Marine Models: Volume 9, Number 2 – May 1936

Wy , INCORPORATING THE MODEL YACHTSMAN Vol. IX, No. 2. Published on the Seventh of each Month May, 1936. EDITORIAL O UR little American contemporary Model Yacht Racing published its eighth number last December, and, since then, has not appeared, and we fear that it has gone the way of all other magazines that have attempted to exist on model yachting only. This is our 98th number, and we have published more numbers than all the other papers put together that have catered for model yachtsmen solely. We mention this as it lends point to our Editorial of last month, and proves how important to the sport it is for every model yachtsman to take MARINE MODELS, and how groundless are the complaints of those who cavil at our catering for all branches of marine modelling. Just before Model Yacht Racing was started we made an offer to the M.Y.R.A. of America to insert additional pages in the magazine and provide space monthly for its news and that of its affiliated clubs. At the request of certain of our American subscribers we repeat this offer, provided the M.Y.R.A.A. makes proper arrangements to supply us with regular batches of news on the lines of Our Scottish Page. What space we can give to this naturally depends on how much our American circulation rises. Thisis a formal offer, and we ask American readers to consider it carefully. At the present time, apart from any additional space required by the M.Y.R.A.A., if our offer is accepted, we have a certain space to devote to model yachting, and this must be divided between club notes and technical articles, designs, etc. All of these are wanted, and every club should be represented in the club notes. At the same time Hon. Secretaries should keep their notes brief and to the point, so that room is left for technical articles, etc. Whilst we are on this subject, may we ask Club Secretaries to send us their news in our usual form as regards method of giving results, etc. This saves a great deal of time in the Editorial department. Often we receive a large bunch of cuttings from a local paper from which we are expected to compile a brief race account, and it is necessary to read through quite a page of type in order to extract the essential points. We are now making great efforts to cater for model powerboat men and would be glad if all Hon. Secretaries would send us their reports regularly. Members of clubs whose news is not sent in, should make a point of asking their Secretary why he has not done so. We are most anxious to improve this Maga- zine in every direction until it is all that any marine modeller could ask for, but to do this we want the support of every individual modeller, and also the co-operation of all club officials, in sendingin news, suitable photographs for publication, etc. We also want good designs, articles and correspondence on interesting points. (Continued from page 7.) HE broadside view of the “Belle Morss ” shows her as a model of a type of ship of which hundreds are engaged in our coastal traffic, a small, goodclass cargo ship. Before describing the general deck fittings and lay-out of this remarkable little vessel, I might draw attention to the very neat and ingenious steering gear used. Thisis entirely concealed below decks, andis a modification Instead of of the usual tiller type gear. being operated by revolving nuts on a fixed bar, the end of the tiller carries a fixed block which does not turn, but the threaded rod, which forms the bar, revolves instead. The rodis turned by means of a clock key, which is inserted through a hole in the starboard quarter just below deck level. This obviates any interference with the rudder setting, and THE also does away with the unsightliness of an exposed steering gear. In the prototype the whole of the machinery is aft, and in the “ Belle Morss” also the engineroom is right aft, but the boiler and blowlamp are under No. 3 and No. 2 hatches, respectively. Reference to the view taken from above will show where a section £ decking lifts off by No. 2 hatch. For access to the engineroom a_ section of deck lifts off round the engineroom skylight, and when it is desired to expose the whole of the plant the entire after-deck lifts off, from the break in the deck to just aft of the boats and deckhouse. This large section of deckingis held down by four Two of these are concealed under latches. the break of the deck, and the after two are operated by cleats on deck. MODEL CARGO STEAMER * BELLE MORSS ”’ Photo: L. J. French MARINE DECKS OF THE The ventilation on this boat is very good, and there is a constant flow of air through the interior. All of the ventilators actually work. Also the ports along the foreside of the after- superstructure are open. The doors leading into the after-superstructure are open at the top, and so are the entrances to the alleyways aft. The: engineroom skylight has lifting flaps, which are kept open by properly-made stays. It will be observed that though there are so many points at which air is admitted, all of them are high up, so that there is no danger of swamping even if a certain amount of water is shipped when steaming in dirty weather. Amidships is the bridge carrying the wheel- house and chartroom. tings consist graphs, and of two wheel, The wheelhouse fitbinnacle additional and tele- telegraphs are tain’s quarters are underneath the bridge. In fitted on the wings of the bridge. The cap- the close-up photograph, showing the super- structure amidships, the bell on the foreside MODELS 27 ‘*‘ BELLE MORSS” Photo: L. J. French of the wheelhouse, the two lifebelts, and the captain standing on the starboard deck outside his quarters will be noticed. The foc’s’le carries a Harfield windlass which is made up of sixty-two pieces, and though not an actual working model, is fitted with brake and clutch details, also two cable stoppers, besides the usual fairleads and bollards. The deck-gear for handling cargo is remarkably complete, and comprises six beautifully modelled Clark & Chapman winches besides a small hand crane on the forward well deck. The little hand crane actually functions, the gears being wheels taken from an old watch. The derricks are absolutely complete and function just like the prototype. These will be clearly seen in the photographs, and readers will note how accurately these are rigged, One little point that I omitted to mention when dealing with the foc’s’le was the = asst BRIDGE OF THE ‘** BELLE MORSS ” crate fata A| Photo: L. J. French MARINE 28 MODELS POOP OF THE ‘** BELLE MORSS ” anchors. These are the ordinary Byers pat- tern, used throughout the merchant service, but were made in rather an unusual way, as the original casting patterns were carved of vulcanite. Four boats are carried. Three of these are covered, but the fourth is open. The equipment of this consists of oars, boathook, water barrel, ration box, hurricane lamp and axe. The mooring bollards, fairleads, etc., on the after-deck, can be seen in the various photographs, and it will also be noticed that members of the crew are in various parts of the ship. One most amusing detail, which is not shown in the photographs, is the party of One of these men washing down decks. holds a hose, and by pressing a concealed button his hose can be made to play an actual jet of water! The hatch covers are not battened down with tarpaulins, but are made of wood scribed to represent the separate planks, and fitted with proper recessed handles. All the wash-ports are hinged and work correctly. The deck-houses are mahogany, and the panelling is carved out neatly. The crosstrees carrying the derrick lifts are cut out of thin brass and soldered together. The whistle on the funnel is a dummy, but a working whistle is arranged below decks. This is worth description, as it gives a fine, deep tone very similar to the prototype, though, of course, on a smaller scale. The whistle has a reed and is fitted with a pipe Photo: L. ]. French like an organ, but is coiled for compactness. There is a ladder up the funnel. The sides of this are cut from brass strip and drilled for the wire rungs, which are soldered in place. Other ladders, in various parts of the ship, are double runged, and some have solid treads. The ventilators are beautifully made. The cowl is beaten out of brass foil in two halves, and a wire ring soldered round the mouth. The stems of the ventilators are brass tube, which the builder makes up himself to the required diameter, using a wood former. The navigation lights are run from.a 5-volt dry battery. The method used by Mr. Morss in making these lamps is unique. The metal part of the lamp is turned up, and the glass is made from a flashlamp bulb. The greater part of the metal base of the latter is removed, care being taken to preserve the fine wires. These are then soldered to the battery leads. For the port and starboard lamps the glass is coloured appropriately. Where the lifting deck interferes with the electric circuits these are fitted with spring contacts. Most of the standing rigging is stranded wire, made in the fashion recently described by Mr. A. P. Isard in one of his articles. The remainder is electric flex minus its covering. The running rigging is fine fishing line. The standing rigging is fitted with miniature turnbuckles, correctly modelled. The stanchions for the deck rails are turned from brass rod. The method of making these MARINE THE MODELS 29 Photo: L. J. French *‘‘ BELLE MORSS,’”? LOOKING FORWA RD = as follows: A piece of rod is first put in the lathe chuck with sufficient projecting to make the full length of the stanchion. A special little tool is then used, which scribes round the rod at the positions of the Galls. This tool acts as a template and marks the whole lot out at once, and thus ensure s sniformity. After marking, the rod is fed back mato the chuck, leaving sufficient projec ting to make the stanchion down to the second Sell. The stem part is then reduced with Gght cuts with a hand-turning tool to Snished thickness between the two top balls, leaving the ball parts cylindrical. The top is next turned down. The next step is to move the rod forward in the chuck so that the next section can be tackled. The stem %S again reduced before the second ball is turned up. ‘The rest of the stanchion is treated similarly. When it has been turned =p, the stanchion is put into a special little eniling jig. How even this makes the rails can be judged by the photographs. This is 2 most useful tip and well worth rememb ering. The deck service is fitted round the deck m the usual fashion, and, where required, a standpipe is fitted. A little coil of hose is made from strip brass, painted white and Gtted with model nozzle and unions. Even spanner for coupling up is provided. Reference has been made to the crew, and mTM may be of interest to add that these figures are carved by hand out of lead, and bent into the desired attitudes before being painted. Certain of the deck fittings are mount ed on diamond plates in prototype vessels. In the full-scale vessel these footplates have a raised diamond pattern to prevent slippin g. In the “Belle Morss” the diamond patter n is scribed on the plates, which are made of brass and finished by bronzing and lacque ring. The bronzing solution can be obtain ed from firms who supply metal-finishing materials to the trade, but one has to be very humble and ask them as a favour to supply the tiny quantities required by the modelmaker. In bronzing, the shade of bronze depend s on the length of immersion in the solutio n, and it is a useful method of finishing brass anchors, chains, etc., provided they are well lacquered afterwards. It should be remark ed that the bronzing is only a colouring, and must be protected by lacquering. If the reader decides to try his hand at this method of finishing, he should be careful in handling the solution, as it contains corrosi ve acids. The work must be clean and bright before finishing. It is hung on a piece of thin wire and immersed in the solution. Care should be taken not to get the solution on the hands and, above all, to avoid splashing near the eyes. The work is well washed in clean water after bronzing. (To be continued.) 