Marine Models: Volume 8, Number 4 – July 1935

a* (Ter – a. © es ar. “eed ee eee eaeel ne Tal Ce, PIPPIN, eanit aid ee Vol. VIII, No. 4 Published on the Seventh of each Month July, 1935 ON TAKING UP MODEL YACHTING At the end of our last article we were discussing the purchase of second-hand models and points to look for in examining boats. Try to ascertain how much lead the boat has in proportion to her total weight. Small boats should have about 60 per cent., and in a big A-class it may run as high as 75 per cent., or even more. re With these profound remarks, we will formally renounce sartorial matters in favour of our esteemed contemporary the Tailor and Cutter, and turn to the more interesting and congenial subject of model yachting. Pe ie i see ie | ca But after all, it is not the breeks that make the man, and we may like the cut of his jib whilst we deplore the shape of his trousers. So if any reader is metaphorically pricked in a tender spot, let us withdraw the pin and offer the balm of apology. Then examine the rudder. Take all tension off the rubber and see that the rudder will turn with its own weight. If it sticks it may, of course, be possible to ease the stock, but this is a point to regard with suspicion. There should also be no whip or backlash between quadrant and rudder. Place the boat in the water without the sails set and give a fairly hard push. She should then travel perfectly straight. Boats sometimes twist along the keel or centre-line, and this test will prove a boat in this respect. There should not be a lot of wind blowing when you make this experiment or it will influence the course of the boat. Any major twist will be apparent by examination, but even a slight twist is sufficient to mar a boat’s performance. Examine the boat’s gear. Her value will be affected by the condition of sails, number of suits, etc. Finally, test the boat under sail, preferably in company with another yacht of the same class.) Watch her performance very closely, especially when there is a flaw in the wind. A moderate day should be chosen for this if possible. Some boats are at their best in either light or heavy weathers, but very indifferent performers otherwise. A boat with an all-round standard of performance is what is needed. Beware of boats that, sailing to = i 1 _ i + HE facetious reference which we made last month to plus-fours has brought a shower of opprobrium upon our devoted head. Frankly, we did not think wearers of plus-fours were so susceptible about their nether garments, or we should never have mentioned the subject. Strange as it may seem to golfers, some people abominate plus-fours. Others have an equal aversion to * Oxford Bags.” Pa (Continued from page 54.) 82 f MARINE windward on encountering either a light patch or a heavy slam, suddenly turn tail and bolt from their course. Also when running before the wind it is a bad symptom when a boat suddenly takes a sheer fiom her course,” and does not recover. Ponds surrounded with trees are very bad to judge a boat’s performance, as varying currents of air are encountered. Many beginners start their career by building a model from one of the popular handbooks. The best book on model yachting is Model Sailing Craft, by W. J. Daniels and H. B. Tucker, which is advertised elsewhere in this Magazine. This is a regular encyclopedia of the sport, and, though a costly volume, is well worth the money to anyone ¥ * ak ae te eS at: fs ENTRY ere: oy PAP gies how ee. a bey -. ? ~ a —s a – rere. ws §-0 who wishes to know his subject thoroughly. Apart from this a little book by the same authors, Build your Boy a Model Yacht, is the best cheap handbook obtainable. The 10-rater and 36in. designs in the former, or the 30in. yacht in the latter, can be recommended. One popular text-book misleads many beginners into building a 10-rater to a design about 30 years old, which is hopelessly outclassed by more modern craft. If one is building, the best thing is to purchase a full-sized modern design. The design represents many hours’ work by a skilled man, and it is futile to waste labour and materials building to an unsatisfactory and outclassed design. If deciding to build, there is no need for anyone to use an out-of-date design, since this Magazine publishes many good designs, and our list is constantly revised. If the beginner is in possession of an outof-date model, it is sometimes possible to modernise the boat quite successfully. This applies to the 10-rater class in_ particular. Some of the old scow type 10-raters, with short waterlines and gaff-sail rigs, can be converted to Bermuda rig, with advantage, provided the hull is suitably altered. The modern high Bermuda rig is more efficient, square inch for square inch, than the older gaff rigs. Consequently one of these old boats will not have sufficient stability to carry a Bermuda rig of equal area to her old plan. The best method of converting one of these boats to a modern rig is to add about 2 lb. or 3 lb. of lead to the keel, and at the same time increase the draught by 1 or 14 in. according to the boat. The increased displacement will put the boat down somewhat MODELS and lengthen the waterline by several inches. Under the 10-rater rating rule this reduces the amount of sail allowed, but with the superiority of the Bermuda over the gaff rig, this will be more than offset, and increased speed should result. | When adding lead in this way, care should be taken to keep the centre of gravity of the hull in the same foreand-aft position as before the alteration. If the tyro is unable to devise a suitable sailplan, any of the sailmakers who advertise in MARINE MOpDELS will be pleased to do so. With the exception of the 36in. and 30in. Restricted Classes, all classes of model recognised by the Model Yachting Association have their sail area measured. The amount allowed depends entirely on the measurement of the hull. Before investing in a new suit of sails it is therefore desirable to have the boat measured with her old sails set. The Club Measurer will then be able to tell you exactly how much canvas she is permitted to carry. Possibly she is allowed more than she has, or possibly less, but if any alteration is desirable or necessary, it is as well to know exactly before going to the expense of a new first suit of sails. If the boat has a heavy, solid mast, she would undoubtedly be better for a hollow stick. Remember that weight, even a few ounces, up aloft has an immense leverage and makes a boat tender. On a second-hand boat overhaul all cordage and replace any that shows signs of wear. For sheets use trout or salmon line, or the special bobbin cord that is sold by the best model yachting outfitters, but see that it does not kink and runs easily through the pulleys of the steering gear. On anything except the smallest classes the shrouds should be wire. Special stainless wire is sold for this purpose. To put an eye into the end of this wire, take a metal thimble of suitable size and turn into the wire. Then serve round with very fine copper wire. Run solder into the serving with a soldering iron, or sweat with a gas jet. Wire shrouds can be kept taut with small bottle screws, or some model yachtsmen prefer to use short cord lanyards. If bottle screws are used, these should not be prone to unscrew, and lock nuts are desirable in many cases. Replace any rubber, either on the steering gear or beating gye, that is showing signs of wear or age. Test the rudder and see that this swings freely and that it returns to dead recut the leach. If the boom is cocked up at the after end when the rake is taken out of the mast, you can cut the sail from nothing under the headboard to, say, 2in. on the boom. The area of the triangle you take off will be the length of the luff multiplied by half the measurement taken off at the foot. It is better to reduce the width of a sail than the height unless the sailplan is excessively high and narrow already. If instead of going into irons the boat refuses to point, or needs her headsail eased further off than the mainsail, it is a sign that the centre of effort of the sailplan is too far You can first try the effect of a forward. little more rake to the mast, and if this does learned when the wind is chopping about all round the compass. The actual fore-and-aft trim of a yacht makes a great difference to her performance to windward. If she appears to be by the head or stern, try the effect of a few ounces of lead put inside the boat as far forward or aft as you can reach. This may make a wonderful difference to her behaviour and speed. (To be continued.) CARRIAGE OF MODEL YACHTS BY RAIL This is a matter of considerable importance to model yachtsmen, in view of the increasing number of national and inter-club events. The Fleetwood M.Y. & P.B.C. have been fighting the cause of model yachtsmen for a considerable time.’ The following letter gives the final official verdict on the subject : — Copy OF LETTER RECEIVED FROM THE RAILWAY CLEARING HOUSE 24th May, 1935. J. Marsden, Esqr., 47, Esplanade, Fleetwood. Dear Sir, i | y ¥ i) ih ft ‘ . d) : ie is indicated. As a temporary measure (this must not be done in a race), you can try the effect of hooking the jib out further forward. Do not resort to this, however, until you have tried the mast as far forward as it will go. This will get her going and is a sure sign that a bigger jib is wanted. In reducing the mainsail, take a good look at the sail before cutting. If the leach sags or has lost its outward bow, not suit the boat, move the mast bodily aft. If this does not mend matters, borrow a smaller jib and see how she goes under this. The two sheets should make the same angle to the centre line, but although 20 degrees was given as a starting point for trial, it does not follow that this is exactly right, and the boat may need her sails checked out a shade from this or rather closer. When you have got her going fairly well, try her against a known performer and see how she 1s really performing. Tuning up is mainly done to windward, running and reaching are matters of trim and arrangement of sheets, etc. Choose a day with a moderate, steady wind for tuning up, as little can be 7 ; With reference to your letters of the 10th April and the 16th May, respecting the carrying of Model Yachts in the guard’s van when accompanying passengers by passenger train. The matter has been carefully considered at the Railway Clearing House, by all the Railway companies in conference. And I have to inform you that they cannot agree to a general practice of Model Yachts accompanying Members of the Model Yacht Associations or their Associates in the Guard’s Van free of charge. When so conveyed the appropriate charge will be raised, but if they are taken into the compartment they will be conveyed free. ~ Yours faithfully, F. H. COWELL. Cate Fa. If the yacht still goes into irons, the centre of effort of the sailplan is too far aft. If the mast is excessively raked, take some of the rake off by moving the heel of the mast below deck one step back. If this does not mend matters, move the whole mast bodily forward. Do not make violent changes but alter gradually. Make one alteration at a time and note its effect carefully. If the boat still comes into the wind or requires an excessively tight jib sheet, possibly a reduction of the size of the mainsail, and increase of area in the jib, 83 See straight. Then look to the sheet bowsers and see that these neither slip nor bind so fast as to be difficult to move when trimming. Having thoroughly overhauled the gear, the yacht can be tried out. Her previous owner will probably have found the best position and rake for the mast. Trim the boat for a windward board, with the two booms (main and jib) making the same angle to the centre line, say, about 20 degrees. Fill the sails and let her sail off. If everything is right she should make a good course at an angle of about 45 degrees to the wind. If the boat comes head to wind and gets into irons (i.e., stands shaking and refusing to pay off), she can be tried again with her jib just a thought tighter. During this tuningup process, be careful to note each trim by the calibrations on the boom and its effect. MODELS Sartre MARINE wit ; eer eee it ers 84 MARINE PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT a (Continued from page 65.) AST month I had a bit to say about L plugs and their shortcomings in the meas COT = iy } cae | abe = “ 4 Ht jj im >; i fj ia Terra on ‘lant i ih a: tl 1 dee * alent ¥ a 7 7 ye MODELS heat resistance line. Well, my search for something better has failed to produce anything usefulin 12 mm. plugs, but it has discovered a range of 14 mm. jobs which can be turned down to the 12 mm. thread. This range is the Champion, and so far from not being cool enough, they tend to be too hard at the top of the range. I have converted a J.A.12, but find it is too prone to oiling up, and | think their J.94 or J.10 should fill the bill. I shall investigate further and will inform you of the result. All the 14 mm. Champions are, unfortunately, of the non-detachable type, so cleaning is not easy. When you do get a nondetachable plug dirty it can be