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MODEL BOATS 1976 10-RATER CHAMPIONSHIPS BIRKENHEAD, AUGUST 28-30 Report and photos by KEN ROBERTS thes 1976 Championship for 10 Rater yachts was held at Gautby Road, Birkenhead, by kind permission of the local water board. Conditions at the lake had been very difficult for most of the season — earlier in the year weed seemed to have taken control, and until the warm weather arrived the Corporation would not put any weed-killer in. However, when it was finally put in the heatwave arrived and the water level fell, and racing became more and more difficult, and many people wondered whether the championships could be held. Fortunately the Water Board decided that water could be spared, and on Saturday competitors were probably surprised to find a full lake. There were 16 boats entered, so it was decided to have two rounds. Frank Batty, Commodore of the Birkenhead Club, welcomed the competitors, and introduced the OOD, Ken Jones. Racing began at 2pm with a gusty top suit reach, coming over the factory side, scoring 2 out and 3 back. The wind remained fairly gusty all day, with some lighter patches. Ten heats were completed, racing finishing at 6pm. The top boat was Xcalibre, sailed by Keith Armour, who had dropped 3 to Hawkwind, 3 to Sabre and 2 to XLCR. Second with 39 was XLCR, Derek Priestley, losing three beats and one run to Scimitar. Joint 3rd were Mr Rusty, Roger Stollery and Conqueror, Alan Norman. Alan Norman had sailed very well, getting the first 25 points, including 5 from Mr Rusty, then losing 5 to Keith Armour and 3 to Boost. Racing commenced at 9.30 on Sunday, with a top suit wind, swinging slightly all morning, and after lunch swinging from side to side, but spinnakers were flown mainly from the starboard side. Keith Armour got his first five from Taifun but lost the next to Mr Rusty, lost two to Scimitar, then five to Boost and five to Lady Alice. Roger Stollery, however, lost the first five to Sabre, then got 18/20, only losing two to Black Top. At the end of the first round Mr Rusty was top with 54 points, second was XLCR with 53, Derek getting 14/25. Xcalibre was 50, and Conqueror 49, only getting 13 points in the last five heats of the first round. Seven heats were completed in the second round, the winds getting gradually more light and variable. XLCR went very well, getting 29/35 to finish with a total of 81 points. Mr Rusty had 77, losing a second five to Conqueror. Third was Xcalibre, 75. The race was still wide open, six boats being within 12 points of each other. John Lewis decided to cut off 3in. from the fin of Logic IJ after Sunday’s racing. Monday commenced with a drifting reach, the wind swinging through 45°. There was a bit more strength during the second heat, but the use of spinnakers was of dubious value. Alan Norman did not have a good start to the day, losing the first 10 points, and although Keith Armour got the first 11/15, he then had a very bad period, getting 5/25. Scimitar with Peter Maskell went very well, so also did Mr Rusty. Derek Priestley, however, after starting the day in Ist position, had a poor morning, was late after lunch and gradually had his lead taken away from him. In the 14th heat Don Hardwick got the beat from Derek and the trophy was virtually Roger Stollery’s, and even though XLCR won the final beat against Mr Rusty Roger had won by 5 points, with Boost another 3 points behind XLCR. The prizes were presented by Mrs Lewis. Above, the winner and runner-up, Mr Rusty and XLCR. The differences of nine years in l.o.a. etc. are noticeable. Left, Hawkwind (near boat) and Xcalibre, both Mk. 2 Crackers which are slightly shorter than the basic design. 644 NOVEMBER 1976 Conqueror is a Chris Dicks design, more or less a stretched I//usion Marblehead, displacing only I7Ibs. Early sail number comes from re-use of a number from a broken-up boat. Builder is Alan Norman. Boat behind is King Clanger. Mr Rusty is now nine years old and is sailing as well as ever. The success of Roger Stollery after many years of near misses in the 10 Rater class should encourage others who have tried and tried. Among the new boats appearing at this National was another John Lewis design, Logic I, which was at the outset an experimental boat, in that John wanted to see how a flat bottom, straight sided boat, designed to the LWL and displacement parameters of the modern 10R, would perform. It may be remembered that John designed a similar boat, Logic J, to the old 10R rule. Hawkwind is a shorter Cracker and many times looked very impressive. Conqueror is from Chris Dicks’ drawing board. It is a long slim boat of relatively light displacement on a 64in. LWL and is immaculately built and rigged by Alan Norman. Taifun was also a beautifully built boat, planked and fitted out in Don Hardwick’s own style. The race was enjoyed by all who took part, there were no protests, and any disqualifications were decided by the competitors, who knew when they had broken a rule. This made the officials’ job comparatively easy. The wind blew enough to enable two rounds to be completed, without undue haste. Thanks are due of course to the OOD, Mr Ken Jones, and his band of helpers, including the canteen ladies. ; 1. 1737 Mr Rusty 2: 3. 4, 5. 6. 7. 8. 9. 1937 1862 1828 1945 1836 1913 1066 1866 10. 11. 12. 13. 14. 