavy couple, causing crankshaft distortion and fracture, unless special precautions are taken. To return to the single, it will be seen that the ideal is unattainable, for we must attempt to balance with a rotating mass one which varies progressively from rotating to reciprocating, and, though we may dispose this mass equally, we can never get perfect balance free from all period vibration. It is established that, if we balance the weight of the big-end pin, the whole of the lower half of the connecting-rod and_ half the weight of the upper half of the connecting-rod, the piston, gudgeon pin and rings, the balance will be somewhere near right, CARBURATION and experiment is the only way to improve it. Experience tends to show that it is better to go over the half than under, but period vibration, i.e., vibration confined to a limit range of r.p.m., is still bound to occur, but does not matter unless it falls on a range of r.p.m. used for actual running or tuning. The position of the period may be moved on the r.p.m. scale by varying the proportion balanced, as may the die bn of the un- balanced force from a vertical to a horizontal vibration, When weighing the parts the connectingrod is the only difficult piece to weigh, but by supporting one end on a small diameter rod and resting the other in the scale pan, taking care to keep near the horizontal, a sufficiently close result is not difficult to obtain. The crankshaft assembly should be weighed for balance when supported on steel edges, such as knife blades. The lathe centres should not be used, as the degree of sensitivity is insufficient. The method of weighing the complete crank is to suspend a weight pan of known weight from the big-end pin and load it until the big-end will remain horizontal. Overhung cranks produce problems of their own, and when they are used it must be remembered that the balance weight is out of line with the big-end, etc., and the overhang must, therefore, be kept as short as possible. It is difficult to weigh an overhung crank properly, as it will persist in swivelling on the knife edges, but if results cannot be obtained, put a small steel disc on the flywheel taper roughly to balance the weight of the crank and balance weight. When machining cranks or internal flywheels, the balance parts should be left as large as possible, and carefully reduced until 184 MARINE the desired weight is obtained. As the metal is cut away, it is a simple matter to do a bit of streamlining, which is well worth while, in view of the heavy nature of the air and oil fog in which these bits move. Now there is nothing else to balance in a motor except the cams, though many people seem to think that there is a great advantage in balancing overhead rockers well; this is not so, and these parts should be lightened as far as possible regardless of balance. ——— Sa gate MODELS float chamber. The petrol flow will be in accordance with the degree of suction, but, unfortunately, the proportions of air and petrol do not remain constant, and the mixture richens more or less steadily as the air speed rises. To adjust this defect it is necessary to “compensate” the petrol flow to a reasonably even increase with the air. This may be partially attained by submerging the jet and by double diffusion, which latter consists of placing the jet in a very small aes Me retro Level Frim ary Choke SectTiON THROUGH CARBURETTOR. ee CARBURETTOR USED IN “ BETTY V” Carburation has always been a great bug- bear with these small motors, but much of the trouble was really unnecessary. It was largely due to excessive vibration, insecure carburettor mountings, heavy floats-and bad work generally. For the benefit of those who do not know the theory of the choke-type carburettor, | will run over some of the principles. A choke carburettor consists of a tube of varying diameter, known as a “venturi” tube, with a petrol jet set just to the engine side of its smallest diameter. Now a strange feature of a venturi tube is that, when air is drawn through it, the pressure is lowest where the cross section area is smallest. It will be seen that if petrol is level with the top of the jet petrol will flow out when suction takes place in the venturi, and reduces the pressure to below atmospheric, by reason of the atmospheric pressure on the petrol in the primary choke which feeds the main choke with a very rich emulsion. If it is desired to make the compensation more effective, air may be arranged to pass through the jet as well as petrol when the delivery is high, but perfect compensation is quite unnecessary for our purpose. Of the commercial carburettors available, the only one I have seen do any good is the Sharpe, which has a fixed jet and variable air control, giving in effect a variable choke. It was on a very similar carburettor that we persuaded ‘‘ Old Bean IV” to go fast, and I will give a sketch of this next month. It may be thought by some very up-to-date people that the long bent-over induction with its updraught is rather crude and antique, but you can take it from me that this type of carburettor works remarkably well, and particularly so when used in conjunction with parallel valves. MARINE If a horizontal or down-draught carburettor is decided on, I strongly advocate the type used on “Betty.” It is not fully compensated, but is sufficiently so to make it reasonably easy to handle. A sectional drawing of this carburettor appeared in the December issue of this Magazine, but is repeated here for the benefit of new readers. People: still try to help air into the carburettor, and go to the trouble of making cowls and scoops to do it. This is, of course, quite wrong, for unless there is depression in the choke tube, the choke-type carburettor cannot work as its very basis is removed. Forced induction has been used with success, but as it entails sealed tanks and float chambers, connected by large-diameter air lines with the carburettor inlet, and is then MODELS it is not. With present-day rates of r.p.m. you must keep an eye on the gas speed through the choke, and a fairly large hole is necessary to keep it down. I suggest 5/16th inch as a good starting point, and this may be increased as the motor is got into tune up to some avoided. The best type of float for the beginner is undoubtedly the celluloid, not cellulose, doped cork. It has the advantages of extreme lightness and practical indestructibility, provided the doping is well done. If alcohol fuels are to be used, however, it is quite useless as the celluloid softens and soon dissolves. Where a bent-over type induction is used, it is as well to place a stay between the crankcase and carburettor to stiffen