thoroughly cleaned by giving it a prolonged bath in a caustic soda solution followed by a good washing with clean water. If you try this method take care to see that the caustic does not get on to any aluminium or electron, as it attacks nearly all light alloys violently, and an aluminium washer will be found on Bosch plugs just under the terminal. For those whose lathes do not cut metric pitches, I suggest you use a pitch of 20 t.p.i. for plug threading, for although there is an error of .3 threads in the inch, you will find that it fits when the thread is only gin. long and the error is .11 threads, or .0055in. only. I find I have been advocating the use of yacht varnish for hull finishing without telling you how it is coloured, when necessary. Rylands, of course, supply coloured finishes, but the people I get my varnish from, Messrs. T. Smith & Sons, Ltd., of Whitechapel Road, => = =e a & only supply clear varnish, and colour ground in oil must be added. Good quality colour is essential, as cheap stuffis lumpy and hard to mix evenly. Metallic colour, such as white lead, should be avoided, as it is exceedingly heavy and is capable of adding pounds to the weight of a hull. I am afraid you will find it a trying job, mixing this colour to the necessary thickness to stop the wood showing through and avoiding lumps; but if you want the best finish it is the only way out if Ryland is unobtainable for any reason. Stopping holes which are too deep to fill with varnish alone and filling screw slots is best done with plastic wood. This material is made of celluloid dissolved in amyl-acetate and acetone to which wood dust is added, and, when dry, is really hard and tough. If particularly definite adhesionis required it is a sound scheme first to apply a coat of thin celluloid cement to the hole, let this soak in a bit and follow with the plastic wood. Durofix glue, sold in tubes, is dissolved celluloid, and is quite suitable for this job. It has come to my notice that one or two things I have written have been to some extent misunderstood by my readers, and whilst I cannot myself see any lack of clarity, I can appreciate the fact that it is often easy to miss a point when reading and to be put to much trouble thereby. I have experienced this myself when reading things written by men of much greater experience in the art of writing than myself, and know therefore that it can be quite annoying. So if you are doubtful on any point please don’t think you are particularly dense, but write and ask. It is my job to make things clear and my ambition to improve the performance of our hulls and motors generally, and I am therefore quite prepared for any extra trouble involved. To take this a stage further. I would remind you that our sport is rather unique in the variety of ways of gaining its object of speed, so if you have a pet idea in design and find it seems to disagree with one of mine, please don’t think you are wrong. I have no wish to see dozens of “ Bettys” about, for, whilst some might go fast, a copy is rarely so good as the original, for the reasoning has not been done. Use a good base for your designs, by all means, but let the final result be your own. Much time and excellent work has been wasted on pet ideas which left out one important consideration, so if anybody would like to submit his stunt design for my opinion, in confidence or otherwise, I shall be pleased to give it. Now for a bit on hull design. I have many times expressed a very definite opinion on hulls with curved chines, but have not gone into my reasons, so here they are. Our 85 $e 4 oer ho Be i ee I Sy 0¥ES & DME ene effect of inclination and areas, so you must follow previous designs to some extent. “Betty ” has a front plane inclined | in 64 and the rear is 1 in 53. ‘* Crackers” is about | in 45 for both, and I know other hulls that get as steep as 1 in 15. “ Betty” does not lift easily, and care had to be taken to avoid excessive area by gently lifting the front of the planes owing to the fine angles, ‘Crackers’ appears to lift easily, and I should not advise much steeper planes. Some people like to put more angle on the front than the back, and maintain that they are justified because the back bounces and tries to jump over the front. In fact, the back is being bounced by the front which has an excessive angle, and reducing the front angle will cure this. Weighting the back will, of course, help to hold it down, but is apt to make the boat run very hard. Excessive area is just as capable of causing’ bouncing as too much angle, and makes the boat extremely touchy. This is, of course, due to the very light loading per square inch of surface. The ‘Old Bean” was the worst offender I know in this respect, for whilst this hull made history in its day, the weighting was very critical. On its last real day out it looked as if it would never misbehave, and did that day take second place in the International and Speed Championship, and put up a mile record of 31.95, which still stands to-day. Few people who saw those runs realised that the hull was not inherently stable, and had in fact been a pretty tough problem. Step position is another thing your piece of wood won’t show you, but I can tell you that keeping the distance between step and transom short appears to make a boat fast but robs it of directional stability. The usual position is 16 or 17 inches from the transom, and until you have definite ideas of your own | suggest you keep it near this position. The front plane should project a little beyond the step, that is, overhang the steppiece. This feature enables adequate ventilation of the air space to take place and obviates the necessity of providing scoops on the deck to feed air to the step. If you like to make the overhang of the plane an inch or more in length and support it with adjustable pillars, some variation in plane angle can be obtained, but if you do so take care to make a good job of it and provide adequate support for the projection. oe a boats travel at such a speed that when they hit water it acts as a semi-solid and causes the boat to bounce. This bounce varies from Kangaroo-like leaps down to a detectable unevenness in trim, according to plane angles, plane areas and weight displacements. It is apparent that the hull will not always bounce on an even keel, for it may hit a wave on one side when there is a hole in the water on the other. It then comes down on one side and digs this into the water to some extent, and immediately the curve of the chine has a directional and tripping effect. A further trouble is that after the switch is off the boat ceases to plane, and sinks till the chines are both under, and they proceed to drive under further, and the boat may do a slow-speed dive. When trying to determine the shape to make a hull it is a sound scheme to carve a piece of wood to the first intended shape and then imagine it being propelled over water and getting into all sorts of positions, and look for righting or tripping effects. Remember the strange nature of your medium. The surface can be penetrated, yet it can behave, as I have said, almost as a solid. Take care not merely to satisfy yourself that it will do what you first thought, and approach the matter with an open mind supported by common sense, arguing each point right out to its conclusion. You may have to modify the shape of your bit of wood to arrive where you want to, and will probably get some strange ideas before you are through, but much can be learntin this way. I rather think that your eventual shape will be wider at the front than the back. The sides may not be vertical or the bottom quite flat, and the chines may not be truly hard, and dihedral may appear in the front plane forward of the normal running surface. This latter feature does not, by the way, have the same stabilising effect on a hydroplane as it has in the air, and its use calls for much care and thought. My brother and I once derived some amusement by asking a contributor to another journal why he used it, and being told by quite a number of correspondents what it did to an aeroplane and must therefore do to a boat. Unfortunately their ideas did not quite agree, and we left them arguing with each other. Your playing with a lump of wood should, as I have said, give you ideas on shape, but it will not teach you much about the lifting MODELS ate Ue MARINE 86. MARINE HOW TO MAKE STEAMER MODELS MODEL SHIP AND FITTINGS By A. P. IsarD, A.M.I.Mech.E. (Continued from page 59.) Y last article gave a drawing and description of the ship’s meat safe, and how to make it, but there are one or two further points about this fitting. In larger models, properly made, the hinges should be real and made from brass, which must be highly polished. This is a useful fitting to cover up an electric switch or other deck excrescence, or in a steam-driven working model, if the deck is cut away below it, the ventilation louvres at the ends might serve as extra stokehold ventilators or extractors, according to its position on deck. possible attempt must be made to fit one whose characteristics are correct. Attention must also be paid to scale dimensions, colours and finishing. A well-made funnel, nicely finished, will often overshadow an_ indifferently executed model, and, conversely, a poorly executed funnel will most certainly spoil an otherwise excellent model. Figs. 98, 99 and 100 depict three distinctive types. Fig. 98 is a hinged circular funnel fitted with a hood and stokehold down-draught ventilator; this type is used on small boats such as picket boats, pinnaces, launches, etc. Fis. For the amateur who is anxious to have every possible fitting aboard his model, Fig. 97 represents a ship’s log; the body may be turned up from the solid, recessed to take a paper dial and a piece of glass ground to size and tightly fitted. Drill a hole right through the body, at right angles, and pusha piece of brass wire through to form the trunnions for the gimbal bracket. Turn up the base of the gimbal bracket, bend up a little piece of brass to form the arms and solder in place. The body of the instru- ment can be sprung into its position between these arms. The towing rotator, being so tiny, should be filed up from the solid, and a length of fine plaited fishing line attached and coiled on deck below the taffrail, to which the gimbal bracket and instrument must be attached. The whole apparatus should be finished bright polished brass. If desired, the eye at the rear of the instrument can be made to rotate without much extra work. One of the most important fittings for a model steamer is her funnel, and the greatest The hinge works either way by the removal of one of the hinge pins, which are usually ordinary bolts, and by removing both bolts the funnel can be unshipped. Sometimes these funnels are finished off with bell-mouthed tops. The hooded ventilator is often found in use on war vessels, and, for model making, should be adopted where possible on working models, as the extra draught is very beneficial to the efficiency of the furnace. Fig. 99 is an oval type used by the big liners of the merchant service, and also to be found extensively among large war vessels of various types. Fig. 100 is a warship type of funnel, the wire grating at the top being easily made by soldering the cross wires to the rim of a thimble, which can be either turned up, or may be simply a slice off a suitable piece of tubing; it should be a tightish fit inside the top of the funnel. All funnels must be made of the thinnest and lightest possible material consistent with A MODELS 87 — MARINE ‘ — ‘| ‘ } ] © ¢€ FG q8. Fig. 9q. strength. Brass is probably the most convenient, as it takes solder readily. Aluminium is ideal for some cases on account of its extreme lightness, but it is rather soft and easily damaged, so screwing and riveting will have to be resorted to. In order to obtain quickly and easily a true and sharp line between the colour bands on the funnels, turn up wooden mandrills, slip funnels on, and when rotating in lathe, score a circular line with a sharp-pointed tool at the right spot. This line will serve as a definite guide when the painting process is taken in hand. It must be remembered that in working steam models all funnels must have an inner funnel over which the outer should be fitted with a considerable air space all round. If there is no inner funnel the heat from the furnaces will quickly destroy the paint work. The only exception to this would be in the case of a bright polished brass funnel of a pinnace, but even here the polish would not be improved. The method of fixing various funnels to the deck must depend on the prototype, and be copied as nearly as possible. The ventilating cowl is another fitting with which great care must be exercised to insure a characteristic and workmanlike result. FIG 100 Since constructional details were very fully described, by electrolysis and various other methods, in MARINE MopeEts for September, 1933, the reader is advised to turn this number up again should he wish to refresh his memory. FIG 1Ot. In a working steam model it may be found of great advantage to lead pipes down from the deck positions of the ventilators to conduct the draught to the furnace, or the interposition of baffle plates may help matters. There can never be too much draught in a working model. I shall have something more to say on the subject of ventilators next month. (To be continued.) 