Marine Models: Volume 12, Number 5 – August 1939

ys V, YY Vi Vijsive ll RRR SS the Gx Weebl a vee & SS SSS UW Uilttittitlititininisdit SASK QQ°AARA YN “,yeyYiY/ Lp SN ZJ YL MhzpeI J ye GZ N dca Wl4 A, Utttu, My VW, Vj \ S »S GY \ 4 SS 4Ube N N “} 4 jh YY” \ SSS ies MW IH Y’ MA MWA O QO : ee SSSSTSSGS SS SSS SS Ss \ X WS ») MMA KK \S Was YACHTSMAN MODEL . ~w S SOS yy \ Yy eo— SS S N THE | P SN NS MSGI ‘ No.5. AUGUST, 1939. Sevenpence —- Vol. XII, CONTENTS Editorial. The Engine Room. Petrol Engine and Hydroplane Topics. The “Davison” Trip Tacking Gear. —_ Wooden Merchant-Ship Building. -” Oar Scottish Page. News of the Little Ships. News from Eire. With the Power American News. MARINE MODELS PUBLICATIONS Boat Clubs. M.Y.R.A. LTD., 52, FETTER of America. LANE, LONDON, €.C. MARINE MODELS HANDBOOKS How To BuitD A MopeEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) WHITE HEATHER Racing Model Yachts J. ALEXANDER & SONS 26, Victoria Parade, Ashton, Preston, Lancs. Useful to Builders of any size model How To BUILD A MODEL STEAMER By J. VINES Expert Model Yacht Builders (30 years’ experience) FITTINGS SPECIALISTS (with 4 large scale Designs) Full of information for Novice and Expert Price: 2s. 6d. each, postage 4d. extra. “ Alexalight ’’ Metal Spars. Practical Sail Makers. Accessories. HOW TO SAIL YOUR MODEL YACHT (Hints to the Young Price: Trade MARINE 4d., postage Novice) jd. Send Stamp for Lists Racing Model Yachts Terms on Application WHITE HEATHER MODELS PUBLICATIONS LTD. TRADE SUPPLIED 52, FETTER LANE, LONDON, E.C.4. MODEL SAILING CRAFT By W.J. DANIELS and H. B: TUCKER. REVISED EDITION. Price – 15s. With new Designs to Racing Classes. Ready in a few days. Power Boat Hulls. Model Yachting Association Forthcoming Events 12-metre Championship, Gourock. AUGUST 19th, at 11 a.m. Order your copy NOW from : Marine Models Publications, 52, Fetter Lane, London, All entries to: Mr. D. McPherson, Ltd., 31, Windsor Terrace, E.C.4 St. George’s Cross, Glasgow, A Waterproof Glue Also Heat and Acid Proof. N.W. 6-Metre Championship, Fleetwood. SEPTEMBER 23rd, at 11 a.m. No more sewing joints. A permanent and Solid Waterproof Craft. All entries to: Mr. D. McPherson Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. (at the above address). RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or 4 Ib. 2/l, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. Broadhurst, St. Mary’s Lane, John H. Yorston, Cranham, Upminster, Essex. When replying to Advertisers please mention MARINE MODELS. Hon. Secretary. i N N N N (i‘ Simo g \ = : TECHNISAL INCORPORATING THE MODEL YACHTSMAN Vol. XII, No. 5 Published on the Seventh of each Month August, 1939 EDITORIAL O” holiday from our Editorial duties being over, we once more take over the bridge from our good friend Mr. G. W. Munro. A glance at the numbers published during our absence reveals how well the good ship MARINE MOopeLs has been piloted during this period, and our best thanks and hearty congratulations are due to Mr. Munro for his excellent work on behalf of our readers. During our absence we wrote one article for the Magazine, which duly appeared in the Juneissue, and dealt with the future of class racing. Everyone may not agree with this article in toto, but the fact remains that full- size yacht designing has become a very exact science, and depth of pocket counts for more than ever since tank experiment must always be decidediy costly, especially when a number of designs are tried out with models. As the American Press said at the time of her launch, “Vim” is believed to be the fastest yacht that can be built to the 12-m. class, and her record to date proves this claim to be not without justification, and is almost unparalleledin open class racing. If, as the writer’s American friends think, ‘class racing is super- seded by one-design racing, the outlook for designers of sailing yachts is by no means rosy. What the influence of all this will be on model yachtingis difficult to foresee, but it certainly gives one something to think about. On August 12 Kensington Gardens will be on the air in the form of a Television Broadcast from 3.5 to 3.50,inwhichthe Round Pond will be featured. The aid of the M.Y.S.A. (Kensington) and the West London M.P.B.C. has been promised. The former have a 10-rater race that afternoon and part of this will be televised, and the latter are staging a special display of steamship models. The broadcast ends with a special display by a model seaplane, which will take off from the waters of the pond. The Editor of MARINE MODELS has been asked to arrange the marine model part of the programme. We hear that there was some difficulty in raising the requisite funds for year’s A-class regatta. In fact at the time of writing we do not know whether the funds will show a deficit. On several occasions previously this difficulty has occurred. We have expressed the opinion that the finances of the national body should be arranged so that all its normal functions can be carried out without the necessity of making special appeals and raising special funds. People get tired of annual special appeals, and after contributing once or twice their generosity is exhausted unless they are particularly interestedin the particular event for which the appeal is launched. The American national body’s method of a levy on all clubs has much to recommend it, or, alternatively, club subscriptions could be raised to permit all these regattas to be carried out without special funds. 10 MARINE MODELS THE aa rat (Bay fats ce os Be ie, vr Ps oA Ris < se J NTS, Sey es gs y d sees fey vy oi BB} * 7 "3 ¥4 A 3 =n Sy A e. < as (Continued from page 94.) OR this month's article I am going to describe two models of Diesel yachts, built by members of the Guildford Model Yacht and Powerboat Club. These are “ Braemar,” built by Mr. H. F. Todd in the winter of 1934-35, and “* Philante,” built by Mr. T. B. Hodgkiss. Dealing with “ Braemar” first, the prototype vessel was built by Messrs. Samuel White & Co., of Cowes, and is a twin-screw yacht. The model is built on a scale of ssin.= Ift., giving a model 4ft. 6in. long. The scale beam and draught have been increased in order to get sufficient displacement and stability, and immersion for the propellers, and the model has 9in. beam, while the hull is 64in. deep amidships. As the photographs show, this makes a very handsome and able working model, which has earned her owner several cups for steering, etc. It should be added that further fittings, including the correct launches and boats, are to be put aboard during next winter. The prototype vessel is the property of Lt.Commander George Paxton, and when the model was built, Messrs. Samuel White were kind enough to lend Mr. Todd drawings of her, so that, except for the above-mentioned alterations to scale beam and draught, the medel is an absolutely correct copy of the pro- MODEL MOTOR YACHT ** BRAEMAR,”’ built by Mr. H. F. TODD, GUILDFORD M.Y. & P.B.C. MARINE DECK VIEW MODELS OF totype. The hull is whitewood, and was carved to shape, using templates. All glued joints were made with casein glue. She is white enamelled above water, with a blue bottom. The upper works are white, and the funnel buff. The portholes are closed on the inside. The deckhouses have open windows and doors to provide ventilation. Deckhouses and companionway to crew’s quarters are made of cedar. The deck itself is made of birch, lined out. The lining was done with a pencil held in a marking gauge. The lining was put on after the deck was painted, using a B pencil with a chisel point, and afterwards varnished. As a special light stone colour was used, the result is extremely good. The funnel was made from an ordinary tin with half-round bands soldered in position. The rails have stanchions made from steel split pins, the actual rails being piano wire with a birch toprail. The deck fittings are light and well thought out. Two anchor davits are fitted right forward. The two stockless anchors carried in hawse pipes are aluminium. The hawse pipes go right through. The anchor cables lead from the hawse pipes to an electric type * BRAEMAR ”’ anchor winch. The latter is built of brass and aluminium. Two hawser reels are fitted on the foredeck, with about 25ft. of cord wound on them. The bollards are made from .22 cartridge cases, mounted on a brass plate. The plates were shaped and holes drilled through which the cartridge cases were pushed down until they were the right height. After the cartridge cases had been sweated to the plate, the surplus was cut off underneath. The fairleads are aluminium and were filed to shape. The bells of the ventilators are pressed out of thin copper sheet, using a punch and die. The stems of the ventilators are thin brass tubing. There are six lifebuoys made from bone rings, filed oval, the lanyards being made from picture wire bound on with thread and painted over. As will be seen, the boat davits are fitted, as also the boat chocks, though, as mentioned above, the boats themselves have not yet been made. The davits are made from aluminium knitting needles. If the nickel-plated variety are used, the cleats can be soldered on. The bottoms of the davits are threaded and the heel-plate is made from an ordinary B.A. nut, | ‘** BRAEMAR’S ”” 111 ENGINEROOM 112 MARINE so that the davits can be screwed into position and held firmly. The B.A. nut is soldered on the side to an ordinary wood screw, which is screwed into the hull, thus making a very neat, strong fitting. The blocks for the boat falls are made of ebonite, and painted. The flags are painted on silk. The masts are wood. The turnbuckles on the shrouds are dummies, being made of steel wire with a piece of tube slipped over and sweated. The bridge ladders are of thin wood. Wheelhouse fittings have yet to be made. There is an emergency hand-steering wheel right aft. This is brass made up as I described in my articles on “ Bluebird.” Originally ‘“* Braemar” had a wooden stem, but as this soon showed signs of wear in running, a brass stem piece was fitted. The top end of this finishes in a deckplate, and the lower end is carried right round the forefoot. Mr. Todd has a neat method of making mastbands. A former is made the same size as the mast. Copper wire of a suitable size is wound round the former to the required depth, and the turns sweated together. Eyes are bent up of wire with two little tails left, and soldered in position on the band. When the whole is cleaned up and painted, this gives the effect of a solid band. The doorknobs on the deckhouse doors are small, round-headed rivets. Doors, bridge ladders, skylights and handrails are stained and varnished. The actual steering gear is by tiller regulated by means of a curved threaded rod with two knurled nuts, as illustrated in “* How to Build a Model Steamer.”’. The rudder has an aluminium blade. Before passing to a description of the machinery, it is worth mentioning that “ Braemar” has a travelling box in which her owner packs her for transit to regattas away from his home water. The box is carried on the luggage grid at the bock of his car, and it has the additional use of serving for a stand at the pondside. It can be seen in the photograph showing a deck view of the boat. The deck lifts off in three sections to give access to the plant. It will be seen that there is a bulkhead across the boat between the engine and the boiler. It will also be seen that the sides of the boat are protected with sheet asbestos in the vicinity of the blowlamp. These sheets are away from the sides of the boat so that there is about jin. air MODELS space behind. To protect the boat’s bottom from scorching under the blowlamp, a flat, shallow tank is fitted at this point. This is connected with the water intake, and thus serves the double purpose of protecting the hull and acting as a feed-water heater. Since this tank was fitted the economy of fuel effected has increased the length of run possible on one filling of the blowlamp container to 14 hours. The engine is a Stuart “ Sun” fitted with a displacement lubricator. This drives twin screws through a cross-shaft with bevel gearing. The stern-tubes run almost the full length of the shafts, with phosphor-bronze bearings at each end. One or two alterations have been made from the standard “ Sun ” practice. The most important is that the main bearings have been bushed with Hoyt’s white metal. These bearings are now in their second season and show no appreciable signs of wear. These bearings are very simply fitted. After being turned to size, they were placed in position and lightly tacked with solder at each end. In making these bearings a stick of white metal was first cast. This metal melts at a very low temperature, just a little higher than ordinary solder, and when melting care has to be used not to burn it. A rough and ready test is to throw a chip of wood onto the metal in the melting pot, and when this chars, the metal is hot enough. Plain pistons are usually fitted to “ Sun” engines, but Mr. Todd has turned two grooves in each piston 3/32in. wide and nearly +bin. deep. The grooves are packed with graphite asbestos string. The threads of this are untwisted and plenty of graphite grease (as used for gramophone mainsprings) worked in, and the yarn retwisted. The owner uses motor car engine oil in his crankcase and finds that when filled to a reasonable levei, very little oil escapes through the oil vents. It should, however, be added that the engine is not run heavily loaded, and only 30 1b. steam pressure is used. In order to keep any oil that does escape, from splashing about the boat the flywheel has a splashguard. Exhaust steam is led up the funnel via a large oiltrap. The oval top of this can be clearly seen in the photograph. In the ordinary way the bilge pump keeps the boat dry, but as a precautionary measure MARINE MODELS a bilge ejector of the type given in this Magazine (Vol. VIII, No. 11) is also fitted. Mr. Todd tells me that this ejector is most satis- factory, and if any extra bilge water is aboard it deals with it very quickly indeed. The bilge pump is of the gear-wheel type and is geared up 3:1. The feed-water pump is geared down 23: and is a single acting ram pump with in bore and Zin. stroke. This is made of brass with an external packing gland. The pump has *sin. rustless balls for valves. The pump delivers ample water and the surplus is bypassed over the side. The pump draws from the little tank under the burner, which, being below the waterline, is always full. It may be mentioned that a strainer is fitted on the water intake before it reaches the tank. The strainer is contrived from the parts of a Schrader-type motor tyre valve. The upper part of the valve stem is cut away, leaving a hole tin. diameter. The flange at the bottom of the stem is outéide the boat and the back-nut is screwed down on the inside with a rubber gasket (or washer) underneath it. The strainer gauze fits on top of the stem, and the dust-cap is screwed down over all. As the tank empties itself every time the boat is lifted from the water, the outgoing water serves to wash out the filter and keep it clear. The boiler is a centre flue marine type, fitted with a steam dome. It is 7in. x 4in., and made of 16 S.W. gauge copper with flanged ends brazed in. The boiler is heavily lagged with asbestos sheet pulped, and having MODEL OF M.Y. ** PHILANTE,” built by Mr. T. 113 a little powdered magnesia worked in. When the lagging was put on, this was allowed to dry off slowly. The boiler fittings include a 7/32in. water gauge, and a steam gauge. The latter has a large dial and is so arranged that it can be read without lifting off the deck. The safety valve is of the ordinary pop type, arranged to blow off at 60 lb. pressure. Thisis rarely reached as the boat ts normally run at 30 lb. pressure. The blowlamp has a thwartships container and is arranged to lift out as required. In general,‘‘ Braemar” may be described as a first-class club model, reliable, and giving a very excellent 1impression when running. The model of “ Philante’”’ by Mr. T. B. Hodgkiss is of rather a different type. The prototype vessel was built by Messrs. Camper & Nicholson, and here again plans were forthcoming. The model is built on a scale of 4in.= 1ft., and in this case the modeller kept very strictly to scale throughout. The model is exquisitely finished, and is really a showcase job, rather than a club boat. The model is ft. 6in. overall with a beam of Qin. The hull is pine built bread-and-butter fashion. The hull is white, finished with Robbialic synthetic enamel, and the bottom is red with a black boot-top. The upper works are also of wood and white enamelled. The decks are lined out in the usual way. The rail stanchions are made from halfround wire, pressed together in a jig made from two flat steel plates. B. HODGKISS, GUILDFORD M.Y. & P.B.C. 114 MARINE While I was examining this beautifully finished model, Mr. Hodgkiss was kind enough to give me some tips on finishing and painting for the benefit of readers of this We Magazine. It is absolutely impossible to get a good finish unless the preparatory work has been properly done. The wood must, in the first instance, be glasspapered to as high a finish as possible. In glasspapering, rubbing should be mainly across the grain. Instead of using an ordinary wood filler, two light coats of casein glue are given. When this has dried hard, for which at least 24 hours should be given, it will be found that the grain of the wood has become raised and the surface rendered absolutely hard. The work is then rubbed down again thoroughly. This is followed by two coats of lead flat undercoating. The hull is allowed to stand a week or two until thoroughly hard. After this, the work is rubbed down with waterproof carborundum paper, using plenty of water, preferably under the tap. This prevents heating and picking up. One coat of Robbialac synthetic is then given, stippling it on, using a good quality brush. Two or three weeks must then be allowed for hardening, and during this period the paint can be repeatedly wet with advantage. It will not hurt to leave the boat out in the rain. After rubbing down a second coat of Robbialac synthetic is given, and this also is given two or three weeks to harden. A final rubbing down is then given with fine carborundum waterproof paper, and the job is finished by polishing with Simoniz car polish. This is a wax polish and infinitely better than the more modern cellulose polishes for this work. It should be mentioned that every time the work is rubbed down it must be finished off as if it was the final rubbing down. It will be seen that to get a finish of this kind is a decidedly lengthy business, but taking this model as a standard, the result is not to be bettered, and I commend it to those who aim at exhibition finish for their models. While I was examining these boats, a third member of the club, Mr. E. Wales, was good enough to tell me another method of making rail stanchions, which he uses himself. The rails are made from half-round German silver, and bent to shape with a simple jig consisting of a piece of wood with panel pins driven into it. If the stanchion is to accom- MODELS modate three rails, then four panel pins are used. The object of the extra one is to form an additional boss for a stop where the stanchion is driven into the deck. The halfround German silver is first bent in half, and then the bosses are formed. These are not made straight from the top downward, but a little experiment will soon show the worker which is the best order to tackle these in. Once the knack has been acquired, the stanchions can be made up quickly without any difficulty. (To be continued.) CORRESPONDENCE A LETTER TO MR. C. O. BROOK, U.S.A. Dear Mr. Brook, As a dweller in our dear old Garden of Sleep where we solve all problems by just looking up how grandpa did it, I have been interested in reading that some of you have actually been trying experiments with a loose luffed mainsail, and, having done a little in that direction myself, beg to tender my conclusions and offer a suggestion. I used a mainsail for a time just normal, except that the luff was not laced to the mast, and it appeared to me that it pulled just as well when just properly set, but that it was more difficult to ensure this. If set too free the wind got on the front side of the luff and made it flutter. As this part gives the most useful component straight forward, it is perhaps better therefore to restrain it and get some help even when it may not be working quite perfectly. I got a more reliable result from another method, that you might like to try: this being to abandon the ** gooseneck ’’ and attach the boom by a long hook, fastened to it about 3in. from the inner end, to an eye in the deck, similar to the way that the jib-club is often held down. This has the advantages that the luff is kept tight, no kicking strap is required, and the boom can be squared-off farther on a run even with the shrouds brought farther back than usual, and giving a better stay to the mast. I cannot quite see what advantage is likely to accrue from setting the mainsail back with a gap between it and the mast, but the “* centre of effort ’’ could hardly fall in this place as, with a one-third jib, it would only move forward a quarter of the distance between the centres of the two sails, say, 4in. or so, and, in any case, it is only an imaginary point, and a couple of sails a yard apart would still pull with a force of their area multiplied by the wind pressure on them, regardless of where their combined result might be calculated to be. I rather doubt whether much scope for improvement is left in so old an art as yacht design, but there will certainly be none made if no one tries anything out of the ordinary, but continues, as they do here, to just copy the person who happens at the moment to be scooping in the most prizes. Therefore 1 applaud your enterprise, wish you luck, and remain, Yours faithfully, A. C. Davison, A.M.I.C.E. (retd.). MARINE PETROL ENGINE MODELS 115 & HYDROPLANE TOPICS By KENNETH G. WILLIAMS (Continued from page 88.) For some while now, I have been running with a 6in. pitch propeller of 3in. diameter, so that the engine revs must be in the region of 8,000 per min. About two years ago, I was in trouble with carburettor flooding and eventually traced the cause to a thin and whippy neck connecting the float chamber with the “ banjo,” which is secured to the mixing chamber. This component was built up with brass pieces, soft soldered, so it was considered that a substantial aluminium casting would be better for the job, and a design was laid out as fig. 1. The first step was to make up a pattern for the foundry use, and fig. 2 shows how it was done; the body is a piece of plain turning work, and the little bit for the banjo can be glued on afterwards. It is not necessary to make up a corebox for a pattern of this sort, provided the depth the core is to be laid is marked on ELL, it seems there’s life in the old dog yet, for ‘* Faro” came out at the West Midlands M.P.B.A. Regatta and walked away with 23.3 secs. for the 500 yards, which, according to my tables, is equal to 43.8 m.p.h. Wonders will never cease, for I thought she was worn out and running downhill fast, so it would appear that her name, which is that of a game of chance, was aptly chosen. Her engine, which is a four stroke, has bore and stroke of I:%in., and is running at present on a compression ratio of 9:1. The piston is fitted with two jin. wide compression rings, the lower one also acting as an oil scraper. The carburettor main choke is 25 /64in. diameter, and the ignition advance is 5204 In motor racing circles it is usual to mention the various accessories, etc., used by the machines, so the following, which I employ, may be of interest. Fuel, Esso Ethyl; oil, Castrol XXL; ignition battery, Gamage; sparking plug, Champion JAI1 (re-threaded 12 mm. x 1.25 mm. pitch). No, this does not qualify me for bonus from the firms concerned. Fuel the outside of the pattern, to guide the moulder. Most foundries have stock tubes for making cores of standard sizes, going up in jein. steps. The construction of this float chamber is quite simple, and all the work can be carried out on a small lathe. Reference to fig. 1 will show that the needle seat is renewable, and it will be noticed that the central hole in the casing is drilled and tapped right through the bottom boss. The needle seat is screwed in from the top and the fuel pipe attachment from below. For the natty spring wire clip Leve/ | Dri/ lf Pe -> | Se 3 @ 1 Temporary Core _t Plug NG Fig. 1. CARBURETTOR FLOAT CHAMBER Fig. 2. PATTERN FOR FLOAT CHAMBER CASTING Fig. 3. ADDING CORE PRINTS TO A PATTERN 116 MARINE fixing for the top cover, I am indebted to Mr. Innes, of the Altrincham Club, who introduced it to me about three years ago. It is quite positive in action; can be removed and replaced in an instant, and cannot work loose. Furthermore, it avoids the trouble of fine screw threads in aluminium, which are always liable to seize up. The float chamber was made in the following way: first, the casting was gripped in the three-jaw chuck by the closed end, and adjusted so that the open end ran true, then a cleaning cut was taken over the outside for about lin. along. Next, chuck by the cleanedup end, and true the spigot, and face off the bottom. The spigot may now be used as a chucking piece, while the inside is bored out, the top faced, and the hole through the centre of the spigot drilled and tapped. The banjo may now be drilled and swung on a peg in the chuck, while the faces are trimmed up parallel to each other. One drilled hole is sufficient to form the fuel passage, and the best way to do it is to push a tight plug temporarily into the banjo to make an abutment to start the drill, then go right through the neck into the float chamber, but be careful that the top trued face of the banjo is not damaged in the process. A flexible connection in the fuel pipe is nearly always necessary, and I have found a short length of car suction windscreen wiper tube satisfactory. The