things up a bit. One more “ don’t.” The petrol pipe should not be scaled down, and should be at least 3/32nd-inch bore and at least two filters of – superfine gauze should be placed between the tank outlet and the jet. Quite a lot has been written in the past on choke sizes, and people have stated that a quarter-inch, and even less, is ample: well, 80 diameter. per cent. of the inlet-valve (To be continued.) MODEL POWER BOAT RACING WICKSTEED M.Y. very uncertain, it is best left severely alone. Flooding has always been the great bugbear, and it is usually due to one or more of the following causes: engine vibration owing to poor balance and/or insecure engine mountings, non-rigid carburettor fixings, heavy floats and bad needles. Top-feed float chambers are nearly hopeless when used in conjunction with pressure feed, for if you consider the effects of bottom and top feeds you will see that the cut-off is assisted by the petrol in the former case and hindered in the latter. Bottom feed has its own flaw in that the needle may be held on its seat by the petrol pressure, although the float chamber is empty; for this reason the needle should not be extremely light unless attached to the float, and excessive pressure should be 185 & P.B.C. The Club held their Annual Power Boat Regatta under the auspices of the M.P.B.A. on Sunday, September 2. The competitions were for circular course hydro- planes and there were sixteen entries. The first event was for the Timpson Trophy, which was captured for the home club by Mr. H. Robinson, with ‘* Chic.”’ This boat tied with Messrs. Innocent Bros.’ ‘* Betty ’’ at 30.8 m.p.h., and won the event on the re-run. Mr. Clifford’s boat ‘* Crackers ’’ gained the third place with a speed of 30.6 m.p.h. Then followed a race for ‘“ Three Mystery Prizes’’ kindly given by Messrs. A. C. Neal, B. C. Jewers, H. R. Perkins and R. E. Tait. Mr. Perkins (Wicksteed) was first with a speed of 28.4 m.p.h. Mr. Brightwell (Wicksteed) was second at 28 m.p.h., and Mr. Tryhorn (Bournville) was third at 24.3 m.p.h. with his boat ‘** KoKo.’’ Timekeeping was efficiently carried out by Messrs. Skingley, Snr., A. W. Cockman and D. Lucas. Mr. D. Ward officiated at the tethering line, and Messrs. S. Ward and F. Wilson were enclosure stewards. The prizes were presented by Mrs. F. O. Robinson, Assistant Hon. Secretary to the Wicksteed Club. F. O. ROBINSON. A COMING PRODUCTION As already announced, Marine Models Publications, Ltd., have under preparation a number of books dealing with various aspects of marine modelling. We well appreciate the importance of the younger generation as providing recruits for our sport, and the first book to be published will be by Messrs. W. J. Daniels and H. B. Tucker, and concern itself with building a model yacht for the youngsters. It is hoped that this will be ready in a month or so, and it will be followed very rapidly by others for senior model yachts- men, ship modellers and power boatmen. MARINE HOW TO MODELS BUILD A PLANKED MODEL YACHT HE fine series of articles by “549,” which 6% started in our May number and finished ‘ _ * 4 4 in our September issue, was not illustrated, as we were unable to obtain the requisite photographs, but we have now received the series which is shown on the opposite page illustrating the construction of “549” herself. In the left-hand picture the boat is shown in frame. The shadows are erected on the building board, the backbone, ribs and inwales put into position. The bottom picture shows the hull almost planked up. The right-hand picture shows the plan view of the yacht. At this stage the planking has been completed, and shadows removed. The deck beams have also been placed in position. The photograph on this page shows the finished model in action. The boat’s action through the water can clearly be seen. At the time she was “ snapped “’ she was running at great speed in a strong wind. As readers of this series know, “ Vivix” is from the MARINE MODELS design, “ Evadne.” The boat’s record to date is as follows :— With curved mast—4th in eight-boat match, 8th in fourteen-boat match. With straight mast—3rd in fourteen-boat match when two dead-heated for Ist place, 2nd in ten-boat match, 2nd in twelve-boat match, 2nd in match between two teams of eight boats each, 2nd in thirteen-boat match for Mayor of Kensington’s Cup, Ist in club match of nine boats. , As “ Vivix” is a new boat sailing against some of the smartest 10-raters, her record is very satisfactory. She is a most beautiful specimen of building and absolutely true to design. Her builder is to be congratulated on a fine piece of work. — “ VIVIx” (F. E. MATHEWS, MODEL YACHT SAILING ASSOCIATION) 187 188 MARINE HOW TO MAKE MODELS MODEL SHIP AND STEAMER FITTINGS (Continued from page 143.) By A. P. ISARD, A.M.I.Mech.E. INCE we have recently been consider- S ing running and rigging gear, Fig. 58 shows eye plates; if these are fitted with shackles they would be termed shackle plates, Fig. 59, and in this connection the arms of the shackle are sometimes pinched (harp shackle) inwards, just enough to nicely slide over the eye, and not parallel as previously shown in Fig. 41. A shackle is useful in so far that a rope, wire or chain attached to same can be attached or detached immediately to or from the eye-plate by merely unscrewing and withdrawing the shackle bolt; this bolt is usually secured against loss by means of a light line known as a “‘tyer” passed through the eye in its head, the other end being made fast to the rope, wire or chain.. To make eye-plates is obviously simple. Cut out the base plate to size and drill a hole in its centre as well as the four holding bolt holes; bend a piece of suitable sized brass wire into an eye, leaving one leg a little long; push this leg through the centre hole in plate, cut off and lightly rivet over, and touch on the under side with the soldering iron; hold eye upside down between lead clams in your vice while doing this. Shroud, chain or stay plates, Fig. 60, are the plates to which the mast stays are attached, and since these have to carry considerable strain they must be carefully and rigidly secured. The old practice in yachts and small vessels was to lash the stays, which were eye spliced, with several turns of lashing to the chain-plates. This lanyard, being more or less elastic, made a fine job. It is common practice to-day to use flexible steel wire rope attached to the chain-plates by turnbuckles, which will receive our consideration later; these turnbuckles, if not used with care, can be the cause of an enormous tensile strain, resulting in distortion of the ship’s sides or even pulling out the chain-plates from their