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nl IMPROVING THE PERFORMANCE OF MODEL YACHTS Twenty years back … photo at left shows a 36-in. model which was one of the author’s early attempts. When first built the C.L.R. was too far forward, making the yacht “hard-headed” BY R. H. MORRELL somewhat disappointing performers. Some of these are undoubtedly very tricky to handle, and the fact that they do as well as they do is a matter of great credit to their skippers. Many of these model yachtsmen have patiently and carefully studied the performance of their models and, being well aware of their little tricks and vices, have learned to offset these to a considerable degree by skilful, and sometimes unorthodox, handling. Whilst it is very true that the successful model yachtsman must get to know and understand his boat intimately, it is clearly equally true that, whatever the extent of his skill, a handicap always remains a handicap, and an equal amount of skill would obviously produce greater success with a yacht which was free T is natural that every man should have an affection for his own models, and this is probably especially true in the case of a yacht he has built himself. In such a case many g hours of patient work and so much painstakin not is it that model the care have gone into y- of such vices. surprising if the builder regards it as embod his of child e lf—th himse Prompted by these thoughts the writer seeks ing something of challenge the minds of readers with to labours. ased purch has who man the of ons such as the following :— In the case ngs questi 1 Does my yacht give the full performance a hull and rigged it himself very similar feeli sman e? prevail, whilst even the model yacht 10 who acquired his craft complete and readyensail has spent much time in careful maint thing in ance. Further more, each shareis one ant const a yacht l mode common: their and exciting reminder of countless happythere fore not at is It ide. ponds hours at the all surprising that most skippers have a very real affection for their boats. l is, of Now pride and pleasure in a mode fully be to and thing able course, a desir n been encouraged. Nevertheless it ithasis ofte y true said that “love is blind” and admisurel on rati r’s that in some cases the owne fied by the qualfor his yacht is not entirely justing performance. ityI of her finish, or by her raci this is a pity, think that all will agree that feels that the one and especially so where improved . g bein of ble model is capa s contain several Probably most club fleet good hull formayachts which appear to bebeofasse as “very tion and would visually in actussed ng are raci al ch whi but useful boats”, 176 of which she could be made capabl In other words, are there factors con- stantly working against my success, and could such factors be eliminated ? 2 What are the particular factors arising in my model which could conceivably be causing loss of speed at any given strength of wind ? 3 Can anything be done to give my boat the “little extra” performance which might often victory ? transform defeat into Carefully analyse your yacht’s possibilities. we Let us consider in detail the questions prove have raised, and see whether they may r that profitable to us. It is felt by the autho ions necessia logical approach to these quest l, bearing mode the of nt ssme tates a careful asse performance may in mind that unsatisfactory separate arise from factors which fall into twoand those e, groups—those that are unalterabl which can be eliminated. If, for example, 4 APRIL, hull is badly designed with the result that as she heels her bow or ster n rises, or if the forebody and afterbody are not properly balanced, then no satisfactory alte ration jis possible. Similarl y, serious inaccuracy in building, such as a hull whose two sides are not identica l, results in what can best be described as “built in”, and unalterable, defects. Where such serious inherent troubles exist a model must ever prove unsatisfacto ry, and it is not wor th wasting time on. The only answer in such a Case is to cut your loss and either build or buy a hull of satisfactory desi gn. There are, however, a number of defects 1959 versely, where the keel is too far aft a yacht will refuse to point up into the wind properly, and will be a very disappoi nting performer to windward, In such cases, movement of the centre of effort by altering the mast position may to some extent reduce the fault, but it will then be found that other difficulti es arise. The combating of one fault by intro ducing another is no satisfactory answer, for under this situation there will be a tendency for first one force and then the other to gain