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JULY MODEL SHIPS – YACHTS – I/C. ENGINES LOCOMOTIVES: CARS: RADIO CONTROL 1958 all ul MODEL MAKER) | | «10 “Raters at REPORT B. H. BY OR PRIEST Photos: boat, h oh fourth year running. the 10 Rater H. Priest, Championships has been won by a Birkenhead the list being 1955 Tornado, B. 1956 Sirocco, J. Lace, 1957 Scarab, E. Butterworth, 1958 B. H. Priest Birkenhead the Sirocco, J. Lace. It will be noted that Sirocco has now won this race twice. & W. Smeed The 1958 instructive Championship ever and must has proved have set the the most seal on 10 Rater design for some time to come. Five out of the first six boats varied between 53.5 and 54.5 L.W.L. and between 31.5 and 34.5 lb. displacement, and five out of the top six boats subscribed to a flat floor with a bilge below the water line as was carried out in Highlander in the A class. And of course a boat of this type has won for the last three years. The type has shown that the 56-in. – 60 in. L.W.L. Rater a failure for the following reasons: If a long water line boat is to be good in light weather an easily driven hull is required, to drive with only 1,000 sq. in. of sail. This means that once a fresh breeze is encountered, the hull does not have enough power to make Above: The winner Sirocco—second time a victor!—goose-winging gaily on her way. Right: The pretty Bintang, fifth place boat, and highest from the Priest board this year, shown with her feather light spinnaker filled. Below right: P. Muskill own design Cordelia, which finished second, and only “unknown” designer to figure prominently. CLUB Birkenhead … SKIPPER J. Lace Birkenhead …_ P. Russell Cordelia Francis Catalina Birkenhead … Bradford . Birkenhead … Scarab… Birkenhead … Bintang Sue… Jed Il … Tornado Zephyrus’ Chad IV Cumulus Minerva Estrellita Birmingham Clapham Bury … … Birkenhead… Sheffield Bury … Birkenhead … Bristol … Laureen Flora … Judith… Birkenhead … N. Liverpool Bury … .. xi Birkenhead …. Dragon Fly Vanity eee Moonstone Iris Undine Tee Kay Bitza … Birkenhead … Birkenhead … Morecambe… Morecambe Clapham Clapham Clapham DESIGNER Lewis… P. Mustill H. Atkinson W. Jones Mustill … Lewis … after Simonsen 22 22 22 1441 12 Tucker … 1514 17 Lewis 1597 Priest… A. Penn K. Roberts : … Reg. No.Sat. 1438 15 1397 1476 1439 E. Butterworth Lewis C. Dicks W. Platt .. Littlejohn Priest 1506 8 Sun. 56 Mon 85 38 76 62 53 50 54 40 991 1328 27 9 59 43 47 43 12 39 J.R. Oxley …. G. C. Redfern Tucker … Littlejohn 1477 1227 13 15 A. Johnston after Lewis 1412 12 D. Watts … E. Blackshaw Z.H. Taylor Simonsen Priest Lewis 1377 1205 1325 18 15 18 42 38 43 J.S. Thomas K. Meek W. Wright …. J. Foster K. Jones W. Turner … J. Graham T. Knott E. Gorst of her long The Championship settled a longstanding point of argument between Priest and Lewis, as both the 5 Opposite page: Francis and Iris contest an even board. Below opposite: Fascinating twinkeeled Lewis design Moonstone, which may well revolutionise designs in the future. BOAT Sirocco use water line and a powerful section of only 54in. L.W.L. can outsail her to windward. If on the other hand the hull is made more powerful she is dead in light conditions and the bigger sail area wins again. Seabrooke 979 7 38 43 8l 80 77 76 70 68 68 67 65 63 62 él 60 56 55 Lewis 1425 II 33 50 Edwards 1361 3 27 49 13 29 Lewis … afterSimonsen Tucker … Littlejohn Tucker … 1341 17 1413 1399 1468 20 17 8 1503 1493 7 41 48 31 28 28 43 37 37 14 47 19 Lewis designs were of and similar the new Priest-designed Bintang proportions and_ sections, the difference being that the Priest design had a greater fullness at one to two sections aft of midships than the Lewis designs. In the lighter winds concept proved the better. the Lewis The most interesting new boat of the fleet was the Lewis-designed Moonstone which was designed on the same L.W.L. as Sirocco, 21b. lighter, a similar section, the same wetted surface but with twin keels. She is remarkably stiff, shows no vices, can outsail even Sirocco in a blow, but is somewhat dead in light winds. She also planes before anything of her weight. Future developments along these lines could upturn model yacht design now a yardstick is available. The new Lewis-design Zephyrus showed prospects of a bright future; she is a longer and slimmer edition of Sirocco. Bintang, the new Priest-designed 10 Rater is, as has already been said, somewhat similar to the Lewis designs and is 54 