anchorage. Chain-plates are of wrought iron, but it will be better for model purposes to make them from good brass from which they can be sawn, filed and drilled with no great difficulty. Notice carefully that if your ship sports a bowsprit, in the bowsprit shroud plates, Fig. 61, the eye is turned at right angles to the plate. This can be done by carefully twisting with a pair of pliers and holding the shank tightly in the vice, using lead clams so as not to injure them. It is vastly better, nevertheless, to take the trouble to cut and file to shape, and, in any case, the twisting suggestion should only apply to very small models. Turnbuckles, strainers or rigging screws, Figs. 62 and 63, are, as the name implies, fittings for the purpose of tightening rigging. They consist of a body screwed at both ends, one end with a left-handed thread and the other with a right-handed thread, the screws terminating in either eyes, shackles or hooks; the centre of the body is hexagon shaped so that a spanner may be used, and there is also a hole right through for a tommy-bar; to prevent the buckles unscrewing themselves under strain both ends are fitted with lock nuts. It is very doubtful that the amateur model maker would be able to cut a lefthanded thread, but should it be desired, then the necessary screwing tackle will have to be bought. Take a length of hexagon steel or brass rod and chuck same in the lathe, turn down one end just sufficiently to take off the hexagon for one-third of its length, centre and drill to just over half-way with the tapping drill to suit the size thread to be cut; take out of chuck, reverse and repeat on the other end. 3 FIG. ° =! wi oS . a ad O = a O= \y O ° 6 3, 62. FIG, Fe Fig. FiG. FIG. t ° ° Wied FIG. 58. SANOOOOINND F1G.54. (9 © rs o ‘ ws ; 7 1 ioe) sare +4 «© 189 MODELS of MARINE Fis, 67. a FIG. $3, | Mat “°° 65, irae MODEL SHIP AND STEAMER FITTINGS The making of fittings illustrated in Figures 66/68 will be described in our November number | | | . 190 MARINE Note :—It is convenient to first drill the central tommy-bar hole before turning and drilling the longitudinal holes, as this hole will indicate when the drill has reached half-way and will, to some extent, help to clear some of the cuttings. For the eye and shackle select pieces of material the same length as the body just made, with a diameter just larger than the overall size of the eye or shackle. Chuck and turn down about three-quarters of its length, leaving a nice fillet, to the screwing size; if your lathe is fitted with screwcutting gear cut a screw practically up to this fillet. Try on your body and make it a nice comfortable fit. Take out from chuck and place in vice. In the case of the eye, drill it out, and then saw and file up to shape. Repeat the process with the other length, and, after machining, drill, saw and cut to shape the shackle and fit its screw pin. Fig. 62 shows both ends fitted with a shackle. Note :—If your lathe is not of the screwcutting variety, fix the turned blanks in the vice up ended, before the eye or shackle is shaped, and screw in the ordinary way by hand with stocks and dies. Another type of strainer is as shown in Fig. 63, one lug of which is arranged to swivel, while the other is screwed and affords the tightening gear to the rigging. Cut off from round brass or steel rod of suitable diameter a piece to the length of the body, chuck this in the lathe and chamfer the end for about one-sixth of its length. Now run a drill, which should be the tapping size, right through its whole length; remove, reverse and repeat the chamfer at the other end. Now fix in vice and file away the two sides as shown in the sketch and open out with a fine ward or Swiss watchmaker’s file. At one end tap out the hole and fit the screwed eye prepared in the same way as for the rigging screw previously described in Fig. 62. At the other end the eye-piece is not screwed but made a nice easy revolving fit The shank of this eye-piece should just be long enough to protrude through the hole in the inside and to allow for a tiny washer being slipped over and riveted. To rivet fix eye-piece in vice up ended, slip over it the body from which the removed. been has eye-piece screwed MODELS Now, with a hardened piece of steel wire slipped through the screwed top of the body and pressed firmly on the top of the short shank of the swivel, tap it lightly with a light hammer, working the steel wire round its outer edge. Another method, and far better, is to screw the short shank eye-piece for a length equal to the depth of a nut. After pushing the shank through the body into its place slip the nut through the side opening and screw the eye-piece on to it, then fix in vice and rivet the top of the shank over the nut. If your work is done properly, the eyepiece will revolve without shake and without undue friction. If the turnbuckles, strainers or riggingscrews are very cutting off the small in size, instead of exact length of material the body, leave sufficient of required for the raw material to allow for gripping in the vice while filing and sawing to shape before parting off, as in this way the body will not be liable to damage. Mast-bands, Fig. 64. These may have one, two, three or four eyes according to requirements. They are also used for bowsprits and booms. The internal diameter should be slightly smaller than the position they are to occupy on the mast or sprit, and as these are tapered, the bands can be slipped down from the small end and will thus fit tightly at the desired position. Cut off from suitable inside-diameter and fairly heavy-gauge brass tubing, slices of a width equal to about one-third of the diameter. Turn up a wooden mandrill from any scrap piece of wood and slip the rings on. Run lathe at a good speed, and either with an ordinary hand tool, such as a graver, or by filing, nicely round off and square up the edges. Repeat this to all the rings required. Should the size of the mast or sprit be awkward, then select the nearest smallersized tube from your scrap-box and chuck this in your lathe and just skim out to the size required, or machine up from solid scrap. Make from brass wire the required number of eyes, leaving one leg longer than required; mark off on your ring the position of the eyes. Now take the wooden mandrill, previously made, and hold same in vice horizontally, leaving an inch or so MARINE Slip the ring on this, centre protruding. and drill the holes for the eyes, and remove from mandrill. Push the long leg of the eyes, one by one, through their respective holes and neatly solder them in, then file and clean off any surplus projecting material inside and polishing