88 MARINE MODELS (Continued from page 62.) N my last article | described the making ] of a light tank and some of the fittings, but there are one or two further points that are worth mentioning. One point that should have been touched on whilst we were discussing the making of the actual tank was the question of baffles. The object of fitting baffles is to prevent the contents surging with the motion of the boat. They are actually fitted to tanks in full-scale vessels, ali aI” 4 Baffles can be either horizontal or vertical. The horizontal baffles are useful as a protection for violent motion such as that of a hydroplane, and the vertical for craft like liners with a slower movement. The baffles consist of plates dividing the tank with a number of holes to allow the liquid contents to find their true level, but preventing them being flung violently from side to side by the motion of the craft. The baffles have turnedup flanges which are tacked with solder to the inside of the tank in the required position. It is advisable to fit baffles to all but the very smallest tanks, and the number of baffles required will depend on the dimensions of the tank. aS “a gram on page 62. ~. geese + ‘ha ad err This strainer was clearly shown in the dia- If it is desirable to fit a strainer in the tank, this can easily be provided for by making the filler tube long enough to go to the bottom of the tank into a well carrying the outlet union. The actual gauze can be mounted in a brass ring with a wire loop to enable it to be withdrawn for cleaning. Rectangular slots of sufficient size must, of course, be cut in the pipe to enable the oil to flow into the tank. It is often necessary to cut discs in tinplate or light metal. The best tool for this is an old pair of dividers. Harden and temper to a straw colour the leg which you are going to use as a cutter. The point now has to be ground to a cutting edge. This is best described as a sloping chisel edge so that a point comes in contact with the metal. This tool will be found useful for cutting discs and washers in a number of different materials as diverse as tinplate and leather, and if sufficiently sharp will even cut paper. The centre leg should not have a long tapering point but be blunter than usual, otherwise it will tend to enlarge the centre hole. If it does this the cutter will not track properly. To use this tool, begin gently and proceed more firmly when a start has been made. FRONT AND SIDE VIEWS OF CUTTING LEG OF THE DISC CUTTING TOOL. This would be an excellent way of making the filler hole in a tank such as the one described above. After dealing with an oil tank of this kind, a gear type circulating pump seems an appropriate subject for consideration. Similar pumps are commonly used in the sumps of cars to apply oil under pressure to the bearings, and have various uses in full-scale motor yachts. I use one of these pumps in my own boat, and up to the present my only complaint is that it is too efficient, and I have had to devise means to reduce the flow of oil, Such pumps would be very useful in I.C.engined speedboats, as well as steamers, as they are small, light and highly efficient. nt e 89 St i MODELS be backed off to form a cutting’ edge, this being done with a small file. The tool is hardened and tempered at the business end. The tool is held in the chuck of the lathe and the work supported on the back end. During boring it may be advisable to lift the tool occasionally to clear the chips from the counterbore. A stop should be used to ensure the holes being the right depth. The hole for the driving spindle will have to be bored right through afterwards. The holes for the inlet and outlet pipes have to enter at the points between the two recesses. Take the scribing block and mark right round the metal to find the points for the holes. Put a centre dot each side, and drill the holes. The two gear-wheels have now to be made. Turn the spindles on the ends of these, one, of course, being long to form the driving spindle. The other spindle must be of such — a length that it just clears the bottom of its hole. The gears must be exactly long enough to entirely fill the recesses, as otherwise the oil will work round the ends. The cover plate is made from thinner metal and should have been marked and drilled for the spindles at the same time as the recesses were made in the body, in exactly similar fashion except that the holes are merely to take the spindle. When the gears have been made place in position in the body and put the cover on top. The two spindles will serve admirably to keep the body and cover in their correct relative positions whilst you drill and tap the corners for the holding-down screws. Screw the cover in place and then face down the sides of the pump. The holes for the inlet and outlet will serve for centres while the pipes are turned down. Finally the ends are threaded for the nut clamping the fitting to its bracket and the pipe unions. If desired, the pinions can be hardened and tempered, which will serve to prolong the life. The driving spindle should not be left hard in any case, as otherwise it will be most liable to snap off. The object of using a piece of the same pinion wire for the tool to form the recess is to get a good fit, which is necessary for the pumping pressure. When the pump is finished it should be run in on the lathe until it works easily. Before fitting to the engine wash out thoroughly with paraffin in case there are any minute particles of metal. The pump which I use is made from sixleaf pinion wire, and is approximately 7 /32in. diameter. A coarse-leafed pinion wire must be used. There are a number of different ways in which this pump can be driven. In my own boat the most convenient method happens to be a spring belt, used in conjunction with V-pulleys. The method of making one of these little spring belts is to wind the wire on a thin cycle spoke, on which it is closely wound with an even tension. The wire used is rustless steel. If a single-wire spring belt is not quite stiff enough, it can be made into a double belt quite simply. Wind up twice the length required for a single belt and then lay round double. Press one coil into the other all the way along the double belt until it appears to be a single coil. Solder the ends down lightly. Do not smother with solder or the flexibility will be lost. . – The body of the pump is made from a little block of duralumin, the two pipes being turned up out of the ends. One of the two pipes is left long and passed through a little bracket and secured with a nut. The pipes are, of course, threaded to take the pipe unions. The working parts are made from clock pinion wire, and the whole has a plain duralumin cover. The first thing is to form the recesses for the gear-wheels. In order to find the positions for the centres to drill these out, cut off a little piece of the pinion wire. Point the two pieces of pinion wire like a centre punch. Mesh these closely with the points on the duralumin and make dots. Make two light pops with a centre punch, but not quite on the marked positions, as otherwise the pinions would be too tightly meshed to run freely. The actual pops should be the merest shade further apart. The easiest way to do this is to put the punch on the dot and incline it so that when the pop is made there is a slight clearance. This is, of course, only one of several ways to find the centres, and the worker may prefer to measure or use dividers. Drill out the holes for the spindles undersize, but use a stop on the drill to prevent the holes going too deep. A tool for counterboring these holes can be made from a spare end of the same pinion wire. The end piece for the counterbore to make the hole for the spindle must be turned down and shaped like a D-bit. The leaves must ee ee ee – 2 MARINE t t ‘ i \; \j f I | 90 MARINE MODELS All boats, unless they are methylated spirit fired, use a pressure pump either in the form of a self-contained pump or a cycle pump carried in the owner’s pocket. The latter is un unmitigated nuisance, and whenever possible it is desirable to embody the pump in the boat herself. The Primus type is excellent and entirely reliable. Its only drawback is its weight. Primus parts are, however, cheap and easily obtainable and can be used advantageously in the construction of a lighter pump on the same lines. In making up a pump the barrel can be made of treblet tube. The length of the barrel will be determined by the length of stroke required. As it is desirable to use Primus pump washers, 3in. diameter tube is suitable. The length of the plunger rod will be such that it goes right to the bottom of the barrel so that all the owner’s energy is transformed into useful pressure. If, however, too high a pressure is not wanted the barrel can be a little longer, and the additional length will provide a safety factor against over-pumping. The bottom of the barrel is made and threaded to take a Primus foot valve and sweated into the barrel. The top end can be soldered into the container, or, according to circumstances, may be embodied with the filler, which has the advantage of reducing the number of fittings and also makes the pump easily removable. The barrel cap can either be turned up or a Primus cap obtained and reduced in weight. In order to take the thread for the cap a collar must be sweated on to the treblet tube forming the barrel. The plunger rod can be either a standard Primus, or, if weight is a consideration, a piece of brass tube can be used plugged top and bottom with a piece of brass rod sweated ine The bottom has a sort of angled shoulder which permits the plunger to move slightly up and down on its rod. This seems to supplement the valve effect of the leather cup washer. If two small holes are drilled in the hollow rod—one at the top and the other just above the plunger—it will give an additional air if the plunger rod is a good fit in the cap. The knob can either be made or a Primus knob used, but in the latter case considerable lightening is desirable. The plunger leather should be Primus, and kept well greased. The spring can also be Primus. I am indebted to Mr. Douglas Picknell, of the Bournville Club, for a useful tip. I have previously referred to the advantages of using proper spanners for small nuts, box spanners, of course, being preferable. Mr. Picknell tells me that he makes his small box spanners from the heads of “ Unbrako ” socket head cap screws, which are obtainable from good tool dealers. I fancy that there | are other makes of similar screws, but for the benefit of those who are unfamiliar with them I may mention that the head, instead of being made with the usual slot, has a hexagon-shaped hole, and, when being used for their designed purpose as a screw, they are turned with a cranked tommy which fits the hole in the head. A number of different sizes is obtainable, running up to hefty screws far larger than the model maker requires. The smaller sizes, however, besides being useful for box spanners, can be employed otherwise about models. In the grub-screw form they can be used for flywheels, eccentrics, etc. The points of these screws are nicely cupped and they hold splendidly without tearing the shaft. as much as an ordinary cone-pointed screw. Another use for these screws, not intended by their makers, is to form universal joints for shafts. They would not be suitable for angled shafts, but simply to form a connection between the engine and propeller shafts. These screws are hardened, and, if being altered for these various purposes, must be annealed by being heated to a dull red and cooled off slowly. I understand that the Editor of this Magazine has a set of drawings of the Cunard s.s. ‘Britannia’ in preparation for the Special September Number. Though primarily intended for the showcase modeller, these plans will be adaptable for making a working model, and with a little simplification of detail work this would make a most interesting model and be very picturesque. I shall be giving in the September number particulars of an engine, suitable for model paddle steamers, which can be made up in the main from standard model loco. parts. Next month I hope to publish photographs of Mr. F. G. Eltridge’s (Victoria Club) “Royal Sovereign.” This paddler is a very fine model and runs excellently, and in her building many ingenious ideas were employed. ~ eo uy» MODELS 91 of the Canadian National Steamship, ‘* Prince George,’’ have donated a silver cup for annual competition, which is known as the “ S.S. * Prince George’ Trophy for Model Yacht Racing.’’ The first race was held on Easter Sunday, and, as there were no class distinctions, the fleet ranged from 30in. to 66in. The prizes were donated by local stores and merchants, and were “‘ in kind.’ These included $4.00 of tickets to local cinemas, a ham, 5 cwt. coal, a case of bottled beer, 10 gals. gasolene, and $2.00 tickets to a dance. The event proved most popular, the largest crowd ever seen at a sporting event in the neighbourhood lined the wharves on the waterfront and all enjoyed the sport. The course was marked out with cask buoys in the harbour and was 4-mile square. Just before the start the breeze freshened and, as none of the yachts could work to windward, having no small suits, the race was run by boards, a broad reach and a free run. The winner proved to be ‘* Vagrant,”’ built and skippered by Jock Gibson, an ex-Gourock model yachtsman, who will be remembered in bonnie Scotland. The race was, of course, sailed from skiffs, but local model yachtsmen are in hopes of exciting enough enthusiasm to get a regular sailing pond. The charming drawing of the four-masted barque ** Lawhill,”’ which adorns our cover this month, is the work of Mr. P. H. Jones, of the Manchester Branch of the Ship Model Society. This drawing was awarded a prize in a recent competition held by the Society. We regret we have not had much news lately from these Ship Model Societies. We are desirous of developing this side of our Magazine, and accordingly invite Hon. Secretaries and members to get into touch with us. The Ship Model Section of this Magazine is in the charge of Mr. G. W. Munro, whose beautiful and accurate work is so well known to our readers. Full description and plans of the ‘* Lawhill’”’ appeared in our January, February and March, 1935, issues. This vessel is a magnificent subject for the ship modellers’ art, and the complete drawings we published should enable a worthy and accurate model to be constructed. There was a slight error in our caption to the photographin the June number of MARINE MODELS. The model described as an *‘A’’ Class is actually a 4in.=1ft. scale model of the America’s Cup sport on a firm basis. Several prominent business men have interested themselves, also Captain Elfort, the Harbour Master, while the Captain and Officers THE MODEL YACHTSMEN’S DECORATED painted to represent the shore. Our correspondent, Mr. A. J. Croxford, has just completed a model to the design of ‘* Crusader,’’ from the lines in Model Sailing Craft. OUR COVER PICTURE LORRY IN JUBILEE DAY PROCESSION a Defender, ‘* Enterprise.’’ Great efforts are being made locally to get the On Jubilee Day a parade of decorated lorries was held. Some of the model yachtsmen, headed by Captain Elfort, decorated a lorry with models. The scene represents a section of the harbour with the yachts leaving port. The water was made of green crépe paper covered with cellophane. The wind got under this and made it undulate with most realistic effect. The skirt round the lorry was PRINCE RUPERT, B.C. saapeomele a — MARINE MARINE PESTS OF MODELS THE POOL By AN AMERICAN MODEL YACHTSMAN Oh, wad the power the giftie gie us, To see oursels as ithers see us. XCUSE me, sir, but could you tell us what makes those little boats go? Is there a motor inside them, and do you pull them back with a string? What is the name of that black boat? Who is that fat gentleman with the derby hat who always pushes his boat so far ahead of the others? Is it fair to do that? Oh, see! He pushed so hard he fell in the water himself! What are those two men arguing about? That funny-looking bow-legged man in the shorts is just purple with rage. Have they lost a bet or something? Just see them wave their arms and shout. Come on, Martha, let’s go right over and find out what they are so excited about. Oh, look! Those two boats are going to bump. There, I told you so! Look at that poor man, | guess it was his boat that was wrecked. It’s a shame. Why didn’t that other boat look where it was going? Oh, see that lavender boat with the orangecoloured sails. I’ll bet that is the best boat on the pool. The colours are so pretty! I hate to bother you, sir, but could you tell me why some boats have numbers on their sails? Do your wives make the sails from old sheets, and do they use this place for skating in the winter time? What is the name of that red boat? What is it made of? Thank you. What is the name of that white one? What are they for? Oh, they are having RACES! We thought they were just trying to sell the boats or hire them out to some youngsters. Just fancy, great grown men playing with those little toys! Well, there’s no fool like an old fool. Ha! Ha! Why don’t they go right down the middle of the pond? I should think they would waste a lot of time zig-zagging back and forth so much. What do you get if you win the race? Do you have little games and bet on the winner? What do you call these boats, catboats or schooners. Oh, you call them “A” Class models? What a funny name. My grandfather used to make boats just like them when he was in the Civil War, but he put his inside bottles, and they had cute little cannon sticking out all over them. We have one now, on the whatnot at home, and little Rupert wants to break the bottle, and sail it in the bathtub, but I am afraid he would lose it down the hole. When little Rupert is eight years old, I am going to buy him one of these big ones. Can you buy them at Jordan’s? How much do they cost? I know a man who has one and it cost a thousand dollars. I guess it must be built of mahogany or some expensive wood. His name is Jack White, or Green, or Brown, or something like that, and he had it built to order in Australia by some Frenchman, I guess. Well, I wouldn’t pay more than ten dollars for one. Who is that tall, skinny person with the bald head and overalls, who jumps up and down and grinds his teeth and shakes his fist at the poor little fellow on the other side? What does he get so angry about? Is the little fellow trying to help him stop his boat or something? Oh, I see, the little fellow is the other man’s mate! Well, I should hate to be married to HIM. He ought to be ashamed of himself, in a public place, too! He must be a nut. What, Martha, you say your husband is a kind of a nut, too? Such slang! Well, | know he collects door-knobs, but that is not to be compared with sailing little toy boats. One certainly sees some queer sights and characters in the Public Parks nowadays. Hindu Swamis, Tramps, Drunks, Bolsheviks, barefoot women with enamelled toenails, Eskimo dogs—Oh, what a lot of dogs! One wonders where they all find room to run about. Well, sir, thank you so much for your kindness. We certainly found out a lot to-day. I hope we didn’t bother you. Oh, you are keeping score? Who is ahead? You have no idea! …. How can you keep score and answer all my FOOLISH QUESTIONS? Well, if that is the way you snub decent folks who are interested in things, I beg your pardon ! Come, Martha, let’s go back to the Ritz. MODELS SHIPS’ BOATS em MARINE 93 Le By G. W. Munro act a a Ae. cet eaten OR iar > car se omen ay Oge EET i Mi Sem ae ok ata aN = he ifwes Sak tes SLES IM BASE flr 28 Sees Stee ee – reference to long-boats in this series on ships’ boats. This design is based on a plate in M. Stalkartt’s “* Naval Architecture,” and represents a long-boat normally carried by a third-rate at about the period 1781. WhenI say that the design is based on the plate mentioned above, I mean that they are identical in all essentials, but I have not included a few unnecessary pieces of ornamental draughtsmanship as they would merely tend to distract the practical worker. Now let us have a look at this design and see how it has been built up. The length, from the foremost part of the stem to the aftermost part of the stern, is exactly 31ft. The moulded breadth is 9ft. 3in., and the depth is 4ft. lin. The keel is 27ft. 6in. long (by 74in. deep by 44in. thick. The stem tapers from this thickness to 33in. at its upper end. The stern-post is the same thickness as the keel and is the same throughout. The transom is 4in. thick throughout. With the backbone of the boat set up, we may proceed with the body of the boat, and cut and construct the shadows. In this design they are made up from the arc of a circle -and one or two tangents. Of course there is a reverse curve at the after-end, towards the transom, but for the rest she is very simple. The midship section is shown as a band 3in. wide on the sheer and the body plan. The rest of the body is filled in forward and aft from this station. As the timbers will chamfer as the water-lines curve in, it is usual to have either the foreside or the afterside of the timber on the moulded section. That is to say, the perpendicular lines on the sheer and the water-line plans represent the afteredges of the frames forward of the midship section, and the fore-edges of the after-frames. It is a common practice to place the shadows against the timbers or frames on the opposite side of the section. Of course, it is not necessary to put a shadow to every frame space, but I fancy about five or six would be used on this type of hull. Now for checking up, perhaps I should give the various dimensions of the spacing on this design. The water-lines are 9in. apart and the sections are 154in., spaced forward and aft from the respective edge of the midship section. It will have been noticed that the ancient naval architects made a practice of signifying the sections of the fore-body by letters of the alphabet and those of the after-body by Arabic numerals. The reader will have noticed that I have duplicated these letters and numerals towards the ends. The reason for this is that the cant frames are placed here, and are shown as solid lines, whereas the’ moulded sections are shown as dotted lines where they do not represent an actual frame. The uppermost dotted line in the sheer plan represents the upper edge of the wash boards, the solid line below it that of the gunwale, and the double line the sheer strake and rubbing board. The solid line, more curved than the others, running from end to end in way of the sheer strake, gunwale, etc., is the position of the main breadth throughout the length of the boat. Then, further down in the sheer plan, we see two more curved lines running the length of the hull. The one which has the more curvature is the rising line, and represents the upper or outer limits of the floors; the other is the cutting-down line and shows the lower end of the futtocks or timbers. Earlier in this article I stated that the timbers or frames were placed against the moulded section, and it must be remembered that she is double-timbered and that the others are placed in position after the floors are in position—these futtocks having their butt ends at about the middle of the adjoining floor or timber. The midship frame is treble, and will have three—one on each side of the one shown in the sheer and the water-line plans. The heavy line in the water-line plan is the main half-breadth and also represents the gunwale, as there is no tumble home whatever. The diagonal ribband is shown as a curve extending out from the main half-breadth in the middle of the length. It is shown in its own plane, which is seen on the body-plan at the end of the sheer-plan. The rising line is also shown just below the diagonal in the eS E have now come to the last design V¢ that it is proposed to include with ae (Continued from page 56.) MARINE 94 MODELS A LONG BOAT FOR A THIRD RATE Scale: tin. = I ft. ~s–. ed Te eee \ [Were 5. Gee —r— -. –= ee 2 Sa | | ee oe 4-j– } See Ree esaeecet Se oe 4 — —=–F— — ——— . = — ordre} =, Te) ‘ freee aa aa ee os en ares as|) pt geese a aaa wee ys pens : Sue ; i le “le Uw 0 8g body-plan. The curve of the diagonal is again shown in the water-line plan in the same plane as the water-lines. It is the long, flat curve rather close to the first water-line at the midship section, and cutting the others as it extends forwards. The various lines on the body-plan must be a little confusing to anyone not familiar with old draughtsmanship. Asin the waterline plan, the forward and after moulded sections are shown as dotted lines curving in differently to the actual cant frames. This point is well worth noting, as the solid lines do not give any idea of the shape of the hull at the ends, as seen end on. The dotted line just inside the solid must be taken as indicating the true form. Then, again, it will be noticed that as each section curves inward a dotted line curves in from it to form a hori- zontal line a little above the solid one. This represents the height of the floor boards or grating in the bottom of the boat. The main half-breadth line is seen some way below the heavy sheer line—the sections being quite perpendicular from here upwards. The other two diagrams show how the shadows are constructed and faired up with their respective breadths. In the original plate, which is a very fine line engraving, the centres of the different circles are given, but it has been impossible to show them on the accompanying plate, as it would certainly clog from over detail by the modern process. However, the modeller will have no great difficulty in locating the various centres by applying a pair of compasses with a few trial radii. (To be continued.) NTDwEovOuas|\¢eR7; -wayS:1HAN= Pio!2a R! |rKUN“1,i!Qufef©) x |2 !: ‘$ – © ect ¥ _— as, as eaned . ried in the holds of brigs and topsail schooners, that of the United States