control, resulting in erratic and unsatisfactory performance. commonly met with whic h are of a type which Inefficient Sails of the hull or rig. model yachts whose sail equi pment is inferior to the standard of the rema inder of the model. can be cured by means of suitable modification examples. Let us consider a few Fin or Skeg out of alignmen t If the fin and/or skeg are not truly vertical when the model is on an even keel (in other words if they are not at a true right angle to the transverse axis of the canoe body), or alternatively if the fin and skeg are not truly aligned to the centre line of the hull in a fore-and-aft direction, the boat will sail differently on the two tacks. Such defects seriously affect the perf ormance of the yacht, as it is clear that if the model Sails with the hull pointing in one dire ction and the keel trying to point in another, considerable resistance or “drag” will result with conseque nt loss of speed. These defects are by no means uncommon, and may be either the resul t of inaccurate There to be quite a number of It would almost seem as thou gh some skippers think that provided they own a smart and good – looking unimportant. hull, the sails are relatively Consequently we often see sails Which set very badly. Often they are badly cut, baggy and very inefficien t: in other cases they have been used and store d Without ade- quate care, and are stret ched out of shape. The fact that quite a few people fail to realise the tremendous impo rtance of first-class sail setting, coupled with correct trim, is a source of considerable surpr ise to the author. No motorist would enter for performance trials with a car whose engine was only firing on building or of subseque nt warping of timber. Whatever their cause it will be found that their corr ection can produce a cons iderable improve- ment in a model’s perf ormance. Fin positioned incorrectly relative to hull A further fairly common trouble in amateurdesigned yachts arises from the keel being incorrectly placed unde r the canoe body (i.e. the hull). In the Febr uary, 1959, issue of MoDEL MAKER the auth or dealt at some length with this matter in an article entitled “Some Thoughts on Mode l Yacht Design”. It was shown that the placing of the keel too far forward results in two detrimental features. The first is that the leading edge of the fin is ahead of its proper position, the second being that the centre of lateral resis tance (C.L.R.) is also too far forward. The consequence is that such a model is very “hard headed”, always trying to work up into the wind. Con- John Weeks of Bristol M.Y.C . with his new and succes sful 10-ra ter to the Lewis Hyperi on appears design ah i MODEL MAKER) three cylinders—the very idea is absurd! Yet the sails of a model yacht are its source of motive power, and are equally vital to its performance as the engine is to the car. One cannot expect to win races with a model whose propulsive power is only 60 per cent. or 70 per cent. of that of its rivals. If in these remarks the author has in any measure succeeded in convincing any model yachtsmen of the fact that their sails are of vital importance then this article will have been worth while on this score alone. Excessive skin friction It is generally appreciated that as a yacht moves forward through the water two principal factors offer resistance to her progress. Firstly, she has to displace or deflect the water which without leaving eddies to retard her speed. Just how efficiently she does this depends upon her design, and this is outside the scope of this lies in her path, returning it as she passes, article. The second factor is that of skin friction— the tendency of water to cling to her hull and thus slow her speed. The extent of this factor is determined by (a) the area of her wetted surface, and (b) the smoothness of the finish of her hull. The only possibility of altering (a) in a boat already built is to reduce the area of the fin, and in some cases where the fin area is generous, a model’s performance may be this improved by this means. However, ifmade course is adopted the reduction should bethe fin by cutting away the AFTER edge of (see “Some thoughts on model yacht design”, already referred to in this article). entirely The other factor (b) is, of coursofe, the hull, hing finis ct corre the dependent on reducand inferior painting with its consequentpaint ing tion of speed is quite common. Good ay is largely a question of using the right materials and being prepared to take each stage of the work carefully and without hurry. Further reference to this will be made later. Often far too little regard is attached to the importance of skin friction but its effect is very