by Finish band. the lacquering. If your model is a large one and the strain upon these bands is. likely to be fairly heavy, the eyes may be screwed in as well as being soldered, or if you have foundry experience they may be cast in one piece and worked up with the saw and file, etc. Goosenecks and spider bands with belaying pins, Fig. 65, are used at the foot of the mast. When fitted without goosenecks they are termed spider bands. (To be continued.) MODELS 19] THE MODEL POWER BOAT ASSOCIATION’S GRAND REGATTA HIS annual event took place on September 15. T As the lake at Victoria Park is empty for cleaning purposes, the fixture was transferred to Brockwell Park, London, S.W.2. The first event was a Straight Course Race of 75 yards. The race was open to three classes of boats, but in the A class (Racing boats—hydroplanes) there were no entries as the owners were very wisely reserving their energies for the 1,000 yards contest. In the B class (Semi-Racing—displacement) there was a number of competitors. The result was:— Ist, V55 (J. Vines, Victoria) 9 secs.; 2nd, SW5 (Mr. Nethercot, Swindon), 13 3/5 secs.; 3rd, ‘* Leda III’’ (J. Wanner, Victoria), 14 3/5 secs. The C class catered for prototype craft, and attracted quite a few entries. It resulted : —‘* Sea Hawk,”’ destroyer (J. Wilby, West London), 31 secs.; 2nd, ** Vivacity,”’ tug (Mr. Chew, Victoria), 32 1/3 secs.; 3rd, tug (Mr. Curtis), 33 4/5 secs. This was followed by a competition for prototype boats, which was judged by Mr. Victor Harrison and the Editor of this Magazine. There was a fine fleet entered, and former winners of Prototype Competitions were debarred from the prize list. The judges awarded premier place to ‘* Sea Hawk,’’ a very fine destroyer model. An excellent model of the excursion steamer, ‘‘ Royal Sovereign,’’ was placed second. Her owner and builder, Mr. Davis, of Victoria, is to be congratulated on an excellent job. ‘* Fairycraft,’’ a nice launch, was placed third. One or two avoidable faults lost competitors marks. For instance, a model of a naval ship was penalised because she had the Jack flying from the staff in the bows when under way. The Jack is only worn when at anchor. A tug lost marks through flying the White Ensign instead of the ** Red Duster.”’ 4 The final event was 1,000 yards race round the pole for the Mears’ Challenge Trophy. This was open to craft propelled by steam or I.C. engines not exceeding 50 c.c. cylinder capacity, weight being limited to 16lb. One run or two starts were allowed. The only steamer was a veteran boat from Manchester, bearing a plate with the inscription, ‘* Born August, 1913.”’ The winner, ‘‘ Tiz,’’ made a very good run and, on the day, well deserved her victory. Nothing like record speeds were attained, however, and from that point of view the day was disappointing. Regulations at Brockwell Park compel boats to have silencers, and quite a number of boats blew theirs to bits! Her silencer certainly robbed **Chic’’ of a certain prize, and caused a very curious failure. It shook loose and fell on her deck with its end across the terminals of the accumulator, which it shorted, bringing a most promising run to an abrupt conclusion. Photo: Wm. Taylor ‘“* NAUSHABAH ” (WINNER SCOTTISH 12-M.° CHAMPIONSHIP) WITH HER SKIPPER ALEX. PERRY, CLYDEBANK M.Y.C. Results were: —Ist, ‘* Tiz,’’ S6 (F. Sharp, South London), 62 secs. (33 m.p.h.); 2nd, ‘* J.E.P.”’ (J. E. Perkins, Wickstead), 69.5 secs. (29.45 m.p.h.); 3rd, ‘* Koko II’’ (Mr. Tryhorn, Bournville), 76.1 secs. (26.9 m.p.h.). A special Mr. W. J. last Grand vided that trophy, the ‘* Belvedere,’’ presented by Smith, went to the boat built since the Regatta that made the best speed, proit had not won an award in any inter- club event previously. -_ 192 a — = —_ ————— MARINE MODELS THE SALTCOATS MODEL YACHTING LAKE Tt official opening of this lake, by Lt.-Col. T. C. R. Moore, C.B.E., M.P., was described in the July issue of this Magazine, but as it is the finest and largest lake in Scotland, a description of this magnificent sheet of water may prove acceptable to readers. The pond is roughly square in shape, the diagonals being S.W. to N.E. 175 yards, S.E. to N.W. 165 yards and the area approximately 24 acres. Owing to the shape of the lake a windward and leeward course can always be laid down, which Scottish model yachtsmen in general consider to be a better arrangement than a pond of, say, three breadths to a length. The pool was constructed by the Town Council at a cost of £2,500, and entailed the excavation of many tons of rock. The work was carried out by Messrs. Leggat, of Barrhead, and occupied four months. The minimum depth is 2ft. 2in. at the edges, and the side walls are of novel design. The lower half of the wall is vertical, but the upper half slopes back at an angle of 45 degrees. This not only saves the boats, but gives a better wave formation than an ordinary vertical wall. Water is admitted from the sea at the top of spring tides and can be run off through large sluices. The water is kept at a constant level of 4in. below the top, surplus water being run off through scupper valves. The view published is looking S.W., and readers will observe that the lake is at sea level, the nearest obstruction being Ailsa Craig, 40 miles away, a spot on the horizon. The seaward wall runs north and south. Due west of the pond is the Isle of Arran, distant 15 miles, and to the north lies Ardrossan, a mile away. As the prevailing winds are S.W. to N.W., the lake gets a good wind ninety-nine days in a hundred. It is very rare to have an east wind during summer months, but even then the obstructions on the landward side are negligible. Already a number of important events have taken place on the lake, and all visitors have expressed their appreciation. The second view of the lake might be taken for a view of the Clyde Fortnight, but is a photograph of the Saltcoats fleet of 6-metre models out for a spin. We are indebted to Mr. Jas. S. Hutton for the information contained in this article and the photograph illustrating it. GENERAL VIEW OF WEST BAY MODEL YACHT LAKE, SALTCOATS MARINE K ae s b, a t IPT ay ily eae? gee NE ~—— LONDON M.Y.S.A. A SO handsome challenge aed ‘| ENG Fase RRO OI (KENSINGTON) for 10-raters. The race for the ** Kenyon Challenge Trophy ’ was held on the Round Pond, Kensington Gardens, on September 8. The wind was S.W. by S., with The scoring was 2 and 3, and strong squalls. as there were thirteen starters the possible was points. His Worship the Mayor of Kensington , was present when sailing commenced at 3 p.m. The conditions at this time called for very skilful handling on the part of skippers and mates. The standard