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NOVEMBER 1961 A new 10-Rater by John come for designers to not I know that Red Herring will be yours. Nal é p = arr only design hulls, but also the shape of the sails. Unless sail makers change their ideas it will no longer be sufficient to supply them with outline dimensions only. should be fast so fit her out with good sails and success 605 saa”) UYor ONIWYIH G3Y wy . Bgé 1 – ‘ chs 1961 @) NOONSNYTD ance should be good. Particular attention has been paid to the cross section of the hull and the fairing into the canoe body at the garboards. This type of hull is steht AMoiwaeo> “OM Lewis very powerful and can be driven really hard in a blow. The windward performance should be particularly sparkling, but it is well to remember that this type of yacht will not sail fast if the sheets are pulled home dead hard as so many skippers like to do. Use the vane to set the course and trim the sails as free as possible. For good performance a downwind selection of well cut spinnakers is required. Too many the that think skippers largest bag possible hanging on the mast is the best. I have just returned from the National A Class Championship, and although there were over 40 entries I only saw three really good spinnakers in the whole fleet, and two of those were from abroad. Perhaps the time has 40 ‘OWOsAvR SA¥3H BONIS SNVId Y3xVN WAA Ms Y— == Pet ——| @ i “# NOVEMBER APPROX. MAST NOVEMBER 1961 TIGHLANDER? AND FLEETWOOD IN RETROSPECT B. H. PRIEST, M.1L.Mar.E., discusses the A Class URING the British Open A Class Championships at Fleetwood in August the writer was spoken to by various people who said, “But of course Highlander is the only one to that design in the country, and the original lines were not sent_to Model Maker”. This is completely incorrect. The original hull, keel, and deadwood was made, faired, and fitted by Mr. Levison and a comparison of the designed and actual measured figures is given below. After she proved herself at Fleetwood in 1957 the original pencil drawings, which Mr. Levison had used, were sent to the Model Maker who traced them and all other Highlanders are made from prints from this tracing. It is probable that some of the models of Highlander have not been too accurate in the building, some are doubtless overweight, and the writer did hear of one misguided owner of a Highlander Il who had taken three pounds off her designed weight. One wonders how many keels have the C.G. of their lead in exactly the designed position. However, to assist the owners of Highlander Mark I the following are figures which might help to improve the sailing of their own boats. Highlander’s tune and mast position is arranged so that her vane angle, with both main and jib about 15° off the centre line, is 28°. This vane and sail trim is carried in all winds from 5 m.p.h. up to 35 m.p.h. in third suit. It will be noted that the trim of her sails is slacker than carried on most boats. Highlander—Weight of hull, deck fittings, paint and varnish, 112 lbs. Weight of mast, sails and rig, 13 Ibs. Weight of vane, 8 oz. Weight of lead, deadwood and handle, 38% lbs. Total 52 Ibs. Measure in fresh water = L.O.A. ie LWibs a Ford Overhang Sas Aft Overhang … Quarter Beam Length fs te ..z: Draft. Freeboard Displacement Waterline beam Sail Area: 1,520 sq. in. Designed salt water 78.75in. 54.63in. 12.5 in.) 11.62in. 51.88 in. in; 12-. 4.08 in. 52 Ibs. 13.43in. in. 79 in. 54 cin. 43 in. 12 51.05 in. 12:7 in. 4.22 in. 52 Ibs. 13.6 in. Mast Position from Stem: 32 in. Sail Measurements. of 1 in. head board. Suit By la ~, = 2-4 me Shea ~ 1 All main dimensions to base Inches Main Luff77.50 » 56.25 Jib Main ,, 72.75 55 S DOL25 Jib Main ,, 67.75 5 45.50 Jib Main ,, 57.50 me adatS Jib Inches Inches Leach 79.50 Foot 24.37 a S2AISTM 1 fo TRS rt, 23-50 a @9S00 » 46.25- 5 TRIS = 90.75’ 5° 23-00 ., ~ 16.50 » 42.00 shed 3 SD RS 5 14.25 » 34.15.