considerable, especially at low speeds. Whereas at high speeds wave formation is much the greater component part of the resistance met by the yacht, at the low speeds attained in light breezes it is estimated that skin friction can represent up to about 75 per cent. of the yacht’s resistance’ to forward motion. It will therefore be seen that on days of light airs—and how often we seem to get them —a hull of really good finish is at an enormous This point is fully realised by advantage. full-sized yachtsmen, as is illustrated by their care in polishing the hulls of their craft. It’s well worth watching a 14 ft. international dinghy being prepared for a race, the good men don’t leave much to chance. Incidentally the author remembers being told many years ago by a naval relative of the keen competition which existed between naval boats’ crews when racing, one dodge regarded as efficacious by some being the careful rubbing over of the boat’s bottom with banana skins, it being considered that banana oil was the last word in anti-friction material ! Having now analysed some of the frequent causes of lack of performance in model yachts, the next consideration must be of the methods to be adopted in the elimination of these undesirable features, and it is hoped to go fully into these in a subsequent article. If a moderate boat can be made into a good boat, or a good boat into a better boat, I think that most owners will agree that the expenditure of a little thought and labour will be an excellent investment. Most model makers are well aware of the deep satisfaction and contentment that are engendered either in the creation of something, or in the improvement of a strictly moderate article into one that is first class. Finally, it is wise to remember that in racing many boards are lost by very narrow margins, and a yacht whose performance is only a little inferior to her opponents can consistently “just lose by inches”, thus ending the day with a score which makes her appear to be far less good than she really is. Such a model can often become a winner if suitably modified. To be continued. e on a sunny afternoon, a fair wind, Happy days. The pondsid and the thrill of contest as two models get away toa good start. 178 MODEL MAKER A simple example of second-degree curve construction; the shape achieved may well have had some bearing on the choice of name for the yacht itself two aforementioned classes do not possess. When starting the design shown I had hoped to be able to use second degree curve construc- tion on all the main items, diagonals, deckedges, midsection etc., and indeed a very fair hull can (and was) drawn with this method. The main objective behind this is not only to enable the designer to draw a perfect curve, but also to achieve a natural relationship of line between the fore and after body. To draw a simple second degree curve three things must Grst be settled or arrived at by experiment; these are, firstly, a point through which the curve is required to pass on Or around the midsection, and secondly, the angles of the curve at the two ends of the base line. This base line OW that the majority of clubs have adopted the Marblehead Rule, it seems likely that this class will eventually supersede, to a large extent, both the ten-rater and 36 in. classes. Many newcomers to the game feel that the present ten-rater designs are a little too large and certainly those who first framed the rule could not have foreseen just how much they can be simply the line connecting the two extreme points or the actual centreline of the yacht, in which case if the hull has any transom, would grow in size and displacement. The popularity of the 36 in. yachts on the other hand is affected by the fact that an “M” boat requires only a little more wood and rather means that only parts of the curve will be used. The main difference between the two is that the latter curve has a smoother peak owing to the baseline being longer. However, after a great deal of experimenting I came to the conclusion that these curves are not a practical proposition being less sailcloth than the former, while stillfamil small enough to stow inside the ordinary factory size car. Probable the most decisive however, is that the “M” Class has the attrac- tion of an international status which the other OESIGNED ey ® S.Witty. (U6 corraicnt oF PLANS SERVICE MODEL MAKER | \ / fl | N . WATFORD, HERTS RO. 28. CLAREMOO | . 