of sailing was, however, very high, and The match was the racing close and exciting. half way through by 6.30 p.m., when an adjournfor ment was made sport was excellent. en ORO ORS ‘** Endeavour and_ London) South Edgeley, (Macdonald, Clapham), each took major points from their club opponents. As the race progressed the positions of the leading boats changed from time to time, and one or two rather surprising when being example an occurred, results ‘* Endeavour “’ easily accounted for ‘* Lochness ”’ “Iris ”’ and ‘*Golden Hind’? down-wind. improved their positions towards the close, also ‘* Sirdar,’ and the two Clapham boats, ** Fantasy ”’ and ‘‘ Endeavour,’’ provided their rivals with ? DISTRICT trophy SF a i The M.Y.S.A. have been presented by His Worship the Mayor of Kensington, Alderman H. V. Kenyon, M.B.E., J.P., L.C.C., with a 60 193 NS . “IN 5 ) St. MODELS tea. The contest was resumed the following mornThe wind was still in the ing at 10.30 a.m. S.W., but had increased to a strength that almost warranted a change down into second suits. The wind freshened as the day wore on, and the Final resuits were: Ist, ‘*‘ Cresta’’ (P. J. Bydawell), 48; 2nd, ‘* Vivix’’ (F. E. Mathews), 43; 3rd, ‘‘ Ballerina ’’ (O. Steinberger), 42. In the absence of His Worship the Mayor of Kensington, the cup was presented to the winner by the Commodore, Mr. A. Littlejohn. A. W. L. SOUTH LONDON M.Y.C. The annual race for the Fortreviver 10-rater Cup was held at the Rick Pond, Home Park, Hampton Court, on September 2. A fleet of eight boats took part, drawn from the South London, Surbiton, Clapham, Bedford and Brighton & Hove Model Yacht Clubs. When the first pair were despatched a moderate S.W. breeze was blowing which varied considerably in strength and direction during the In the first heat the two boats which match. ultimately filled first and second places were drawn together, ‘* Lochness *’ (Col. Ian Dennistoun, Bedford M.Y.C., sailed by W. J. Daniels) and Hove & Brighton Lance, (T. ** Advance’ M.Y.C.). The latter won an exciting board to weather by inches, and also the run_ back. ** Golden Hind ”’ (P. A. Watney, Surbiton M.Y.C.) was similarly successful against ‘* Sirdar ’’ (J. Morters, of the same Club), whilst ‘* XLNC ”’ (R. J. exciting tussles on occasions. After resails had been taken, *‘ Lochness ’’ and ‘‘ Advance “’ tied for first place with 28 points each, necessitating a sailoff to weather which ‘* Advance ’’ won. ** XLNC ”’ was third with 19 points, closely followed by ‘** Golden Hind,’’ 16 points, and “‘ Iris,’’ 15 points. The other scores were ‘* Sirdar ’’ 13, *‘ Endeavour ”’ 12, and *‘ Fantasy ’’ 9. The competitors were considerably handicapped by shortage of water in the lake, and_ boats grounded unexpectedly. On this account it was decided at the start to dispense with the rule requiring to retrim on the run. The experiment appeared to work quite well, and the option to retrim or otherwise was readily accepted by all engaged. The example may well lead to debate whether -this present sailing rule might not with advantage be dispensed with entirely. Having regard to the rather difficult conditions under which it was sailed, boats having to be refloated by hand continually, the event can be marked down as an _ exceptionally sportsmanlike contest, no competitor being penalised for infringement of rules, despite the very careful attentions of the umpires. Competitors, officials and friends were the guests at tea of Col. Dennistoun, which by _ kind permission of the Y.M. 6-Metre Owners’ Association was served in their excellent Clubhouse. Mrs. Brent, wife of their Vice-Chairman, graciously consented to present the Cup and prizes, after speeches had been made by the O.0.D., Mr. A. J. Child, and Mr. Harry Brent. Mr. Pols, of the Clapham Club, officiated as Starter, and Messrs. Rickman and Brock as Umpires. The duties of Scorer and Judge were very ably carried out by Mrs. Child. AMEE. 194 MARINE IN THE MIDLANDS DERBY M.Y.C. The race for 10-raters for the Cup presented by Alderman O. Ling was won by Mr. Powell’s ** Nora.”’ She had a great race with ** Vanity,”’ and eventually finished one minute ahead. Result: Ist, ‘* Nora’’ (P. J. Powell); 2nd, ‘*Vanity ’’ (T. SOUTHERN ENGLAND GUILDFORD M.Y. & P.B.C. A new yachting pond has been opened at Stoke Park, Guildford, which was constructed by local authorities as part of their winter scheme for the unemployed. As is usually the case, a new club has been formed just as soon as the water was available. The new club’s fleet, which has mostly been built by members, comprises a number of power MARINE craft as well as yachts, the former MODELS including destroyers, liners and tugs. The Mayor (Ald. W. G. L. Sheppard) is President, Mr. C. E. Jones Hon. Secretary, and Mr. T. Pallot Treasurer. The club intends, in due course, to inaugurate a racing programme and_ affiliate to the Model Yachting Association. A patron who desires to remain anonymous has presented the club with two cups—one for a yacht competition and the other for the best power boat. The present pool is picturesque and tree-girt, but the club is hopeful of getting a bigger lake in Shalford Meadows later on. During the autumn it is intended to hold an exhibition of models in the town. This should stimulate interest and may prove of material assistance in getting the better sailing water desired. NORTHERN IRELAND ULSTER M.Y.C. The club held a race for five-ton boats (1730 class) on August 18 when there were six competitors. Racing took place at the club’s water at the Antrim Road waterworks. Five heats were sailed under the tournament ** Gracie ’’ (J. Atkinson), 5. 7; ‘* Nancie ’’ On Wednesday, August 8, the regatta continued The (J. Neill, eS M.Y.C. The Club opened its holiday regatta on Saturday, August 4, with a race for the A-class, which was continued on Monday, the 6th, with a second round. The wind was very fluky when racing started, but on the Monday settled in S.E. There were ten entries. Result: ‘* Jasmine’’ (W. G. Baker), 81; ‘* Caprice ’’ (R. Lance), 59; ‘* Bluebell ’’ (C. Jackson), 53; ‘‘ Veronica’? (W. Day), 51; ** Madge ’’ (N. Averay Jones), 45; ‘* Shannon ”’ (H. G. Pyne), ‘* Vigilant ’’ (J. Munster), 36; ** Ryecliffe ’’ (R. Cains), 31; ‘* Fantasia ’’ (H. C. Rollason), 26; ‘* Aloha’? (F. Gome), 11. The Officials were: O.0.D., Mr. J. Read; Starter, Mr. W. Shell; Scorer, Mr. W. Day; Umpire, Mr. R. Gunton. system. wind was S.W., but as it was inconstant and fickle, sailing was slow. Scoring was 3 and 2. tr. W. McCormick was Commodore and Official Marker. In one heat all boats fouled at the start, so what should have been a resail for two points did not take place. Scores: Ist, **Jane’’ (J. J. Beasant), 20 points; 2nd, ‘‘ John Wortley’ (J. J. Beasant), 12; ‘‘ Florrie’’ (J. Campbell) and ‘Joanie’? (W. Carson), 11; Jnr.), GOSPORT 195 SHIP MODEL CLUBS THE SHIP MODEL SOCIETY, LIVERPOOL There was something tragic about the talk given by Captain Norman P. Forbes, on August 31, when he described a trip from New York to Bath, Maine, in quest of the ‘‘ Coriolanus ’’ which was lying at the Bath Iron works, home of many a fine ship. He told of an erstwhile queen of the seas, come, after many trials, to what seems likely to be her last berth, neglected and shorn of her finery—trigging a hopeless tangle, decks pitted and grimy, ironwork rusting away, and anything of value, brasswork, with a race for 6-metres, eight boats competing in a light breeze from east. Results: ‘‘ Lorna ” (W. Shell), 25; ‘* Folly ’’ (J. Read), 22; ** Iris ”’ (R. Gunton), 19; *“ Peggy ’’ (A. Gome), 16; ** Nada ’’ (F. Cresdee), 15; ‘* Eastward’’ (L. Sweet), 14; ‘* Speedy’’ (H. C. Rollason), 14; ** Aurijy ’’ (Col. Van der Kiste), 10. Officers: Messrs. J. Read, W. Day and R. Lance. of pleasure cruising. The final event in the holiday programme was the race for the ‘* Konos’’ Cup for Juniors, with the 36-inch class, in which there were five entries. The Cup was won by ‘* Alma ’’ (Master A. Gome), with 18 points. Other scores: ** Blatta’’ (Master J. Smith), 15; ‘‘ Norah” {Master J. Scanlon), 8; ‘‘ Dinkie’’ (Master F. Snook), 7; ‘‘ Poppy ’’ (Master C. Jackson), 2. 0.0.D., Mr. A. Jones. The Cup was presented On September 1 a small party visited the boatbuilding yard of Mr. S. Bond, at Rock Ferry, and saw several small boats under construction or repair, and saw something of the methods of the shipwright who works in wood, with hand tools, preserving a remnant of a tradition which must be nearly as old as our civilisation. after the race by the donor, Mr. F. R. Snook. In August the ‘* Masterson ’’ Cup race took place, when ten A-class yachts started. The wind was very Huky and at times faded to almost a calm, veering between S.E. and S.S.W. Result: ** Jasmine ’’ (W. G. Baker), 36; ‘* Iolanda’’ (W. Sheil), 33; *‘ Bluebell ’’ (P. Jackson), 32; ‘* Azalea ”’ (W. Churcher), 284; ‘* Vigilant ’’ (J. Munster), 18; ** Anon.’’ (C. Godsell), 17; ‘* Rycliffe ’’ (R. Cains), 16; ** Molly Bawn “’ (H. C. Rollason), 16; ‘* Montbretia ’’ (R. McGilloway), 64. The O.0.D. was Mr. J. Read; Scorer, Mr. W. Day; Umpires, Cdr. Behenna and J. London. The Cup was presented by Mrs. Jackson. W. G. B. etc., removed by souvenir hunters or others whose motives had been less sentimental than commercial. She had been towed to Bath a few years ago, and her owner’s intention was to have her refitted and put into commission again, possibly for the purpose But that has come to nothing, and she lies derelict—if she has not been already broken up. The winter programme is at present engaging the attention of the special sub-committee, and it is hoped that it will be out by the time that these notes are published. In any case it will be announced at the Hot-pot Supper, which is to be held at the Lisbon Café and Grill, Victoria Street, on October 13. Tickets, price 2s. 6d., may be obtained from the Secretary. Various entertainments are being arranged, and there will certainly be shanties. The whole of the organisation will be in the hands of the new Secretary, Captain John J. Daniel, who will also act as M.C. Will all correspondents please note the new Secretary’s address: Captain J. J. Daniel, 25, Rockland Avenue, Bebington, Wirral. — — = 196 — ar MARINE W* were beginning to wonder what had come of our September Magazine when day after day Postie was void of the familiar square envelope. Anticipatory imaginings sometimes produce anti-climax, but in this instance , Mr. Editor, Prior expectations have been more than realised, and we forgive you for the tardy arrival of the issue. (How magnanimous !—Ed. M.M.) May we offer our congratulations to you, Mr. Editor, and all con- cerned in the production of the Special Number— a credit indeed. We very much fear that Model Yachtsmen and the other “* Modellers “’ catered for as a class have no conception of the enormous amount of work involved in the producti on, month after month, of their Official Organ, or of the debt of gratitude they owe to the Editor and his coadjutators. If they had, we are sure they would try to assist by endeavouring to increase the circulat ion at every possible opportunity, knowing they had some- thing to cherish and be proud of. no blarney, either. And this ain’t We have heard of Astral projections and the ancient Egyptian ‘‘ Ra,”’ or is it ‘‘ Ka’ or ‘* Ba ’’> Our mythological education has been sadly neglected. Not being interested in spiritualism (of the ordinarily understood type) we are much astonis hed to learn that we entertained the company at Fleetwo od with a speech in broad Scots, vide Fleetwo od report, September issue, page 155. While we were there in spirit (of the aforesaid variety) we regret that other preoccupations prevented us being so in the flesh, so far as we were aware. While “‘ there are more things,’’ etc., so far as we know, “ Braid Scots ’’ is not one of our accomplishment s. Our Managing Owner says we are not worthy to use it, even in our sleep. The regrettable thing is that several of our compatriots have rung up in a panic, after reading the report, fearful that they may have seen a spirit (aforesaid variety). Joking apart, while we are Commodore of the West of Scotland Club, the report refers to our esteemed colleague the Scottish Secretary, Mr. D. Macpherson, who has the ability to deserve the encomium and has sometim es very high spirits (same brand as before) on such occasions. All right, Mr. Editor, we will now proceed to our legitimate task.