- to make allowances for the various standards of skill shown by various skippers. It is felt that a very fair all round set of weather conditions prevailed and that for the most part the N.W. and W. winds which prevailed precluded any The writer exvery big flukes in performance. perienced the following: Sunday, all day, moderate to almost limit top suit breeze, N.W. to start with slowly backing to W. Tuesday afternoon, limit top suit to la suit N.W. giving one long leg or one leg and a gye. Wednesday, second suit wind due west. Thursday, wind due west, light top suit, and Friday wind due west, third suit semi gale. If it is accepted that these are an all-round set of beat and run conditions some conclusions which may be far reaching can be drawn, Have we over- reached ourselves as regard to weight? The writer feels we have. The battle fleet of Moonraker, Juanita, Evaine, and Jill I, all between 62 and 64 lbs. with a deck beam of about 16 in., ploughed their way to weather in great style, standing up to a press of sail in a fantastic manner. It is now suspected they flatter only to deceive. Their windward work, especially if it consists of one long leg, is so good and steady that one tends to forget how many runs they are losing. Evaine when running with Highlander had on nearly full sail, Highlander being in third suit. The former appeared to be making a really fast run with spray flying in all directions and yet Highlander finished a third of the length of the lake ahead, doing her run in about 59 secs. Could it be that it pays to lose 10-15 per cent of the beats and win all the runs, as against winning most beats and losing 25-30 per cent of the runs? If this is so, and the writer suspects it to be, then no: to 60 lbs. is the absolute top limit for an “A” oat. As the writer was sailing Highlander he can very fairly sum up various races he had. Sailing Moon- raker to weather in a limit top suit breeze in a dead beat from weather berth, Highlander held Moonraker firmly in her lee all the race, but because Moonraker was pointing equally high and footing at least as fast, had the berths been reversed MoonIncidentally, next board raker would have won. Max. Roach No. 1 Suit Main 3.5 in. Jib 1.75 in. No. 2 Jib Hoist 57 in. No. 3 Jib Hoist 50 in. As a designer examining the results of the racing at Fleetwood the writer has to exercise great care to put all things into correct perspective and also 607 MONEL NARER Highlander sailed through the lee of Nocturne cross her bow at the first turn and so to win. to Reward, sailed eight heats on Friday afternoon in a 42 m.p.h. wind and did not drop a point. The writer was very impressed by the two Lewis As against this a beat in a 5 m.p.h. wind against Vanity Fair, a sweet lined boat to Fantasy II design by the late Howard Nash, gave a conditions. Moonshine sisters Moonshine and Red Gauntlet. These were two of the sweetest lined boats in the race and because of their moderate beam it was hard to realise that they were of 60 lbs. displacement. They did not carry sail too well as is only to be expected on their slackish bilge and narrow line in lighter Vanity Fair at about 50 lbs. and with over 1,600 sq. in. is very fast under these conditions and it is believed she would have just won a fine windward board had she not tried to gye instead of sailing the lake like Highlander. Vanity Fair beam, and tended to make leeway if their sail was in any way too great. Under a ten-rater suit in the 42 m.p.h. wind, however, they did wonderful wind- won a very close run very fairly and it gave High- lander’s skipper some contentment that he could run this boat so very close under what are her best conditions. ward work. Their running action and trim was very good and they appeared to make good time down wind although probably not as fast under planing conditions as the flat floored Highlanders. Against these shapely sisters Highlander collected only two Highlander met Juanita, Evaine and Jill II in succession in very strong conditions on Friday morning. Juanita being sailed from the lee berth, Highlander just failed to cross her at the first turn and so was disqualified. The two boats continued to sail up the lake and from observation it is felt out of a possible ten points, but form could not be judged, for Highlander was just too tight on a one leg beat against perfect trims so unfortunately no form could be judged which was a great pity. Taken all round the writer came to the conclusion that for all round work in pure beat and run conditions at Fleetwood a boat akin to the Highlander conception is probably the best bet. On the other hand if one has to deal with close and broad reaching, or even one long leg to windward, a heavier boat is probably better because she is so steady. that had Highlander turned behind Juanita she would still have lost, but had she had weather berth, she would have won. Highlander sailing from weather