hard, black, ribbed variety stands up quite well, and lasts much longer than might be expected. The union piece shown in the drawing is used as a push-on fitting for this rubber tube, but, of course, a coned union or a banjo type connection may be employed here equally well. This float chamber has been designed to accommo- MODELS date the smallest “* Amal” standard bottomfeed needle and float, which I have mentioned previously (types 22/013 and 22/019). The making of castings still seems to be something of a mystery to many folk, but, of course, it is really quite easy when the method is understood. Suppose we want to make a cast tube flanged at both ends, with a hole cored through the centre. First of all we must prepare a pattern, usually of wood, which is really a replica of the article we want to make with the exception that we must add something where the machined faces will be, to allow for what we are going to cut off. An average allowance is jin. on each machined face for small castings. Now, since all metals contract on cooling, we must make also an allowance on every dimension to compensate for this shrinkage. This contraction allowance is din. per foot for cast iron, ysin. for brass, gunmetal and aluminium, and tin. per foot for cast steel, and the figure is arrived at by considering the coefficient of expansion of the metal as well as the temperature at which it is poured into the mould. Our pattern for the flanged tube is made solid throughout, and has extensions on both ends of the same diameter as the size of hole we want through the centre. The extensions are known as “core prints,” and they make impressions in the moulding sand into which a sand “core” is laid to form the hole (see fig. 3), For the moulder’s convenience the pattern is best split on the centre line, and the two halves dowelled together. Fig. 4 shows the first step in making a mould. One-half of the pattern is laid, joint downwards, on a flat board, and one-half of the moulding box or “flask” is placed Fig. 4. — STEP THE FIRST IN MAKING A MOULD MARINE around it. Note than the box has no top or bottom. Now “ parting dust,” usually a kind of very fine bone flour, is sifted from a linen bag over the pattern to prevent the moist sand sticking to it, then the sand is shovelled into the box and rammed down closely with a wooden rammer, shaped something like a dumb-bell. When this has been done and the sand scraped level with the rim of the box, the box, with the sand, pattern, and board, are rolled over all together and placed in an inverted position; then the board is removed. What we see now is the box full of sand with the half-pattern embedded in it, but this time flat side up. The surface of the sand is trummed level and the mating half of the pattern is placed with the dowels in register with the half in the sand, and once more parting dust is sieved over the entire surface of pattern and sand in the lower half of the mould. The second half of the moulding box, also open top and bottom, is now placed on the lower half, registering by means of pins and sockets. Sand is shovelled in and rammed, as before, until the box is full, when the ex- 117 the sand in the top box, down to the line of joint, so that when withdrawn the tube brings with it the sand inside, leaving a clean hole in a convenient position, through which the metal will later be poured into the mould, and to make the pouring easier the top of the hole is scooped out to form a cup. The top half of the mould is now pierced with a stiff wire pricker, or vent wire, to ventilate the sand and allow the escape of gases and steam generated by the heat of the molten metal when it enters the mould. Now the top half of the box is carefully lifted off, bringing with it one-half of the pattern embedded in the sand, and is carefully placed to one side in an inverted position. A small screw is inserted made in each half of the it from the sand, and tapped from side to side away. in a hole previously pattern, to withdraw the screw is gently as the pattern comes This is known as “ rapping” a pat- tern, and helps to break the suction of the mould and give a clean “ draw,” without disturbing the sand. Shallow feeders, or “gates,” are now scooped in the sand of the top box at the joint, connecting the pouring hole with the impression left by the pattern. . A core of well-rammed sand (formed by being pressed in a tube), baked hard in an RMOOSS MS Wa7awgwwzZz AOA AZ Ud ld cess is scraped off level. The next step is to take a piece of metal tube, about 4in. diameter, and press it through MODELS N Fig. 5. THE FINISHED MOULD 118 MARINE oven, is now laid in the impressions formed by the core prints, and we see then that all remaining space in the mould will be filled with metal and form our casting (fig. 5). The mould is assembled once more, placed on the floor of the shop, then weights are added to the top box to prevent the molten metal forcing the two halves apart, and all is ready for pouring. The cross-section of the gates is kept small, to act as a check on the metal flow. The metal is poured quickly and fills the tube or down gate at once, and the head here must be kept up to the top by continued pouring, to prevent any dross which floats from going down and getting into the casting itself, which must be of solid and homogeneous metal. When the metal has cooled off, the sand is broken away, and the casting revealed; the core sand is poked out of the hole, the runners cut away, and here is our raw material ready for trimming up or “ dressing ” by file before going into the machine shop. A new mould has to be made for every casting produced; for, of course, the mould is destroyed in getting the casting out of the sand. This is rather getting away from our subject of hydroplanes, but since the foundry is intimately connected with all engine and shipbuilding, we may not be so far from the mark after all. However, the information may be interesting and helpful to those who want to try their hand at making their own engine castings. A word of warning might be added here: molten metal can be dangerous stuff and must not be treated with contempt. Be sure to clamp or weight the moulding boxes together, or you may have metal run out of the joint on to your foot. It is a good plan to place the mould in a bed of sand and form a small gutter around it before pouring. Also be careful that the sand is not actually wet, or the heat of the metal will generate so much steam suddenly that the mould may blow up. The sand should be only just damp enough to hold its shape when a handful is squeezed tightly. Next month is our double number, and I have a real treat in store for you in these a ay MODELS CITY OF BIRMINGHAM M.Y.C. The ninth annual contest for the McDonald Trophy was sailed at Witton Lakes, Erdington, Birmingham, on Sunday, July 9. Thirteen models were entered, and 10 reported. The weather conditions, after such a wet Saturday, could not be complained of. A strong wind was blowing down the lake, giving a run and a beat. Only the heavy displacement boats carried top suits. With increasing wind, storm suits and ‘‘baby’’ spinnakers made their ap- pearance. ‘* Molly,’’ of Clapham, under such canvas, on the run, gave an exhibition of speed worthy of a powerboat out for a record. The Trophy was won by “* Frances”? (E. W. Builder, of the home club); thus repeating his victory of last year. Scores: ‘* Frances ‘* (E. W. Builder, City of Birmingham), 39 points; ‘* Molly ’’ (N. D. Hatfield, Clapham), 31; ** Mayflower “’ (S. McKeag, Notting- ham), 29; ‘* Lady Mabel”’ (L. T. Allen, Salford Park), 28; ‘* Maggie “’ (J. Lapsley, Nottingham), 28; ** Valerie ’’ (Dr. J. R. Ratcliffe, City of Birmingham), 25; ‘* Sandrova’’ (C. E. Lemon, City of Birming- ham), 19; ** Dragonfly *’ (J. Easton, City of Birmingham), 15; ‘* Dila’’ (S. C. Langford, Salford Park), 9; ‘** Mars ’’ (Joan Sadler, City of Birmingham), 2. O.0.D., Mr. C. H. Taplin. The prizes, in addition to the Trophy, were presented by Miss V. Stark, to the skippers and their mates of the three leading boats, and a special prize to Miss Joan Sadler. The first race for the Ronald Trophy (Marblehead class), open to all M.Y.A. clubs, staged by the City of Birmingharn M.Y.C., was fixed for July 15. Weather conditions caused a postponement until the following day, when, although the entry consisted ‘of only four boats, there was an interest associated with the meeting which must be noted. The boats were from the boards of three different designers, viz., ‘* Oundle ’’ was from the ‘* Pocahontas ”’ de- sign of W. J. Daniels, ** Kittiwake ‘’ and ** Edna May II’ from the ‘* Kittiwake ’’ design of A. W. Littlejohn, and ‘*‘ Myf ”’ from the ** Doris ’’ design of R. W. Lance. Further, ** Kittiwake ‘’ was being sailed by her designer and owner, Mr. A. W. LittleShe has to her credit the winning of john. the Ryde (I1.0.W.) Cup, 1938,and the M.Y.A. Championship, 1939. Two rounds were sailed in light Easterly wind, which gave a beat and a run, scoring 3 and 2. =. Scores: ‘* Oundle ’’ (J. Easton), 17 points; *‘ Kittiwake “’ (A. W. Littlejohn), 16; ‘* Myf” (F. H. Bach), 15; ‘‘ Edna May ”’ (T. Miller), 12. In the first round ‘‘ Oundle ”’ led ‘* Kittiwake ”’ by 1 point. During the second round a storm caused a rush of water to come into the lake, and driftwood had obstructed both ** Kittiwake ’’ and ‘** Oundle.’’ Consequently, resails were ordered for “ Kittiwake ’ v. ‘Myf’ to windward, and ‘“* Oundle *’ v. ‘* Myf ’’ to leeward. It therefore became possible for either of the three boats to win the Trophy and the replica. The resails were won by ‘‘ Oundle ’’ and ‘* Kittiwake,’’ resulting in a tie for first place, with 19 points. The sail off to windward was won by ‘‘ Oundle,’’ and she was declared the winner. Her builder and owner is Mr. D. G. M. Walker, the donor of the Trophy. Valuable assist- ance was rendered by a visitor (Mr. J. Patrick, of Walsall, formerly associated with the sport in Scotland). O.0.D., C. E. Lemon. C. E. LEMON. MARINE MODELS THE DAVISON TRIP 119 TACKING GEAR By A. C. Davison, A.M.I.C.E. (RETD.) TS object of this is to provide a more certain means of tacking off shore than is provided by the usual india-rubber “oye” or “rudder gye.’’ This is attained by causing the mainboom to pull the rudder over an amount, which is adjustable, to the side necessary to steer the boat up into the wind and to hold it there until the boom swings right back to the sailing side again and trips it off. In this it differs from the ordinary gye or rudder gye, as the action of these diminishes and dies out altogether as the boat comes head to wind, while the “ trip gear’ holds the rudder over, and so long as there is any weigh on at all it must continue to turn. After setting it at the start, there is no need to touch it when the boat comes ashore; it is just pulled round—unless, of course, it is desired to alter the circle for which rudder is set—and should the boat get accidentally on the wrong tack out in the middle the boom automatically sets the helm to steer it back. The action should be understood from the two little sketches. The chief and only additional member to the ordinary Braine gear is a little lever which turns on a pivot attached to the deck between the two sides of the tail part of the quadrant, which are ? spread apart to make room for it. The lever has two arms for attachment of the beating sheet, either to port or starboard, as required, and at the back it has a screwed pin, which can be lengthened or shortened by the fingers. The whole thing turns through 90° to either side. In the figure marked “beating,” the lever does nothing but provide an anchorage for the beating sheet, but in the “ tacking” figure it has turned through a right angle, and the end of the screw has pushed the tail of the quadrant over a certain amount and holds it there until the boom returns to its original side and draws the lever back. To ensure that the end of the screw shall not miss the wire sides of the tail, these have little vertical plates, about 4tin. wide, soldered to them, where required. The drawing looks rather complicated, but is really quite simple to make or to work, and should be easily understood if the principle is grasped—most of the extra work arises from having to mount the lever on a bridge to allow the double rubber cord usually employed for centring to pass under. With a single cord attached to the tail of the quadrant, and pulling backwards only, which was the original Braine way, and worked quite well, the lever part could be simplified. It is CONSTRUCTION OF 8 MATERIAL GEAR 22 G. SHEET G.S 14% Gn GQ WIRE WZZELILLLLDL | Tae | ¢ ie DAVISON TRIP TACKING + INS 120 MARINE MODELS quite likely that the arrangement could be sim- plified and improved by a person coming to it with a fresh outlook, but I can warn any experimenters that it is the result of about a dozen attempts, and they will be likely to find each brilliant idea accompanied by a nasty “snag.” A minor one, as it is, is that when running the lever does nothing, and may acci- dentally swing round and interfere