30 MARINE HOW MODELS TO MAKE MODEL SHIP STEAMER FITTINGS AND By A. P. IsarpD, A.M.I.Mech.E. (Continued from page 3.) HIS month we will continue our study “E of a model outboard motor and again refer to Fig. 130, appearing in the last issue of MARINE MODELS. F is a sliding tube fitted with a bearing collar at its top end, and arranged to take the weight of the whole engine. Through this tube the casing of the crankshaft extension shaft M slides; this must be a nice, easy sliding fit, so that it revolves round the extension shaft casing tube quite freely, the purpose of which will be dealt with later. H is a wedge-shaped piece of brass, one edge of which must be firmly soldered lengthwise to the sliding tube F; the angle of this plate is dependent upon the angle of the transom of the boat to which the outboard is to be attached. In full-size practice this is adjustable, the whole bracket F H I, being hinged at its top by means of a lug and pin (not shown in the sketch), moves through a quadrant provided with a locking-screw, and thus permits the angle to be adjusted to suit the angle of any boat’s transom. This refinement may well be eliminated in our model, but, of course, may be indulged in by those who are meticulous. The angle must be arranged so that when the outboard is in its working position on the boat’s transom, the crankshaft extension shaft is vertical, thus setting the propeller shaft in line with the thrust, but it may be slightly inclined to allow for possible squatting of the craft when under way. This wedge H carries the bracket I, which must be strongly soldered to it, thus forming the complete bracket F H I. I is a clip cut from brass to the shape shown in the front elevation and bent to the side elevation of our drawing, two thumb- screws being fitted for the purpose of clamping to the boat’s transom. It will be seen now that when the outboard is fixed to the transom by means of the bracket FH I, the whole engine will be free to rotate by means of a tiller L in the tube F of the bracket. Steering is effected by altering the direction of the thrust of the propeller, and if the whole engine is turned about, the boat will be driven astern. This is the reason why the tube F must be an easy sliding and rotating fit on the tube M. It may be desirable for model purposes to be able to lock the engine in a predetermined position, and a small grub-screw could be fitted to the tube F, so that by tightening this screw it would hold the casing tube M, and so the whole engine, in any position. K are two thumbscrews fitted to the bracket I for the purpose of attaching the motor rigidly to the transom of the boat. L, the tiller, is simply a piece of brass wire screwed into the crankcase D, and fitted with any sort of suitable representative handle covering such as cork. M 1s the crankshaft extension shaft casing tube, through which the extension shaft, driven by the engine, rotates. It is in no sense a bearing for this shaft, but only a casing, and must be many times larger in diameter than the actual shaft. The shaft itself is held central by means of plain bush bearings, situated at the ends of this tube. N is the gearbox housing, which carries the propeller shaft and bevel gearing. This gearing may be simple gear wheels, which possibly can be picked up from the local clocksmith’s junk box for a few pence. The propeller shaft runs in a bush at the forward end of the gearbox housing, which need only take the form of a drilled hole, while the after-end is merely a bushed plate secured to the body by soldering, screwing or any other suitable means. The gearbox housing itself should be accurately turned from solid brass rod, the metal being left full at the forward end, and drilled “blind ’’ to take the propeller shaft; a hole must be bored exactly at right angles at its top at the after-end to take the end of the crankshaft extension shaft casing tube M, which must be firmly attached by soldering. O, the propeller, should be preferably of the built-up type, with two blades only. Turn and bore the boss accurately, the latter being screwed to suit the propeller shaft. Then cut two slots opposite each other to take the blades at an angle equal to the desired pitch. Cut out the blades from brass MARINE Sheemme. solder them carefully into their S=spective slots, and, finally, twist them with Se Ginger and thumb to the desired shape. it is important to see that the two blades = absolutely equal to each other if balanc ed mg is to be obtained. & pin can be driven through the boss and to make the propeller doubly secure , since our outboard will not develop much Bewer, it is quite unnecessary and not worth extra work. However, see that the screw- “tread is a good fit so that the propeller is secure. Doubtless for a very small model the pro- or . could be soldered to the shaft direct drilling the shaft hole right through the slipping on the propeller and touching it werth the soldering iron. P is a skeg mainly for the protection of Be propeller, but it also serves as a slight wadder. It is easily cut out from brass, and soldered into position. Many outboards have an anti-cavitat ion _ which is merely a baffle-plate in the zontal plane and fixed just above the tips ef the propeller blades. The object of this is ®2 press the water down on the propel ler and prevent cavitation to some extent . This fit- ting is not necessary on a small worki ng model except for correctness, and is not shown m the drawing. E, the fuel-filling plug for filling the tank, as simply a small piece of brass rod turned to the shape shown, and soldered into a small hole at the top of the tank. This is, of course , 2 dummy. S, the dummy sparking plugs, are made by turning pieces of brass wire to the familiar shape. The porcelain insulating insets can be represented by painting those parts of the plugs with white paint, but this should not done until they have been fixed into the cylinder heads E with a spot of solder. Alternatively they may be turned-up out of the solid, integral with the cylinders themselves, but, if so, the cylinders must be drilled out for lightness. So much for the general description of our model outboard motor. Those readers who are familiar with outboards will notice that several details are omitted. However, the result should be a good representative model. If desired, further modifications could be made, such as a single-cylinder model, and so forth. By far the majority of models will be en- MODELS 31 tirely dummies, as no doubt the scale will not permit of anything large enough for worki ng purposes. not In such cases the construction will represent any great difficulty since the whole affair will be made up from small pieces of brass stuck together with the aid of the soldering iron. The whole model should be finished off by silver-plating or painting with a good qualit y aluminium paint and the various parts picked out with other colours to suit the protot ype, but a very good finish must be aimed at throughout. A real working model, say, to suit a 6in. long dinghy, is clearly a matter for much experimenting, but, in conjunction with a beautifully-made and finished dinghy, would undoubtedly prove extremely pretty and interesting, For dinghy fittings the reader should turn up MARINE MopeLs for December, 1934, page 244, where will be found a complete set of fittings with hints how to make them. The motive power for a working model could be a tiny, permanent electric magne t motor, located within the crankcase, or, prob- ably, a clever designer could utilise the crank- case, if made of steel, to form the magnet s in such a manner that they would becom e integral with the top and bottom covers, These would form the main bearings betwe en which the armature would revolve vertically to drive the extension shaft, and thus convey the power to the gearbox and propeller. The current could be taken from a small, circular dry battery, concealed and camouflaged as a buoyancy tank, under one of the thwarts or stern-bench, the tiller being utilised as a switch, forming contact when being screwed in and breaking it when screwed out; a half-turn would be quite sufficient for this purpose. The above suggestion offers a splendid field for the enthusiastic experimenter. It is very obvious that precise workmanship will have to be exercised and special attention paid to the elimination of friction of moving parts. Again, possible advantages may be found with different gear ratios for the propeller drive. As an alternative the enthusiast should scheme darkly to pinch his best girl’s wrist watch, if it is a good one, and insert its “works ” within the crankcase—Hey presto! (To be continued.) 32 MARINE THE MODELS ORGANISATION OF MODEL POWERBOAT REGATTAS We are glad to inform readers that our valued contributor, Mr. ]. B. Innocent, will resume his articles on Petrol Engine and Hydroplane Topics next month. In the meanwhile we publish an article on a subject of interest to all Powerboat Clubs. EGATTAS are valuable to model powerboating, not only for the sport they provide, but for a number of other reasons. An Open Regatta, that is to say, one where the events are open to members of other clubs in addition to the one holding the regatta, gives one a chance to compare the performance of local cracks with those from a distance and thus form a truer estimate of running. Moreover, the opportunity of meeting others is very valuable, as it tends to an exchange of ideas and prevents stagnation. A regatta also allows a club to show mem- bers of the public what is being done in model powerboating, and thus brings recruits to the sport. Another point, often overlooked, is that a well-attended regatta is a proof to local authorities that facilities already granted are appreciated and taken advantage of, and thus stimulates them to increase and extend these to other districts. Undoubtedly a well-organised regatta is a great attraction to the public, but the regatta must be properly organised, and also announced locally so as to attract the greatest audience possible. There is a certain type of powerboat man who would prefer to have no audience at all, and admittedly it is an additional complication when the lakeside is so packed that one cannot make one’s way round the water as readily as one would like, but at certain model yacht regattas a path is kept clear round the lake for skippers, officials, etc., and spectators