* We very much regret to find there has been a recrudescence of undesirable incidents at some of our important events recently. While we can understand that the strain of a long day’s keen racing, perhaps under trying weather conditions, may lead to frayed nerves, competitors should still beable to control and keep their temper to themselves— “On behalf of Mr. G. Stewart Pople, who wrote our Fleetwood Regatta Report, and ourselves , we apologise to all concerned for this error. ng MODELS nobody else wants it. While being only human it is quite possible for even the Scottish Commodore himself to give a doubtful ruling, it is the duty of all to accept it loyally, conscious of the fact that no ‘official gives a deliberately unfair decision , and that the benefit of the doubt, if any, may be theirs on some other occasion. We feel very strongly on this subject, and trust there will be no necessity to refer to it again. The inter-club match between Port Bannaty ne and West of Scotland Clubs resulted in a unique experience for the ‘* West,’’ which scored no points at all. The teams of five 6-m. models were sailed on the open bay, and the unusual conditio ns proved too much for the West of Scotland experts, albeit most interesting as a change from their accusto med pond sailing. A very strong westerly wind pre- vailed, accompanied by a heavy sea. The course set provided a triangular test of about 100 yards to each leg, a broad reach to the first mark, a thresh to windward to the weather buoy and a three-qu arter run home. The first round resulted in the local team romping away and all winning bya full leg. Mr. R. Malcolm’s ‘‘ Susie ’’ put up a particularly fine performance, going to windward like a train, despite the heavy water. The second round was not quite so one-sided. The visitors reduced sail and put up a better fight, although still failing to secure any of the points. It was quite a valuable experience, and thoroughly enjoyed by all those participating, as was also the tea which followed the race. The West hope to reverse the result when the return match takes place next season. Saltcoats seem to be rather amused at our remarks on heavy weather in the report of the Kemp Shield race. They say we have not yet seen a proper breeze as understood at Saltcoats. They mention that some of their heavy “* sixes’? are of 27 lb. displacement, and carry 1,300 inches of sail comfortably under the conditions described by us as heavy weather. We can quite appreciate this, as it is obvious that models built to sail on an open seashore pond, where strong and true winds are the rule, will tend to become of a heavy type. At the same time they are equally unsuited for the average waters available, and consequently circumscribed in their field of action. As it is, the principal open events at Saltcoats this season have not fallen to the local Club, notwithstanding the advantage of sailing on their own waters. Boats of all-round merit, able to ** ghost’? in a calm, and stand up to a good breeze equally, secured the important trophies. Craft that can only do well in half a gale, or only in light airs, do not, to our mind, represent the ideal. Our Saltcoats friends are energetic, enthusia stic, and enterprising, and, we have no doubt, will evolve craft capable of putting up meritorious perform ances MARINE under all reasonable conditions when they gain a little more experience in open events. Saltcoats were at home at Kilmarnock on August 11, when teams of five 12-m. and four 6-m. from each Club were in opposition. Weather conditions are described as being first-class from the Salt- coats viewpoint, but a *‘ whole gale’”’ to their Kilmarnock visitors. The Home Club turned out their heavy weather craft, some of them with second suits. The Kilmarnock contingent, on the other hand, even with the smallest suits available, were still over-canvassed, and made hard work of it. The final scores were:—6-Metres, Kilmarnock, 12-Metres, Kilmarnock, 8 points; Saltcoats, 52. 28 points; Saltcoats, 72. Rather a heavy defeat for Kilmarnock, but we know they are the type of sportsmen ready to learn from their reverses, so doubtless they will give their opponents something to think about sooner or later. The West of Scotland Club ran their Robertson Cup race for 6-m., open to all comers, at Saltcoats, on August 18. The entry for a trophy of this distinction was somewhat disappointing, only six Clubs, represented by twelve competitors, coming forward. The full tournament was sailed under a – keen, good breeze, and racing was attractive and close finishes being the general rule. The Cup and first prize were taken by ‘‘ Clutha ”’ (J. A. Stewart, West of Scotland) with a return of 45 points of a possible 55. She dropped two windward and two leeward boards only, quite a good return, in view of the class of models competing. Mr. R. L. Rodrick, also of the West of Scotland, with ‘* Edna,” 39 points, secured the second prize, and ‘‘Maureen”’ (A. Cowie, Saltcoats), 39 points, took third prize, after a board to windward with ** Edna ”’ to decide the precedence. The competitors and officials were entertained to high tea by the ‘* West,’’ and a most enjoyable afternoon closed with presentation of the prizes by Mrs. J. A. Stewart and Provost Kennedy. The race was run under the control of the Scottish Association Officials, with efficient assistance of stewards provided by the local Club. A considerable concourse of the general public watched the proceedings throughout. Photograph of ** Clutha ”’ appears elsewhere in this Magazine. On August 25 the Scottish 12-metres Championship Race was run at Queen’s Park. Twelve entries only were forwarded, and it is evident that interest in this class is gradually becoming less acute here. Unfortunately, Queen’s Park waters are very much shut in by trees, and lack of wind caused the start to be deferred until 11.45 a.m. A light S.W. breeze was then in evidence, and continued more or less during the day, freshening somewhat as the race proceeded, but at all times being rather awkward to negotiate. Generally speaking, the racing was fair, considering the conditions, but not up to the standard usual in this important event. The Clydebank representative, ‘* Naushabad’’ (A. Perry) gradually established a lead, and held on to it tena- ciously. ‘‘ Jeanette ’’ (J. Cunningham, Victoria) followed close up until towards the end, when she fell away. ‘* Cyd ”’ (C. Roxburgh, Kilmarnock), and “Una ”’ (I. McPherson, West of Scotland) were also always in the picture, the latter was perhaps unfortunate in incurring a disqualification, and thereby spoiling her chances. Eventually the result was declared: ‘‘ Naushabad,’’ Championship Cup and 34 points, Ist prize, 36 points; ‘* Cyd,”’ 2nd prize, _ and ‘* Una,”’ with 33 points, took 3rd prize. Quite MODELS 197 a close result. We were pleased to see Kilmarnock again coming into the picture. We have to thank various Club members for assistance in the conduct of the race. Paisley open regatta for ‘* twelves’’ on September 1 attracted an entry of twenty-two com- petitors. Wind was fitful and light, constantly veering half-round the compass and giving rise to a crop of fouls and resails. Three heats were completed, giving a possible 15 points. Sailing consistently, ‘‘ Osprey *’ (Mr. McKenzie, Dennistoun) collected 13 points to win; ‘* Lady Christine ’’ (Mr. Weir, Paisley) and *‘ Una ’’ (I. McPherson, West of Scotland) each returned a card of 12, and the consequent board to windward gave the Paisley boat second prize, leaving *‘ Una “’ to take the third. The M.Y.A. National 