was This is a special effort to provide hospitality and entertainment for our Foreign guests during the Regatta—and is distinct from the above. Donations to this Fund should be sent to J. G. Feltwell, 90, Church Rd., Barnes, London, S.W.13 or to Wm. M. Carpenter, 131, Shrewsbury Rd., Birkenhead, Cheshire. THE WING AND ‘*The William per Here is one of the four-masters being towed CUP. ee Wing and Wing u into San Pedro Harbour for the last time on her way to the shipbreaker. Note the lofty spars, the lovely bow and bold sheer of this beautiful little vessel, and picture her under The beat of the Diesel engine may be the march of progress, but the passing of sail deprives the world of its fairest sight. WING As a mark of appreciation and esteem to William M. Carpenter for his enthusiastic work in connection with the Sport, a number of Model Yachtsmen have presented to the Model Yachting Association a Cup for annual competition in the International ‘‘A’’ class Championship—to be known as— re The cup will be awarded to the yacht making the fastest run to Leeward in the International Race, and will be held by the winner for one year. A Replica of the Cup will be presented to each winner. Each pair of Yachts will be officially timed throughout the race. A. Littlejohn (Hon. Sec. M.Y.A.), 124, Fitz-Neal Street, London, W.12. July, 1935. CITY OF BIRMINGHAM M.Y.C. The fifth annual contest for the ‘** McDonald Trophy ’’ was sailed upon the water of the above Club at Witton Lakes, Erdington, on Whit-Monday, June 10. There were twelve boats entered, all of which reported. Six were from visiting clubs, the mght to bring the number up to twelve being reserved by the home club. Alderman Lovsey, Deputy-Chairman of the City of Birmingham Parks Department, attended, and, after greeting the visitors, started the first pair. The Lord Mayor of Birmingham, himself a model yacht builder, paid a surprise visit to the scene, but was prevented from witnessing the racing on account of another engagement. The Lord Mayor is, however, arranging another visit to make himself hg acquainted with the activities of the City Club. The heavy rainfall during the early morning was responsible for the start being delayed, a certain amount of flooding having occurred. Remedial measures are in hand which will prevent a recurrence. The wind at the start was blowing from the South-East and first suits were carried, scoring being 3 and2. As the day progressed, however, the wind veered but scoring remained constant and skippers found themselves registering 2 for what was windward work and 3 for leeward. Hence the com- parative value of the score analysis is somewhat upset, and such scoring is a strong argument for the adoption of the system of scoring 2 and 2, with a bonus point for a win both ways. This statement is made without prejudice, but is worth attention. Among the boats entered were three which had taken part in the National 10-rater Championship at Easter, upon the same water. These were ** Nell,” the Championship winner; ‘* Cunior,’’ the SCORE third prize winner and “ Elsie,’’ which withdrew on account of damage sustained on Easter Sunday, at Wicksteed. Interest centred round ‘* Nell,’’ and the first boat to take points from her was ‘‘ Sandrova,”’ scoring 2 although it was a beat to windward. ‘‘Cunior’’ took 5 points from the champion. Her Stanley Park clubmate, ** Borghild,’’ took 3 points, as also did Dr. Ratcliffe’s ‘* Florence.’’ ‘* Nell ’’ dropped 13 points, but she won the Trophy, having scored 42 points. She is the first boat to take it away from the City of Birmingham Club. The Trophy was presented to the City Club by Councillor G. F. McDonald, J.P., for annual contest upon that Club’s water. The first contest at Salford Park, the old sailing water of the Club, was won in 1931 by ** Sandrova’’ (E. B. Savage), which also won it a second time the next ey Mr. H. G. Lawrence, with ** Eagle,’’ from Mr. Steinberger’s ** Phoenix ” design, was the winner in 1933. ‘* Cunior”’ (J. H. Cunningham) won the trophy in 1934, after sailing a tie’’ with Mr. A. H. Lawrence’s . Swallow.’ Boat. Skipper. Club. ** Curlew,’’ A. H. Lawrence, City of Birmingham a Auderny,”’ R. Andrew, Birkenhead ==Cunior,”” J. H. Cunningham, City of Birmingham ** ** nt ** ** Florence,’’ Dr. J. R. Ratcliffe, Bournville … Broghild,’’ J. H. Jones, Stanley Park Sandrova,”’ C. E. Lemon, City of Birmingham Beatrice,”” H. F. H. Bach, City of Birmingham … Grey Wing,’’ E. W. Builder, City of Birmingham — Valkyrie,” D. A. MacDonald, Clapham … is The prize-winners on this occasion are ‘* Nell,’ 42 points; * Curlew,’’ ** Cunior,’” 33. 39; ‘* Auderny,’’ 34, and Messrs. Alexander Clark Co., Ltd., presented a piece of English cut-glass, which was awarded to ‘* Elsie’ as a booby prize. In addition, prizes were awarded to each mate of the four leading boats. Mrs. J. H. Cunningham presented the Trophy and the prizes to skippers and their mates. ANALYSIS. Won ** Nell,’’ J. Pemberton, Stanley Park ** Swallow ”’ from the ‘‘ Flying Spray ’’ design of Mr. A. W. Littlejohn. In the sail-off ‘*‘ Swallow ’’ crossed the winning line ahead of ‘*‘ Cunior ’’; her mate, however, had allowed her to be put off, after coming to the shore without filling her jib and had earned disqualification. As a sporting gesture the skippers agreed to resail, and being clubmates it was allowed, and‘* Cunior ’’ won. Points. 42 39 34 33 29 28 27 24 24 Wind. 8 9 6 5 7 8 5 4 4 Lee. 9 6 8 9 4 2 6 6 6 Won Both ‘Lost Both 7 5 5 4 2 1 2 2 3 1 1 2 1 2 2 2 2 4 41 35 33 32 24 21 24 22 23 6 6 13 10 Ways. 23 5 4 14 2 4 ** Marina,” T. A. Divers, City of Birmingham 13 3 2 ** Elsie,”’ B. C. Jewers, Wicksteed … Nore.—Column marked* shows scores under ‘‘ 2 and 2 plus 1 ”’ 3 1 0 system. Ways. 3 * 21 a ¥ = IN THE MIDLANDS Sia AS RE ws J “ tem i ol 4 aa ee 3 ———__ rrt HAROF ren 4° Pai a 97 or MODELS – ver MARINE pei ap 98 MARINE It has been mentioned that ‘* Cunior ”’ took full points from ‘‘ Nell.””. The card scrutiny revealed that ‘* Marina ’’ did the same to ‘* Cunior,” and that ** Nell ’’ took 5 points from ‘* Curlew,’’ whilst the latter boat scored full.points agaist ‘‘ Marina.”’ A score card analysis therefore becomes helpful and interesting, particularly to the ‘‘2 and 2 plus 1” devotees. The contest was sailed under the control of Mr. W. H. Davey, as O.0.D. It is worth while mentioning that after the report of the National 10-rater Championship had gone to press an intimation reached me to the effect that Mr. Vincent Hill, of the M.Y.S.A., was the gentleman responsible for interesting Lieut.-Col. Dennistoun, D.S.O., in the Championship. It is to be deplored that Mr. Vincent Hill was not with us when the racing took place. We have pleasant recollections of his former visit. C. E. LEMON. BOURNVILLE M.Y.C. On Whit-Saturday and Monday, June 8 and 10, the Club held a two-day regatta for yachts and power-boats. An interesting programme of races, including two trophy events, was watched by large numbers of spectators. On the Saturday, 10 6-metre boats were entered for the ‘‘H. Hackett ’’ Championship Cup, and after a keen contest, Mr. A. H. Harlow, sailing ** Elvira,’’ carried off the trophy with a score of 33 out of a possible 45 points. Mr. W. Restall’s ** Lady Jane ’’ was second, 2 points behind, and “Mr. W. H. Davey’s ** Dainty ‘’ 5 points behind The last-named was skippered by Mr. F. H. Jenkins. Eight 36in. L.O.A. yachts were entered for the ** A. J. Turner ’’ Rose Bowl Trophy, on Whit-Monday morning. The winner was Mr. F. J. Broscomb’s ** Mab,”’ skippered by Mr. H. Ray, followed by Mr. A. H. Harlow’s *‘ Dorith,’’ and Mr. C. D. S. Jenkins’ ** Dumanico.’’ ** Mab’s “’ success was hardly indicated by the early heats, but thanks to some excellent sailing the boat won the last half dozen boards and finished with a two points’ lead over the more consistent ‘* Dorith.”’ The afternoon was devoted to power-boat events, which were well supported by members of the Model Power Boat Association. The outstanding performance was that of Messrs. S. L. and J. B. Innocent’s ‘‘ Betty,”’ the world record-holder, which returned a speed of 40.9 m.p.h. in the 500 yards’ race for 30 c.c. boats. Mr. S. Pindar (South London) was second, with ‘‘ S.22 ‘’ (32.5 m.p.h.), and Mr. W. Tryhorn’s ‘* Koko 2””’ third (26.2 m.p-h.). In the 15 c.c. class, Mr. E. T. Westbur had the mortification of seeing his ‘* Beryl ’’ pee into the bank, very bad luck indeed as the boat appeared very fast. The winner was Captain Bowden (Bournville M.Y.C.), with ‘* Jildi, Junr.’’ (20.45 m.p-h.). Mr. Wilson, of Fleetwood, was second. A steering competition aroused much interest and no little amusement as the gusty wind and choppy water frequently headed boats off their true course. Mr. Vanner (South London) was the winner. The prizes were subsequently distributed by Mr. Edgar T. Westbury, Secretary of the M.P.B.A. ** COASTER.”’ MODELS DERBY M.Y.C. The opening-day race of the Club took place on the Alvaston Lake on Saturday afternoon, May 23. In a strong Northerly wind six competitors faced the starter. A magnificent race was witnessed between ‘* Aigir ’’ and ‘* Vanity ’’ on the first circuit round the island; first one and then the other would gain slightly. On the second circuit round the island, ‘* Ivy ’’ was too fast. for ‘* Aégir’’ and ‘* Vanity,’’ and overhauling them, ran out an easy winner. Result: “‘Ivy’’ (A. Ketter), ‘‘ Vanity ’’ (T. A. Locker), ‘* Aégir’’ (T. Spendlove), ‘‘ Winsome ”’ (R. Harrison), *‘ Norah “’ (P. J. Powell), ‘* Sylvia ’’ (A. Moore). The race for the ‘* Club Cup,’’ between yachts of the 10-rater class, was held on the Alvaston Lake on Saturday, June 1. Six yachts started in a light South-east wind wellbunched, and it was not long before ‘* AZolus”’ . passed her rivals. On the second lap, ‘* Aolus ’’ and ‘* Aégir “’ raced side by side, and ‘* Aolus ” won a fast race by two lengths. Result: ‘* AZolus ’’ (Ron. Limbert), ‘* Aégir ’’ (T. Spendlove), ‘‘ Ivy ’’ (A. Ketter), ‘‘ Winsome ’’ (R. Harrison), ‘* Proteous ’’ (J. Ratcliff), ‘* Ethel ’’ (B. H. Moore). The first round of the ** Preston Jones ’’ Cup ee for 10-raters was sailed on June 15, on Alvaston ake. Conditions gave good racing, and the boats were very close. Result:—‘* AZolus ’’ (Ron. Lambert), ** Aigir ’’ (T. Spendlove), ** Proteous ”’ (J. Ratcliffe), ** Nora ”’ (P. J. Powell), ‘* Winsome ”’ (R. Harrison). W. H. A. WICKSTEED M.Y. AND P.B.C. The second annual race for the ‘‘ Timpson Yacht Trophy,’’ which was held on June 16, proved to be this young club’s most successful regatta. The occasional thundery showers were not bad enough to damp the enthusiasm of the competing yachtsmen, but were effective in keeping the lake clear of wandering row-boats. Although there were only seven entries, the unusually long course made sure of a full day’s sport. The trophy was recaptured from Bedford by Mr. B. C. Jewers, who only lost four points, but, without doubt, the heroes of the day were two juniors, one belonging to Wicksteed, and the other to Bedford. Mr. Stanley Thorne, aged 16 years, gained the second place with an old gaff-rigged boat 8.9 rating, while Mr. Wilkins, aged 14 years (Bedford), took the third place. There was no question of luck about the success of these two lads, and they may be congratulated on their keen sailing. Special thanks are due to Mr. Marston (City of Birmingham) and R. Ll. Whitworth. The Bedford M.Y.C. Officials were: O.0.D., R. Ll. Whitworth; Umpires, Messrs. E. Law and F. Robinson. The scores were as follows:—** Elsie ’’ (Jewers, Wicksteed), 26; ** Veronica ’’ (Thorne, Wicksteed), 19; ** Cynara ’’ (Wilkins, Bedford), 18; ‘* Pacemaker ’’ (Sears, Bedford), 16; ‘* Eagle ’’ (Marston, City of Birmingham), 14; ‘* Hibernia ’’ (Whitworth, Bedford, 7; ‘*X.P.D.N.T.’’ (Tinkler, Wicksted), 5. F. O. R. MARINE A MODELS SUCCESSFUL 99 10-RATER Photo: O. Steinberger ** L’HIRONDELLE ”’ (R. HARRIS, M.Y.S.A., KENSINGTON) Designed by A. W. LITTLEJOHN 100 MARINE th bine send hata ae seb EFS TE as pithScieue 3 SALFORD PARK M.Y.C. (BIRMINGHAM). of The Thornton Trophy for 10-raters, which is open to the City Clubs, was started on June 8, and concluded on June 10. Dr. P. Thornton, M.C., President and donor of the trophy, started the first pair in what turned out to be a real third suit breeze. The wind gave a nice run and a beat, but owing to the very strong wind spinnakers were not in evidence. MODELS In the 36in. class Norwich were again successful, *“* St. George ’’ beating: ** St. Seiriol ’’ (Norwich) by a point. As the result of an saiagatie afternoon’s sailing the home club were the winners oy 12 points. . M. BLAKE. eo Scores were so even throughout the second half that the Cup could have fallen to any of the five leading boats. Result: —Ist, ‘* Onward “’ (F. A. Blair), 28 points; 2nd, ‘* Regina’’ (R. G. Ingram), 26; 3rd, ‘* Swift’? (K. W. Kendall), 24; ** Anne ’’ (W. Kendall), 22; ‘* Enterprise ’’ (Capt. Thompson), 21; ‘* Venus’? (E. W. Nague), suitably canvassed, she could hold her own against so-called heavy weather boats. The second boat is from A. W. Littlejohn’s ‘‘ Progress ’’ design. Another event worthy of mention is the splendid performance of two junior members—K. W. Kendall with *’ Swift,”’ and E. W. Hague with ‘* Venus,”’ the latter sailing in his first club race. In the absence of Mrs. P. Thornton, wife of the President and donor, Mrs. F. A. Blair kindly consented to present the cups and prizes, her daughter, Miss B. B. Blair, receiving a silver medal as mate to ‘*‘ Onward,”’ silver medals being also presented to skippers and mates of the second and third boats. Mr. W. D. Creese thanked the officers, especially Mr. F. Eades, the O.0.D. and Vice-Commodore, for his services to the club since its start. The other officers were Mrs. F. A. Blair and Mr. W. H. Thorneycroft as Scorers; Mr. L. T. Allen, ViceCommodore, and Mr. W. E. Edwards. W. K. EAST ANGLIA NORWICH AND NORFOLK M.Y.C. vVERsus NELSON (GT. YARMOUTH) M.Y.C. On June 8 a match was sailed at Eaton Park, between the Norwich and Norfolk M.Y.C. and the Nelson (Gt. Yarmouth) M.Y.C. A squally Southwest wind gave a reach each way. Three classes were sailed—A-class, 10-rater and 36in.