against the other two won with a bit to spare. It was most noticeable that these three boats and Moonraker all made more leeway on the tack than Highlander when pressed. Another Highlander, OUT AND ABOUT News and reports of some of the season’s functions I.o.W. Exhibition (Pe of the exhibitions we visited this year was the Isle of Wight M.E.S. show in Newport. As might be expected, marine interest is high and some unusual and original prototypes are chosen. These two photographs (by Eric Heber) show, right, a part of the ship model line-up, pride of place being taken by the Vosper R.T.T.L. by S. Hendicott of Newport which won the Ship Trophy. This model carries complete detail, all of which “looks right”—so many jobs are spoiled by heavy touches in small items. Behind the R.T.T.L. is the winner of the trophy last year, of which more in a future issue. Also visible are a nicely built S.T.S. Dilysia and two or three Veron kit models. Left is possibly the most unusual model present, a prize-winning chain ferry by H. T. Meager of Cowes. Blackburn Regatta Blackburn M.B.C.’s first official R/C regatta in Queen’s Park back in June surprised everyone—45 competitors from Preston, Blackpool, Fleetwood, Manchester, Altrincham, Bury, Birkenhead, Crosby, Leeds, Burnley, Rawtenstall, Lancaster, Wilmslow, Wakefield, Leyland, and the home club made up 75 entries in two events, giving organisers and specta- 608 NOVEMBER 1961 1961 MARBLEHEAD CHAMPIONSHIP ae year’s Marblehead Championships at Hove Lagoon did not provide a severe test for skippers or boats, as the wind was never more than light and the direction for most of the time allowed the yachts to fetch the finishing line in one leg providing the initial trim was correct. The O.O.D. reported that apart from a few excep- tions the standard of sailing was high, and no difficulty was experienced in interpreting the new rules. The most common faults leading to disqualification were accelerating the yacht when turning with the pole and drawing the yacht forward while retrim- ming. A general warning to skippers was effective in preventing this. The event this year attracted 30 entries and was sailed in two divisions, the top 3 from each fleet taking part in the finals. Unfortunately two competitors in division B scratched, making direct comparison between each section difficult. Even so the six finalists were quite evenly matched and it is interesting to note the variety of design represented. Of the six only Tinpot was using very high aspect ratio sails, and in the final she lost only three boards, one each to Araba, Ada, and Rosemary Ann. Lorelei lost a great chance of winning in the very last board—with equal points she sailed Tinpot, but was badly off course to leeward. She was retrimmed and made considerable ground on Tinpot but was unable to catch her. Had she been on course from the start the result might well have been different. All thanks for the success of_ this meeting must go to the O.OD. Frank Jennings and his band of helpers whose hard work greatly contributed to the 1 Section A 1. 1246 973 2. 3. 1300 4. 1317 691 5 1159 927 « 8. 1286 9. 1280 10. 1296 762 11. 12… 1016 974 13 14. 1190 15. 1015 Section B 675 Ls 2. 1308 623 3. 763 4. 1113 6. 1195 7. 1256 8. 1331 1334 10. 1307 11. “£127 946 12. 654 13. 1305 1306 Cc. Dicks D. Reed F. Purdy R. Stollery G. Adams D. Taylor … W. L. Grint …. G. L. Ward … R. A. Waite R. Bonthrone J. Deacon… A. S. Wright E. Gorst D. James J. Saunders… W. F. M. R. Cc. G. J. R. E. G. W. A. R. R. Jupp Ivory Chang Burton Willson Reeves Graham J. Fry… L. Breeze Porter Downie … E. Haynes Harris Richardson L. Nason FINAL SCORES 1. 2. 3. 5. 6. aia of skippers and spectators alike. Top right, the winner, with unusual colour scheme. Above, “Pronto” sails “Lorelei”. Right, ““Rosemary Ann” & “Ada” and ‘Araba’® & ‘‘Tinpot’’. 613 1246 Lorelei 675 W. Jupp 973 1300 D. Reed F. Purdy Clapham Tinpot C. Dicks 1308 F. Ivory Individual Possible 70 57 S65 ook Clapham 52 Hove & Brighton 46 Southgate 43 Y.M.6m.0.A. 39 oo Eastbourne 39 Hove & Brighton 37 Norfolk & Norwich … 36 South London 342 Nottingham 31 Clapham 284 Clapham 28 Forest Gate 24 Clapham 19 Southampton 11 BO Tae Clapham Individual Possible 60 45 nae South London 41 M.Y.S.A. 37 Y.M.6m.0.A. 34 +a Clapham 34 Hove & Brighton 33 ‘ Birmingham 32 ies Clapham 26 Hove & Brighton 26 ; Nottingham 23 Clapham 22 Southampton 20 Southgate 17 Ses Bournville Scratched Southgate 623 M. Chang … cheraft high aspect 15 Elusive. Plover. 