1865 1816 1949 1947 1946 “XEER Boos/ Scimitar Hawkwind Xcalibre King Clanger Conqueror Lady Alice Elizabeth BlackTop Sabre Taifan Electric Soup Logic II 16. 1933 Mr Wu 15. 1601 Pegasus Nearest boat is Tiafan, a com- bined John Lewis/Don Hardwick effort. Note prognath- ous “Lewis lead”. Far right, John Lewis and experimental 18lb Logic I which was instructive if disappointing. 4 Skipper R. Stollery : Guildford Fleetwood Birkenhead Leeds & Br. Leeds & Br. Leeds & Br. Fleetwood Birkenhead Shepherd Lewis Lewis Lewis Lewis Lewis Dicks XLCR Cracker Cracker Cracker Mk 2 Cracker Mk 2 Cracker Mk 2 Conqueror R. Noble R.Spencer Sally Armour D. Hardwick G. Griffin J. Lewis Cleethorpes Birkenhead Leeds & Br. Lewis Lewis Lewis Lewis/Hardwick Griffin Lewis T. Prior Guildford Stollery D. Priestley W. H. Jones P. Maskell J. Bush Keith Armour R. Walsh A. Norman K, Atherton Cleethorpes Designer Stollery Daniels Design Mr Rusty Displ. 10 15 22 30 (lbs. 19 LWL 36 Heats 36 Heats 54 Heats 77 Heats lil Cracker Cracker Cracker Taifan Bedroom Door Logic II 23 23 23 20 22 18 64 64 64 65 60 28 16 18 19 10 21 42 30 35 30 24 23 55 53 50 39 38 29 75 71 68 58 56 41 Mr Rusty 19 61 9 14 24 26 22 23 23 22:5 23 23 17 35 65 64 64 63°5 64 64 64 65 54 39 29 30 21 42 35 36 11 53 49 48 42 50 42 49 15 81 72 69 66 75 69 65 | ff 106 103 101 94 91 90 719 31 i MODEL BOATS Fitting out an A Class yacht Experiences with a first A boat, with some awful warnings! Dry weight was first checked and was on target, requiring exactly the anticipated ballast, to be fitted in the base of the hollow fin, separated from the main lead by the thickness of the glass fibre. The model was placed in the tank and the ballast moved as far aft in the fin as possible to trim the hull; for non-yachtsmen it can perhaps be pointed out that sail area and waterline length are the main influences on yacht speed, and they are interrelated in the A Class rule so that an extra inch on the waterline can cost as much as 100sq.ins. sail area. Because the bow is usually quite sharply V’d and the stern much flatter in shape, tipping the hull slightly bow or stern down has quite a marked effect on the waterline length. However we tipped, though, our boat was an inch longer on the waterline than its sister from the same mould, which was puzzling, since the displacement was identical. The answer was eventually found by Harold Dovey, studying the plan of the hull, and light dawned. The boat had been hanging about in its early stages, and an unexpected free evening gave the chance to get on with the next step, which was fitting the deck beams. Unfortunately we hadn’t a copy of the drawing at home at the time, but a ruler placed across the inwales gave a figure which seemed familiar, and the hull was pretty stiff, so it couldn’t have moved far, could it? So the deck beams went in and we carried on and forgot about it. When we checked it, however, the deck was getting on for an inch narrower than intended; pulling the edges of a shell in drops the ends, and vice versa, for obvious geometric reasons (try it with a paper boat). This dropping, plus nearly -lin. difference in I.w.l. beam, produced the additional lin. extra waterline length. Well, we all get egg on our faces from time to time; the moral is, don’t take things for granted, even if you were the bloke who did all the arithmetic originally. We now had to modify the sail plan, which was going to have to be smaller by 100sq.ins. The A rule takes 85 per cent of the foretriangle measurement as jib area (i.e. if you increase the foretriangle area by 100sq.ins. you can effectively increase the jib area by the same, but you are only ‘charged’ 85sq.ins. and, of course, vice versa) so it was sense to take the surplus out of the mainsail and move the measured mast position a shade aft to Paces notes are written in the hope that some of our experiences (and mistakes) in building and sailing an A Class boat for the first time will assist the many readers who have recently turned to yachting and are anxious to learn of possible pitfalls. Perhaps we should start from the sentence in the June issue where we suggested that our Afrit design should be ready for measurement in a few weeks. It duly was, and was taken to Bournville, as being one of the nearest clubs whose measuring tank etc, was currently in use, and whose members had kindly agreed to undertake the job; they did five or six boats in the same week. compensate. With the advice and encouragement of the Bournville members present, the adjusted sail plan came out as sketched. It was now possible to complete all final securing of fittings etc, to fix the ballast, mark the required black bands, and finish the running rigging to lengths etc, to ready the boat for sailing. In many cases, of course, a boat is sailed for weeks before it is officially measured (and can then require alterations) but in our case it was a cliff- hanger to get the boat readied for measurement in time. Trouble spot. No. I is the wire eye on the reaching/running line, part of the synchronous system. 2 is the temporary wire traveller with the beating sheet hooked in. 3 is the part of the original PTFE traveller, sawn in half and left to stop the wire traveller falling over the horse ends. 4 is the “parked” spinnaker sheet, 5 the pin for mast slide adjustment, and 6 the idle hook of the running sheet. 