—each club entering a team of three boats in each class. A spoon was awarded to the winner of each class by the N. & N. M.LY.C. In the A-class Norwich fared badly through being over-canvassed. ‘‘ Kingfisher ’’ carried away her rigging, and ‘* Naomi ’’ was disqualified for failing to retrim, and retired. ‘‘ Queen Bee ’’ (Nelson) and “* Chance *’ (Nelson), both of which were reefed, tied for first place, and, after tieing again, were each awarded a spoon. In the 10-raters, Norwich had their revenge, for ** Diana’’ was first with a *‘ possible,’’ and ‘* Valeos ** was the runner-up, both being Norwich ats. LONDON & DISTRICT 21 ** Sophia ”’ (B. L. Attwood), 19; *‘ Trixie ’’ (L. T. Allen), 12; ‘* Sylvia ’’ (E. Gollicker), 8. The winner is from the 1915 design by W. J. Daniels, and although ‘* Onward “’ is considered a light weather boat, her skipper proved that, when & M.Y.S.A. (KENSINGTON) “* De Quincy ’’ Cup.—This annual Club Race was held on the Round Pond under very unfavourable weather conditions, the wind being almost totally absent, especially on the first day. What there was came from E. to N.E., giving a beat and a run. Final scores were: ‘* Gloria ’’ (A. Littlejohn), 34; ** Trigonia ’’ (H. Wake), 30; ‘* L’Hirondelle ’’ (R. Harris), 26; ** Madcap ’’ (F. Adams), 24; ** Letty ’’ (E. Hawkins), 24; ‘* Leander ’’ (H. Lamb), **Cresta’’ (T. Bydawell), 24; ‘* Coquette ’’ Barton), 24; ‘* Ballerina ’’ (O. Steinberger), ** Alva ’’ (H. Vincent Hill), Mathews), 16; “Ballr.”’ 24; (G. 18; 16; ‘* Vivix ’’ (F. E. “(R35 Hawkes), 4. ‘* Gloria ‘’’ and ‘* Trigonia’’ are new boats, the former designed by A. W. Littlejohn and the latter by O. Steinberger, differing vastly in_ lines. ** Gloria ’’ is long and narrow, having a L.W.L. of about 49in. and displacement about 25 Ibs., while ‘* Trigonia’’’ is more normal in type, having a L.W.L. of 46in. and 27 Ibs. displacement. It will be interesting to see how these boats shape as the season progresses. ** Dacia’’ Cup.—Due to the championship race at Birmingham, this famous inter-club event was held on March 28 and attracted entries from several clubs. The wind was a light Northerly, veering and giving a reach both ways, which troubled some of the skippers. The two home boats started to pile up points, especially ** L’Hirondelle,’’ which did not lose a point until latein the afternoon, and was very ably handled by her young skipper. Final scores: “* L’ Hirondelle’’ (R. Harris, M. Y. S.A.), 41; “* Trigonia “” (H. Wake, M.Y.S.A.), 37; ‘* Silver Spray ’’ (—. Giles, S.W. Clapham), 26; ‘* ……… ” (G. W. Reason, Clapham), 27; ** Firebrand ”’ (F. Tansley, Hove), 26; ** Our Liz “* (H. Payne, Eastbourne), 23; “2.0.0.0… (—. Stone, S.W. Clapham), 2353 0% cave .th.cgeessnoe: ** (—. Rodnight, Highgate), 23; * (—. Mabbs, Clap- ham), 19; ‘ Betty I ”” (EF, Borkete, Eastbourne), 16: 20s ae ” (G. Webster, Highgate), SPT I, fee * (R. L. Whitworth, Bedford), 16; 12. After the race ss home club entertained the visitors to a well-earned repast. A correction must be made in the report of the Jubilee Cup which appeared in this Magazine. At the time when the match was cancelled, owing to lack of wind, the three leading boats were “Tri- gonia,”’ ** Marina’’ and ‘“* Cresta.” We hope to report the new match for this trophy in the next number of MARINE MopDELs. On June 2 the club had the pleasure of entertaining the Hove and Brighton M.Y.C. for the biennial Littlejohn), 16; ‘* L’Hirondelle ’’ (R. Harris), 16; ** Marina ’’ (S. Stone), 14; ‘** Leander ’’ (H. Lamb), 8. Total, 90. Hove: ‘ Firebrand ’’ (F. Tansley), Bala aa ae 8 ste Se 16; ‘* Divine Lady “’ (Lt.-Col. Heyworth), 8; ‘* Rosabelle ’’ (G. Coleman), 8; ‘‘ Zephyr ’’ (L. Arlotte), 8; ** Sylvia I’’ (W. Hawkins), 8; ‘‘ Sylvia II’? (W. Hacking), 6. Total, 54. The Club has been fortunate enough to be presented by one of the members, Mr. W. J. Merifield, with a silver model of a 10-rater, an objet d’art much admired by all the members. The race took place on June 8 and 9, sixteen boats facing the starter. On the first day the wind was Westerly, giving a beat and a run, variable in strength and squally. The majority of boats carried ee lerina ’’ (0. Steinberger), 16; ‘‘ Gloria’? (A. W. first suits, but some had second and_ third, the decision being a matter of difficulty. Towards the end of the afternoon ‘* Pheenix ‘’ was damaged in collision with ‘* L’Hirondelle,’”’ and had to retire from the race. When racing was resumed at 9 a.m. the following day, competitors saw that a long and tiring day was in prospect as the wind was a light Southerly veering, and later a scorching sun did not help matters. The Club’s young skippers, with their usual enthusiasm, went to the fore, finishing in the first three places. ‘‘ Trigonia’’ led from start to finish, and her skipper thoroughly deserves his win, as conditions during the greater part of the second day were most trying. ‘* Cresta ’’ also deserves a good word as, after a bad start, she pulled up into fourth place. The result is remarkable, as the type of boat sailed by the leaders is not generally good in shifty, reaching winds, and exceptional skill was displayed by these skippers. Towards the fag end of the race the wind swung to East and freshened, but it was too late to be enjoyed. During the afternoon Mr. Merifield came to the pondside and intimated that he wished the trophy to be won outright, as a new trophy will be presented for next year. As time was short and the results would not have been materially affected, the resails were divided. To conclude matters, Mr. A. Littlejohn presented the silver yacht to the winner at the pondside in front of an. interested gathering. Result :—** Trigonia ’’ (H. Wade), 56; ‘* L’Hirondelle ’’ (R. Harris), 47; ‘* Marina ** (S. Stone), 45; ** Cresta’? (P. Bydawell), 393; ** Madcap ”’ (F. eee race for the Kensington-Hove Cup. The wind was a light Southerly veering later to the West, giving generally a free beat and a quartering run, and many skippers had difficulty in finding the right trim. Mr. Tansley, of the visiting team, must be congtatulated on the way he sailed his ‘* Firebrand,’’ which did as well as most of the home boats. It is a pity that when the wind improved it was too late to make the race spectacular. After the race the visitors were entertained to tea, which was followed by an exchange of news, during which Mr. Tansley gave his version of why the Round Pond is surrounded by trees, but space forbids our retelling this yarn here. * The scores do not reflect the merits of the yachts, as some boards were won by inches. Result :— M.Y.S. A.: ** Trigonia’’ (H. Wade), 20; ‘* Bal- 101 OS MODELS AY cE MARINE Photo: O. Steinberger MR. A. LITTLEJOHN, COMMODORE, M.Y.S.A., PRESENTS THE SILVER YACHT TROPHY TO THE WINNER (See Report) ee 102 MARINE MODELS Adams), 39; ** Tricity ’’ (F. Rigby), 38; ‘* Coquette ”’ (R. Barton), 36; ** Vivix’’ (F. Mathews), 353; ** Alva ”’ Vincent Hill), 324; ‘* Lally’ (R. “i 2 NORTH OF ENGLAND Hawkes), 32; ‘* Gloria ”’ ol W. Littlejohn), 295; ** Letty ’’ (E. Hawkins), “Rising Sun” (jf. Cobayashi), 254; ‘* Dinah mF (V. Vincent), 254; ** Belveron ’’ (W. Morrison), 16. S. WESTERN M.Y.C. (Long Pond, Clapham). The race for the Sopwith Challenge Cup for 10raters was held on May 19, and attracted a strong entry of 12 yachts. The starter, Mr. Potts, of the Clapham M.Y.C., sent the first pair away at 11 a.m. Conditions were very trying, the wind being light, and, after lunch, a continuous downpour of rain set in and continued steadily. It speaks well of the enthusiasm of skippers and mates that they carried on steadily for four hours under these conditions. The O.0.D., Mr. Jarvis, carried out his duties firmly and fairly, and was ably assisted by Messrs. Giles, Manson and Wild. The winner was found in ** Marina ”’ (S. Stone, M.Y.S.A., Kensington), after some close racing. Tea was taken in the pavilion on Clapham Common, when the Secretary presented the Cup to the winner. In making the presentation, he referred to the misfortune of Mr. Smith in carrying away his mast, and said that, apart from presenting a medal with the Cup, the Club had decided to give a small prize. The winner accordingly received the Cup, a medal and a case of half a dozen teaspoons. Mr. A. J. Hugo, Chairman of the M.Y.A., spoke a few well-chosen words, and was followed by Mr. O. Steinberger (M.Y.S.A.). The O.0.D. then thanked the competitors for the sporting manner in which the race had been sailed. Oo. G. BRADFORD M.Y.C. The‘‘ Vernon Dawson’? 6-m. Cup was sailed for on May 25, ** Kathleen “’ (A. Arnold) securing the Cup with 34 points, and a resail out of a possible 40. Nine yachts entered for the race, which was run under second and third suits. The Cup was presented by Mrs. W. Roberts. O.O.D., J. P. Clapham. Scorers, Miss Parr and H. Atkin- son. The ‘* Sydney Carter ’’ Cup was sailed for on Whit-Sunday and was open to all classes, the winner to be the yacht which came to the bank the least number of times during three boards each way. The winning yacht was ‘“ Cintra Quinn” (H. Atkinson), with 7 points. The wind was ‘* topsuit,’”” and gave a broad reach one way. The Manchester 10-rater open M.Y.A. event was attended by three of our yachts, accompanied by twelve supporters from the Club. H. Atkinson, with ‘Cintra Quinn,’’ received the second prize, whilst ‘* Whimbrel ’’ (F. C. Hirst; skipper, W. Harrison), lost on a resail for third place to a Manchester boat. }..P.-G. BLACKBURN Good progress is being M.Y.C. made with preparatory work and the pump is now installed. All hands are now engaged in levelling out a humpin the bottom of the pond, so as to give sufficient depth all over to take any class of model. A socket is also being put in for the pole for the power-boat members. The opening date is fixed for July, and many members are now putting finishing touches to new craft, so as to be ready for the occasion. an Y.M.6-m.0.A. (SURBITON) The race for the **‘ Gosnell ’’ Trophy was held at the Rick Pond on June 16. An entry of twelve was received and a fine day’s sport enjoyed. A fresh South-west breeze gave a beat and a run. Racing was keenly contested and many boards resulted in close finishes. Mr. H. J. Brent was O.0.D., and was ably assisted by Messrs. C. H. Adams, Reade, Gunton and Gosnell, while Mrs. A. J. Child acted as scorer. Result :—Ist, ** Glenmorriston ’’ (Col. I. Dennistoun, Bedford M.Y.C.), 46; 2nd, ‘* Fantasy “’ (G. Howard Nash, Y.M.6-m.0.A.), 43; 3rd, t i ao (Com. Barraclough, Surbiton M.Y.C.), ‘** Jasmine ‘’ (W. G. Baker, Gosport M.Y.C.), 31; “3* Lady Nell ’’ (A. }. Jones, Gosport M.Y.C.), 30; ‘* Naiad ’’ (Col. W. C. Holden, Y.M.6-m.0O.A.), 29; ‘* Ladybird ”’ (S. G. Abell, Y.M.6-m.0O.A.), 25; ** Glist ’’ (E. G. Saunders, Y.M.6-m.0O.A.), 24 ** Tolanthe ’’ (A. Boniface, Eastbourne M.Y.C.), 19; ** Thalia ’’ (A. J. Child, S. London M.Y.C.), 17; ““Glow’’ (E. Rickman, Y.M.6-m.0.A.), 15 ** Twinkle ’’ (W. R. Emery, Y.M.6-m.O.“a Pe FOR SALE 10-RATER ‘‘ PEARL.” Three suits of sails and Spinaker, practically new ship, £8 or nearest offer.