with the steering. Many ways could be thought of to remedy this, such as an exceedingly light strand of rubber just enough to keep the screw normally amidships, but in practice I have got over it by leaving the beating sheet attached to the lever and slipping the loose part of it, when not in use, under one of a pair of little spring clips attached to the deck near the edge —port and starboard—pulling the sheet just tight enough to prevent the lever swinging very far either way. The whole thing, with the exception of the screw and its boss, is made of 22 gauge hard German silver sheet, and 14 gauge G.S. wire and_ soft-soldered joints are amply strong. I have been using the arrangement for several years, and am not going to change from it—what others do is their own affair—but if anyone is interested, but puzzled over it, I shall be quite pleased to assist, and the Editor will forward a letter addressed to me at the MARINE MOpDELS Offices. NOTTINGHAM M.Y.C. Have just read in the July number that several clubs report increases in membership. Well, we can’t let ’em get away with it without making a noise about our own doings in that respect. No, sir. We have secured 12 new members since March, an increase which is unprecedented in the history of the club. For membership applicationsin gross lots, we are offering specially reduced rates! There are several new boats building, too, so that altogether we look like having a successful year. Our Treasurer hopes so! Being naturally modest, we will say no more on the subject. June 18 saw six 6-m. boats turn out to race for the Jubilee Cup, and, although variable winds (we never have any other kind), and sharp showers tended to mar the sport, there were some closely contested heats, as the following results show: — 1, ** Mayfly ’’ (A. Lambert, skipper S. McKeag), 17 points; 2, ‘‘ Waverley *’ (C. Bratt, skipper R. Lane), 16; 3, ‘* Peggy *’ (W. G. Hobson, skipper V. Hallam), 15. ‘* Mayfly’ is from the Reg. Lance ** Dauntless ’’ design, and built by the owner. On July 2 we held an event to which everyone looks forward—the most important in the club calendar—Ladies’ Day, my hearties. And do our better halves (or is it halfs?) know how to sail boats? Not arf they don’t! Why, the winner scored a possible, and that’s more than some of the more experienced (sic!) males can do. Of course, we lads did he!p to push the boats off! Prizes for every competitor, kindly provided by our Rear-Commodore, Mr. S. Northrop, made the ladies happy. Results: —1, ‘* Silver Spray ’’ (Mrs. W. G. Hobson), 16 points; 2, ** Elaine ** (Mrs. J. Lapsley), 12; 3, ‘* Vale Royal ’’ (Mrs. G. E. Marrow), 8; ‘‘Peggy”’ (Miss C. Hobson); “‘Y—— *’ (Mrs. S. Northrop). J. W. M. \ I ; TACKING, ‘BEATING HOW THE DAVISON TRIP TACKING GEAR OPERATES MARINE MODELS 121 WOODEN MERCHANT-SHIP BUILDING By G. W. MuNRO (Continued from page 91.) AST month we completed a short glossary of the terms used in connection with merchant shipping and its general construction. In this glossary the words have been written down in exactly the same spelling as was customary about one hundred years ago on the North-East coast and in Scotland. There is no pretence that it is complete, but it will serve the reader during the present series. Perhaps it will be as well if a short description of the various lines is given. There has not been much change in the essentials of a working plan, but with the change from wood to steel, and with the simplification in the general decoration of the hull, quite a number of small views and diagrams have fallen into disuse and must seem strange and obscure in their meaning to the modeller who is just starting out with the pastime. Owing to the curving and varying form of vessels, the drawing of the various working plans is more difficult than most mechanical drawings. If the boundaries of all sections of a vessel were curves, such as circles, ellipses, parabolas, cycloids, or any other regular curves, it is evident that by applying the rules for constructing these curves, we might proceed with some degree of certainty if we had the proper dimensions of length, breadth, depth, etc., without much chance of falling into error. As it is not the case, however, we must act with very great caution and perseverance in correcting one line by others, which are produced by different sections, some cutting the vessel horizontally from stem to stern, at different heights—some cutting her transversely to her length, and perpendicularly to the keel—some cutting her by a diagonal plane extending from stem to stern horizontally, but at the same time inclining upwards into the centre of the ship’s breadth —some cutting her vertically to the keel, but inclined to the bow or stern, etc. We shall now explain the nature of these sections. During 1938 and up to March of the present year we gave numerous designs of merchant ships, and the reader is advised to get these out and consult them as we go along. However, we shall illustrate the details with working drawings as we go. Having decided on the general dimensions of the vessel, we can set them out on the drawing board as follows:—The length is marked off on the datum line which is drawn from left to right across the paper, slightly above the middle. The width is set off on the right side of the datum line. It is usual to see that it is well clear of any projections from the elevation, such as the bowsprit, etc. The lower portion of the paper is given up to the plan view, which is drawn directly under the elevation. Here again a datum line in the form of a centre line is drawn parallel to the one above. The datum line at the top also shows the position where the top of the keel and the timbers meet. The overhang of the stem and the stern are marked off, together with the decided position of the midship frame. If the vessel is to have her keel parallel to her load water line, this is also set off across the paper at the required draught—allowing for the depth of keel below the datum line. On the right side where the width is shown, the moulded beam is marked off on the datum line, and two vertical lines set up as a form of scaffolding to the beam. Midway between these vertical lines another centre line is drawn, corresponding to the one in the plan view at the bottom left. It is also usual to draw a line above the centre line at the bottom left parallel to the centre line, and at a distance of half the moulded breadth; this is called the main half breadth and serves to keep the curves of the waterlines, etc., inside the proper width of the midship section. Now, in order to make these dimensional lines quite clear we shall refer to Fig. 1, which is a conventional way of illustrating a plan in printer’s type. To make the illustration look more lifelike we have added a fancy border, which was so popular in the olden days before speed became the dominant factor in the drawing office. Fig. 1 shows the line ATUBFH drawn right across the page. This line is very fine and represents the datum line. Down below, CRSD represents the centre line of the Deck Plan or the Waterlines. The load waterline is shown as LVWM and is usually 122 MARINE a fairly full line as is the Main Half Breadth, XY. The full length of the vessel, from figurehead to taffrail, is shown as from A to B on the datum line. The overhang of the stern is shown from A to T and the forward overhang is from U to B. The actual waterline length will be from T to U. This is not necessarily so, but usual, Actually TU represents the length from the fore side of the stem to the after side of the sternpost. If the vessel has a raked sternpost, which is most usual, then another line must be drawn parallel and to the right of PVT to represent the amount of rake in the sternpost. Care must be taken to see that the Main Half Breadth XY is exactly the same distance from CRSD as JF and KH are each from EG. The midship section M3 is usually shown as an x superimposed on an O. However, there are many ways of doing this, and it is not uncommon to see some very fancy ones rather like the compass design on a map or chart. The midship section is also shown as a heavy vertical line from the datum line upwards and between the centre line and the Main Half Breadth. Plans look a little nicer if they are drawn as if the light is falling from top left to bottom right, and the shady side is therefore shown as a heavy line. As we have shown the position of the midship section as a heavy line the frame and timbers forming this will be to the left of this line. The water lines may be drawn in next, but are usually left until after the profile is sketched in. If they are to be put in now, it is most usual to have them about 2ft. apart on a large ship and lft. 6in. on a small one. These distances are of course the scale ones. Waterlines very seldom exceed three or four in number and were not shown above the L.W.L. To the trained eye they give some idea of the form below water and the sharpness or otherwise of the ends, but are really supplementary to the sectional lines, such as buttocks, sections, cant frames, etc. It might be as well to mark off and set up ‘a al the frame or timber spaces before going on to the outline of the vessel herself. Each designer has his own pet methods and order in which things are to be started and completed, but I personally have found it a great help by getting all of this dimensional work properly and accurately set up—a few minutes checking the distances, subdivisions, verticals and parallels have saved more than one headache and possibly several hours’ work. MODELS Up to now we have merely considered the various dimensional lines and their functions as guide lines to proportion. Next we must consider the proportions themselves, such as— amount of rake to sternpost, sheer, beam to length, depth of hold and so on. We may as well start with the rake of the sternpost, and a quotation from Hedderwick will serve to cover this point: “ With respect to the rake of the sternpost, | am aware that there are various opinions on this point. Some place the after side of the post quite perpendicular to the keel, because they suppose it is stronger and more proper. Some vessels, badly proportioned in the run, have had additional pieces put on, so as to lengthen out the run and make them steer. To save the trouble of altering the rudder-case, the piece is generally broader at the lower end than at the top, thus bringing the sternpost nearly upright. But this is certainly no reason why the sternposts of all vessels should be so, for in most cases it would answer the same purpose if put on of an equal breadth. I have seen a vessel on which this experiment to make her steer was tried without effect; but upon the broad end being put upwards, giving the post more rake than before, she answered much better, because she was rather full about the buttocks. In fact, if the run of a vessel be properly formed, either to an upright or raking sternpost, it makes no difference on her sailing or steering. The raking post is more easily fastened and the heel-knee is more easily obtained, being straighter. This method is therefore stronger. Most of our very fastest vessels have a rake of the post of from 2 to 4 inches to the foot. The London and Leith smacks (about 200 tons register) are burdensome vessels; they have general 3 or 4 inches to the foot of rake of the sternpost, and they steer and sail uncommonly well, and go but little by the stern. Some of them of late have been built with upright sternposts, but I do not consider that they are improved thereby, either in steering or sailing, and they take much more room in staying or wearing.” The next thing is to draw in the sheerlines for the top-height and the lower edge of the wales. Set a line square up from the spot where the load waterline cuts the inside of the rabbet of the stem, and at the perpendicular at the end of the keel at the sternpost. From the straight line which was drawn at the height of the midship-frame, set on these perpendiculars the rise of the intended main- MARINE | N MODELS Pp 123 Q O | | SHEER or PROFILE E J | | | K | , | L V L.W.L. WI M Nl | L.W.L. | | A T Datum Line U x | Centre | Line R F a 5 DECK or WATERLINE PLAN’ H BODY | PLAN on | C a y. Main Half Breadth – B | x | TITLE D cereye Dimensions, § Cte. Cb., et. k FIGURE 1. sheer of the vessel, which for different sizes of vessels will be in the following propor:— tions The main-sheer on the top-height line, from the stem to the sternpost is, for— A ship of 500 tons measurement, jin. for every 4ft. of the length. A ship of 400 tons measurement, {in. for every 4ft. of the length. A ship of 300 tons measurement, 15/16in. or lin. for every 4ft. of the length. Brig, 200 tons measurement, lin. for every 4ft. of the length. Smack, 100 tons measurement, I4in. for every 4ft. of the length. Sloop, 50 tons measurement, | tin, for every Aft. of the length. And for intermediate sizes, in the same proportions. (To be continued.) GUILDFORD M.Y. & P.B.C. Events have been moving so rapidly this season that I was staggered to read in the current issue of MARINE MODELS that my last report sent to you was of April’s matches. Since that date, however, the 36in. class section has reached a point bordering on ** swank,’’ with so many victories to its credit, namely: May 14, Brighton and Hove, at Hove; June 14, Clapham, at Clapham: a report of which has been sent to you by M. A. C., who omitted to say how well they entertained us to tea. Better luck next time, Clapham! On July 2 we were honoured by a visit from our oldest friends, the Littlehampton Club, who brought eight boats to Elstead, and we managed to pull off the match. On July 16 we held the annual race for the 36in. class Nicklin Cup. Sixteen boats entered, and the race was run off in two heats with four boats from each section in the final. The start was a merry one, as the writer started his boat off with the stand strapped on, and another member, during the afternoon, blew at his boat to make it go faster, and blew his teeth into the pond. I will not enlarge upon this, as he and I will have quite enough to ** wear down ’’ during our lifetime in this club— my only observation being, that if we cannot sail boats, we can at least be original. However, after a good day’s sailing, Mr. Love, our secretary, won the Cup in good style with ‘‘ AXolian,’’ by a margin of four points, the final scores being: ‘*‘ A£Zolian ”’ (Mr. Love), 31 points, ** Merope ’’ (Mr. May), 27. with the runner up, W. F. M. 124 MARINE MODELS [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the point.