stand round the enclosure. Even to-day there is a certain section of the public that still regards any form of model boat as a childish toy, but this same public probably regards football or horse-racing as a most serious matter. The more popular our pastime becomes, and the better it is organised, the better are we able to disabuse these people of stupid ideas. Our regattas are the outward and visible sign of the organisation and importance of our sport, so let us organise them not only for the benefit of competitors, but also with a view to making them attractive to spectators. The first essential of a good regatta is preparation, and this entails hard work on the part of the Secretary and Committee. The next essential is a good Secretary or Officer of the Day, to take charge of the actual regatta. It is useless to have matters left to someone who wants to run a boat, as the O0.0.D. must give his whole time and attention to his job. He must have not only the Rules, but the Regulations governing each event, at his finger tips. He must possess just the right personality to get his own way without putting competitors’ backs up, and must be absolutely impartial. If one man’s boat will not start when his turn comes, the O.0.D. must extend no favours, but strictly enforce rules. From the spectator’s point of view the most essential thing is that there must be an absolute minimum of pauses between and during events. There are always competitors who are not quite ready, or wait until their turn to run comes before making some adjustment that ought to have been attended to beforehand. The O.O.D. has to be able to discriminate between this and genuine hard luck. In planning a regatta, the sequence of events should be studied. It is a mistake to put slower boats round the pole immediately after the culmination of the big event of the day. A 15 c.c. looks paltry circulating at 20 odd miles per hour after the 30 c.c. boats have roared round at 40 odd, so the small boats should be run first. A strict order of running should be, made out beforehand and the men told their rotation number, and given to understand that no excuses can be accepted if they are not on hand when wanted. If possible a time limit should be given for starting up after being warned to do so, and anyone failing to get going should lose his turn. It would mean a certain amount of grumbling at first, but men would soon appreciate the advantage of running off events smartly, and those who had been penalised this way would be the first to advise the penalty for offenders at subsequent regattas. MARINE ft might not be a bad plan to organise 25 boats into divisions, or possibly it would Se more accurate to say sub-divisions. As an @stance of what is meant, suppose the diviSens were fixed at 20, 30 and 35 m.p.h., and = each division prizes were given for best Sme and time on handicap. If a boat exceeded her class limit, then she would automatically be transferred to the next higher eemsion. If she fell below the limit on two ee three occasions, she would go down to a ‘ewer division. To exceed the limit or fall ° Below would entail disqualification. This would give a chance to the slower boats and less proficient owners, and thus keep interest trom flagging. For special Open Regattas only Seats in the fastest division would be eligible for speed events. Another idea might be to organise teams— say, one boat each 30-35, and above put together over or two, and team from the 20-30 miles class, 35. If these boats were several events for a month prizes given on aggregate placings, the crack men would be encouraged to help and coach the less advanced. In a big speed event boats should be arranged in order of known speeds, with the slower boats first. This is purely with the idea of maintaining interest amongst spectators. For the same purpose we suggest the use of large figures like a cricket score board, with which the times of each run could be posted as finished with the boat’s registration number for identification. An innovation that is suggested for important regattas is that entries should be sent in by Club Secretaries a week or ten days beforehand. This would enable programmes to be printed, giving the names of entrants. These would not cost a great deal and could be sold or given away at the pondside. Taken in conjunction with the scoreboards, this would enable spectators to follow events intelligently, and be a good advertisement for the sport. Even in Steering Competitions a running order would be an advantage, and returning boats should be taken well to one side of the course so as not to cause interruption in the proceedings, For Prototype Competitions, it is suggested that for a certain period these boats should be given the use of the lake and told to go round a triangular course. At the starting point the owners should send the boats away as directed at reasonable intervals on the first a MODELS 33 leg of the course. At this point turners would be stationed, who would send the boats away on the second leg, holding them as required. At the third point the owner would catch his boat. The judges would watch the boats at a convenient station on one of the legs of the course. A certain percentage of the running points would be awarded for making a straight course as this is a very important feature. It would also make a picturesque and interesting interlude for the spectators between speed events, and give the “ pictureboat ” owners their fair share of the limelight. This would be especially the case if it was arranged that the close inspection of boats was held beforehand, and, if desired, the boats that stood no chance could be eliminated, and only the best boats run in the show parade. If only the final figures for running were left to settle, judges would be in a position to announce their verdict immediately the parade was over, and flags (say, blue, red and yellow) could at once be given to the first three, and they could be sent round the course once more with their winning flag at the fore, so that the spectators could see the award. So much for the actual running of regattas, but there still remains the question of advertising events beforehand. It is suggested that for the biggest events posters should be printed and shown near the lake and in friendly shops, etc. Notices can also be inserted in local papers, if funds run to it, and in the marine model press. If this is impossible, a large notice can be displayed beforehand outside the clubhouse, where the general public can see it. Even when regattas are over, there is much to be done if full benefit is to be reaped. Reports should be sent to the local paper and the marine model Press. Where the Secretary has been too busy to attend to this important matter, a special Press Correspondent should be nominated from the other club members. If necessary, two or three men should be nominated, one for each paper that it is desired to supply with news. In practice it is impossible for papers to send a representative to anything like all the events that are run in various parts of the country, but provided papers are willing to find space, clubs should make a point’of getting all the free publicity . available. Another point that club members should bear in mind is that they want to know what is happening elsewhere, and in similar fashion their own news is of value to MARINE 34 MODELS others. It adds to a club’s importance to be in the news, and also frequently brings valuable new members. Club members often grumble at the Secretary and Officials—sometimes with good cause, but more often unreasonably. It should be remembered that if a Secretary or Official does his job well, he has to sacrifice a great deal of his own pleasure to do so, and spend his time in organising the pleasure of others instead of enjoying himself. Hard work all the year and a vote of thanks at the Annual General Meeting is what it usually means. Yet some members have been known to say, ‘Old So-and-So is the Secretary—not a bad Secretary, but he never runs a boat.” Poor chap, he is probably too busy looking after other people to have much fun himself. It is indeed a good thing for the sport that there are men about who are prepared to sacrifice themselves in this fashion for the public good. In appreciation of the work of Secretaries and Officials, we have strayed from our subject to a certain extent. There is no doubt, however, that a well-planned regatta is an asset to any club, provided it is suitably advertised beforehand and properly reported afterwards. WORLD RECORD FOR 30 c.c. ENGINED WV HYDROPLANES E have to apologise for an error that was. included in our article published last month under the title ‘* Model Powerboat Racing as an Organised Sport.’’ In this article it was stated that *‘ Betty ’’ (Messrs. Innocent Bros.) held the world speed record for this class with a speed of 41.23 m.p.h. What should have been said was that Messrs. Innocent established this record in May last year, but it was again broken by Mons. G. M. Suzor’s *‘ Nickie V ”” on September 22, when she covered a course of 500 metres at a speed of 42.66 m.p.h. DESIGNS FOR BUILDERS OF WORKING MODEL STEAMSHIPS Attention is called to our list of designs for working model steamships, which has been considerably increased. missioned All of these designs have been comby us, and are specially designed as models. Whilst they do not represent any particular ship, they are all typical of the class represented, and will make fine, able models. Photo: Jas. A. Stewart THE SCOTTISH A-CLASS ** LUSS’’ (D. BONAR) MARINE MODELS 3D WISHBONE SPARS By YARDSTICK T HE wishbone spar originated with the staysail schooner. The gap above the main staysail obviously wanted filling, and the triangular sail used for the purpose tad to sheet from the main topmast. This s2il functioned tolerably well on the wind Set. owing to lack of a sprit, became increasmely inefficient as the wind was brought more aft of the beam. Obviously an ordimary sprit, whilst doing its job on one tack, mmpeded the proper flow of the sail on the ether. Hence the wishbone spar. The wishbone spar is a double spar with am opening in the middle for the sail. The opening is shaped so as to permit the canvas to take a parabolic curve in accordance with 2erodynamical principles. Now the wishbone appears to function admirably when used in the manner intended by its inventors as a sprit, and yachtsmen have in consequence gone wishbone-crazy, and are seeking other applications of the same principle. The double mast in the bipod form had a aumber of trials, both in the model and the full-scale yacht. The idea of this was not quite the same in principle as the wishbone Sprit, as its object was to obviate the mast backwinding the luff of the mainsail. In this connection it is interesting to recall the craze for pear-shaped (so-called streamlined) masts. These are no longer used since it has been found that unless the mast revolves they actually backwind the mainsail worse than an ordinary round section spar. Some people claimed to have found the bipod mast extremely successful, but its comparative clumsiness and rather strange appearance have resulted in its gradual disappearance. One difficulty was, I believe, the immense strain that had to be put on the mainsail jackstay to