37° els poo st oe : ; LENGTH OA LENGTH WL DATA RA to§ BEAM DRAUGHT SAIL AREA DISPLACEMENT LEAD 50-25″ 48-75″ 34″ W625″ 798 -45″SQ INS. 22 LBS MAX 15 LBS. 4875 SECTIONS 182 \ Se Se | | dat , \ \ APRIL, for a yacht designer, due mostly to the fact that it is difficult to get the curve peak smooth enough for a given fineness of the ends. While it is true that these curves can be made to perform almost any evolution, using more complex systems of construction, if this is Unlike the author’s previous “M” Manta has been given a small transom. designs As this is a point which can lead to boring on the run due to the reduction in negative pressure area aft of the midsection, her hull sections are drawn rather more flat floored than usual, so that she will lift readily when driven hard. The type of midsection used in the canoe body was selected as the most worthy of development from about half a dozen design studies. Apart from the fact that a hull of small beam is easier to balance out, it seems unlikely a Er Gc aa i ae pec < SuiT 1ST. FORESAIL | 42°xt3-4"* HST 39° 2N0 | 33°4134"% 30° 3AD | 26"x125"x MAINSAIL HOBD |4e*xI7S"x502" | 53° | 38" x15-5"x40-2" BY S. WITTY that the light weather capabilities of the narrow Littlejohn designs can be improved upon without a similar reduction in the beam. An additional advantage of a narrow hull not readily apparent, is that the amount of freeboard necessary varies in proportion to the beam. As neither the sailplan or the fin can work really efficiently when heeled beyond 25 degrees, it follows that the height of the deck edge at the point of greatest beam need not be more than the point at which the crossed by this angle. section is Though Manta is not a heavyweight she scales 22 Ib. which is at least half a pound more than was anticipated. It seems that most completed boats exceed their designed displacement, due to a variety of reasons, but it is most important that the given displacement of the centage larger than is quoted in the table of weights, so as to allow for rubbing down after casting. Builders do not always realise this and make their own allowances on top with the result that the lead is finally too heavy. To avoid this I have purposely drawn the lead to scale exectly 15 lb. so that builders will know where they are. |52-S"/61-25"s 175"x63" | 66" | 42° 232" | 38" Ulanta design shown should not be increased. For one thing 22 Ib. is quite ample for an “M” Class and the transom being on the waterline end, it is essential she should not sit below her marks. I feel that the performance will be unaffected by a small reduction in the all-up weight, but will deteriorate if it is exceeded. Regarding displacement I know that many designers draw the lead in the fin a certain per- \—! aad i AN ATTRACTIVE MARBLEHEAD done the natural relationship of the line between fore and after body is lost. Nevertheless the construction of a hull design with the aid of these curves proved very interesting and contributed directly to the fairness of the lines in the design shown. For. those interested in this system an example is shown drawn on a simple point to point base-line. The construction is shown in full, which is not strictly necessary except for explanatory purposes. 1959 | 43° The waterline length of Manta is about the longest that can be drawn without “forcing” the lines at the bow. If the stem is made vertical as in 14 ft. dinghies, giving a sharp turn in the bow profile then it follows that the bow sections must also have a slight “corner” leading up to it. This is avoided in dinghies by making the bow waterlines hollow, a feature which is not such a good thing on a hull which can take a large amount of heel. (concluded overleaf) 183 Mi MODEL MAKER) SOME MEMORIES OF W. J. DANIELS An appreciation which is also a glance through the history of organised model yachting. joined the M.Y.S.A. (Round Pond, Ken- sington). J. D. was a prominent member of this club, and I soon got to know him well, and fully appreciated his flair for yacht design. Somewhere about this time he designed a 16 feet centre-board. sharpie, which David Hillyard built at Littlehampton. I acted as his crew, and together we raced her for a season with the Ranelagh Sailing On one memorable Club at Putney. occasion, we were nearly swamped by a tug towing a string of barges. I recently heard that this boat is still in existence at Littlehampton, and even now occasionally wins races. The only International Model Yacht Race on record before the First World War MODEL yachting suffered a great loss when our old friend, W. J. Daniels, died of cancer in the West Middlesex Hospital on the afternoon of Wednesday, 10th February, at the age of 77. My first meeting with ‘‘Bill” Daniels was somewhere about 1906, and even then he was one of the most successful model yacht designers and _ skippers in the country. At that time I was a_junior clerk in our family firm in the City of One morning on London. lo my way