—EDITOR, MARINE MODELS. ] BRISTOL M.Y.C. Since the last bulletin was issued from this small corner of the globe, the B.M.Y.C. have completed two more of their fixtures, to wit, a flag race for A-class models, and the Logan Cup event for 10raters. The first of these, a flag race for A-boats, was sailed on June 17, in a steady South-West breeze, and attracted six entries, of which ‘* Painted Lady ’’ (Capt. Watkins) eventually proved the winner, with 23 points, followed by ‘* Smiler ’’ (J. T. Jenkins), 19; ‘* Silver Spray ’’ (H. C. Bland- ford), 13; ** Dolphin II ’’ (H. Lucas), 12; ‘*Valeska ”’ (L. A. Weston), 3; ‘* Dilkhusha ’’ (C. Jeffries), 3. 0.0.D. was J. Lloyd Davies. _ On July 1, seven 10-rater contestants came to the line in a variable North to North-East breeze, giving a reach each way, to do battle for the Logan Cup. After some close sailing, the results were: 1, ** Ace ’’ (J. T. Jenkins), 20; 2, ‘‘ Melody ”’ (B. F. Leat), 16; 3, ‘** Minx’? (E. K. Perdue), 14; 4, ** Bonito ’’ (H. Lucas), 12; 5, ‘‘Silver Cloud’’ (H. C. Blandford), 12; 6, ‘* Fairy ’’ (J. Lloyd Davies), 6; 7. ** Sirius’? (L. A. Weston), 4. O.0.D. was J. McGuffie, assisted by C. Jeffries. J. L. D. — CLAPHAM M.Y.C. Well, here we are half-way through the 1939 season. Twenty-six events staged on our own pond; competitors entered for 23 inter-club contests, and our Hon. Sec. now completely snowed under by piles of correspondence—most of which he hopes to have answered by 1940. Time does permit, however, of a little model yachting now and again, even for secretaries, and somé progress has been made towards the completion of a new 10-rater. Reports also reach us of quite a few other 10-raters, either well under way or nearing completion, from which we deduce—the club will have a stronger fleet next season; timber merchants in South London are doing good business. It is our pleasure on this occasion to record the results of two of our events. First, our annual match with Forest Gate Club for the 36in. class. This was held on June 24, and proved a most enjoyable event, the only cloud in the sky being the absence, through illness, of Mr. E. Robertson, the skipper of the visiting team. However, with four boats a side, we ran an interesting two-round contest, punctuated at an appropriate hour by the usual adjournment (lengthy) for tea. (** I might have expected it,’’ says ** Scoticus.’’) Last year, Forest Gate won the day; this time we turned the tables. Top scorers were: Mr. A. J. Ford, for Forest Gate, and Mr. R. Burton, Jun., for Clapham. The Sir John Leigh Open Cup for 10-raters was raced for on July 2, and attracted entries from High- gate, South London, South-Western, and M.Y.S.A. (Kensington) clubs. As has been the case for the past three years, the first Sunday of July provided a good strong wind, and a tendency to showers, which kept the course clear of small craft, and the banks clear of spectators. Some competitors sailed under first suits and some under seconds, and it was hard to decide which was the better policy. The race became a tussle between ** Asil’’ (J. H. Yorston, Highgate), ‘* Sieglinde’’ (D. A. Mac- donald, S. London), ** Ousel ’ (D. Rodnight, Highgate), and ** Molly ’’ (N. D. Hatfield, S. London). ** Asil ’’ and ‘* Sieglinde *’ rose to the lead later in the day, and the issue between the two was decided by the arrival of a thunderstorm, which caused a queer break in the wind when the two leaders were sailing each other down wind, so spoiling the latter boat’s series of ** straight-line “’ runs, and awarding the board, and, in consequence, the Cup, to “* Asil.’’ ** Sieglinde ’’ thus took second place, and ‘* Ousel ”’ was third. The organising of the race was in the hands of Mr. W. J. Hicks, O.0.D., with the assistance of Messrs. R. Burton, D. E. Lawrence, R. Evans, R. J. Hull and J. F. Thorner> Chandler presented the prizes. Mrs. C. H. The winner is to be congratulated on his second success at Clapham this year—no mean feat in view of the tricky winds often encountered. Our next open event for 10-raters will be on October 15, for the Wivenhoe Bowl. Can we hope for some entries from the ‘* outside London ** clubs? M. A. C. HUDDERSFIELD S.M.E. Our annual open 36in. race for the Henshaw Cup was sailed on July 9, when weather conditions, although not too pleasant, gave almost an ideal reaching wind for the 14 competitors. The yachts all carried third or fourth suits, and once again the already notable yacht ‘‘Edith’’ showed marked superiority. The ordinary tournament system was abandoned, and the racing was done by stop-watch. The popular verdict was, that although it shortened the race the thrill of racing against an opponent was missing. The best aggregate times of five each way were taken. four boards out of Results :— 1, ‘* Edith ’? (W. Roberts, Bradford M.Y.C.) 2, ‘* Heather ”’ (j. H. Catterall, Bury M.Y.C.) 3, **Milenki’’ (K. Chadwick, Bradford M.Y.C.) ‘Thistle’? (F. C. Hirst, Huddersfield S.M.E.) ** Dollar ’’ (K. Chadwick, sailed by A. 43 41 4 48 7 53 58 se toe 92 ‘* Red Rose ’’ (H. Shortt, Bradford M.Y.C.) 66 47 Arnold, Bradford M.Y.C.) LF ‘* White Owl ”’ (H. Bridge, Huddersfield S.M _ MARINE m. % ey S.M.E.) (H. Crowther, Huddersfield s. 71 47 ** Piccaninny ”’ R. Wade, Huddersfield S.M.E.) ** Lilly ” (G. W. Crabtree, Huddersfield_ S.M. E.) see 87 37 SO ** Betamomthe Fi. ‘Crabtree, Huddersfield S.M.E.) 95 36 ** Potheem *” (F. ‘Dashper, Sheffield M.Y. C.) 88 27 * Bess IL*’ (L. J. Mitchell, sailed by J. Tolson, Huddersfield S.M.E.) . 103 26 es Frisker * (H. Atkinson, Bradford M.Y.C. ) retired * Edith’s *’ design is from the board of Mr. Edwards. Mr. Catterall’s ‘* Heather ’’ had very sweet lines forward, and we understand parts to build like it will be available from Messrs. Alexanders, supplied in six planks Sharpie fashion. From the mass of figures obtained, the positions of the first five boats were reckoned as though each boat sailed every other boat, every board, and it was found that they scored the following points: ** Edith,”” 148; ** Thistle,’’ 126; ‘* Malenki,’’ 110; ** Heather,”’ 106; ‘*Dollar,’’ 93. (The poorest board each way was deleted, only eight boards being reckoned.) Mr. F. C. Hirst was O.0.D.; Mr. W. H. Porter and Mr. H. Atkinson, judge and timekeeper; Mr. Marsden, starter. Leading boats iin flag races, 36in. class:—‘* White Owl,”” 15; * Mayfio,”’ 13; * Piccaninny,”” 11; ** Aly- cion, mame beta,”’ 6; ‘* Delia,” 6, Marbleheads: ** Gertrude,”’ 14; ‘* Anne,’’ 13; ** Slim II,”’ 8. LLANDUDNO M.Y.C. v. HOLYHEAD M.Y.C. An interesting inter-club contest took place at the West Shore Lake on June 24, between the Llandudno and the Holyhead Yacht Clubs. Each side was represented by six boats of the Marblehead type, a class rapidly coming into favour, owing to speed and sailing qualities. Takinginto account the uncertain Northerly wind, which called for expert seamanship, also that the visitors have hitherto confined themselves to openwater sailing from rowing boats, great credit is due to them for the successful way they adapted themselves to new conditions. Having sailed off half the heats, the party of about 30, which included lady friends, adjourned for tea. On behalf of the Commodore, Mr. J. S. Goddard, who was unable to attend through indisposition, an official welcome was given to the visiting team. Racing was then resumed, the final result being a win for Llandudno by the narrow margin of one point. Mr. W. Jones (Llandudno), and Mr. Noel MODELS 125 Several members are at present building 10-rater models to the MarINE ,MoDELs design ‘* Seline,’’ as well as its sister in ‘*‘ Model Sailing Craft.’’ The International A-classis still the largest class, and a few more boats are expected shortly to swell the numbers. We would again extend a hearty invitation to visitors—come along to Belfast Waterworks any Satur- day afternoon and, if possible, bring your ‘model. Results of Points racing on Saturdays of April, May and June :— International A-class: ‘* Redwing *’ (H. Fears); 42; ** Joan ’’ (W. Carson), 29; ‘* Vixen ae adit Tre- genna), 23; ‘* Thelma ”’ JA. McBride), * Mar- garet ’’ (W. Lyness), 15; ‘* Olga ’’ (H. Aiineos), 14; ** Riada ’’ (W. Adair), 13; * Ida “* (W. Nelson), 11; a Elk ” (R. H. Tregenna), 8; “* Flame “” (J. Smith), 7; ‘* Waverley ’’ (W. Stirling), 7; ** Wishbone “’ (H. Thompson), 7. ‘* Redwing ”’ is a medium are ment boat, built by R. H. Tregenna, Jun.,. for Major Lee. 18-footer class: ‘* Mermaid ’’ (C. Vincent), 42; ** Dorrie ’’ (W. Boyd), 30; ‘* Bertha ’’ (J. Holbrook), 24; ** Patience ‘’ (E. Withers), 22; ‘‘ Bluebird ’’ (P. Holbrook), 8; ** Kalos ’’ (J. Magee), 4. ** Mermaid ”’ is a full-keel boat of 20 lb. displacement and 36tin. L.W.L. This boat was partly burned, but skilfully repaired by its owner. 10-rater class: ‘* Irene ’’ (G. E. Mcllhagger), 41; ** Moyola ’’ (J. Tregenna), 27; ‘* Carol ‘’ (A. Thomp- son), 21; ** Ivanhoe ”’ (W. Stirling), 15; we eres | buoy ”’ (W. Carson), 9; ‘* Elsinore’’ (H. Thompson), 2. ** Irene’’ is an Alexander Marblehead hull, carrying 1,100 sq. in. of sail, and rating 8. 20 lb. class: ‘* Redcap ’’ (J. Fears), 34; ‘*‘ Meg ”’ (I. Atkinson), 26; ‘* Queen Mary ”’ (P. Holbrook), 21; *‘ Grace ’’ (H. Atkinson), 20; ‘** Doreen ”’ (C. Winders), 18. Handicap class: ‘* Trixie *’ (J. Fears), 5-ton, 31; ** Margaret *’ (J. Holbrook), 30 lb., 30; ‘‘Redshank’’ (H. Fears), 30 lb., 28; ** Ziona ’’ (A. Cohen), 5-ton, 24; *‘ Florrie ’’ (W. Carson), 5-ton, 13; ‘*Wanderer’’ (R. Kelso), 30 lb., 12; *‘ Gem ”’ (I. Atkinson), 5-ton, 10; ** Nellie ’’ (J. Patterson), 5-ton, 10. Prizes presented by the Vice-Presidents were competed for on Saturday, July 1. There was a fresh North-West wind, giving a run from the start, and a beat to windward past the finish. Result : 1; **Trene ’’ (G. E. Mcllhagger), Prat 2, ‘* Blue3, ‘* Vixen Il” Mi bird ’’ (P. Holbrook), (18- ft.); Tregenna), (A-class); 4, * Mermaid ** (C. Vincent (18-ft.). There were 30 boats competing, of which 10 reached the final race. G. E. M. Lloyd (Bethesda) officiated as O.0.D. and Judge. ULSTER M.Y.C. Since our opening regatta on Easter Monday, there has been a good increase in club membership, and many new boats. We were pleased to welcome Mr. and Mrs. Northrop, of the Nottingham M.Y.C., as visitors, a few weeks ago. At the beginning of June we lost, by death, our oldest and most enthusiastic member, Mr. John Besant, who had been a member for over 50 years, and one finds his name on almost every Cup offered by the club, commencing with the ‘* 1730 ’’ Cup, won by him in 1890. FOR SALE 6 metre; ‘‘ Dauntless ’’; design by Lance; planked yellow pine; sycamore deck; chromed fittings; in perfect condition as new. £12. Also 50/800 as above, £10. Box G 8&l4. Marine Models, 52, Fetter Lane, E.C.4. 