prevent the luff sagging unduly. By the same token the wishbone is by no means beautiful, but as far as the staysail schooner is concerned, there seems no other way of overcoming the difficulty of setting this sail, and the rig in itself has proved most successful. Several model yachtsmen have been trying out the idea applied to booms, and”considerable success is claimed. Before being altogether convinced that this improvement is attributable to the wishbone, and could not have been attained by other simpler methods, it might be as well to examine the conditions under which a Bermudian mainsail does its work, Wind tunnel experiments show that as far as aeroplane wings, at all events, were concerned, a ratio of about nine to one for lengthwidth is the most efficient. Aeroplanes travel at higher speeds than sailing yachts, and under different conditions, but it is a fact that a high aspect ratio is a great advantage on the wind. Dead before the wind, however, the most efficient aspect ratio is one to one, so that a yacht with a Bermuda mainsail of two to one setting a spinnaker of the same size as the mainsail with a similar aspect ratio, would appear to provide the ideal sailplan for running if a triangular mainsail is being used. The best average sail for all-round use lies somewhere between this and the nine to one referred to. Considerations of staying masts, setting sails and sheeting them efficiently, probably prohibit our using the most effective theoretical ratio, but bearing in mind the comparatively low speed of sailing yachts, we are a little uncertain (or at least the writer is) what this ideal ratio really is. At all events, it is probably more than we shall ever be able to use. Whatever its aspect ratio, the sail must take a parabolic curve in order to deliver the greatest power for its area and shape. It is no secret that the ordinary straight foot laced to a boom prevents the lower part of the sail doing this. Hence we have the “ Park Avenue” boom, which is a wide boom with thwartships runners to permit the sail to move across and assume a parabolic curve. This seemed very fine in theory, but when tried out, it was found that the sail was always sticking, and a hand frequently had to walk along the boom and kick the sail across. In models it was also found to stick more often than not, so the sail jammed to windward instead of assuming a graceful curve to leeward. After trials this again was dropped as far as models are concerned, at any rate. Another experiment tried in some of the large racing yachts was flexible booms that were artificially bent each time the yachts went about, but these would not stand up to the work and broke so frequently that they also were consigned to limbo. MARINE 36 There is undoubtedly an advantage in having a certain amount of flow (or draught) in sails, but with the modern high, narrow sails a sufficient flow is attained in heavy winds even when the sailmaker cuts the sail as flat as he is able. In light winds easing up the clew outhaul will usually permit the mainsail to attain sufficient flow, provided the foot lacing is also slacked away somewhat. In fact there is a certain curve to which a sail must conform to do its best. Too flat a sail, in light weather especially, stuns a boat, while too baggy a sail flaps when one tries to make her point. One has recently heard the high-clewed mainsail advocated, but actually there is no particular virtue in its shape, except that it naturally raises the Centre of Effort, or if one wishes to be more precise—the Centre of Effective Wind Pressure. On the other hand the high-clewed sail presents problems of sheeting that are especially apparent to the model yachtsman who uses a Braine Steering Gear, as this functions best with a horizontal and comparatively low boom. All modern racers are under-canvassed as a result of the rules under which we have to design our boats. Hence, no doubt, in light weather a high C.E. can be an advantage at times, but it must not be forgotten that the boat with the high-clewed sail is likely to be overpowered more quickly and, owing to difficulties of sheeting, is somewhat harder to control to a nicety. If one assumes that for all-round use the high-clewed sail is. an advantage, then it naturally follows that the wishbone boom is equally advantageous, as by its use one can put the clew level half-way up the mast, always provided one can overcome the sheeting question. One of our model yachtsmen experimenters is using a comparatively high-clewed_mainsail and claims it to be highly efficient. Another uses a sail that has the clew only slightly higher than normal, but his wishbone boom slopes downward, which he claims prevents the clew rising and thereby increases the sail’s efficiency. Whilst one can understand the first of these, the second requires a little thinking out, not as to the fact that the sloping wishbone prevents the sail rising, but as to the actual advantages that such an arrangement might be expected to give. At first sight it might be considered that MODELS the diagonal downthrust of the wishbone, which had its after-end considerably below the gooseneck, would counteract the tendency of the upper part of the after-leach to wind, and thus increase the efficiency of the sail. But the owner claims that the great advantage is in light weather, when a little flow in the sail should be an advantage. This leads one to the conclusion that it is not so much the wishbone that is the advantage as the fact that the sail is loose-footed. Some years ago the writer tried a series of experiments with jibs on a full-scale yacht. The original jib fitted was a laced foot jib with a club. Directly this was made loosefooted by letting go the lacing, the sail assumed its natural curvature and an immediate increase of efficiency was most apparent. Rightly or wrongly, the author has come to the conclusion that unless it is desired to use a very high-clewed sail in light weather (and this, by the way, would cause complications under M.Y.A. Rules if it was desired to use a more normally cut mainsail at other times), the wishbone boom will not give any advantage that cannot be more easily obtained with an ordinary boom and a loose-footed mainsail. The kicking strap, of course, provides an adjustment that can be used to keep the boom from rising according to the weight of the wind and the course being steered. There is, however, much room for further experiment with sails, but it is often a little difficult to judge results unless one is in the happy position of having a pair of sister boats to try out the different rigs against each other. I believe that one of our model yacht clubs has two models specially for this purpose, and it is to be hoped that the results of the experiments conducted will be made public from time to time. It is to be hoped that other clubs will follow this excellent example as it should materially add to the knowledge we possess. REPEATED SUCCESSES OF YACHTS FROM “MARINE MODELS’’ DESIGNS ‘* Waveney,”” from our ‘‘ Stella ’’ design, was successful at Bradford this Easter. Another boat from the same design won the Commodore’s Cup at a Southern Model Yacht Club, in a race that started an hour after she was launched. In the same Southern club a model from our ‘* Evadne ’’ design won the Easter Monday Sweepstakes, only dropping two points, which were lost by running into a patch of floating vegetation, and has been selected to represent her club in the National Championship. MARINE MODELS 37 TORONTO SOCIETY OF MODEL ENGINEERS Model Speedboat Racing has not yet attained the same popularity on the other side of the Aelantic as it has in Britain. Nevertheless it is gradually growing, and some good performances Reve already been recorded. The Toronto S.M.E. is a progressive body, and the two boats illus- trated below give an idea of its progress. \ ‘ Photo: Model Speedboat 30in. overall, 12in. maximum beam. chain-driven O.H. camshaft. L. G. Bateman Powered by 17.75 c.c. Motor with Engine is lin. bore by lin. stroke. Hull is built of yin. plywood covered with silk, fitted with separate aluminium forward plane. Maximum speed is 20 m.p.h. Photo: L. G. Bateman Model Speedboat 14 metres overall, weight 60 1b. cooled engine of 14in. bore and stroke. Powered by 4-cylinder O.H.C. water- This boat was completed at the end of last season and on her first trials achieved 28 m.p.h. No running is possible during the winter as the lake shore is frozen over, but her performances this year will be watched with interest. 95_27:0x6MAIN4o=1TO9Fre 340 = 60° %15 Les =124—5 .31°25STEMHADFROsToneip—E AREA SAIL 38 MARINE 2 a MODELS APPROX W.L. 6 POSITION MAST W.L.13 L.W.L. W.L.10 ot LEAD LINE MARINE 10 | ig i Ss ! =a oe. Z MODELS WB rT | L 39 4 ine. Nl a = ‘iw ai G || = me il —+- = “TM_LEAD LINE PBEROEH.B-TUCKER. SEMENT = 26 Ibs. KEEL 8 Ibs. > 1/5 40 MARINE THE SHIP MODELS “ORIENT” (889) By G. W. Munro (Continued from page 11.) S another aid to the construction of a a model of the “ Orient” I am giving a side view photograph, taken at the same time as the one of the quarter view on the cover of last month’s issue of MARINE MopeLs. There is one fortunate detail about this photograph. It is taken on the port side, and shows the detail of the ship that would not be given on the side elevation or sheer plan by the designer, as ships are always drawn on the’ starboard side, 1.e., looking from left to right. This may seem a minor item at first glance, but it ensures the correct placing of deckhouse doors and ports if the one side is different to the other. The scale of these plates, showing the lines and deck arrangement, is 1 /24in.