in. L.W.L. and 32.5 lb. The more normal type of 10 Rater, of which Sue and Undine, Tucker Io-Il designs, are typical, did not seem able to contend with the power of the Lewis boats. This is all the more remarkable as on Saturday six boards were sailed in a foul reach with strong squally winds. The Sunday saw ten boards in very light beat and run with wind between 2m.p.h. and 6m.p.h., and Monday eight boards in perfect sailing conditions, a beat and run of 8 m.p.h. increasing to 12m.p.h. That Sirocco with her 34.5 lb. displacement and 54in. L.W.L. could outsail a normal 10 Rater under these conditions would seem to answer most critics and outdate the usual concep- tion of a 10 Rater. Lewis has now an outstanding lead as a 10 Rater designer, being responsible for three of the first six. One looks forward to seeing his new “A” boat design in the flesh, which is designed with the same conception. The race was covered by B.B.C. Television, I.T.V.., British Movietone News and Pathe News, as well as the local Press. His Worship the Mayor of Birkenhead started the race in what was as foul a wind as could be imagined. Strong gusts, over the houses at Birkenhead, for those who know it, veering and backing with alarming rapidity, it made trimming hopeless and put a premium on good guessing. That the lightest boat in the fleet, the old Littlejohn designed 22 1b. Jed II was in the lead after six boards said a great deal for her handling. Francis and Cordelia, two 32 1b. boats, were in second place at the end of the day, five points astern. Sirocco made a poor start and only made Jed II. 15 points to the 27 of muster to overcome the disadvantage her 58 in. L.W.L. and 331b. were putting her to under the prevailing conditions. : Tornado, the 1955 winner, was also finding her lack of sq. in. and big wetted surface too much of a handicap for the very light breeze and finished in 8th place tying with her old rival of the 1955 championship, Judith, nineteen points’ behind the leader. The three newest boats with 38, 39 and 40 points were in trouble over 20 points behind the top of the fleet. Moonstone was too sluggish in this weight of wind and could only collect sixteen points out of fifty. Monday saw ideal sailing conditions, blue sky and a light sailing breeze, which slowly strengthened through the day, slap down the middle of the lake. The conditions at once proved too much for the 22 1b. Jed IJ who could only collect nine points out of the next forty, putting her right out of the running. The leader Cordelia at once hit a bad spot and dropped fifteen points in very quick time. She battled on to collect 19 points out of the remaining 40 to ensure a second place. Francis, sailing extremely well, made 27 points to finish third. With a bit of extra wind Wally Jones made a further 27 points to bring himself into fourth position. Scarab did not do quite so well and could only add 22 points to place herself joint fifth with Bintang who had made the most amazing recovery. She had struggled badly for the first two days but now struck trim and form and dropped just two points out of the final forty. So ended the 1958 Championship with Sirocco finishing a good first and very few will disagree that at the moment she is in fact the best all round 10 Rater in the country. Jack Lace and Jimmy Palin now sailing her for the third season made few mistakes and got the most out of her. Sunday saw racing commence in the lightest of beat and run conditions. Good close racing carried on all day. Peter Mustill, who designed his own boat Cordelia, points to took over the lead the latter’s 59. from Jed IJ with Proving once again 62 that hold her own. Sirocco moved up into third place, making 41 out of a possible 50 for the day. Scarab, last year’s winner, did even better, making 42 points for her day’s work. The shape of the race was already settled for Francis and Catalina were in 5th and 6th places. Catalina which is a longer and bigger edition of the Simonsen designed Jsis was fighting hard with all the skill Walter Jones could 337 SS even under these conditions the light boat could not MODEL MAKER} OOLE has by now achieved the status of entry a radio control “Cowes” and this year’s proved no exception. Extreme weather conditions led to postponement of Saturday’s programme to Whit Monday, but with this minor setback a good time was had by all. An international complexion was given to the meeting by the presence of Altfried