work, I was intrigued to see a pretty little yacht, about 20 feet long, being lowered from a third storey window in Fore Street Regardless of on to a waiting lorry. whether it would make me late at the office or not, I watched until she was safely down, and managed to speak to the owner, who told me she was a had he $-Rater and designed built. From a brass plate on the door, I learned that ‘“‘W. J. Daniels, Designer and Builder of Model Yachts’ had an office and workshop on the third floor. At that time W. J. D. occupied a house, the garden of which backed on to the waters of the Welsh Harp. For a time he kept the }4-Rater at the Welsh FParp, and on Sunday mornings went out for a sail with his young daughter, Ruby, as When crew. the Sunday dinner was ready, Mrs. Daniels hoisted the “Recall” signal by hanging a table clothes line in the garden! Although at that period cloth I on a was more interested in full-size yachts than models, a few days later I visited W. J. D. in Fore Street, where I saw and duly admired various models, which from memory I think included his celebrated 10-Rater “XPDNC”. In the course of conversation, he told me that he firmly believed that the designs of full-size yachts can best be tested by means of sailing models, an opinion which he maintained throughout his life. I think it was largely due to this conversation that later I started model yacht designing in order to test certain theories I had formed on the subject of yacht At any rate, when I was dedesign. mobilised from the R.N.V.R. in 1920, I took up model yachting in earnest and at Enghein-les-Bains, near was sailed Paris. in 1913, and was between three teams of three boats each, representing Belgium, France and England respectively. The English team won, and as top scorer W. J. D. was the recipient of a handsome Sevres vase presented by M. Poincare, who was then President of the French Republic. In 1922, Mr. Daniels issued a singlehanded challenge to any American model yachtsman to meet him in a series of races. This challenge was accepted, and by agreement, the races were held in the States, sailing from skiffs on open water, the models used being to the American In these races Mr. Daniels’ B-Class. Endeavour lost to the American Polka Dot. The main importance of the races, however, was that the Americans promised to visit England in due course and give Mr. i Daniels a return match. These races received considerable publicity, both in the yachting papers and general press on both sides of the Atlantic, and as a direct result, the proprietors of the ‘“‘Yachting Monthly’’ magazine offered the famous ‘Hundred Guineas’? Cup for international competition by models to a new formula devised by the late Major M. Heckstall-Smith, who was then Editor of The models are one-sixth that magazine. scale models of a 6-metres yacht to his formula, but no provision is made for a crew weight. Now full-sized racing yachts are measured without crew, but raced with the crew aboard. In the case of a 6-m. the crew numbers five, and the scale weight of an average crew of five is approximately 2—24 Ib. If this weigint was put aboard one of these models, she would sail on a L.W.L. approximately 2—3 in, longer than her measured L.W.L. Hence the boats are not scale models in Nevertheless, the rule the fullest sense. gives a fine upstanding class of models, which was later adopted as the ‘‘InternaFurther, when many A-Class’’. tional years later, after the Second World War, the 5.5 metres class of full-size yachts was promulgated, the rating rule for it was based on the A-Class model rule. The first race for the ‘“‘Hundred Guineas” Cup took place in 1923. against a Danish challenger, the British defender being The selected by strenuous trial races. victor was Invader, owned by Mr. J. Scott Freman, of the Staines M Y.C., designed. 196 By H. B. Tucker built and skippered by Mr. Daniels. The following year, Bill Daniels produced Crusader for the same owner, and again sailed her to victory against a Danish challenger. (This success was repeated in 1925 when Crusader beat an American challenger. By these three successive wins, W. J. D. gained the ‘“‘Hundgred Guineas” Cup for Mr. Scott Freeman, anl in 1926 the owners of the ‘‘Yachting Monthly”’ magazine donated the present “Y.M.” Trophy, which is a perpetual challenge cup. Altogether before the Second World War intervened, 17 International Races for the Y.M. Cups were held, and on eight occasions these were won by yachts designed and built by W. J. Daniels. Seven of these winners were also skippered by Bill himself. He also played a prominent part in the foundation of the Y.M. 6-m. O.A. and the building of their premises at the Rick