36 in. Restricted Class Yacht new, Bermuda rig ; full keel; good design; sound construction; sales and fittings first class: £6 complete. Apply, J. Grosse, 108, Great Guildford Street, London, S.E.1. *Phone: WAT 6540. Almost new 36 in. Restricted Class Yacht. Daniels design ;: rib and plank built in mahogany; 3 suits of sails and spinBaves by Drown; 2 masts; carrying case. £9. John Fairrie, 22, Fursecroft, Bryanston Square, W.1. MARINE MODELS Our Scottish Page HE unprecedented action of the West of Scot- ae land Club in sending the Robertson Cup, < _—— aaa enero international Challenge Trophy for 6-m. class, to Detroit for competition, appears to have met with the success it merited. Seventeen competitors participated, and as this total included two from Scotland and Mr. Le Fluffy from Cork, our American and (presumably) Canadian friends contributed 14 entries. While we may perhaps be forgiven a slight shadow of disappointment that this number was not greater, in view of the fact that our latest information, prior to the race, stated there were 22 or 23 entries from the U.S. alone, it is still eminently satisfactory considering the class is comparatively in its infancy on the American continent. Personally, we have no doubt that the inherent good qualities of the ‘‘ wee six’’ will rapidly gain popularity for it with our ‘* Cousins,”’ now they have seen them demonstrated in International racing. We append the full final result for the benefit of those who may not have seen it reported in the British Public Press. Winner, ** Heather "’ (Archie Arroll, Detroit), 122 points; second, ** Violet '’ (A. W. K. Rodrick, skipper, Norman Rodrick, West of Scotland), 118 points. For the third flag *‘ Argo ’’ (Stan. Warwick, Detroit), ** Kiltie ’’ (John Black, Boston) and ** Comet ”’ (J. A. Stewart, skipper, Tom Aitkenhead, Scottish A-class Club), returned 104 points each, and the consequent final gave the honour to ** Argo.’’ Mr. Le Fluffy occupied the 8th position with 79 points. We have not been able to reconcile these scores except on the assumption that a double round was sailed. If that is so it enhances the value of the final results. The writer regards this as a most satisfactory conclusion to the event and conducive to the object in view when it was decided to export the race. We sincerely congratulate Mr. Arroll on the distinction attained by the appearance of his name on the Cup as the first winner outside the British Isles, and trust to yet see it accompanied by other “‘ aliens ”’ in the days to come. We also appreciate the efforts of our young men, ** in whom we are well pleased.’’ They have no reason to be ashamed; on the contrary, they are to be complimented for ‘* showing the flag ’’ to such successful purpose. They are not bringing the Cup back with them, but personally we consider this is all to the good in the interest of the sport, and in no way to be deplored. We are delighted at the declaration made by Mr. Archie Arroll that he will come to Scotland to defend the Trophy next year, ‘if he can scrape up enough money for the trip.’’ May he also make up a party with other American and Canadian competitors to maintain the interest. We shall be glad to welcome them all, and we hope that strenuous efforts will also be made to secure entries from other countries to meet them, and spread the faith. We understand that the Scottish contingent are to make a UNUM tene riage 126 round of other ponds, before returning via a Canadian port, and hope to have interesting details of the complete trip for publication in later issues. At present we are not sure of Mr. Le Fluffy’s intentions; perhaps he also will be doing some further racing before return. On behalf of the West of Scotland Club we are requested to tender hearty thanks to our friends of the M.Y.R.A.A. for their kind collaboration in conducting the Robertson Cup race. To Mr. Cheney, the President; Mr. Farley, the Secretary, and to Mr. Black, to whose visits here and good efforts the inception of the experiment was largely due. To all those friends, at present unknown to us, who contributed their services in controlling the actual racing, and by no means least, to all those competitors who secured the success of the enterprise by their attendance. We hope they have all enjoyed the sport to the utmost. The personal thanks of our representatives for the great assistance and hospitality we have no doubt they have received, will follow in due course on their return home. May we hope to return the compliment here at some future date? July is the great holiday month in Scotland, and, in common with other activities, model yachting is more or less in a state of suspended animation for several weeks so far as important racing is concerned. We trust, however, that all our confréres will return rejuvenated for the heavy batch of events in August. Chief of current contests, the Scottish A-class Championship, was decided at Greenock on July 1. Seven entries were forward, but the Alexandra representative had to withdraw from the last heat in a sinking condition and previous points for and against her were eliminated to balance the score sheet. A fresh wind, veering South-West, of 18 knots force, accompanied by occasional strong squalls, prevailed, and beating points were declared. ‘* Craw ’’ (Norman Rodrick; skipper, A. W. K. Rodrick, West of Scotland), the new Rodrick production, gave an almost perfect exhibition, moving fast on all points of sailing, and making some excellent spinnaker runs. She lost a single board to windward and one to leeward, returning a card of 25 points, adjusted to 20, finally securing the 1939 Championship. Second, ‘** Scotian’’ (J. Miller, Queen’s Park), 19, adjusted to 16, and third, ** Annie *’ (D. Leggatt, Paisley), 17, adjusted to 15, were also doing well, particularly to windward; ** Scotian,’’ in fact, securing the windward points from the champion. The other scores were: ‘‘Flo’’ (H. Miller, Saltcoats), 16-13; Greenock, 12-9; Alexandra, 9, withdrawn, and Scottish A-class Club, 5-2. ** Craw ’’ was launched very recently and may be expected to increase her ability when thoroughly tuned up. She is entered for the British Championship at Fleetwood. It is notable that Mr. Rodrick is the first model yachtsman to hold all three Scot- MARINE tish Championships—A-class, 12-m., and 6-m. Paisley open regatta for 6-m. on June 24, was attended by representatives from six clubs. A steady breeze of moderate weight made for pleasant sailing conditions. Five heats were overtaken and the result declared: *‘Fairway’’ (H. Chambers, Victoria), 23 points; ‘* Kelvin ’’ (W. Brown, Dennistoun), 20; ** Margaret ’’ (L. McLean, Miniatures), 19. Port Bannatyne have put in a good deal of racing recently. An inter-club match with the local club at Sandbank resulted very much in favour of the Port, but the opinion is expressed that the actual score in pomts did not do justice to the showing made by Sandbank, which put up quite strong opposition, amd is expected to do considerably better when more accustomed to such competitive racing. Sandbank entertained their visitors to tea subsequent to the sailing, and Commodore Robert Lorimer welcomed the team with a few well-chosen remarks, suitably acknowledged by Commodore Miss M. C. Miller on behalf of Port Bannatyne. Return match is due to be sailed at Port Bannatyne on September 2. We must certainly endeavour to be present. On June 24 a team of six 6-m. paid a visit to the West of Scotland, at Whiteinch. The breeze was of fair sailing strength, but varying intermittently from North-West to North-North-West gave difficult reaching conditions and particularly handicapped the visitors. Consequently, a wide margin of points was registered in favour of the West, wiping out the heavy defeat sustained in the previous match at the Port. ‘* Wendy ’”’ (P. J. Mc- Gregor) was at the head of the West Dead with 10 points, and ** Gladys "’ (H. Gow) had 8 points to lead Port Bannatyne. Other Port Bannatyne results were: Sir William Burton Cup, first stage— ** Ruby *’ (M. McMillan), ‘* Janet '’ (R. H. Malcolm), ‘* Flossie *’ (G. Campbell). R. H. Malcolm’s prize— ** Jean "’ (Wm. Loch), ‘* Ruby’ and ‘* Nania”’ (Commodore Miss M. C. Miller). Mrs. McDougall’s prize for ladies—*‘ Janet '’ (skipper, Miss M. Ballantyne), “* Flossie ’’ (Mrs. Campbell) and ‘* Sheena ”’ (Mrs. Stewart). R. Malcolm Memorial Cup, first stage—* Jean *’ (W. Loch), ‘* Nanta '’ (Miss Miller), ** Grizel ** (G. Meldrum) and *‘ Gladys *’ (R. Gow), the three latter tying for second place. In all other cases the Ist, 2nd and 3rd are given in that order. We are pleased to see that there are three Scottish entries for the British A-class Championship at Fleetwood, and hope they will obtain prominent places on the score sheet. Hitherto we regret that Scotland’s success in this event has been very much on the negative side. It is, however, always a pleasure to visit Fleetwood, sufficiently so to counterbalance defeat, and we are sorry that circumstances will not permit us to be present. We have received a communication from the Cardiff West End Club regarding their efforts to persuade the powers that be that an efficient model yacht pond would be an asset to the city, and ap- pealing for support. While we have every sympathy with them and sincerely hope they will be successful in their appeal to the City Council, it is difficult to know how we can advance their interesis. Too well we know the difficulty of impressing the importance of model yachting upon the minds of civic authorities sufficiently to induce them to provide reasonable facilities. Every other sport under the sun can be catered for, but model sailing—pouff! 127 MODELS However, as the application is placed before the Parks, Baths and Cemeteries Committee, we trust it will be dealt with in a hve manner to the benefit of the amenities of Cardiff and the enjoyment of the citizens. Right, Sean McSuibine, as you see it was our old ** pal ’’ Mr. Le Fluffy, to whom we referred as an Eire representative participating at Detroit. We do not know whether Mr. Le Fluffy is identified with the Cork Club officially, or if he should be considered simply an “* individual ’’ competitor. What we do know is that Mr. Le Fluffy, dear old Paddy fra’ Cork, is affectionately esteemed in model yachting circles throughout Great Britain as a real Irish gentleman, of whom we are all proud, and a worthy representative for any body of sportsmen to claim. We travelled the ‘* Green Isle of Erin *’ extensively for many years, from North to South, and East to West, and had a host of friends, Nature’s gentlemen, in almost every village, but none whom we esteemed more than Mr. Le Fluffy. Maybe some day we will turn up at Cork again, and we are in no doubt we shall find some more estimable Irish friends in Sean and the *‘ Bhoys.’’ They can’t help themselves, it is born in them. All right, C.O. Did you ever meet a Scot who was not “‘ dry,’” or unready to be ‘* wet "’ with a little gentle persuasion? Come over and try us on the occasion of the Robertson Cup race next year. Caed mille failthe. SCOTICUS. M.Y.S.A. (KENSINGTON) For some time past the members have devoted their attention to the flagstaff, which badly needed repair and painting, and, in consequence, a number of races have been missed. On examination, the lower end of the staff was found to be defective; this was sawn off and a tabernacle made, so that at all times painting will be a simple matter. The job was completed in time to break the club’s ensign for the day of the Jubilee Cup (presented in Jubilee year by Sir William Burton) race on June 25. Twelve boats competed in this race. The wind, Nerth to North-East, variable and light, and at times difficulty was experienced at getting away from the starting line. Owing to the race not ending until 6.30, it was not possible to sail off ali the resails, and only those affecting as top positions were carried out. Result: ‘Jeanne ’’ (R. Harris, M.Y.S.A.), 40 points;2, ? albany ** (C. Seabrooke, F.G.M.Y.C.), 38; 3, ‘* Molly ’’ (N. D. Hatfield, S.L.M.Y.C.), 37; ** Dream Girl ’? (Y. Becq, M.Y.S.A.), 34; ** Slick ”’ (C. Carter, H.Y.M.C.), 30;‘* Sieglinde ** (D. Macdonald, S.L.M.Y.C.), 26; ‘* Balalaka’’ (S. Stock, F.G.M.Y.C.), 26; ‘‘Ousel’’ (N. Rodnight, H.M.Y.C.), 244; ** Tehani’’ (G. Smith, S.W.M.Y.C.), 214; ** Tess ’’ (R. Burton, C.M.Y.C.), 20; ** Vigilant ”’ (J. Rudenberg, S.W.M.Y.C.), 194; ‘* Dainty Lady ”’ (F. Fitzjohn, C.M.Y.C.), 134. 0.0.D., Mr. A. W. Littlejohn; Messrs. Steinber- ger, Hawkins, Morrison, Gran and others assisting. Tea was taken at the ‘‘ Catherine Wheel,’’ after a hard day’s racing, concluding with the presentation of the Cup and the usual votes of thanks by the various clubs. W. C. M. 128 MARINE NEWS MODELS FROM EIRE AVING amply demonstrated her prowess in competitive sailing throughout these Isles, : irish enthusiasts hoped for news of ** Fredith’s ’’ success in the Robertson Cup. ‘* Fredith,”’ let me explain, is a 6-m. model, designed, built, owned and skippered by Eire’s popular representative at the Detroit venue, Mr. F. W. Le Fluffy, of Cork, but as late news tells us, his star was not in the ascendant in the States. Circumstances prohibited my mention of our contender last month, but events occurring since removed the obstacle. Incidentally, Mr. Le Fluffy is very modest regarding his achievements, and, apparently, dislikes publicity. Let’s hope *‘ Fredith ’’ has provided an exceptionally keen yachtsman with the laurels. Mr. Le Fluffy is an honorary member of the C.M.Y.C., but has yet to sail ** Fredith ’’ on the Lough, although he occasionally visits as a spectator. But for an extensive swamp, Mr. Le Fluffy has said, the Lough would be an ideal pond. Greater facilities for sailing are available near his residence, viz., the Lough Mahon, actually a stretch of the River Lee. I really think this Magazine should be produced in telegraphic form! Results published last month were history when perused, due to being superseded by further heats. Appended are present leaders in contests. As but a maximum of five hours’ sailing weekly is possible, progress is necessarily slow, due to the numercus contests. O’Cotter Cup (25in.): ‘* Shamrock ’’ (W. Carey), 38 points; ** Vesta’? (T. McCarthy), 34; ** Flora ’’ (E. Fitzgibbon), 32. Jones Perpetual Cup (42in. upwards, handicap): difficult, members are, instead, spending more time at the bench than at the pond. A perusal of models under construction shows the popularity of the 6-m., M-class, and 36in. models, to the almost exclusion of the local classes—25in., 30in. and 42in. It is possible that this year the local classes will be termi- nated. However, the 25in. is very popular in juvenile circles, and may remain. New summary of flotilla. 