Kleinespel from Germany, who managed to capture the steering event for electric-powered boats, and so did not return home empty handed. Bill Warne picked up the two-lap power craft race from C. A. Giecco of Twickenham with Aztec, and made it a double first with Amazon in the steering event. A. Wilson of Birmingham gave his usual sparkling performance to gain the novelty event. For the sailing races, a record number of yachts made their appearance. As we have remarked before, everyone who is anyone now has a yacht, R/C variety, but this year some really attractive boats were in evidence to prove that their exponents have now passed the stage where anything that floated would do! This was also the first testing of the new combined M.Y.A. and I.R.C.M.S. sailing rules, and results would indicate that fullsize tactics are quite within the powers of R/C skippers. P. Cummins of Byfleet showed in no uncertain manner how well he is mastering the intricacies of sail, with wins for his Decorum in three races— the Handicap Race, the “A” Class Challenge Cup and the Poole Pennant Race. Jack Gascoigne proved runner-up in two of these events with his good looking Senorita and both the remaining events with his Antoinette. J. Hogg, who must be Skipper Cassenet mans the pump! Water was too rough first day for use, and on second was still quite choppy almost the longest-established radio yachtsman, came third in three of the events. Successful Bill Warne tests Amazon on the pondside before going in to win M.M, letter-writer Townsend shows “gamesmanship” with his “Startsevery-time-oldman” Gannetpowered model 338 ess T. G. CarringtonWood in technicolor shirt rigs his yacht “giraffe-fashion” by pulling it down to him On right: E9 The Bodge, C. A. Giecco’s boat which placed second in the two lap power boat race Jack Gascoigne stoops to conquer— another approach to yacht rigging Elegant 465 m/c transmitter on tripod, complete with tool rack in lid, and bearing the arms of Wells, presented by the Mogg team from that city Effortless rigging by experienced r/c yachtsman J. Hogg who placed twice The maestro himself! P. Cummins— triple yacht winner rigs his yacht with the aid of a step-ladder—and certainly climbed to the top at Poole! As usual, Colonel Taplin was well to the forefront all along the line, but a new interest in the yachting side may have taken the edge off his power boat skill, since he failed to achieve winning brackets, though a close second to Jack Gascoigne in the Hogg Cup. Some neat equipment was in evidence: we particularly liked R. M. Mogg’s 465 m/c transmitter, with tools in lid, clips for aerial on the side, and tripod stand. Fast electrics seem to be giving place to flexible i/c, the new Ripmax “‘Gannet” being a specially impressive power unit. age eas The ladies, as ever, excelled in their catering and, of course, that regular rendezvous, the Dolphin Hotel, provided social amenities second to none. Harry Andrews proved an effective organiser, though all will regret the absence through illness of Commodore Simpson. President Leslie Miller gave sparkling commentaries on events from the Judges’ table. Se ; PVE YT 339 MOEN MAKER} Far-stretching club water at Barnby Dun giving contestants a quarter mile walk each board, that Promises to be among the finest sailing lakes the north in GRAND entry of 23 boats contested this year’s MODEL MAKER Trophy for Marbleheads organised by the Doncaster M.Y. & P.B.A. at Barnby Dun, including two boats from Scotland. First place resulted in a tie between Silver Spray and Tyro, the former winning the re-sail. The organising secretary John Reeve’s Reelew M was close behind in third place, R. Blamires skippering. The quarter-mile-long water proved both testing and tiring to competitors, while fresh con- ditions kept things moving fast, in spite of which several craft revelled in top suits. Tyro set the pace with Silver Spray, fane and Zoe in close pursuit. Then Reelew M, resplendent in the latest blue Terylene sails, took the lead, and seemed well set for a popular victory. Re-sails, however, made it possible for her Above: Second boat Tyro and on right R. Blamires with Reelew M, the secretary’s third place entrant Eirsese—— Below: Councillor W. Chappell, Mayor of Doncaster, appropriately starts off ate winner Silver Spray against Witch II, Below right is pretty owndesigned boat Dolphin from north of the Border 340 SULLY yFrho58 to be overhauled, and in a sporting