Pond, Hampton Court. For his services to the Club, he was subsequently elected one of its Vice-Presidents. When in 1931 I was asked to write a book about model yachting, I had already been writing articles for various magazines, etc., on the subject for some years, and was actually editor of ‘‘The Model Yachtsman,’’ and although I was perfectly capable cf doing so, I felt that it would improve the book and enhance its value if Mr. Daniels collaborated with The upshot was the me in its writing. publication in 1932 of ‘‘Model Sailing Craft’? by W. J. Daniels and H. B. Tucker. A second edition was published in 1939 and a third edition in 1952. Subsequently Bill Daniels and I collaborated in writing two smaller books—‘*Model Sailing Yachts” and ‘‘Build Yourself a Model Yacht’’. His whole life was devoted to model yachting, and nobody has ever done more to raise the level of the sport in general. In recognition of this, he was honoured by being elected a Vice-President of the Model Yachting Association. In his way W. J. D. was a genius. He had a wonderful eye for a boat, and his yachts have always been sweet-lined and It is impossible to lovely creations. catalogue even a small percentage of the innumerable successes secured by Daniels’ designed models. Bill was notably kind and helpful to I well remember that on one beginners. occasion I sent a young friend, a free- lance modeller, to him to purchase sailcloth to make sails for a model built to one of W. J. D.’s published designs. Having cut off the required length of cloth, Bill enquired whether my friend knew how to cut the sails out, and the latter explained that he was an absolute novice, and that his fiancee had volunteered Bill wound up by to make the sails. making the sails and giving my friend the complete suit, while charging him merely the price of the cloth! W. J. Daniels was the last survivor of his generation of model yachtsmen, and with his passing, model yachting loses a leading figure, and we all lose an old friend. APRIL, 1959 Readers Write... The elegant little plastic wallet containing chrome vanadium double-ended B.A. spanners in the hard-to-get model sizes which will be presented to our ‘Readers Write” correspondents. shaped pick-ups cut from copper sheeting (3 thou.) and screwed on at the same place. If pick-ups are cut short enough to make contact either side or immediately behind the 8 B.A. guide screw, contact will remain on a surprisingly wide drift. I now claim to be able to enter for both worlds of racing in the simple conversion of removing screw and pick-ups and putting on originals. I would also say how much I enjoy your magazine and wish it every success for the future. One point [ would like to raise, as, no doubt, does every other model car racing enthusiast who writes to you. I would like to see more space devoted to model car racing. G. C. Rose. 3 Lauriston Terrace, Edinburgh. FRESH AIR FOR YACHTING? SLOT/RAIL CONVERSION Dear Sir, May I say how heartily I agree with J. S. Thomas’ plea for better and more com- Dear Sir, It may be of interest to you to know I have started a movement to organise a model car prehensive write-ups on Championship and Regatta events. It may be of interest to read that “Fair Charmer’’ was first in suchand-such an event, but how our interest is quickened to ow more about “Fair Charmer’’! Seriously, most model yachtsmen are especially interested to know which designs were successful, and how differing types of hull performed under the particular conditions which prevailed. Many models have been modified by their owners and any variations from the original design are of great interest; as also are models of I have managed to contact racing club. fifteen people in Edinburgh who are inter- ested. One group has a “rail’’ layout, while the other has a pure Scalextric circuit. I have a Scalextric track, cars and an M.R.C.C. 1/32 scale kit. It may be of interest to readers to know that I have just completed a perfect adaptation of M.R.R.C.’s 1/32 complete kit (for rail) to run on the Scalextric AS SUPPLIED unusual formation or dimensions (e.g., John Lewis’s ‘“‘Moonshine’’ with twin fins). Reports of events can be either mildly interesting—or absorbingly interesting—depending on how much the writer reveals which enables one to visualise both the models and the racing. One can then try to figure out just why “Fair Charmer’’ proved so superior to “The Girl Friend’’. A list of names means comparatively little, but FY ecg HEAD REMOVED —t———& track. It is really simple as the guide shoe on the kit clears the Scalextric track comfortably. An 8 B.A. bolt was screwed into the front of the shoe and axle block. As this size of screw cannot touch both