6-m. 36in. M-class 25in. 30in. 42in. a oa Registered. Building. e 2 —- ee asl ne 2 12 3 5 A * 22 11 _— l i a 2 my re _ = 12 8 3 — Building figures include those just built, but not yet registered. Letters for the ‘* Hon. Sec. Cork Model Yacht Club ’’ sometimes reach me. Let it be known that the person referred to is Mr. B. Watson, 8, Valentine Villas, The Lough, Cork, and not “ yours truly.’"". Thanks! Photographs and cartoon enlivened last month’s MARINE MOopELs. Repetitions are envisaged. By the way, either myself or Mr. Printer committed errors in this column last month. One was the reference to ‘* Verve ’’ as an M-class model; the other was ‘* Championship Committee Cup.’’ The Championship was not in question, but the Com. Cup. A pardon is begged. ‘ For the benefit of other contributors, I take my * curtain.’’ SEAN MCcSUuIBINE. First Round—** Cirrus ’’ (6-m.) (S. Shillane), 50; ** Rose Marie *’ (M-class) (P. Ryan), 49; *‘ Venture ”’ (M-class) (J. Keating), 44. O'Driscoll Cup (36in.): ‘‘ Silver Wings "’ (F. Wil'’ (J. Moore), 39; ‘* Moth III ”’ kins), 43; ‘* Shark (M. O’Keeffe), 36. The ‘* Quins "’ again dominate. According to present intentions, August will be a blank month concerning competitive racing. It is contended that skippers will, generally, be holidaying. Another, more serious reason, is the rapidly diminishing depth at the Lough, and also the multiplying weeds. Sailing for the past month or two has been un- deniably mediocre and, at times, annoying. Some members have refrained from participation because of damaged keels, etc., and it seems that, in direct contrast to most clubs, winter is the time for sailing here. LaTE NEws So 12 points robbed Scotland of victory in the Robertson Cup. Second place with ** Violet,’ and a tie for third with ‘* Comet,”’ is a brilliant Scottish display. A Scot won, too, but an exiled one. What a day for the ** kilted laddies ’’! Though failing to win a premier place, Mr. F. W. Le Fluffy, representing Eire, by finishing eighth, with 79 points, was awarded a special gold plate in recognition of his sportsmanship in making the long journey. Better luck next time! One happy note to make. New models are occupy- ing the spare time of many skippers. As sailing is BURY M.Y.C. v. S. MANCHESTER M.Y.C. On Saturday, July 8, six members competed for the Smith Cup with 36in. Restricted class yachts, and, as in former years, the winner was a junior member—E. A. Farrar, with ** Neptune,’’ 18 points. S. Hopper, with ‘** Margaret,’’ was second with 17 points, winning Mr. S. L. Latham’s prize, and F. H. Shepherd, with ‘* Marion,’’ 15 points, won Mr. J. H. Catterall’s prize for the junior obtaining most points, and not qualifying for first or second prize. Saturday, July 15, we visited the South Manchester pond with a team of six 10-raters. The South Manchester, Platt and Bury Clubs for the past three years have competed for a joint Trophy; all the teams meet at home and away, the club having the most wins to hold the Trophy for the following year. 1937 and 1938 saw the South Manchester Club the winners; this year, however, Bury were successful in winning all their matches, both home and away, with the other two clubs. Close finishes again were the order of the day. Scores: South Manchester—** Mercedes,’’ 22 pts.; ** Acis,’’ 18; ‘* Mistrel,’’ 17; ** Lassie,’’ 16; **Vira,”’ 9; ** Silver Spray,’’ 4; total 86. Bury—*‘Ameroy,”’ 24 pts.; ** Saturn,’’ 19; ‘‘Jennyfred,’ 17; ‘* Avenger,’’ 12; ‘* Ida,’’ 12; ‘* Bett Spriggs,”’ 10; total 94. j..-F. MARINE MODELS Mr. Vines’ ** Wortha ”’ WITH THE POWER BOAT GUILDFORD M.P.B.A. time. Many boats gave a performances, REGATTA Mr. Curtiss’s Tug, ‘*Wortha,"” and Mr. Biffins’ Destroyer, ‘*Exmouth.’ The event was won by Mr. Vines’ Flash Steamer * Silver Jubilee,’ with a nominated time of 11 secs., IV"’ supplied a thrill when, accelerating all the time, it struck a patch of broken water, leaped into the air and capsized, damaging the propeller and the skeg. A new propeller was fitted, and on the — run the boat went round leisurely at 17.55 m.p There were seven entries in the 450 yards race for 30 c.c. and boats under 161b. Mr. Dawson's * Groofvlei '’ capsized at speed, and bent the connecting rod. Mr. Marshes’ ‘* Sea Devil III ’’ gained first place at 34.09 m.p.h., while second place went to Mr. Clarke’s ‘* Tiny VII,’’ a remarkably smartlooking craft, which ran very clean at 32.64 m.p.h. The prizes were presented by Vice-President Mr. W. Fairlie, and Mr. E. T. Westbury, Secretary of the Model Powerboat Association, thanked the club for their welcome and hospitality. W. F. M. the actual time taken. Mr. Phillips’ Steam Yacht ** Willeth "’ was second, and Mr. Vanners’ ** Leda III *’ third. In the Steering Competition which followed, the course was set obliquely across the pond over a Scoring was very distance of about 50 yards. erratic, and many boats, noted for straight running, failed on this occasion to run true to form. ten boats entered, only one failed to score. WEST MIDLANDS Of the M.E.S. and Mr. Curtiss’s two re-runs were necessary to decide ity first place realistic impression of proto- notably ** Silver Jubilee *’ tied for first place with 6 points, and finally going to ‘* Silver Jubilee,’’ with‘* Wortha ’ second; the third place being taken by Mr. Vanner'’s ** Leda III,’’ with 4 points. After lunch, the circular course racing events were held, 15 c.c. boats being run over a 300-yard course. There were four entries in this event, one being a flash steamer. Mr. Heath’s ‘‘ Derive III,’’ which has a 15 c.c. horizontal water-cooled engine, gained first place with 27.89 m.p.h. Second place was taken by Mr. Scamell’s ‘* Ark,’’ with a speed of 24.35 m.p.h. Mr. Martin's flash steamer ‘* Tornado The weather being fine enabled the Guildford M.Y. & P.B. Club to hold its Association Regatta at Stoke Park Pond, on Sunday, July 9. Many competitors from far afield attended the event, including parties from Salisbury, Southampton, London, Malden, Kent and Croydon. The first event, a nomination race for prototype boats, was run over a length of about 55 yards. There were nine starters, most of which succeeded in keeping within the course limits, making runs in something approaching the estimated type 129 WEST MIDLANDS M.P.B.A. REGATTA The West Midlands Model Engineering Society, whose first powerboat regatta last year was deemed to be one of the high-lights of the season, held its second open meeting on July 16. The club’s pool at Kingswinford, which was constructed by the members themselves, is situated in delightful country surroundings, although easy of access from the REGATTA. “IFIT VI’ RUNNING Note the Crowd and Public Address Loud-speaker 130 main MARINE road, and a very spent by competitors enjoyable afternoon from Altrincham, was Bournville, Bristol, South London, Stoke-on-Trent and Victoria Park Clubs, besides many hundreds of spectators. Mrs. W. E. Willetts, the wife of our Vice-President, officially opened the regatta by cutting a ribbon to release Mr. J. Vines’ ** Silver Jubilee,”’ to make the first run of the day. A nomination race for pole boats followed, which resulted in a win for Mr. Parris with ** Wasp,’’ who knows his boat’s form so well, that the time recorded was only one-tenth of a second from the estimated figure. Second place was tied for by Mr. Noble, from Bristol, with ‘‘ Bulrush,’’ and Mr. Wraith, from Altrincham, with ‘* Mrs. Frequently,”’ both showing 4-sec. variation. A re-run left the honours with Bristol. Mr. Clarke’s ‘* Tiny,’’ from Victoria, had a spot of bother with the advance gear, which prevented the boat accelerating properly, and spoilt his chance; while Mr. Cockman, his clubmate, started off with ‘Ifit VI’’ going great guns, but apparently the recently replaced piston rings had not bedded in sufficiently, so that the promise was not maintained to the end, and a lower speed than that expected was returned. On the other hand, Mr. Williams’ ‘* Faro,’’ from Bournville, beat its owner’s expecta- tions to the tune of 2 secs., to return a time of 14 secs. dead for 300 yards, which is equivalent to approximately 43.75 m.p.h., and established a new local record for this pool. Mr. Thomas, of the home club, made a very good run with * Enid,” but was also somewhat out in his forecast. The more sedate steering competition followed, which resulted in a neck-and-neck struggle between Mr. J. Vines’ ** Silver Jubilee,’?’ which eventually beat Mr. G. Buck’s ‘* Cheerio ’’ (Stoke-on-Trent), but no decision could be reached until after the second re-run—a very close competition. Accurate steering was also displayed by L. Wakeman, from Bournville, who beat his clubmate, M. Picknell, with **Gad Fly,’’ and Mr. Butler’s ‘‘ Hazel,’’ of the home club. The latter, however, gained a Cup for the best performance made by a West Midland boat. This Trophy has been offered to encourage the building of this class of boat by the club members. The Altrincham Club almost monopolised the next is race of 300 yards for 15 c.c. hydroplanes, which their speciality. Mr. Innes carried off the premier award with “ Satellite,’ at 31 m.p.h., followed by Mr. Wraith, at 27 m.p.h., with ‘* Mrs. Frequently,” while Mr. Tomkinson’s *‘ A 15’ brought up the rear at a somewhat lower speed. The home club boat, by Mr. Bearn, failed to get going properly. As competitors were preparing for the last event, a 500 yards race for the large hydroplanes, ominous dark clouds gathered, to the accompaniment of lightning flashes and distant thunder. The storm burst half-way through the event and sent everyone scut- tling for shelter, but not before Mr. Williams had repeated his brilliant performance with ** Faro,” and completed the course in 23.3 secs., to win the race at 43.8 m.p.h., thus pushing his previous speed up a little higher. ; Mr. Parris once more upheld the prestige of the London-built boats with an excellent steady run at 38 m.p.h., which was rather deceptive, owing to the very clean running of his hull. ** Tfit ’’ was still in difficulties with speed falling after a tremendous getaway, and Mr. Clarke had no better luck again, while it was left to Mr. MODELS Noble’s ** Bulrush ’’ to give us another demonstration of reliability and even running. Mr. Thomas again made a good run for the home club. The presentation of the prizes was made by Mrs. Willetts, and much amusement was caused when two sealed mystery prizes were opened by the recipients. The first, for the slowest pole boat to complete the course, was a hot-water bottle, and the other, for the lowest score made in the steering event, proved to be a pair of bed socks. The club wishes to thank all competitors and visitors who contributed so much to the success of this occasion. MALDEN AND The M.P.B.A. DISTRICT Regatta was held S.M.E. at Pond, Wimbledon Common, on July 23. Rushmere The day was overcast with a cold wind blowing across the water, but after a very wet week, it was a great relief that the rain kept off during the event. The entry comprised 30 boats of all types. Among the prototype craft we noticed several that are worthy of special mention. Mr. Ivison’s destroyer, described in this Magazine some time ago; ‘‘ Braemar,’’ which we understand is described elsewhere in this number, and ** Wanderer,’’ a War Office General Service boat, built by Mr. A. Hale, of the Croydon S.M.E., all looked very smart. Another interesting model was ‘* Moraima III,’’ built by that veteran powerboat man, Mr. F. G. Arkell. Mr. Arkell had the first petrol-engined boat in London (** Moraima I’) some 30-odd years ago. This little freelance launch has a 9 c.c. engine, both engine and hull being most beautifully finished. In the speedboat section many well-known performers were absent, owing to mid-season repairs. The 15 c.c. event was poorly supported, as only two boats started. The winner, Mr. Heath (Victoria) put up a very nice run, making the 300 yards course in 22.7 secs. The 30 c.c. were set a course of 600 yards, and additional prizes were awarded for the fastest three laps. The placings over the full course were: 1, ** Rednip *’ (Mr. Pinder, Malden); 2, Messrs. Clarke and Dawson (Victoria). Over the 300 yards, Mr. Pinder again made the best time, his speed being 41.8 m.p.h., while Mr. Dawson was second. A nomination event was also run at the same time, and this was won by Mr. Ford (S. London) with an error of 0.4 per cent. A nomination event for free-running boats resulted in a win for Mr. Ivison with an error of 1.2 per cent., with Mr. Todd’s ** Braemar ’’ (Guildford) second with an error of 6.25 per cent. The Steering Competition resulted in a win for Mr. J. Vines with his ‘* Silver Jubilee ’*; 2, Mr. Ivison (Malden); 3, Mr. Pinder (Malden). A novelty was a Circular Steering Competition. On this water all competitors have to wear waders. Two starting buoys were laid, between which the competitors had to start. A short distance out, two other buoys were laid, these being approximately the width of the target apart. Competitors had to run their boats with helm on so as to pass outside one of the second pair of buoys and find the target. This was won by: 1, Mr. Ivison; 2, Mr. Biffen (Blackheath); 3, Mr. Vanner (S. London). The final event was a relay race, which was won by Blackheath. 