13 Ada 41 Hornet. Rosemary Ann (very ratio sails). Araba Pronto .. Pr i wus : 13 pi a (modified). 6 Believed Daniels. MG)BEL IMJANKIE!R} clubs sailing both radio and vane controlled yachts and whilst there is naturally a lot of good natured leg pulling I have found that the two sections are very appreciative of the skill and patience necessary in their different fields, and we live very happily together. How unfortunate this is that the same state of affairs does not exist at headquarter level. Surely the answer is to let the R/C members of the M.Y.A. determine the radio control classes, as I am sure that Mr. Mole and his free sailing colleagues would be highly indignant if subjected to the dictatorial treatment An elegant little wallet of chrome vanadium B.A, sizes spanners in is presented the to hard-to-get all model ‘*Readers Write’’ correspondents. HYDROFAN DEAR SIR, I read with interest your editorial comment in September’s issue of MopEL MAKER about lack of interest with hydroplanes. I think that the reasons are not altogether lack of interest. To run a hydroplane one must have access to workshop facilities or have a good friend who has. There are no large suitable commercial engines (10 c.c. and over) made in this country now. An enthusiast must also have suitable equipment and water to run on. To get a hydroplane to run successfully sometimes takes time, toil and tears in the initial trials. I am happy to say prospects are now looking brighter for the sport thanks to Mr. Lambert, Chairman of M.P.BA., and Mr. Ken Hyder, both of the St. Albans club, who reintro*uced D Class (5 c.c.) hydroplanes using the Mk. 6 ETA 29. There are now two ladies who run this class of boat. I have been bitten by the hydroplanes bug and I must confess I am now incurable. I advise anybody who has any doubts to have a go. I am sure they will not regret it. Finally, I hope this letter stirs up a bit of interest and comment that may help the sport. V.M.S.C., London, N.15. A. F. CRABB. R/C YACHTS DEAR SIR, With reference to the recent articles by Mr. Tucker relating to R/C yachts and the resulting correspondence, may I acd one or two comments, with particular reference to the letter from Mr. Mole? The history and present position as outlined by Mr. Tucker was extremely accurate and if Mr. Mole cares to dig into back numbers of the MopEL MAKER he will find that his so-called vociferous minority in fact consists of the majority of the people who are actively engaged in sailing and racing radio controlled yachts. I agree that we are in the minority when classed among the bulk of M.Y.A. members, but this hardly justifies their reiection of our request for an alternative class, nor does it excuse their dilatoriness by recognition of one class only for R/C. As things stand at present it is rather like the power boat section of a society telling the car section how things will be run. Perhaps the position will alter when the rank and file members of the M.Y.A. have had an opportunity to see and sail a R/C yacht. To date I have been a member of two We receive, especially when it is dealt out by people who have neither seen, sailed or owned an R/C yacht. Regarding the question of cost and comparison with full size dinghies. From the prices given it appears that it is as cheap to sail full size as vane controlled, let alone radio. It will perhaps be sufficient to say that my new R/C 10-rater cost under £25 inclusive of radio equipment. Had Mr. Mole known something about R/C he would have realized that his £50 Tx. Rx. outfit should have been compared to the cost of a Dragon, not a dinghy. To conclude on a constructive note I would reiterate my suggestion made in paragraph 4 as, unless the M.Y.A. does something to encourage its R/C members they may find that classes are being formed by people who do not care a damn if they are recognised or not. FENLANDIA. (Name and address supplied). that new curved mast, and attract the public before late. OTHER YACHTS DEAR SIR, May I as an ‘‘outsider’’ be permitted to make a few comments on the model yachting position as I see it? We have all read, particularly of late, about the apparent lack of interest and support coming from the public in general, despite the fact that some of the finest designs and materials are evident in the yachts now to be seen, since model yachting