finish Si/ver Spray and Tyro made the most of them while Reelew M dropped points in the last two heats. Everyone enjoyed themselves immensely and a number of visitors wrote congratulating Doncaster on their sterling work as hosts. Weather was just right, adequate catering facilities were laid on, and such details as signposts directing to the water were not neglected. Doncaster M.Y. & P.B.A. has made much progress since its foundation, which may be gauged by the presence of RESULTS OF MODEL MAKER YACHT TROPHY 1958 Place No. Name Skipper Club I 2 3 4 5 6 7 796 1023 771 509 890 912 1133 Silver Spray Tyro A Reelew M … Annie Marie II… Jane Zoe diss Lilhilda … H. Short D. Shawcross …. R. Blamires W. Crowthers L. Maskill A. Penn D. Bush Bradford Tynemouth Doncaster Tynemouth Bradford Birmingham Doncaster 10 ll 12 13 14 839 1132 1017 1038 1037 Susan Sue Il Kat ia Segmentor Jeanne W. Holland W. F. Jackson E. Hadwin K. W. Crow J. H. Lynam Glasgow Scarborough Newcastle Nottingham Nottingham 8 9 15 16 17 18 19 20 21 22 23 902 957 Bluebottle Wildgoose 1160 1032 848 Willit Witch Hustler … 1104 900 Westina Redwitch 1121 1089 673 1056 D. Snow E. Baker L. Farrar R. A. Waite E.L. Breeze … Doncaster Doncaster Bradford . Nottingham Nottingham Rhythm … Alberta … Stella Polaris T.G. Vitty … T. Chadderton G. Oliver Scarborough Bolton … Newcastle Dolphin … J. Wishart Edinburgh Councillor W. Chappell, Mayor of Doncaster, and Mrs. Chappell to perform the opening ceremony. Results list shows that our old friend Charlie Adams of Nelson Gardens had something of L. Robertson … A. L. Waite Bradford Nottingham Designer … … … … … Pts Adams Daniels Adams 39 39 38 Daniels Adams Priest Adams 37 35 35 29 Tucker Daniels… Macdonald Crow .. Littlejohn… 27 27 25 24 23 Adams Adams Witty Priest Adams Tucker . Littlejohn… Andrews … Daniels Priest Wishart 27 27 21 20 19 18 18 12 12 10 5 a field day, with no less than seven boats from his designs, many also made by him, with other designers being well represented. The Scottish contingent were particularly welcome, and will, we hope, be regular participants in future years. Outstanding event of Welling Regatta (apart from Iris Phelps—a lady mark you!— winning the Steering event) was undoubtedly introduction of power’s reply to fast electrics in the shape of 34 c.c. lawn mower motors installed in boats of quite moderate size. Above is a close-up of typical Jap in use, with —_-— complete boat on the right. These intrigu- ingly powered craft certainly shone in the dinghy towing event, seen above right 341 EFFECT OF BALANCE \ ON A YACHT’S PERFORMANCE (CONCLUSION) region of the garboard) is most Mmportant after part of the garboard is too coarse =@ to the forward (part, the waterstream 8958 clr JULY, garboard angle will be trapped. As the result this choke, pressure will build up on the leeward side of the after end of the keel appendage, causme the yacht to bolt. first articles on his M/C Shelf Admiral instructed his neophytes that © wolumetrically balanced as a necessary bols peels S taking out their M/C Shelf. & m0 doubt that yachts that pass the M/C There Shell test prove balanced in their performance, prowaded ‘hey are otherwise vice-free. Yet quite a mummber of different checks are necessary before we cam Ge sure that a design is a balanced, harmonious entity, and free of all vices. In other words, everything about a design must be scrutinised closely, since even a single dissonant note can entirely upset the craft’s performance. Moreover, it must be stressed that even when a boat is well balanced and vice-free, she is not necessarily fast enough to win races, but at any rate the skipper will be relieved of much worry in handling her. Although I have been designing for the best part of forty years, I still consider it necessary to employ a very elaborate system of checking and counterchecking, scrutiny, etc. As this will give me an opportunity to enumerate causes of vice, I will try to. summarise my own modus-operandi. Before doing so, I stress the fact that I am only one among an army of designers, and others may have better methods of their own. Having decided the approximate dimensions and type of yacht required, I take out a tentative midship section fo1 the canoe body only, and check that the section is likely to produce a boat of the desired displacement. When I am satisfied on this point, the canoe body can be completed and faired up. It is then checked for