sides of the slot at once—no shorts! Existing trailing pick-ups were put aside and appropriately adequate description of the models and the conditions enables one to enter into the racing, and to learn from it. Opinions as to why certain models had success, or no success, are particularly helpful. And now to the points wherein I cannot agree with my good friend Jim. I do not agree that model yachting is declining. Whilst there is certainly no boom at present, I think that we are keeping the flag flying pretty well. All sports have their ‘‘ups and downs’’, and many factors contribute. I would say that the three main problems of model yachting at present are:—1. Good sailing waters are not plentiful. 2. The present high cost of model yachts. 3. Tendency to stagnation in some clubs, with no new boats for years. Problem 1 is, I fear something of a headache—but then, it always has been! Problem 2 is also very potent, but there seem to be two reasonable solutions. The first is, that more fellows shall build their own boats, and to greatly cut down the work involved, I strongly advocate the “sharpie’’, where rules permit. (I would like to see the ‘‘M”’ class rules amended in this respect.) Many people can find time to build a sharpie who can’t afford the greater time necessary for a conventional type. The second solution would be in the development of glass fibre hulls at reasonable prices—there are activities afoot (Mr. Roberts of Hove) which may prove of real benefit to the sport. With regard to point 3, stagnation, is it not true to say that in some clubs most of the models are 15-20 years old? Some are good boats with great records, but they are in the minority; quite a few are really out-dated. If racing is confined to the same old boats, with sailing results which can be pretty accurately foretold, is it not inevitable that **staleness’’ and falling off of interest should occur? I feel that all clubs need a steady influx of new boats so that fresh possibilities of result are constantly occuring. How stimulating it is if, instead of a race being a foregone conclusion (more or less), we have a great sense of uncertainty as to whether Tom Jones’s “‘Likely Lass’’ really will run rings around the celebrated ‘‘Priscilla’’? If we can maintain the uncertainty and thrill of racing by means of the challenge of new models I feel sure that we shall stimulate our old members and attract more new ones. Finally, Jim, may I point out that styles in yachts progress and appearances change. You, personally, may not care for the “new look’’, but remember that ‘“‘beauty is in the eye of the beholder’’. I must say that to me models such as Lewis’s modern 10-Rater “Hyperion’’ and others, are a sheer joy of line and symmetry. It is natural for us to love the things that we are used to, but to remain really alive, the sport must keep moving on. Surely we are interested primarily in racing “‘Miniature Yachts’’ of the type most suited to our purposes, rather than in exact scale models. After all, we are not sailing in identical classes to full sized yachts and must prodwce what our own formulas call for. Personally, I prefer the term “Miniature Yachts’’ to ‘Model Yachts’’ and wish that it were more widely used. R. H. MorreELL. Bristol. Steering COMPLETELY ASSEMBLED ACKERMAN type STEERING UNIT. The axles and track-links are SILVERSOLDERED rigidly in place, jig-assembled absolute accuracy for and perfectly free movement. Includes guide-post pivot and guide-post. 1/32, Post 3d. Ine. P.T. 5/1/27, 1/24 scale ELDI Gears 1/32 1/24 1/27 1/40 = Steel contrate gear 15/32-in. dia., with brass boss drilled .80 in. (14 s.w.g.)* locked with Allen screw. Special self-aligning device built in; matching steel pinion drilled .093 (3/32) in. to fit Triang motor, etc. Ratio 26:9 (nearly 3: 1). FREE ALLEN KEY TO FIT with orders for two or more sets. Extra Allen Keys if ordered at same time) 4d. each post free * Also drilled Post 3d. Inc. P.T 2/3 .093 (3) in. Askfor size Manual nc. Assembly Details. makne on Track. 5,000 S E R V 4 ot E ae ing, simple Cars, plus 8-page sine Box 174 c/o Model Maker words, 25 Mairacys:2/6 38 Clarendon Rd. Watford postaze 6d. MM EL PORPALADIVINVEVUDUOOEOUOTOODEOOEOE ONE EUOEAEUATAEO OE TETT EEA SAODCHIUEDED EV AELDEUTEDOVOOSEDEAEEOEOUOOE EEA UTOOUED ERE DAD EET SLAdH1HUUU1N000T0EEUOECOOLOOUEELSOULEE EEUU LEEDS LSEEOE FLL DEED ERED EEA a SHIP PLANS FOR di c see rssa finenere scpeses ware > MODEL WORK AUTHORITATIVE DRAWINGS: SQUARE-RIGGERS AND POWER CRAFT From the board of HAROLD A. UNDERHILL, A. M. I. E.S. IIlustrated Catalogues: SAIL 1,6, POWER 6d. From all leading Dealers or HAROLD A. UNDERHILL UNDERHILL PLANS – Glastonbury + Baltonsborough Somerset