=1ft. That 1s to say, they must be enlarged to three times their size for an }in. scale model. Unfortunately, it will be impossible to do the sail plan to the same scale, owing to the height of the masts and projecting bowsprit. However, the reduction will not be very great, as the scale will probably be 1 /32in. or one-fourth of the din. scale. It will be noticed that deck lay-out of the “Orient” is very similar to the many other ships built on the Clyde at this particular period. It is possible that the wheel-box was changed at one time, as it appears slightly larger in the photograph than on the drawing, but this may be imagination on my part. The two little squares just abaft the wheel on ~ either side are the gratings for the steersman to stand on. The longer rectangles on each side of the box are benches. The laths will run athwartships on these. The reason why I have not shown them in the drawing is that they would most probably clog or not come out at all on so small a scale. Immediately forward of the wheel is the steering compass. Forward of that is the saloon skylight with benches on either side. This fitting, like so many others, is standard pattern. The companionway has a sliding roof and double doors at the after-end. It must be noted that the doors are very narrow, and their combined width only equal to the sliding roof. In the original design there is not much in the way of detail on the poop. At first, I was under the impression that the plans were not complete, but after looking at the photograph under a powerful glass, I find that the decks were rather clear of fittings in some ways. As mentioned last month, the poop was altered after some damage had been done. A small charthouse was put in place of the original companion shown on the plan. It was the same length, but wider. Perhaps I should mention here a minor detail in shipbuilding that may not be known by some of our readers. When a ship is designed the frames are spaced out evenly along the length of the keel. Beams are placed across the width at deck level. They do not, as a rule, span every pair of frames, but every second or third, according to the scantlings of the ship. The spacing of these beams regulates the lengths of all the deck details and that is why the charthouse in this particular ship was made the same length as the old companionway. The “ Orient” had her frames spaced at 194in. centre to centre. Therefore, it will be seen the length of the . poop, length of the deckhouses and hatchways, etc., are all multiples of 194in. In fact, their position on deck is regulated by the frame-spacing to some extent. Just forward of the companionway there is a capstan on the poop. The bars for this machine are kept in a rack at the sides—four in each rack. The exact position is between the first and second taffrail stanchions, just The rack is aft of the royal back stays. merely a couple of boards fixed to the inboard side of the stanchions, with alternate holes and grooves for the ends of the capstan bars. There is a wooden rail round the poop, but it stops at the royal backstays. At this point, the rail is steel and some way inboard, as shown on the deck plan. The reason for this is because the mizen-mast is rather short and the rigging would foul the rail if the rail were continued along the side as before. There is a flying bridge leading to the gal-, lows, which are decked over in the middle, and carry a pair of boats at the sides. At the time of the stranding the port boat was not as shown, but a typical Scandinavian skiff. I cannot see any sign of a compass on the gallows, but there is a large rectangular box at the forward-end. MARINE MODELS 4l Photo: J]. Knibbs, E. London THE ** ORIENT “? ASHORE AT EAST LONDON The pumps may be seen just abaft the mainmast. A pair of capstans are placed on either side of the main deck, just forwar d of the gallows. It will be noticed that there are two funnels on the deckhouse. The after one is the Charlie Noble, from the galley, and the other, in the middle, is for the donke y boiler. The crew are housed in the forwar dend of the deckhouse, under the skyligh t shown. There are three hatchways on the main deck; each has a fore and after, and the hatches are placed athwartships. The wood hatches are 2ft. wide throughout on the main hatch, but the after pair on the others are single widths. It must be remembered that the coamings have a crop of about 4in. This does not include the allowance for cambe r at the crown. On the fo’c’sle it will be seen that she is fitted with the old style of cathead, and that the rail for the down-hauls is rather far aft of the knightheads. (To be concluded.) We regret that, owing to an unfortunate accident to the tracing, we are unable to reproduce Mr. Munro’s drawin g of the deck arrangements of “Onent” this month. This, together with the Sail and Rigging Plan, will appear in our June number. 42 MARINE A FINE MODEL MODELS OF AN INDIAMAN Photo: Photo Art Studios, Portland, Ore. \3 will be psheahartd that we published a series of articles on East Indiamen some time ago, and since then blue prints of the ship given as an example have been on Now we have a sale through this office. splendid specimen of a model recently built by one of our American readers from these plans. In a letter accompanying the photograph of the model he briefly tells us of the detail he has put into the work. The model was built by Mr. A. F. Crabtree, From keel to of Portland, Oregon, U.S.A. deck. The under-water body has been left closely as possible in its construction, and the interior is complete with carlings, knees, partThe floors and futtocks are all ners, etc. present, and each frame is built up with its proper number of parts. It is not quite clear from the photograph whether there are any cant frames at the after-end, or if the frames are set up like the middle body, and then bevelled to the waterlines. The starboard side has been planked throughout with the exception of the main deck. The under-water- body has been left in frame on the port side for inspection, as the reader will see from the photograph. Above water the wales are put in with black walnut. The yellow strakes are of some light wood. On deck each plank has been laid separately on the starboard side and omitted on the port side so that one may see the details of fittings on the main deck. These include the manger and bitts at the fore-end, and steering tackle at the aftereend. The steering wheel is double, and carried out exactly to scale and in full working order, as are all the other fittings on the model. The gingerbread work is very representa- MARINE of the period, and is the only painted om the model. One interesting feature =f the model is the boat on the deck—it is Sek wp with the same amount of care for as the parent ship and shows very fine work. If we may be permitted to Seticise just one point it is the height of the Sellerds at the break of the fo’c’sle. So Se 2s we know they were generally much Sherter and not high enough to take a rail @eress the fo’c’sle. After looking at a fairly number of contemporary models and @e2wings, one wonders how the men were able to keep aboard in even slightly breezy weather with no rail to fence them in on the fo’c’sle. Mr. Crabtree does not tell us the scale of the model, but it seems fairly safe to assume = to jin.= Ift., judging from the photograph. However, he tells us he hopes to start on enother model shortly, and that it will be of 2 somewhat earlier period. The woods used on the present model were English, French and black walnut, pearwood, holly, apple, box, elm and a few local woods, such as firethorn and cascara. The effect is most realistic, and we feel sure our readers will look forward to seeing illustrations of ether models constructed by Mr. Crabtree, in the near future. G. W. Munro MODELS 43 NEWS FROM THE POWERBOAT CLUBS WEST LONDON MODEL POWERBOAT CLUB The first event of the season was held on Sunday .morning, April 5, on the home waters, Round Pond, Kensington Gardens, and took the form of a steering competition. Unfortunately the weather was somewhat wintry, and the presence of a strong wind made steering well-nigh impossible, so that the result was not unexpected. Of the 11 entries, only two boats managed to score any points, and the event ended with the final position of a tie between Mr. W. Butler and Mr. G. E. Hillman. The club is now in possession of a very fine silver trophy, presented by its Vice-President, Councillor R. C. D. Jenkins, and the Committee, at its next meeting, will decide the event for which the trophy will be competed. It is the desire of the donor that it shall be a perpetual one, and the members will be advised of the Committee’s decision in due course. It is understood that the film taken by the Universal Talking News, of this event, will be shown in local cinemas, commencing Monday, April 13. FLEETWOOD M.Y. & P.B.C. Considerable activity is power section of the club. manifest amongst the Mr. George Wilson is fitting a supercharger to his 30 c.c. ** Linnet,’’ and hopes to touch (or exceed) the 40 m.p.h. mark this season. Secretaries of Model Powerboat Clubs are invited to send us their regatta reports for publication. CANADIAN NEWS MAPLE LEAF M.Y.C. (VANCOUVER, B.C.) During the years 1932-1934 very little progress was made in Vancouver with the A-class, and, so, last year, some of the pioneers of the sport in the district started the Maple Leaf M.Y.C., which has already a membership of 314. At the first meeting the official classes adopted were the A-class, the 50-800, and a local class which is known as the B-class. The latter is a half-size A-class, and is already very popular as no less than 81 models are registered under it. In this class the members have built every A-class design that has appeared in MaRINE Mopets. Besides this, other published designs have been built, and many local designs. All data the club can get of the performances of A-class boats elsewhere is carefully checked, especially as regards boats that are represented in the B-class, and much valuable information has been gained in this fashion. During the winter the club has the use of the Second Beach Swimming Pool. This gives a dogleg course, 550ft. long by 195ft. wide. The B-class Championship was held on this last October, and was won by “ Betty,’’ built, owned and sailed by Norman Ellison, a 12-year-old skipper, from the designs of Mr. E. W.-E. Blackmore, Commodore of the club, with 51 points of a possible 54. The second boat was built by Mr. H. Lomax, from the designs of ‘* Vanja,’’ Mr. G. Baron’s American challenger, with 39. The third was built from a Daniels design by Mr. G. Bullen, and also scored 39 The club was represented at the International F-class Championship, by ‘*‘ Minehaha,’’ an A-class. boat, belonging to Mr. Blackmore, which came first against hot competition, which included ‘* Miss. Vancouver,’’ the holder of the Canadian A-class Championship. A challenge race between ‘* Minnehaha ’’ and ** Miss Vancouver ’’ resulted in a good win for the former. The Puget Sound M.Y.C. is going strong on the M.Y.A. 36in. restricted class, and it is hoped that this may also be adopted by the Maple Leaf Club. FOR SALE “*“A’’ CLASS, ‘* MARINE MODELS ”’ DESIGN ‘“ THISBE.”” Planked mahogany, detachable keel, two suits, hollow masts, new, perfect condition. Offers, Bailey, 42, Westwood Road, Sheffield, 11. 