—Andrews, 3, Pretoria Avenue, Walthamstow. [ Advert. ] FLEETWOOD M.Y. & P.B.C. On May 18 we held a 10-rater Spoon race, for which we had received 11 entries. Wind was from the North to North-west, very strong, and consequently only five yachts faced the starter at 2 p.m. O.0.D., D. Bowen. Result: —‘* Venture ” (E. G. Wade), 15 points; ‘* Marella ‘*” (A. Walling), 125: Nimrod “* (W. Hornby), 11; ‘* Nemesia ”’ (J. Darnall), 8; ‘* Devonia”’ (J. An yon), 4, On May 25, June 1 and 8, was held the ‘‘ Beesley ’’ Cup race for A-class. O.0.D., D, Bowen. There were 14 entries and all were at the starting line at 2 p.m. on the first day. Wind was from the North-east to East and strong, requiring second suits, scoring 3 and 2 points. The first five places at the close of the first day were : — ‘ White Heather V ”’ (J. Catterall), 33 points;‘* Yvonne ” (R. Price), 25; ‘* Capri’’ (B. Fenn), 22; ‘* White Heather IV ”’ (J. Kelly), 21. On the second day the wind was very light from the South-east, veering through South to West, and by 5.30 p.m. there was ‘not sufficient wind to sail. All competitors had a very difficult time as the wind was changing its direction all the time. First six places on the second day were:— ** Capri,’’ 39; ** White Heather V,’’ 36; ‘* Yvonne,’” 33; ‘* Sabrina ’’ (E. G. Wade), 32; ** Anne Maree *” MARINE (R. Bailey), 31; ** White Heather II’ (J. Brown), 31 On the third day the wind was from the Southwest to West, very strong indeed, all yachts carrying their smallest suit of sails. The waves at some times must have reached a height of 3 feet, but everyone was eager to start. The final scores were:—‘* White Heather V,’’ 46 points; *‘ Anne Maree,’’ 41; ‘* Sabrina,’’ 40; ‘‘ Capri,’’ 39; “Yvonne,’’ 35; ‘* White Heather III ’’ (J. Wardman), 33; ‘‘ White Heather II,’’ 33; ‘* White Heather I ’’ (Wright Bros.), 32; ‘* Fiend ’’ (L. Corrooin), 26; ‘* Lucia ’’ (H. Grayson), 21; ‘* Verbena ”’ (Jj. Darnall), 18; ‘* Marion ’’ (J. Anyon), 17; ‘* Sir Thomas Moore ’’ (T. McGreevy), 12. On June 15 was held the ‘* Topham ’’ Cup race for boys up to the age of 16, for the 36in. Restricted class. There were 8 entries and starters. Wind was from the North-west to West, light. O.O.D., R. Bailey. Great enthusiasm was shown by the skippers and mates throughout the race, and would have done credit to the senior membersin the way they obeyed the rules and promptness in which they came to the line when their number was called out. The result was:— ** Snowie ”’ (A. Worden), 35 points; ‘* Stop It ’’ (J. Wright), 24; ‘* Toxette’’ (C. Thompson), 23; ** Marjorie ‘’ (L. Mayhew), 21; ** Mae ’’ (R. Peg 18; ‘‘ Dunn ’’ (W. Emerson), 8; ‘‘ Gem ”’ (H. K burn), 6; ‘* Mavis ’’ (R. Stephen), 5. Lc KG: HUDDERSFIELD M.Y.C. 103 Entries close at 1 p.m., entry fee 2s. 6d. A hearty welcome will be accorded to any visiting competitor, and about half a dozen entries are already promised. Hon. Secretary: Frank C. Hirst, ** Broom Field,’” Longwood, Huddersfield. M.Y.A. MANCHESTER 10-RATER REGATTA Ten boats from four clubs contested this event, on Whit-Monday, early rain giving way to fair weather, with a good but variable Southerly wind, down the pond. Visitors from Fleetwood and Bradford contributed to the success of the day, and though luck, natural hazards and the effect of trees were against them, they raced with true sportsmanship. There was a tie for third prize between ‘* Whimbrell II] ’’ (Bradford), and ‘*‘ Hazard ’’ (South Manchester) in total and windward points, ** Hazard ’’ proving successful iin the sail-off. Scores: —Ist, ‘* Viola ’’ (F. Haywood, S. Manchester), 30; 2nd, ** Cintra Quin’ (H. Atkinson, Bradford), 29; 3rd, ‘* Hazard ’’ (J. White, S. Manchester), 26; ‘* Whimbrell II ’’ (F. C. Hirst, Brad- ford), 26; ‘‘Elite’’ (J. Kitching, Platt), 25; ‘‘Pelorus’’ (F. L. Fouldes, S. Manchester), 23; ‘* Turnfowt ’” (J. Rigby, Fleetwood), 20; ‘* Felix ’’ (S. G. Stevens, Platt), 18; ** Glenridding ’’ (S. L. Latham, Platt), 15; *‘ Bonita ’’ (H. S. Haig, Bradford), 13. The prizes were very kindly presented by Mrs. Clapham. Our thanks are due to the many friends in the various duties which ensured smooth working throughout under the able guidance of F. G. Gale, Hon. Sec. of the South Manchester M.Y.C., and E. J. Stevens as O.0.D. The assistance of the authorities in keeping the lake clear in the afternoon was particularly appreciated. Very little obstruction was met with this year, and good sport resulted. E. Je =a FT SS ee Flag races are now being held for the 36in. Restricted Class on Redbrook Reservoir, Stannedge, Marsden, and further races will take place on July 14, August 31, October 12, November 17 and December 8, the starts being 2.30 p.m. in each case. There will be an Open Race on Sunday, September 15, for a Silver Cup, presented by the President, O. M. Henshaw, Esq. Race to start at 2 p.m. MODELS i it M.Y.A. MANCHESTER 10-RATER REGATTA—* Whimbrel ”’ v. ** Viola ’’ 104 5 MARINE HE Scottish season is in full flow and we can hardly keep pace with the sequence of events following one another continuously without cessation. We must be very wicked judging by the gc of rest experienced. Never mind, we glory in it! How localities can belie their reputations. On a recent Saturday we blithely journeyed to Kilmarnock, expecting to find a race for the Walker Cup in full swing, and visualising a pleasant afternoon meeting old friends and new models, only to discover that the Homeland of the man who is “* still going strong ’’ could not even provide water for its visitors. However, as this was due to the fact that the pond had been run dry to facilitate removal of the island which has always been a bugbear to our Kilmarnock friends, no doubt it will eventually render the sport at this centre more attractive than ‘ever. And so we hied us away with a glad heart to Saltcoats, and from thence we didn’t get home till midnight, so we did. Do not ask our skipper to confirm this, it is better to let sleeping beauties rest, so it is. And more judicious not to disturb such rest, so be sure we won’t—again. Coming to Saltcoats, so we have, we should imagine the local Council have no reason to regret the enterprise which provided the new lake last year. A constant scene of attraction to visitors and model yachtsmen alike, it is kept busy all the time and we understand there are no vacant dates available now until the end of October. It is reported to us that the new models launched this season under the Saltcoats Flag are giving the previous best boats a close run for supremacy, and are likely to get to windward of them before the programme is completed. Satisfactory proof that design and handling both are progressing in the right direction. So it is. The A-class is gaining rapid popularity in the district and bids fair to supersede the *‘ twelves.’’ Some of the credit for this doubtless lies with the Scottish A-class Club, which has run a number of races at Saltcoats, and members of which have done a lot of sailing during week-nights as well as on Saturday afternoons. Curiously enough wind conditions have been consistently light and variable, as has been general everywhere, for about 12 weeks past to the end of May, and light weather craft have reaped the benefit. A change has come with June, however, and much stronger breezes are in evidence with, unfortunately, the usual concomitant of unsettled weather with heavy showers which, while they do not damp the ardour of the sailing men, sadly deplete the ranks of spectators. Inter-Club matches with Paisley and Kilmarnock resulted in Saltcoats carrying the honours. Paisley brought a team of 10 “sixes ”’ on May 18, and a very keen contest gave Saltcoats 156 points against the visitors’ 144, after six heats. May 25 brought Kilmarnock with a team comprised MODELS of 10 6-m. and 12-m. models. The visitors returned a score of 113 against 139 by their hosts, but the scores do not reflect the actual merit exhibited by the many close finishes, and altogether the event was one that will be long retained in pleasant memories. On May 25 Elder Park ran an open regatta for 12-m. Class and 20 competitors accepted the invi- tation, quite a comfortabble fleet to provide a good sporting event at this venue. Conditions were unusually favourable for these waters, much to the satisfaction of the contestants, who enjoyed a great afternoon’s sailing. The result gave two craft with 18 points, and a final sailed resultedin “ Spanker i (W. Livingstone, Jnr.) first prize, with ‘* Lottie ”’ (Wm. McKechnie, Jnr. ), second. taken points. by ‘‘Jane’’ (Wm. Three others, with Third prize was Livingstone, Snr.), 15 points, 16 sailed off for the fourth trophy, which was secured by *‘ Fly (B. Livingstone). All the successful boats represented the Home Club. The West of Scotland Club has completed its ** McAndrew Cup ”’ race. Before going on to comment on it, may we pause to congratulate the donor of this Cup, personally, as well as on behalf of the Club, and, indeed, all the associated model yachtsmen, on the honour recently conferred upon him by His Majesty the King. We are all delighted at the bestowal of this well-deserved mark of appreciation on a prince of good fellows and outstanding Scottish yachtsman, apart altogether from the more serious, public service which he so competently renders to the nation. The race entry consisted of 11 6-metres, and included three of this season’s new productions. At the end of the first day’s racing, after eight heats had been completed, the card gave ‘* Violet’’ 30, ‘Inca’ 26, ‘* Clutha ’”’ 24, and ** Invicta’? 22 points. On resumption, the wind conditions, which on the opening day were favourable, with a fresh to strong breeze giving beating conditions and remaining true, were much less satisfactory, the course consisting of a close reach out and an easy reach home. Final results : — Winner, ** Violet ’’’ (A. W. K. Rodrick), 40; 2nd, ** Clutha.*” {(T. Aitkenhead), 37; (G. W. K. Munro), 32; ** Inca’? 31; ‘“‘Charmée”’. (C. Arthur), 28. 3rd, ‘* Invicta,’’ (D. McPherson), On the whole, quite a good finish. ‘‘ Invicta’’ is a new model, designed and built by Mr. Munro, and ‘‘Charmée,”’ was built by her owner, from this year’s prize design. ‘‘ Dubitas,”’ the third of the new productions, sailing for the first time, is from the board of Mr. J. McKinnon, who also built her, and, while she did not do too well on this occasion, her score being 20, she shows promise of better things when in thorough trim, being exceedingly fast in light to moderate airs. ‘* Charmée’’ also is an attractive model, with potentialities in store. The Calcutta Cup race for 12-metres resulted in ‘* Ellora ” MARINE (A. E. Campbell) and ** Thelma ’’ (G. W. Munro) returning equal cards of 16 points, and the final gave ‘‘ Ellora’’ the honour. ‘* Thelma,’’ a worthy second, and ‘‘ Melody ’’ (A. W. K. Rodrick), 12; ** Hinba ’’ (J. McKinnon), 11; ‘* Brannan ’’ (W. Brock), 8, completed the sheet. ‘* Ellora’’ was sailed consistently well throughout, and deserved her success. On May 25 the *‘ West ’’ took a team to Perth, and the function was voted an unqualified success by all concerned. The good-fellowship subsisting between the two clubs was accentuated and enhanced by the hospitable welcome accorded by the Perth clubmen and the enjoyable nature of the racing. The West had the best of the scoring, but points were at a discount compared with the clean sport provided. A new Littlejohn design model, owned by one of the Perth men, put up the best score for the Home Club. It is an understood thing that when Perth come to Whiteinch on July 6, on which date Victoria, Port Bannatyne, Perth and the West of Scotland indulge in a four-part inter-club event, they will make a keen fight of it. International class models have had a full programme during the past month and a gradually increasing number of entries culminated in a fleet of eleven competitors for the Scottish A-class Club race at Saltcoats on June 1. On this occasion a reaching course initiated the race, but the wind gradually veered and freshened until, at the end, some very fast passages were witnessed with a closehauled thresh out to windward and free run home. The full tournament resulted in ‘** Scotian’’ (I. McPherson) showing 35 points to win. ‘* Nolag ”’ (H. Millar), a Saltcoats model, with 30 points, and ** Luss ’’ (D. Bonnar), ‘* Norna’’ (G. McKenzie) and ‘* Morag ”’ (T. Blair) were on the heels of the leaders, each with a score of 28 points. The race at Springburn Park on May 25 had an entry of nine, and the completed tournament resulted in favour of ‘‘ Norna’’ (I. McPherson, skippered by J. McKenzie), leading with 34 points. ** Edith ’’ (P. J. McGregor), 31; ‘* Coryphene’’ (H. Morris), 29, running up. All these three are from the board of Mr. McGregor. Mr. D. Leggatt launched a new model in ‘* Etta,’’ which, however, did not do too well. Doubtless she will improve when tuned up a bit. Again at Springburn, on June 15, the A-class models had some fine sport, and ‘* Coryphene,’’ which returned a card of 20 out of the possible 25 points, seems to have moved the Scottish: Secretary almost to poetry. Superlative adjectives regarding her performance flow like water over a mill dam in his report of the race. Methinks she had a day to suit her, my masters. Seriously, the new owner of ‘* Coryphene ’’ seems to have brought out all the latent possibilities we knew she had hidden away somewhere, but whether she would stand up with the same facility to very strong breezes remains to be seen. If she goes to Fleetwood again, as is suggested, we wish her luck, and shall be interested to see how she justifies present panegyrics. Favoured with a fresh South-westerly breeze, carrying frequent heavy gusts, Victoria Park model yachting pond presented an unusually spectacular effect on June 8, when the Victoria Club staged an open regatta for 6-metre class models. Very fast sailing occurred, and, although some of the craft MODELS 105 were tco heavily canvassed for comfort in the heavy slams, the capability of this class was demonstrated in no uncertain measure. Threshing to windward with lee boards awash, and running free on the leeward course, alike produced a number of close finishes, great sport for both winners and losers. Twenty-one participated, competitors, representing five clubs, and after four heats had been completed, ‘* Violet ’’ (A. W. K. Rodrick), with a score of 17 out of a possible 20 points, secured first prize. Cards of 16 points were returned by ‘‘ Pearl ’’ (H. Morris), *‘ Invicta ’’ (G. W. Munro), and ‘‘Patricia’’ (E. J. Steven). The Commodore sent these three on a deciding board to windward, which resulted in favour of ‘* Invicta’’ and ‘ Pearl ’’ for second and third prizes respectively. All the successful models fly the flag of the West of Scotland Club. We hear that a challenge has been issued, and accepted, for a match between an A-class model and an old-time 20-tonner, over a 10-mile course on the open water of the Holy Loch, to take place in early September. Good morning, everybody. The Scottish Commodore is closing down until next month. It is now precisely twenty-four minutes and a quarter halfsecond past two a.m. Good morning! [And—thank goodness.