131 MODELS MARINE AMERICAN NEWS By C. O. BROOK M.Y.C.), 131; Allen (Deeper ton M.Y.C.), M.Y.C.), 73; L We some of the events are history, but, like good history, worth mentioning even at delayed dates. The Marblehead Regatta on June 17-18 was just another example of fine, clean H. Brook (Deeper Hudson M.Y.C.), 60; K. Lloyd sailing. and the most able handling bv that veteran 0.0.D., Frank Goodwin, and his assistants. With 11 starters on Saturday and 15 on Sunday, it was amazing how yachts could sail, 15 at a time, and (Jersey City M.Y.C.), 51*; W. Franklin (Worcester M.Y.C.), 42*. *Signifies one day’s sailing. even complete the course—either skippers are becoming wneanny in their skill, or Lady Luck watches over the destiny of model yachtsmen. R. Travers (Boston M.Y.C.), 99*; Doc Hudson M.Y.C.), 91; H. Parker (Bos84; H. Graffunder (Deeper Hudson G. Croft (Worcester M.Y.C.), 70*; It was two fine days of happy sailing under the Marblehead system, and everyone there had a most enjoyable time. On June 26, our old friend -Bill Bithell stepped in for a chat on his way to the National Championship event in the A-class at Berkley, California. With him was Harry Richardson, also of the Boston M.Y.C. What veterans those two are. With a car leaking oil like Niagara Falls leaks water, they went on their merry way after a half-hour chat in which I sought to discourage them from returning via the American Sahara Desert. In a Special Delivery Air Mail letter from Bill, I received the disquieting news that somewhere between Canada and _ Detroit, U.S.A., while attempting to pass a hay truck (at high speed, I’ll bet) they left the road, turned over and demolished the car without damaging the boat — Typical of the Marblehead M.Y.C.’s hospitality, was their treatment of the guests, both at the pond, in their homes, and at the banquet, where a fine dinner and skilled entertainers made the evening one to be long remembered. And as for scores, Cecil Drake, of the Atlantic M.Y.C., has been coming in first so consistently this year that we wonder what first place he will take next. Out of a possible 300 points, with 15 boats sailing at one time, I ask you to note his : — score Cecil Drake (Atlantic M.Y.C.), 258; Ben Chapman * (Lynn M.Y.C.), 167; Tom Allen (Boston M.Y.C.), 154; Arthur Brassington (Staten Island M.Y.C.), 134; H. Higgins (Boston M.Y.C.), 131; A. Holmes (Boston eee GROUP OF OFFICIALS AND COMPETITORS 4 i i Pat AT EASTERN CHAMPIONSHIP RACES AT PORT WASHINGTON, MAY 27, 28 AnD 29 (except the spars), found Richardson with a broken wrist, two stitches in his scalp and eight stitches in his ear and still they continued on to the races, after a week of delay waiting for repairs. That, my dear readers, is persistence, and speaks well for both of them. We sincerely hope that good old Harry is in fine condition and his old self at this writing. Bill was surprised to find that all the chaps in the event, except himself and Schaeffer, used the Vane steering gear to such a degree of success that their sailing was truly remarkable. Even John Black had one rigged up after he arrived, and from Bill’s description methinks I shall bring out the old Vane once more, and see if I can lose more races. The first day found a 6-l6-mile blow, making for good sailing; the second day perked up to 24 miles, and on the third day a 5-12-mile wind. So they didn’t have to suffer with slow boards at any time. Had it not been for the misfortune Bill suffered on the way out, he would have had a Vane on his yacht (and maybe done worse, or better; we wouldn’t know). The results follow: ** Berkley ’’ (Paul Collett, Berkley M.Y.C.), 109 (and the National Champion, A-class); ‘* Sunset’? (Doc Houk (congratulations, Doc), Seattle M.Y.C.), 93; ‘* Bostonia 7’’ (John Black, Marblehead M.Y.C.), 91; ** Venture ’’ (Bill Bithell, Boston M.Y.C.), 83; *‘Whiff’’ (Chuck Stockholm, Wilmington M.Y.C.), 69; ‘* Naiad ’’ (E. Wilton, Berkley M.Y.C.), 63; *‘ Jo Jo’’ (Paul Schmidt, San Francisco M.Y.C.), 57; ‘* Enterprise ’’ (Chas. Simpson, Bellingham M.Y.C.), 41; ** Elwynne *’ (W. Schaefer, Washington M.Y.C.), 37; ‘* Pronto ’’ (Geo. Atthowe, Monterey), 33. And lo! dear readers, a new champion is born. All clubs are requested to hang out their flags, old sails, nightshirts, etc. This writer is the first champion of the X-class. If that isn’t history, I never heard tell of it. In a moderate breeze, competing against Boston, Marblehead, and my own cronies, I have at last entered the realms of the wearers of the laurel wreaths (or whatever champions wear). Truthfully, I entered fully expecting to be in my usual position on the bottom line of the score sheet. Imagine how I blush when I find myself with a score of 20, out of a possible 20. My chest area aches from forced protrusion; my back aches from asking people to pat me between the shoulder blades, and for once I can smile and say, I am champion. This is so unusual, historians miss a rare chance who do not enter it in their archives (or whatever historians enter things into). I can, for the next year at least, show my many friends the beautiful silver mug (or, should I say, chalice) that was presented by Charles Farley, through a Mr. Chandler. I should have made a speech, and forgot all about it until after the guests returned to their native States, but sometime I'll make a speech that will be heard around the world (I hope). At any rate, in fluky airs, the wind jitter- ing about from North-East to South-East, over a 2,000tt. course, and varying from a calm to a 5-mile breeze, and around three buoys, we had five races each, and—wonder of wonders!—my boat, which I had decided to throw on the wood pile, moved along like as if it had some place to go, and hastened to get there. The results follow (with applause for the scribe for his first victory) :— ‘** Golden Pheasant ’’ (C. O. Brook, Deeper Hud- } } how’ ; MODELS son IM.Y.C.), 20; ‘* Xcuse ’’ (Dixon Belgrave, Deeper Hudson M.Y.C.), 18; ** Al 4°’ (Vic Hanner, Deeper Hudson M.Y.C.), 17; ** Hunk ’’ (Herman Graffunder, Deeper Hudson M.Y.C.), 14; ‘* Hex ’’ (Chas. Farley, Boston M.Y.C.), 13; ** Andy '’ (Andy Frost, Boston M.Y.C.), 12; ** Broom 4’’ (Carrol Sweet, Marblehead M.Y.C.), 11. It was a successful event (for me, at least), and we are grateful to our guests for their fine friendliness, and for their congratulations. (Charley, do I do myself justice, or will you add something?) Perhaps now I should hang up my yachting cap and quit, while I am still achampion. At least, I should be able to remain *‘ tops "’ that way; but I won’t. I'll fool around until I lose. Seriously, though, the X-class perform well and make a real task to handle. It was notable that the sail areas were much alike, both as to hoist and ratio to jib and main. From Teddy Jacobs, of the Empire M.Y.C., we receive a fine letter. Ted is anxious that their club gain new members, and will welcome guests at any time. Situated in New York City, they have good sailing grounds available, and he is proud of the achievements of their members, novices to the game, who go out and stick close to the top in the events they have attended against veterans from other clubs. We are “ pulling ’’ for your club, Teddy, and unhesitatingly recommend anyone to ** take on ’’ who might wish to become embroiled with a fine group of skippers. At our recent race with Hartford M.Y.C., at which event we desired to initiate this new club into the ** miseries ’’ of skiff sailing, we dug up a 25-30-mile *‘ breeze ’’ for them. They were fine sportsmen, all, and took it on the chin like veterans, but decided they prefer the languid pacivity of the pondside. One of their members decided to sample our lake (name omitted through courtesy) and plunged headlong from the same skiff as the first ** dunker ”’ plunged in from some 10 years ago. He spluttered like a gentleman, though, and was undaunted after borrowing dry trousers from one of our members so that he might return home in accordance with the ordinance that prohibits nude driving on public highways. And so another ** Dunker ”’ is added to our ever-growing list of individuals who can’t wait until Saturday night for their bath. To June 25, the Metropolitan League shows that the two clubs on Long Island are up to their regular capers of staying out front. The results are: — Won Atlantic M.Y.C. _... Long Island M.Y.C. Staten Island M.Y.C. Quaker City M.Y.C. South Jersey M.Y.C. Red Bank M.Y.C. ... Wartinanco M.Y.C. Jersey City M.Y.C. Clove Lake M.Y.C. Irvington M.Y.C.... le nae Lost ARR BHWWNOS MARINE SONNN NY Www BAN 132 They are a salty crew from the two leading clubs, and each of the others are as fine a lot of skippers as one could hope to sail against. Their losses are seldom by large margins; each goes after top honours, and both the Atlantic and Long Island Clubs admit they had no walk-over. MARINE MODELS We are always happy to meet model yachtsmen from unknown quarters. Quite recently we had a Mr. West drop in from Saratoga Lake, N.Y., with a nice M-class model, an exceptional job of building and sail-making. We might caution other beginners to seek information before building your first job. Mr. West has only 5 lb. of lead on a 16 |b. yacht, with 800in. of sail made into a high rig. We wonder what she will do in a blow (we can imagine, of course!). Another chap, deciding to build an Aclass without asking questions, spent more than $20 for lumber for the keel and planking alone, and by the looks would estimate he rates close to 49, rather than the amount allowed. Ten minutes of chatting with men close by each of these newcomers would have saved them time and money, and saves discouraging alterations or rebuilding. But we have also passed through the same neck of the woods. Had quite a visit with two members of the Toronto Society of Model Engineers, Oscar H. Fletcher and Cari M. Lewis, who were taking a chance to boost model yachting that I wouldn’t take for a fortune. They came ail the way from Toronto, Canada, to the New York World's Fair in a tiny model of the *‘ Queen Mary.’’ When they arrived at Albany, N.Y., I paid them a visit. How they ever dared such an attempt in such a tiny craft is beyond this writer—22ft. long, 3lin. beam, drawing 22in. of water when loaded—they carried more luggage and paraphernalia than you'd think they could have stowed aboard. Over wide expanses of nasty lakes, down the 133 Hudson River with the tide going out and a South wind, which made for heavy seas, mountainous for that size craft, and using a rain-cape over the forward smokestack to keep the water from coming into their laps! They were given a fine welcome all along the way, and were going to the World’s Fair as the guests of the President of the World’s Fair and of Mayor La Guardia, of New York, at which time they would take part in Canada Day at the fair, take their tiny craft around the “ outside ’’ (the ocean) and up the East River to fiaunt her beauty beside the real ** Queen Mary,’’ at which time the motion picture concerns would take pictures of these two craft beside each other. It was a daring undertaking, and as I watched them out of sight after they left Albany, a lump of hope interfered with normal breathing, as this miniature ship, with two hardy souls wedged in between her cabins and smokestacks, ploughed into waves that seemed to completely bury her. Fletcher and Lewis deserve the plaudits of the entire sporting world, for it takes courage and steady nerves to even seriously consider such a journey. As each expressed it, *‘ We. made it because everyone was so positive it could not be done, and with more than 500 miles behind us, we face the next 175 miles as determined as when we started.”’ Hail! to courage and two intrepid skippers who risked their lives to give the sport another boost; and that’s that until next issue. b . Ce SF OD —— = —-SAILS— <> | CHAS. DROWN & SON Model Yacht Sail Specialists A World-wide Turkey Red Sails a Reputation for nearly a Speciality : Fittings and Accessories Quarter of a Century to Order : Sail Cloth Send stamp for Price List 31, GILMANS When replying to ROAD, Advertisers ORPINGTON, please mention MARINE KENT MODELS. : Sail Plans