began. Why? I think class rules do tie designers down too much and tend to produce boats too much to a pattern. Surely designers should be at liberty to utilise latest and most efficient practices in their models? For example, in sail design, it has been ‘*proved’’, to some people’s satisfaction, that full length battens improve the sails’ performance. Whether right perhaps Mr. X won’t beat him then! Now about yacht types—to attract the public. Of late years schooners seem to have gone out of favour—I suggest killed by class rules. Something ought to be done quickly to provide ample encouragement for both designers and builders to sail them. Who can say they have seen anything to compare with the sight of Mr. W. J. Daniel’s Prospero in action? We, the public, the future model yachtsmen, want to see more such craft in action here, there, and everywhere. We rarely see a plan of such today. No-one seems to have produced anything like the above lately. E. W. Hobbs did cover them in his book with Siren and one or two other plans. Marshalls’ gave good cover of Prospero (plans and offsets) from which my model was made and which has always attracted great interest whenever on the water. In a different class is Daniels and Tucker’s little staysail schooner which I am finishing off at the moment, but none the less attractive. Siren. I believe, was produced within the 10-Rater rule, what about a cup or what have you for 10-Rater schooners, or some new schooner rules and classes? A rule to pro*uce and encourage a bunch of new Prosperos is wanted, but it looks as if by the time the new R.C. rules are finalised and someone would consider thinking abont it, we will have all passed on. Racing is sport, but sailing is fun. Sailing schooners and testing our new ideas, let’s have more fun R. Hamilton, New Zealand. E. J. it is too RosBuin. Bradford Evening Classes Bradford Education Committee have once again organised a Model Engineering evening class. Sorry about late notification due to pressure on space, but details can be had from G. S§S. Dunn, 13 Daisey Hill Lane, Bradford 9. (Tel.: 45201). Leamington Club ? A new 400 x 150 yard reservoir may offer possibilities for model yachtsmen in the area, and possibly even power boats. The council applications for G. Thomas, 1 is to consider use of the water, and Canon Young Road, or wrong, then designers should be allowed to use them if they wish and prove or disprove their own personal Whitnash, Leamington Spa, Warwicks, would be glad to hear of any local enthusiasts with a view to forming an organised body. roach should be open, free for all to do what they like, then measure actual Pen Friends Wanted opinions. sail area, Again, not by the fancy curve of the systems. How can we progress if designers are never allowed to experiment? The rules must be framed so that they can experiment within the rules. What encouragement do they get now to prove new theory if it has to be done outside all class rules, and after spending time and money their boat is not allowed to race against suitable yachts of similar dimensions? Similar restrict- ing rules in hull design restrict experi- ment. We all know rules are framed to restrict excesses in certain directions, but they go too far. Full length battens won’t produce an ‘‘extreme machine’ and if such battens will produce a more efficient aerofoil and a faster yacht we should be able to use them. The public will also take notice and take more interest, just to see Mr. X’s new ideas in action. They probably will come back next weekend to see what happens when Mr. Y fixes up 634 Cliff Wagner, 3614 FE. Donner, Fresno 26, California, is 31 and keen on yachts but, he says, only just getting started. Would like to correspond on the subject. D. jJessiman, 29 Crabtree Road, Camberley, Surrey, would like a correspondent (youngish, we’d guess) in Scandinavia, Poland, Australia, Italy, Hungary, or Czechoslovakia. Interests are launches and warships. Allan Bannan, 25 French Avenue, E’ithvale S14 Victoria, Australia, and Ian Watts, 91 Edithvale Road, same town, etc., are both 15 and interested in all types of model boats and R/C. Each would like a correspondent. Ship-modelling enthusiast H. 4G. Machnow, Neue Strasse la, DessauAlten/D.D.R., Germany, who favours non-working shin models, but is also intereste1l in R/C power boats, would like to correspond, swap magazines, etc.—he writes good English, too. : :