displacement, and the C.B. found. A W.L. at 20° heel is next drawn through the inter- section of the vertical L.W.L. and the centreline. The volumetric balance of the canoe body is then checked by finding the fore-and-aft position of the C.B. when heeled, and comparing it with the C.B. on an even keel. If this is within the tolerance of the designer permits himself, this can be passed, but otherwise matters must be rectified. Most designers permit themselves a tolerance of up to quarter per cent. of L.W.L. length, but personally I prefer not more than one eighth per cent. The Curves of Areas of the Canoe Body, on an even keel and heeled, must now be plotted and very carefully scrutinised. They should be similar in character and show a large degree of parallelism. In addition the Curves should show neither humps or hollows, and be smooth and flowing, since any sudden change over reveals alteration in the character of the sections. This examination of the Curve of Areas is not easy to describe, but it is most enlightening when one has the necessary experience. The keel appendage is added next, and whether the boat is full-keel or fin-and-skeg, a diagonal must be taken out through the reverse turn of the garboards. Since a coarse line in the garboard, particularly in the after part, can produce violent steering“ effects, this diagonal (as also the waterlines in the There are several ways in which faulty design at the forward end of the fin/keel can introduce steering vices. For example, if the cutwater is too coarse, pressure will build up on the lee side of the leading edge and cause the boat to gripe. Likewise, a griping effect will be produced if the entry of the keel Y.L.’s is too coarse, or the greatest width of the fin (or keel) too far forward. In passing, it may be mentioned that the thickest part of the fin/keel in a normal boat should oceur about 20 to 25 per cent. of the length of the fin from its forward end. Another cause of griping may be an over-steep leading edge In this connection, it is to the keel appendage. worth noting that very short fins can have steeper leading edges than longer ones. We all know that the C.L.R. is merely the C.G. of the profile of the lateral plane, and that the actual C.L. Pressure falls somewhere well forward of the However, nobody as yet has calculated C.L.R. managed to discover a method of ascertaining the position of the C.L.P., so the designer has either to depend entirely on his eye to settle the lateral profile, or use the C.L.R. as a rough guide. When the hull is complete with its keel appendage, the total displacement and C.B. are calculated, and the volumetric balance of the whole yacht tested. Likewise the upright and heeled Curves of Areas are drawn and examined. It will be observed that since all we have done is to add the keel appendage to the upright and heeled section areas of the canoe body, the relative distances between the heeled and upright curves of the areas on each section remain unchanged, though the actual Centres of Buoyancy may have moved somewhat in a fore-and-aft direction. Attention is particularly drawn to this point because some people think that the overall balance of the hull can be altered by fining or thickening the keel appendage, or part of it. Of course, an alteration of this nature, or in the length of the keel appendage, or its position under the hull, is liable to alter the fore-and-aft position of the C.B., both upright and heeled, but will have no effect on their relative positions, or the overall balance of the hull. Other points that may influence a yacht’s behaviour and produce steering effects are: length of keel appendage and its upright position under the canoe body, size and position of rudder, relative lengths of base of sail-plan and keel appendage, position of sail-plan over hull, aspect ratio of sail-plan, proportion of jib to mainsail ete. When the Admiral introduced his M/C Shelf System, I, personally, found his reasoning very difficult to follow, but his instructions for balancing a design were perfectly plain. Moreover, boats he had designed by this method, were undoubtedly well balanced and vice-free. So although the theory behind his system was by no means clear to me, I decided to test one of my own designs by the Admiral’s method. For this purpose, I took a design I had just completed and proved much in the manner described above. By my own method this 355 (continued on opposite page) ;