12-Metres Championship race, at Alexandra Park, on September 9, as has become the custom, resulted in a purely Scottish contest, no other entries materializing. Seventeen entrants, representing six Clubs, faced the starter under reaching conditions of a rather trying nature, the wind coming at varying angles, with heavy ‘** slams ’’ sweeping down at frequent intervals. It was obviously impossible to complete the full tournament in the time at disposal, and after nine heats had been run the O.O.D. ordered equalising heats to be taken by certain models, with leading scores, and thereafter the result was declared. Championship Cup and Ist prize, ** Ellora’’ (J. A. Stewart, Skipper, A. E. Campbell, West of Scotland), 30 points; 2nd, ** Jeanette ’’ (J. Cunningham, Victoria), 28 points, after a final with ‘* Mairi ”’ (G. McKenzie), the 3rd prize-winner, also of Victoria, 28, and 4th prize, ** Sybil’ (R. L. Rodrick, West of Scotland), 26 points. The Scottish Secretary officiated as O.0.D., and the Scottish Association officials and others gave assistance in running the race. A vote of thanks to the M.Y.A. was received with acclamation at the behest of the O.0.D. The Largs Club visited Saltcoats on August 25 for an inter-Club match with eight ‘* sixes.”’ Each team met all the boats in the opposing team, and the match, therefore, comprised eight heats. The weather conditions were ideal, with a S.W. wind of perfect sailing strength. Result :—Saltcoats, 185 points; Largs, 135. The top scorers for Saltcoats were: ‘‘Senga’’ (E. Hay), 32, and ‘* Tern” (J. K. Taylor), 30. For Largs, ‘* Venture ’’ (Wm. Malcolm), 27, and ‘* Corona’’ (Sid Fisher), 23 points, headed the list, and were presented with prizes accordingly by the Home Club. Half-time was called for tea in the Bathing Tea Rooms, and a pleasant half-hour was spent in discussing creature comforts, to say nothing of what had happened in the first half and what would happen in the second, perhaps. All concerned spent a thoroughly enjoyable day, including, presumably, a very large gathering of spectators, who followed the racing throughout the afternoon and evening, the perfect weather assisting to make the spectacular effect most attractive. Secretary Hutton acted as Commodore and Starter, and Mr. A. Cowie as Judge. And so to rest. (Quite time, too.—Ep., M.M.) THE SCOTTISH COMMODORE. re 198 MARINE MODELS THE “MODEL ENGINEER ” EXHIBITION this Exhibiae tion was a great improvemen t on that HE Ship Model Section of of last year in many ways. The Championship Cup in the Sail Section has gone to a very worthy winner in the Elizabethan Galleon, by A. C. Jackson, Worthing. The workmanship is unsurpassable. Perhaps a great deal of the appeal in this model is that the artist has not pandered to the photochromatically-minded, but has used transparent stains to get the colour effect. The full meaning of this is at once apparent when we examine the winner of the “ Bacon ” Cup. Here, the modeller, ‘‘ Tudor,” S.W.7, has turned out a very fine piece of woodwork and rigging, but the opaque colours catch the eye just a little too violently. However, time will mellow this defect, and the model should improve with age. The Modern American Aux. Sch. Cruising Yacht “ Jacinta” is a small model (1 /16in. = lft.) with every bit of detail accurately in position, including the timbers in the dinghy. The most noticeable feature in this model is the linen sails, which are beautifully cut, seamed, tabled and battened. Strangely enough, for a London exhibition, barges were only represented by one model. This was the Coastal Sailing Barge “ Eileen,” by W. H. Thomas. This model is very like the prototype, and, as the builder has spent several years on the Thames barges, we may rely on the detail. A bronze medal was awarded here. A model of the ‘* Santa Maria” (4in. = 1 ft.) was a clean piece of work of the decoratively painted type but, like many others, the colours are far too jazzy. In the Junior Section there was a wellrigged model of a Clyde 4-Poster, by S. Beenstock, Salford. Apart from the blocks all being the same size, the rigging does give one the right impression. Unfortunately, the hull has been shaped a little crudely and not in keeping with the top-hamper. This is obviously owing to faulty data. In the Loan Section, Messrs. F. E. Hills and Chas. Hampshire were well represented with their recent work. The former has gone in mainly for yachts this year, such as motor cruisers, schooners and cruising cutters. One particularly interesting model is the Research Yacht “ Perola,” of the British Graham Land Expedition, 1934-37. Mr. Hampshire lent his well-known period models, H.M.S. * Prince,” “ Victory,” “* London,” and the new Cunard “* 534.” The Championship Cup in the Powerboat Section was very deservedly won by a miniature pinnace model made by Mr. A. P. Isard, who is well known to readers as a contributor to this Magazine. The little craft is about a foot long and contains every detail. The boat is an actual working, model fired by methylated spirits, and has been steamed for considerable periods. The twincylinder engine is a correct model fitted with proper link reverse gear. Its size can be judged by the fact that it will stand on a postage stamp with 1 /16in. margin all round. This was the best model exhibited. Mr. E. J. Wheeler showed an excellent model of an ocean-going tug. This looked remarkably true to type, and should be an attractive working model. A nice model, * C.M.B.,” was shown by Mr. L. G. Warner, but she is electrically driven, and we rather doubt whether she would attain her scale speed with this type of plant. Although described as a picket boat, the model exhibited by Mr. H. C. Skipp is more correctly described as an admiral’s barge, as she has a brass funnel and the admiral’s pennant on, her bows. Mr. E. F. Truscott, who last year took the Championship Cup with a scale model T.B.D., fitted with turbine machinery, exhibited a small scale model of H.M.S. “ Daring.” This model is driven by electric plant, deriving current from three torch batteries. This is a very workmanlike job and though not over- burdened with details, those shown are so petfectly proportioned that the boat would produce just the effect of the prototype at a short distance. Mr. J. B. Keenan ‘showed a model of R.M.M.V. ‘* Winchester Castle ” that is com- plete as to detail and finished in a style that, except for her propellers, would not have disgraced the best professional model makers. The only yachts exhibited were on the stand of the M.Y.A., where a number of well- known performers were on show. We should have liked to have seen more space devoted to sailing yachts. /div>