44 MARINE THE SAILING MODELS MODEL SHIP By DouGLas J. BOYLE “soir of MARINE MODELS may possibly be interested to see how a suc-: cessful working model sailing ship looks. ‘* Every picture tells a story,” and a picture is more successful than much print in conveying an idea of the appearance and style of the good hard-working everyday model sailing ship. The ship depicted here sails all the year round on one of the roughest waters in the British Isles, up on the hills behind Scarborough, overlooking the North Sea. We caught a quiet day for the photograph. She is the full-rigged ship “* Cicely Fairfax,” formerly a four-masted barque. She underwent a slimming treatment in 1934, a complete rebuilding. The result we see in the picture. She is good-looking, sweet-tempered —a wholesome and reliable all-rounder; and she is the 1935 Windjammer Champion of the Scarborough M.Y.C. I have made faster ships out of bought hulls. I have built prettier and more weatherly ships. I have built at least one ship which could trot to-and-fro between two ports with greater reliability, the little “ Eileen O’Boyle,” which could do it for hours on end in reaching winds; but I have not yet built a ship which is a better all-rounder than this one; so that her style is worth noting. It will be seen that she carries only a moderate amount of plain sail, has great freeboard and sturdy, comfortable lines. She keeps dry in rough weather, she is ‘able and willing to fight her way to windward in any sort of weather, she is easy to handle, gentle but full of quiet courage. Those who sail will understand what | mean. She always does her best. She always has a real try to do what you want her to do; and if she goes wrong it is your fault, not hers. Her sailing on a nice full-and-by in a pleasant whole-sail breeze is delightful, full of cheerfulness and snap. Her one weak point is her lack of accuracy, and her indolence when running before the wind. She carries a great deal of weather-helm, off the wind; and this retards her progress and interferes with her accuracy. lively and accurate. On the wind she is smart, It is very noticeable how ‘stunsails on the foremast improve her running. Indeed, it was so obvious, that I have stepped the foremast two inches forward of the place it occupied when this picture was taken. The result was a great success. Her steering, off the wind, was much improved; andI find that her windward work is also improved. Sailing ships seem to like their sail well forward, right on their shoulders, even for windward work. | am rather surprised at that. The dimensions of the “Cicely Fairfax ” are: L.W.L. 55in., beam 1114in., draught 94in. to 10in., displacement 74 lb. She is a dug-out ship, my own work and design throughout, flush-decked, with two hatches, and her best-known sailing time is 51 seconds on a run of 70 yards. With stunsails out, she has made five consecutive voyages between two ports, ten passages in all, in the average time of 54 seconds per passage, hitting the 12-yard winning line on every passage, which was good sailing as the course was 72 yards long, and the return journey was made on the wind with her stunsails out! I mention these things to show what a model sailing ship can do. She is an immensely fascinating proposition, the Sailing Ship! In conclusion, I would add, that if I were now beginning to build model sailing ships I should certainly try to build one on the lines of the “Lightning,” published in Volume 3 of The Model Yachtsman. I saw a model built to those lines by Mr. Brown, of Ayton. It was a lovely ship, magnificent! Or I might try the ‘ Cutty Sark” or the ‘Marco Polo,” or the “ Fiery Cross,” and I should most certainly stick to the threemasted full-rigged ship. I consider the ship the best sailer. Moreover, for running dead before the wind, I found but one solution for square-riggers, and that is, to run before the wind with yards loose, but interlocked, with the crojick braces pulling directly onto the tiller of the rudder. That is the one running- before-the-wind evolution which the “ Cicely : Fairfax’? does beautifully. No ship sails her fastest when running dead before the wind. There is a peculiar numbness and lack of snap about her sailing then, but that is a mere detail. The real difficulty is to make her keep her course steadily, straight down the wind. The croyik braces are the only things I know, a R MARINE MODELS 45 Photo: Victor Hey ** REFLECTIONS ”’ The Model Ship ** Cicely Fairfax ’’ at present, which do it. will enable my ships to The lines of the “ Orient,” at present appearing in MariNnE MOopELs, would make a very fast model. I know, because the design i, —— of one of my ships was similar. She was built from a shipbuilder’s half-model. That ship was the fastest thing I ever made. At least, she holds my record —70 yards in 48 seconds, twice in one afternoon. “ – 46 MARINE THE NEW M.Y.A. rE HE new M.Y.A. Sailing Rules are in —_ print and it behoves every Club Official and racing skipper to get a copy and carefully study these as there are a number of drastic changes, and ignorance will be no excuse for breach of rules. One or two of these changes may be commented on here, but the perusal of this article must not be taken as the equivalent of studying the new Rules, as by no means all of the changes in question are mentioned. The definition of an amateur is considerably strengthened, and it is now strictly forbidden to pay a mate. As at certain regattas a practice has grown up amongst pondside longshoremen (if one may coin such an expression) to demand payment for their assistance, it will be advisable for skippers to either take their own mates or make arrangements with members of the local club who are, of course, all amateurs, in advance. The duties and powers of the various Regatta Officials have been more strictly laid down. The decisions of an Umpire are subject to revision by the O.O.D., but a Judge’s decision is absolutely final. The following footnote is added : — The success of model yacht racing 1s largely dependent on the absolute impartiality and good judgment of the responsible officials. Certain changes have been made in the sail markings, and the A-class and I.Y.R.U. classes now prefix their Registration letter with a K, which signifies Great Britain. Ties in scoring are decided by sailing a single board to windward. There are a number of drastic changes in the Rule governing the handling of yachts. In windward boards the yacht can be tacked without stopping with or without re-trimming. When a Vane gear is fitted this per- mits it to be flicked across to the other tack without the necessity of stopping the boat. If, in a windward board, it is desired to put off on the same tack, the boat must be stopped and retrimmed. In tacking, the hand or pole can be used, and, unless retrimming only, the lee bow coming in and the lee quarter going out may be touched. In waters where waders are used, skippers are prohibited from walking out further than is necessary to keep the yacht’s keel off the ground. The starting push is entirely abolished un- MODELS SAILING RULES less, owing to the start being badly blanketed, the O.O.D. decides that it 1s advisable, when he is authorised to permit it. The rule about propulsion has been redrafted altogether. Lifting the counter (to retrim) and dropping or launching from the hand, are all prohibited. A skipper is, however, permitted to draw his boat back to obviate a collision. The latter is an important point, as often, in a board to windward, the leeward yacht climbs upon the windward starter and, reaching the shore first, is in a position where the skipper cannot put her off for fear of fouling his rival as she comes in. He can now pull his yacht back out of her opponent’s way and shoot under her stern a fraction before the windward boat comes onto her skipper’s pole. Provided the leeward boat got away first this would put the onus of avoiding collision on the windward boat. This is obviously a very fair thing, as the leeward boat has worked to windward while the boat that started in the Grin berth has not held such a good wind. CAM M.Y.C. (JUNIORS) The season’s races for 30in. restricted were completed on March 22, with the following results :— Banham Challenge Cup—*‘ Hispaniola ’’ (Master R. E. Momber) 67.5 per cent.; 2nd prize, ‘* Endeavour ’’ (Miss F. Saunders) 62 per cent.; 3rd prize, ** Mermaid ’’ (Miss D. Momber) 52 per cent. ** Hispaniola ’’ is a new boat, built by P. J. Green and R. S. Momber, from a design by R. S. Momber. ** Endeavour ’’ (last year’s winner) is by Alexander. There were seven entries. The 24in. had finished their series the previous week. There were five entries : — Class Cup—** Cutty Sark ’’ (Master R. E. Momber) 664 per cent.; 2nd prize, ‘* Kestrel ’’ (Master W. Hoskyns) 58 per cent. This was ‘‘ Cutty Sark’s ’’ third successive win. R. E. MomBer, Hon. Sec., Cam M.Y.C. (Juniors). MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. ORDER YOUR COPY FROM: Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4 MARINE MODEL MODELS YACHTING AN OLD TYPE IN AT GREECE 10-RATER OFF AEGINA Photos by T. G. Brown We received the above excellent photographs from Mr. T. G. Brown, gina, with the following letter : — ‘We have no Pond facilities here at Aigina, so we are obliged to chase after our models out into the open sea in dinghies, and the 10-Rater, shown in the enclosed snaps, has often been the cause of a two-mile hard chase, so I do not intend trying the A-class size until I fit an outboard motor to my dinghy. “This model was built by my father over 30 years ago, and is still in excellent open-sea sailing condition, but comparing her with modern 10Raters, she is rather small. Her dimensions are as follows: S.A. 1,500 sq. in., L.O.A. 535in., L.W.L. 40in., Beam Ilin., Weight 1841b., of which 10lb. is lead on keel. Her shape is almost a sharpie, but with the chine line well rounded. “Last year I made a racing partner for this old-timer, but after a 5-mile chase I was obliged to give it up as an offering to Poseidon.” It would be interesting to know if Mr. Brown’s runaway was ever found, and, if so, how far she had travelled on her own. ———— MARINE 48 MODELS —~ — ef =B SS — NORTH OF ENGLAND proposed improvements to the sailing water itself include the erection of another building actually on the pondside to serve chiefly as a shelter, and the building of a fixed platform below the_ railway bridge at the eastern end of the pond. The clubhouse is also undergoing interior alteration, all the boats being now housed in the main building, the other yacht house having been disposed of. The membership of the club remains steady, but new boats this year promise to maintain the improvement made in the standard of sailing during the last two or three years. The fleet now num- bers about 25 regular sailing craft, being composed of 10-raters, A-class and 20-raters, the latter being a local class, which still provides excellent compe- tition for the others. The racing season opens on May 2, and His Worship the Mayor of Barrow kindly consented to be present to perform the opening ceremony. The programme includes the annual races for the Margaret McBrayne, the Cayzer and the Founders’ Trophies. In addition, inter-club races are being arranged with the local clubs, and the usual point races for each class in three four-weeks sessions, are included. During the past month the members have been bringing out their boats for tuning up, and, since every skipper claims to have a fast boat, F. W. DOUGLAS. BRADFORD M.Y.C. The Easter open events on the club’s water, Larkfield Tarn, Rawdon, near Leeds, resulted as fol— :s low April 10—A-class ** Bradford °’ Cup: Ist, “‘White Heather ”’ (E. J. Catterall, Bury) 23 points (possible 25), 2nd, ‘* Water Wagtail ’’ (A. Arnold, Bradford, skipper E. Marx) 15, ** Mary ” (G. Kitchen,‘* Bradford) 13, ‘* Juno ’’ (G. Snow, Bradford) 12, Harmony *’ (Major Butler, Bradford, skipper E. North) J. P. 7, ‘* Y-not ’’ (W. Dewhurst, Bradford, skipper Clapham) 5. Wind was whole-sail force} giving a Whitaker, broad and a close reach. O.O.D., J. W. assisted by Mrs. G. Snow, F. W. Le Flufy and H. Atkinson. Garbut. Prizes were presented by Mrs. B. E. April 11—Team Race. Each team consisted of an A-class, a 10-rater, and a 6-metre. _——* + SMA DOS Wy rater, J. P. Clapham) and “‘Fredith’’ (6-metre, F. W. Le Flufy). Prizes were presented by Mrs. Wilfred Roberts. WM.Y.C. The club is now entering upon its fifth year with every prospect of having the best season since its inception. The Annual General Meeting showed the club to be in a very healthy state financially, and the Committee are now at work planning an ambitious programme for the coming season. The some keen racing is assured. AROR ———F wind was | The day, but in the same quarter as the previous Winner s: stronger, necessitating small suits. ‘* Mary ” (A-class, G. Kitchen), ** Waveney ’’ (10- After the race a club tea was held at the Stone Trough Inn, during which a wedding gift, the donation of which had been delayed owing to lack of a suitable opportunity, was presented to Mr. and Several films, chiefly of Mrs. Harry Atkinson. nautical subjects, were then shown by Mr. F. C. Hirst, and were highly appreciated. April 12—10-rater race. Result: Ist, ‘“* Waveney ”’ (J. P. Clapham, Bradford) 33 points (possible 40), 2nd, ‘* Astralle’’ (E. J. Catterall, Bury) 27, 3rd, ‘*Whimbrel ’’ (F. C. Hirst, Bradford) 26, 4th, ‘* Cintra Quinn ”’ (H. Atkinson, Bradford) 25. Other competitors were: ‘* Bonito’’ (S. Haigh), ** Surprise ’’ (A. Davis), ‘‘ Freda ’’ (J. Weddington, Sheffield), and ‘* Maid Marion ’’ (J. Snowden, Sheffield). The wind was again in the same quarter, but full suits were carried. The winner, ‘‘ Waveney,’’ 1s ts “ Stella ’’ design. from the MarinE Mope O.0.D., W. H. Short, assisted by F. W. Le Flufy and G. Kitchen. Prizes were presented by Mrs. Harry Atkinson. April 13—‘‘ Wade ’’ Cup for 6-metres. Result: Ist, ‘‘ Plover’? (F. C. Hirst, Bradford) 31 points (possible), 2nd, ‘** Olicana “’ (S. Haigh, Bradford) 29, 3rd, ‘‘ Fredith ”’ (F. W. Le Flufy, Cork) 20. Other competitors were: ‘‘ Blue Bird’ (G. Kitchen), ‘* Challenge ’’ (E. North), ‘‘Pennine’’ (S. Brayshaw), ‘‘ Edith *’ (W. Harrison), ‘‘ Glenesk ’’ (E. J. Catterall, Bury), and ‘* Kathleen ’’ (H. S. Arnold). The reaching wind caused second suits to be carried. O.0.D., J. P. Clapham, assisted by Mrs. G. Snow, N. G. Bailey and G. F. Ambler. Cup and prizes presented by Mr. W. Harrison. A most efficient canteen was run each day by Mrs. Wilfred Roberts and Mrs. Parry Atkinson, at which tea and eatables were available throughout j (alSea the racing. FLEETWOOD M.Y.C. The close season has been occupied in effecting repairs to the boathouse, overhauling yachts and building new ones, and it is expected that at least three A-class, two 10-raters, two 6-metres and several 36in. restricted boats will be produced in due course. Two further ventures have been successfully undertaken—a series of Whist Drives as a help to the funds, and the organisation of classes for Juniors for boat-building, etc. Season 1936 actually opened with a 36in. Interclub race with the Blackburn Club at Blackburn, on March 28, six boats from each club taking part. Owing to a submerged bank and a moderate S.E. breeze, the Fleetwood members found it a tricky business to get a trim during practice, but quickly obtained the mastery when racing commenced. The : — following are the details of scoring Fleetwood: ‘‘ Aurora”? (J. A. Pasquill) 27, -_ BARROW ZF aa MARINE MODELS Werenuft TM (A. Wright) 26, ‘ Betty ’’ (H. Lead=) LONDON & DISTRICT 24. * Pest’’ (R. Wright) 17, ‘* Dot’? (W. eeemder) 17, and ‘‘ Lady Ann ”’ (T. Tipping) 15. ai th A. Walling 15, E. Appleton 13, E. Il, J. E. Duxbury 9, F. B. Gabbutt 6, and “© Scholes nil. Total 54. = enjoyable day was brought to a close by the cb Club entertaining the visitors to tea. oa Good Friday the first fixture took place, an ss ~“ Spoon ’’ race, two new boats, ‘* Vanity ”’ ~ Waliant,”’ taking part. A start was made » 190 a.m. in a moderate S.E. breeze, which == to suit the old Fleetwood boat ‘* White I,” very skilfully handled by R. & A. et. ‘‘Capri’’ soon came into prominence, mdicated that she would closely challenge, but ‘Se new boats did little. By noon the breeze had eshened considerably and was backing, and at 2.30 @=.. when racing was resumed, a good N.W. wind =s blowing, and ‘‘ Vanity ’’ seemed to enjoy these ditions better, but ‘‘ White Heather ’’ and Gepri”’ maintained their performance. The : were : — ~ White Heather I’’ (R. & A. Wright) 35, ~ Gapri”’ (B. Fenn) 32, ‘* Fiend *’ (L. K. Corrooin) =. LONDON 126. @ieckburn: ~*~ Yvonne ’’ (R. Price) 23, ‘* Vanity ’’ (E. G. Wade) 23, ‘‘Marion’’ (J. Anyon) 19, ‘* Lady Eeelyn “‘ (E. H. Mart) 18, ** Lucia ’’ (A. C. Stewart) TM ~ Valiant ’’ (J. Weer. Ingham) 12. Darnell) 15, and ‘ Jancilla ”’ 49 MODEL YACHT LEAGUE Ideal conditions existed so far as wind and weather were concerned, for the First Round of the Stanton Cup Races. This event should have been sailed on the Highgate Pond on March 21, but on account of* the staging having collapsed, it was held at Forest Gate. There was a fresh S.E. wind, which necessitated some of the skippers bringing out their second suits of sails. All affiliated clubs were represented by two boats each, which included two new 10-raters, Mr. A. J. Hugo’s ** Ann,”’ and Mr. K. J. Hunt’s ‘* Minerva,” the latter skippered by Mr. H. E. Andrews. Results were : — Clapham M.Y.C., ‘* Shikari’? (T. H. Robertson) 28, ‘‘ Ann’ (A. J. Hugo) 16=44; Forest Gate M.Y.C., ** Freda B’’ (W. Bliss) 9, ‘‘ Vim’’ (E. Smith) 28=37; Highgate M.Y.C., ‘* Miss Jill II” (D. P. Woolf) 32, ‘* Minerva ’’ (K. J. Hunt) 22=54; M.Y.S.A, (Kensington), ‘* Trigonia’’ (H. Wake) 29, ** Ballerina’’ (O. Steinberger) 24=53; SouthWestern M.Y.C., ‘* Vigilant’? (A. Luker) 10, ** Nemesis ”’ (J. Southerland), 2=12. The Umpires were Messrs. Howard, Hawkes and Elwood, O.0.D., A. J. Ford. Starters and Scorers, Messrs. Piper and Gow. ace was expected to give an indication of the Fleet- A splendid afternoon’s sailing was wound up by all the competitors, their mates and visiting friends being entertained to tea by the members of the Forest Gate M.Y.C. = srong N.W. wind, which was maintained through- The next League event is on May 2 at the Round Pond. On March 11 the 10-raters were engaged, and this weed boat to take part in the National 10-rater “Sempionship. This time, the start was made in the race. Conditions were very trying for comators and spectators alike. It was soon apparent eet the winner would be found amongst ‘* VenSere.” ‘Lettie’? and ‘* Sunbeam,’’ which were Sendled magnificently. It was not until the last wace of the card that ** Venture ’’ was found to be ‘he winner by a single point. The full scores ‘ere : — ~ Venture ’’ (E. G. Wade) 25, ** Lettie ’’ (B. nn) 24, ‘* Sunbeam “’ (J. B. Parr) 23, ‘** Mary ”’ – Rawlinson) 14, ‘* Devonia’’ (J. Anyon) 8, ~ Alma ’’ (R. Ball) 7, and ‘* Eleanor’’ (J. W. Roberts) 4. During the season preparations are being made Ser what is hoped to be the finest event ever @rganised by the Fleetwood Club, namely, the ~ Fleetwood Regatta,’’ which takes place between Awgust 30 and September 5. The Fleetwood Cor- | Peration has given great help to the club for this event by providing three Silver Cups and a special @rant to the prize fund, and is busy with a scheme ®® maintain a full water supply to the lake. ComPetitions will be organised throughout the week for pewerboats, A-class, 10-raters and 36in. restricted, ‘ged the Regatta will close Metre Championship. with the National 6- lf other clubs support this event, the venture will prove to be one of the best ever attempted for model yachtsmen, Sport as a whole. and also a great help to the An advance programme circular tes been sent to every affiliated club. J. A. PASQUILL. A. J. F. HOUNSLOW M.B.C. We are asked to announce the formation of the Hounslow Model Boating Club. The objects of the club are to encourage the designing, building and sailing of all types of model boats. The club is anxious to start with a strong membership, and those interested in any kind of model boats are invited to get into touch with the Hon. Secretary, Mr. J. E. White, 47, Ellerdine Road, Hounslow, Middlesex. ENTRIES FOR INTERNATIONAL MODEL YACHT RACES At the time of writing provisional entries for the International Races at Gosport (A-class World Championship), August 6, 7 and 8, have been received from Sweden, France, Germany and U.S.A. The holders of the Cup, Norway, will be represented by last year’s winner, ‘* Prinz Charming II,’’ Mr. Sam Berge, Norsk Modelseilforening. Mr. Berge will have as mate Mr. Peder Lunde, son of the President of the N.M., who is coming to this country to sail his 20 sq.m. *‘ Drake ’’ class yacht in the races on the Clyde next July. Britain will, as usual, be represented by the winner of the British Championship, which is being held at Gosport from July 27 to August 1. 50 MARINE W E observe with the keenest regret the notification under M.Y.A. news in the April issue of the Magazine, referring to Registration Numbers. This appears to us, and we are convinced this applies to all our constituents throughout Scotland, a retrograde step, and one fraught with danger of checking the prospect of closer relationship between the M.Y.A. and the Scottish Association. The very desirable consummation of efforts to bring about co-operation between the two bodies has recently appeared to be much nearer realisation, and anything tending to Hitherto our retard progress is to be deplored. view of the position has been that the M.Y.A. and the S.M.Y.A. accept each other’s certificates, and, by arrangement between the respective registrars certain numbers were allotted for Scottish use, irrespective of whether the boats to which they were issued were members of the M.Y.A. as well as of the S.M.Y.A. We are of opinion that this is a desirable system as it ensures registration of practically all models, and the consequent informa- tion and control in the hands of the Associations is undoubtedly valuable. At the moment and without engagement, we are not sure that we would withhold registration from a candidate, otherwise in order, from clubs unconnected with any organisation. It is to be noted that there are only two or three clubs in Scotland outwith the Association, Naturally registration does not confer however. the right to enter for any race whatever, unless the model is eligible under the rules applicable. Boats must be registered to take part in Scottish Association Championship and other important events. Consequently the present ruling renders it necessary for an entirely new Scottish Register, with resultant duplication of numbers and other obvious complications. We sincerely trust, therefore, that the new ruling in question will be rescinded to accord with our present understanding, which we submit is the common-sense view to take. We attach considerable importance to this matter. A further point arises under the same M.Y.A. news regarding boats whose owners desire to sail for more than one club, which rules that certificates must be endorsed by the several clubs. There may be some difference of individual opinion on this matter, but the Associated body here is not in favour of dual membership of one class boat under two flags. In our view it is altogether undesirable. We had experience of the difficulties that may arise thereby in Scotland some few years ago, and the practice was unanimously condemned and_ steps taken to bar it by the S.M.Y.A. at the time. What happens is that a model which has done all its sailing on the waters and under the flag of a certain club in its class, fails to secure the right to represent the club in a special event, is entered under the Burgee of another club of which the owner is a member, notwithstanding that such club MODELS is in existence ostensibly to forward the interests of quite another class, and has never at any time held a race for any other class. This is manifestly unfair to the whole body of members of the first club, and to the boats officially nominated to represent it. Furthermore, it is not just to any of the clubs competing as it means virtually that a club representation limited to, say, three entries, may be thereby, for all practical purposes, actually in- creased to six, or in extreme cases more. To say the least of it there is no mandate from Scotland for this practice, and we may, after consideration, disqualify entries coming before us under this dual system so as to get the matter absolutely cleared up here. We do not find anywhere in the officially published rules justification for registration in more than one club, on the contrary any inference is against it. It is curious how language differs in use in various Instance: -We have a preparts of the country. dilection for use of the word ‘* outwith,’’ which is correct English although its use is more general in Scotland, and means “‘outside of,’’ but. frequently find it replaced by the word “ outside.’’ Quite a minor point, but ‘* outwith ”’ is in our opinion the more pointed word. [We have left it in this time, anyhow.—Eb. M.M.] The Scottish A-class Club has been active lately although wind and weather conditions have not been ideal. March 21 produced an entry of eleven for an inter-club race with Saltcoats as hosts. The breeze was light and eventually faded away to such an extent that the officials curtailed the race to five heats. ‘* Scotian ’’ (I. McPherson), with 23 points, was at the head of the log, with ‘* Cunia’’ (H. Buchanan), 21, close in her wake. ‘* Scotian ’’ has been altered during the winter, and is now of the ‘‘ fin and skeg’’ type as against her former ** long keel.’’ Her owner assures us that the conversion has increased her efficiency, and he is well satisfied with the result of his experiment. It is to be remarked that the visitors and the Home boats all returned an average of 12 points. On March 28 Queen’s Park, with a team of 12-metres, were At Home to the A-class, and the older class had no reason to be ashamed of the result, which gave the International class 48 points as against 44 for the ‘‘ twelves.’’ It is fair to record, however, that very light wind conditions somewhat handicapped the heavier models. ‘* Norna,’’ in the hands of Master D. McPherson, son of Iain o’ that ilk (this is correct ‘* Scots,’’ Mr. Editor), a lad of 13, came in with the leading score, and the boy handled the boat entirely himself without the help of even a mate! Evidently an improved “ chip ’’ of the old block,’’ whereat his father is, doubtless, much gratified. On April 4 the scene of operations was transferred to Springburn Park, and a club race was A much more desirable breeze prevailed, held. and ‘‘ Luss’ (D. Bonnar) took full advantage of MARINE MODELS ‘© secering first place, with ‘‘ Norna ” (Master D. ) second. ‘We were in attendance at Clydebank on April 4, Were. having got rid of a recent distraction, atten- Gee s&s turning to the serious business of model mg. The season was to be opened, but, uny- the pond, which had been run dry for had not been refilled sufficiently and, coneegeently, the inauguration had, perforce, to be @espened. In conversation with some of the offi- Ses and members it transpired that the club is in * Seershing condition, and is looking forward to Seether successful season, with the firm determisem of keeping the 12-metre flag to flaunt at masthead. Paisley opened the season on April 4 with a 12- @metre class race. An attractive programme has, we @ederstand, been framed for the ensuing months, – so far, we have not been favoured with a “=py. and the members are in expectation of keen Sempetition. Three of the officials have been unani- meously re-elected Hon. Commodore, Commodore, gec Hon. Secretary and Treasurer of the InterShere Association in the persons of Messrs. Wm.. Metchison, G. G. Douglas and A. H. Muir, respectvely. Whatever the appeal of Model Yachting may be = must be conceded that as a spectacle it provides = scene of beauty, instinct with life and movement, _ made to various Members of Parliament for Scottish constituencies relative to the charge made for Import Duty on model yachts coming into Britain from abroad for competitive purposes, and have the assurance that the matter will be made the subject of special enquiries. We hope that eventually collective action will be possible to right the scandal which occurred last year and prevent any recurrence thereof. We should like to close this month’s notes with an expression of appreciation for the loyal and sporting manner in which the competitors at the West of Scotland 6-metre race obeyed the new rule forbidding propulsion at the start of a board. May we confess now that we were a little apprehensive of some difficulties arising, conscious as we are of the firm hold habits, and especially bad habits, can obtain, and, perhaps, ready to give a little latitude at first in consequence. We are more than delighted to find our misgivings unfounded, and freely extend our congratulations on the outcome, which said a good deal for the desire to sail fairly, and the control over what has become almost second nature during a long period of years. prevalent eel 11, at Victoria Park, Whiteinch, when 24 competitors responded —we think only two in 192 starts—a testimony to the efficacy of the revised conditions. and won’t we be happy! @pen event race. of the This, the first season, on to the OBITUARY important – However, the restriction in numbers tended TM give more serious racing, and a plentitude of clese bouts enhanced interest for both active parSeipants and spectators alike. Four heats were run TM 2 period of three hours—fast work. Evidence ef the keen nature of the contest was forthcoming TM@ the fact that five competitors came in with equal of 14 points, the possible score being 16 pemts. The ensuing finals for the three prizes offered resulted in favour of ‘‘ White Wings ”’ (R. Clouston, Fairfield), “* Anona ’’ (W. Brown, Dennis®eun), and ‘‘ Saskia ’’ (J. Young, Victoria), in that eeder, with ‘‘ Violet 1’’ (A. Horsburgh, Fairfield), and “Jean” (J. French, Victoria) runners-up. We Save to congratulate the Fairfield Club, a compara@vely new organisation, on its success, which argues well for the progress it is making, and is all to the geed of the sport generally as it will act as an @eentive race to the older clubs ran smoothly for increased throughout, a efforts. gratifying tmbute to the control exercised by the new officials of the ‘‘ West,’’ and to Rear-Commodore J.McKinnon, who was in command. J. Young, of ~ Saskia,’’ the third prizewinner, is a son of A. S. L. Young, M.P., the well-known sporting owner of the prototype ‘‘ Saskia,” and Mr. Young, Senr., Wes present ®erest on to witness the part of the such race. an This active eminent in- yachting wsthority is another proof of the fascination and ®ducative value inherent in the models, and is mech appreciated. We understand that The Late Mr. Francis W. Besant suffered from the inci- Gence of the Easter, or Spring, as we call it here, Seliday, and the entry showed a considerable re@ection on the number usually associated with this eerds representations Keep it up, THE SCOTTISH COMMODORE. @ewmation of the West of Scotland Club for a 6- @etre class open It is notable that fouls at the start were almost entirely absent Wen conducted on the scale and under the condi- Seems 51 have been R EADERS will be sorry to hear of the death, at the age of 79, of Mr. Francis W. Besant, brother of Rev. Father J. F. Besant, S.J., of Barbados. Mr. Besant had been suffering from heart trouble for some years. It will be remembered that Mr. Besant built ‘* Sonata ’’ from the designs of Admiral A. Turner, in the first year of the A-class racing. He maintained his interest in the development of the class until latterly, when his health forbade. In his younger days he was an architect under the G.W. Railway, and in this connection told a good story anent the watertroughs used for replenishing the boiler water on non-stop express trains. These troughs were a mile or so long, and were originated by the G.W.R. A Northern railway copied these and used most elaborate methods for sighting these through and getting them deadlevel throughout. When they filled them, the water ran out of the middle, as the copyists had forgotten the curvature of the earth! Later, he was in partnership with “ Spy,”’ the famous cartoonist of Vanity Fair, of forty years ago. He came from a school of artists who looked with horror on hard pencils. | Only soft pencils were used in his exquisite designs for internal decoration of country houses, etc. India-rubber was also taboo, as it damaged the surface of the paper —cuttlefish stone alone being allowable in those days amongst really fine draughtsmen and artists. The Rev. Father J. F. Besant was a well-known and popular figure at the earlier Gosport Regattas. On behalf of model yachtsmen we extend to him sincere sympathy on the loss of his brother. MARINE MODELS Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). 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 by Correspondents. VANE STEERING PHOTOGRAPHS OF M.S.Y. ‘* LADY GAY ”’ GEAR Sir,—The following experiments with the Vane Steering Gear may be of interest to your readers, though I cannot say they were very successful. They were made before Mr. Sam. Berge explained that his boats were trimmed to come up into the wind. I trimmed my boat to sail a bit off the wind on the outward tack, and normally on the Dear Sir,—It was with some surprise and considerable disgust that I read Mr. Markham’s tirade against your photographer, Mr. L. J. French. I trust your readers will not think that such an outlook is typical of my club, for our general -opinion is that Mr. French has given us our full share of publicity with really good photographs. If Mr. Markham objects to the shape of his boat when viewed from a normal angle, he should remember that he built it, and Mr. French only took shore tack by means of the holes in the jockeys on the horses. I set the vane to bring the boat gradually up into the wind on the outward tack by pressing an excellent shot of what there is to see. As for the remarks about workmanship, a little less ego might have made them more digestible. against a stop, and brought the boat round on a lazy guy. The vane was free until it met another stop, on the other tack (vide diagram), the stop being placed so as not to affect the boat unless it began paying off. I failed to adjust this method to a boat trimmed to come up into the wind. If it could be done, no adjustment of the vane would be necessary. I have assumed in this sailed on a pond where the on her own. In the case vane would be merely set the wind. Yours sincerely, 60, Coburn Road, Bow, E.3. HERNE BAY M.Y.C. The club is holding its second annual Watercraft Exhibition in the Grand Pier Pavilion, Herne Bay, on June 4, 5 and 6. This year the exhibition will be increased’ by Aviation and Locomotive Sections. Readers who have craft suitable for exhibition are invited to get in touch with the Hon. Secretary, Mr. Fred Bennett, ‘‘ Annandale,’’ Grand Drive, that the boat is being boat has to come round of a narrow pond the to keep the boat up to Yours faithfully, F, Morrirt, Lt.-Colonel. Herne Bay. WIND Lynwood House, Farnborough, Hants. RUDDER HEAD RupDER HEAD /-O OUTWARD TACK. J]. B. INNOCENT. SHORE TACK. LT.-COL. F. MOFFITT’S EXPERIMENTAL VANE STEERING GEAR