—EpD., M.M.] THE SCOTTISH COMMODORE. PUSHING THE BOAT ALONG! N April 2nd, 1928, a dinner was held in the West End to celebrate the launch of this Magazine. Since that date the size and scope of the Magazine have been greatly increased, and it has been improved in every way. The time is now ripe for further development, but to progress we must increase our circulation. If every person interested in any branch of marine modelling bought a copy monthly, we should be warranted in making a wonderful improvement in the Magazine right away. A reader recently remarked that the Magazine would be good value if one only picked up one good tip a year from it. Compare this Magazine with other things one can buy for sevenpence, and it must be admitted that it 1s good value to anyone really interested in marine models. The first step towards increased circulation is improved methods of distribution to the public, and readers will have noticed that MARINE MODELS is now on sale at many bookstalls. This, however, is only a start, and we once more ask all readers to get their friends to take the Magazine, and thus stimulate demand. In furtherance of our schemes for improved distribution may we particularly request all newsagents who are personally interested in any form of marine modelling, particularly those who are members of a model yacht, power-boat or ship model club, to communicate with us? Our trade discounts have been completely revised, and generous terms are offered to newsagents who undertake to push the sales of MARINE MODELS. ¢ 106 MARINE MODELS WEST LONDON M.P.B.C. WITH THE POWER BOAT The Annual Regatta of the above Club took place on the home waters, Round Pond,- Kensington Gardens, London, W.8, on Sunday, June 16, and was voted one of the most successful regattas in the annals of the Club. On the whole, the weather was kind, although an awkward breeze near the finishing buoys made accurate steering almost impossible. In addition to the kindness of the weather, each event drew a very good entry, both numerically and from the point of view of quality of craft. SWINDON P.B. AND E.C. The Club’s water is situated in delightful surroundings in the pleasure grounds at Rodbourne Cheney, and those who have attended these events look forward to an enjoyable day’s outing. The last Inter-Club Regatta, under the Club’s auspices, was on May 26, and was favoured with a fine day, but there was a strong breeze. The regatta was not concluded until 7 p.m. The first event was a race round the pole of 500 yards’ length, open to all types of craft, and the winner was found in a small green hydroplane with a 25 c.c. engine, belonging to Mr. Pinder (S. London), which attained a speed of nearly 32 m.p.h. The second event was a 100 yards straight course trace. Here the entries were more varied, and were divided into the usual three classes—racers, semiracing and prototype class boats. The winner of the first class was a small hydroplane with a 13.2 c.c. engine, belonging to Mr. L. W. Kent, of Swindon. The Steering Competition followed over a 70 yards course. This was won by “ Silver Jubilee,’’ Mr. J. Vine’s new boat. The entries included a sturdy tug and a 5ft. motor cruiser. Only two boats were entered for the 300 yards race for boats under 7lb. weight and engines not exceeding 15 c.c. Mr. Westbury proved the winner. The final results were as follows :— Nomination Event. W. T. Parry, Ist. J. Bertinat, 2nd. Round the Pond Race. L. J. Hillman, fastest time (7 mins.). C. Burrows (Handicap), Ist. A. Kidd (Handicap), 2nd. Steering Event. W. Butler, Ist. J. Wilby, 2nd. Valkyria Cup. J. Wilby. The Club was very interested to note the presence of several members of the Guildford Club, headed by their Secretary, Mr. G. E. Jones. BOURNVILLE M.Y. & P.B.C. A full report of the Regatta at Whitsun will be found on page 98. Competitors in the regatta came from places as far distant as Bristol, Kettering, Trowbridge, Bournville and London. The timekeepers were Messrs. Mortimer and R. A. Nethercote, and Mr. R. G. Nethercote (the Hon. Secretary) acted as starter, while members of the Home Club acted as stewards. Results: —500 Yards Circular Course—lIst, Mr. Pinder (S. London), 32.2 secs.; 2nd, Mr. Vallens (S. London), 42.8 secs.; 3rd, Mr. Tryhorn (Bournville), 44.0 secs.; Mr. Penny (Bristol), 58.8 secs.; Mr. Baxter (Swindon), 68.2 secs. 100 Yards Straight Course— A-class: Mr. L. W. Kent (Swindon), 19.4 secs.; B-class: Ist, *‘ Leda III ’’ (Mr. Vanner, S. London), 35 secs.; 2nd, W. Hood (Swindon), 42 secs.; C-class: ** Gadfly ’’ (D. Picknell, Bournville), 58 secs. 70 Yards Steering Competition—Ist, * * Silver Jubilee ’’ (J. Vines, Victoria); 2nd, ‘* Cruiser ’’ (G. Hopkins, Swindon); equal 3rd, L. W. Kent (Swindon), and ** Aster ’’ (G. Cole);‘* Leda III ’’ (Mr. Vanner, S. London) and W. Hood (Swindon). 300 Yards Circular Course: Edgar Westbury (S. London), 41.0 secs. R. A. N. FLEETWOOD REGATTA FUND Sir,—I have to acknowledge receipt of Watch to be used as a Prize in the Fleetwood Regatta, and have duly placed it with Wm. M. Carpenter, of 131, Shrewsbury Road, Birkenhead, who is entrusted with all the arrangements for that event. On behalf of the M.Y.A. may I appreciate your tangible recognition of the Sport of Model Yachting? Yours faithfully, A. LITTLEJOHN, Hon, Sec., Model Yachting Association. MARINE MODELS 107 Letters tended for publication must be written on one side of paper only and bear the signatures of Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed writers (not necessarily for publication). by Correspondents. THE GYE OR THE GUY? Sir,—Metaphorically I shake Mr. Stewart by the hand. But for the fact that my parents, when migrating South, took single tickets, as most Scottish patriots do, I might have done this literally, with a saving to each of us of *‘ three bawbees.’’ Apart from this regret it is most gratifying to know that he considers me a humorist; for one Scot to be capable of making a joke and another of seeing it, is surely a great compliment to both parties. It is kind of him, too, to improve my classical education with a Latin quotation complete with translation, and in return and as an excuse for any lapse from the dour dignity of Caledonia stern and wild, may I remind him of a saying of ‘** pious fEneas ’’—‘* Dulce est desipere in loco.’’ Coming to his points, I do not see why the word “ gye”’ (or guy) should irritate anyone by its inclusion with nautical terms; the thing that it describes has nothing to do with ships, but is a purely model-boat device, and the mention of it among sailors should have no more irritating effect than any other outside object such as “* beer-bottle ’’ (full), which would cause no depression whatever. The contention that the device does not cause the boat to gybe but to tack, will not hold water, andis rather like drawing a herring across the trail; which, if intentional, I greatly regret as not beingin accordance with the best traditions of the Stewart Clan who, at least, sharpened up their claymores and advanced boldly to have their heads cut off by the Campbells. I understand, and am supported by dictionaries, that ‘* to gybe ’’ is to swing the ‘boom from one side to the other, and if the ‘* gye’’ does not do this what on earth does it do? The idea that ** gye’’’ is an abbreviation of** gybing line ”’ is not my fancy at all—both terms will be found in quite old books on model yachts, and it is quite reasonable to suppose that the shorter is preferred. As a personal matter | prefer the spelling ‘* gye”’ as suggesting some connection with the action of “* gybing ’’ the boom, although it really does not matter—both are understood. Now, Mr. Stewart, please do not oil the old targe, point the dirk, and above all in these days when we never know what may pop out of the wireless, unmuzzle the pipers. A Scottish humorist —whew!—ought to be preserved. A. CAMPBELL DAVISON. [We do not understand that one about Campbells and Stewarts. Was there a previous difference of opinion? We do not agree with Mr. Davison’s Dictionary and prefer the Admiralty Manual definition of the word ‘* Gybe,’’ which is as follows :— re ‘In a fore-and-aft rig to keep the vessel so much off the wind that it comes on the lee quarter, and causes the sail to shift over.’ We, however, agree with Mr. Davison that as the appliance in question has no counterpart in a real vessel, model yachtsmen are free to christen it what they will. As there is such strong feeling as to ae the word used for this gadget is ** gye’ ‘* guy,’’ we suggest that a new title be tried. Why not the “ Ifit ’’? If it works, it’s splendid; if it doesn’t, it’s A .! ’’—Epiror, M.M.}] TRAVELLING BRIG MODEL AND A SUGGESTION Dear Sir,—I enclose photographs of my model brig. The at-anchor picture explains itself. I will indicate a few details of the packing arrangement. In the picture where the hull is outside the box, beginning from the bottom, is : — (1) The Keel Plate. (2) The Hull with the Bowsprit, etc., resting on the pin-rails with the Dolphin Spike down the open Hatch. (3) The Hatch cover with boat. (4) The Cradle, the stained foreparts of which take out and clamp together to form the Stand. (5) The five Keel The (6) Starboard ‘* Garboard Strake,’’ whose bolt holes agree with the holes in the plate, the other is this side of the case. two bolt to the bottom of the Hull. In the lid the two masts and sails wrapped round the yards. The trunk is lined with stout plywood, which can be taken out if the case is wanted for other use. If I may now go to the opposite extreme of working models, I will suggest a winter task which I think would give great entertainment to anyone visiting a seaside resort where rowing skiffs are for hire. One should know how to handle a row-boat and take and act ori all the advice of the boat hirers with regard to safety and the tidal sets. Viz., make two identical boats of substantial construction, rigged and fitted in the simplest manner possible and with no cordage whatever. The first thing to consider is their portability with regard to packing; in other words, the size of trunk or box available, say, a 30in. cabin trunk. I should make them in two longitudinal watertight halves, with a centre plate which should also extend below the hull as a keel. By making each vert ) as TS fea. hated fed a oak kl Pes ‘chs are Pe pile EIR ehh elt 108 MARINE MODELS halfin bread and butter fashion, with the laminations vertical, each section could be made watertight and be clamped through the plate to its fellow. The part of the centre plates agreeing with the half-hulls should have their inners cut out to reduce ; | | weight above the centre of gravity. At first, plenty of keel should be given to allow for reduction, as it is easier to reduce a plate than to add to it. A lug on the top side of the plate above the deck level forward, would make a convenient mast-hold. The masts would be jointed for packing purposes. eenensetlt As for the only sail, this should be trimmable by some simple mechanical means, rack or otherwise, | but remain rigid as trimmed. The chief advantage of attending a model in a row-boat is that necessary alterations can be attended to immediately they are apparent. If the boom could be attached rigidly to the mast, the latter might be revolved with a worm-gear. Lastly, I would have swinging rudders. To adjust the steerage of the rudders I would make each rudder stock pivot longitudinally between the two half-hulls and adjustable from the deck level. By swinging the lower portion of the unit forward the cant of the rudder would tend to reduce the steerage. By ditto backward ditto to increase the ° ; a steerage. The lines of the design for the 36in. (reduced to 27in.) Bermuda Ketch Model, published in your number for January, 1932, would serve well. Then, with two identical models and a skipper to each in separate skiffs, there could be some sport. The model yacht as used in the club races can stand far more wind than will make skiff rowing comfortable and safe. It is also too heavy to lift out of the water, too fast, too complicated and likely to be damaged when being trimmed alongside in a seaway. Hence the annual fiasco. I make these suggestions after model sailing on the sea during some teens of annual holidays. Yours faithfully, REGINALD COLVER. A MR. CHARMING PICTURE REGINALD COLVER’S AT BRIG ANCHOR METHOD OF TRAVELLING OF IS PACKING FOR SHOWN BELOW .