660 NOVEMBER 1976 Jib fitting is a Jones one, and a timesaver! No. | is the elastic spinnaker boom forehaul, 2 the required black bands to indicate limits of permitted adjustment, 3 the kicking strap made up after racing the first day. 4 is the attachment eye for the short beating line controlling the jib traveller. As it happened, we managed one sailing session a week before the Gosport Championships, for which the yacht was again taken to Birmingham, to sail at Witton in a light wind, under the eye of Mike Harris, with the Doveys’ Dandy and, later, its sister, Taffy Williams’ Midlander, to give a basis for comparison. After a board or two, the mast was moved back a notch and one or two minor adjustments made to tensions and the like, following which a reasonable trim was established. The main points to emerge concerned the jib traveller. On an A boat, to take advantage of the method of jib measurement mentioned above, it is customary to fill most of the foretriangle area with the jib, and this means a low jib boom. In turn this means a very shallow kicking strap angle, making it difficult to pull the sail clew down sufficiently hard for a beating trim in a fresh breeze. It is therefore customary to use a full-width jib horse, hooking the boom to a traveller on this and controlling the move- 2 = of Guildford clubmates stayed after racing finished to help rig a temporary wire traveller and a new kicking strap fitting. The morals here are don’t be clever with untried materials, and get in a lot of sailing under all conditions to find and eliminate weak spots, before a race, not during it. Masthead. | is tube through mast for sail uphaul; despite careful bell-mouthing it caused fraying. 2 is tubular jumper strut epoxied through in tube mast. 3 is turnbuckle for jackline tension; sagging jacklines are to be avoided, but a turnbuckleisa shade unusual. The latter applies to a number of other snags which arose, each minor in itself but losing points before the trouble could be identified and dealt with. In particular, when running a lazy guy, sometimes called a Chinaman, is desirable. This is an elastic line which holds the main boom over on its correct side, tight enough to prevent it gybing over on its own but allowing the boom to be gybed to the other side by hand, almost with a touch of over-centring, if this is necessary to get the boat away ment of the traveller with a beating sheet. This takes the load off the kicking strap, although it is usual to keep this fairly well hardened down. Point one was that our beating sheet came from behind the horse and proved able to tangle under certain circumstances. Cure, fit an eye ahead of the horse, on the centre line, to anchor the beating sheet. More important, however — and to cause some anguish at Gosport — was the traveller. We had made it from a block of graphite-impregnated PTFE and on trial found it jamming under load. This appeared to be caused by the wire passing through it vertically (to form an eye above and below) rubbing against the horse rod, to which it was tangential. Modifications were to drill another hole and reposition the wire so that it could not touch the horse, and to ease the fit of the block to even freer sliding. Alas, this was not the slightest use; as soon as the horse got splashed the PTFE got wet and jammed again, even in the fresh breeze of the first day at Gosport. To attempt to get round it temporarily the jib was hooked to the central eye intended for running and reaching, but it was impossible to harden the kicking strap down sufficiently (despite deforming the fitting considerably) to stop the jib from shaking. Various measures were tried throughout the day without success, despite advice and help from many of the other competi- tors. We finished up with only four points, and a couple The hounds area. I is a folded stainless tag into which the jibstay hooks; is adjusted by nut above block. 2 is hook for head eye of spinnaker. 3 is jib uphaul, which frays where it passes behind block. 4is shroud with spinnaker boom uphaul secured to eye of hook. 661 MODEL BOATS The mast/gooseneck area. | is the main kicking strap; note that it is at a much steeper angle than that for the jib and is therefore mechanically more efficient. 2 is the lower end of the spinnaker boom uphaul (sometimes called “‘topping lift”) parked in the boom swivel eye. MAINSAIL AREA FOREA AREA 684.25 — 544.00 1228.25 80.50 DISPLACEMENT 41.75 Ibs. L.W.L. 55.06 ins. L.W.L. BEAM DRAUGHT 12,12 ins. from the bank. With the swinging winds obtaining for most of the week, we had endless trouble in getting the tension right. This is not so much a weak spot in fitting out as insufficient sailing practice, but it still costs points! In the main, the fittings shown in the pictures did their job perfectly for the week of sailing, and the boat had certainly started to sail properly by the end of the race. As a matter of interest, it met 10 of the top 12 boats and took points from seven of them. Items requiring attention afterwards included the sail uphauls or halliards. That for the mainsail passes through a tube epoxied through the mast and thence down the foreside to be made off in a bowsie adjustment. Where it passes through the tube is a danger zone for fraying; possible remedies are to fit a short topmast to give enough height for a wire link and bottle-screw above the sail head, or to modify the gooseneck so that the sail head can be fixed and luff tension adjusted below the boom. The jib uphaul passes behind the block holding the jibstay adjusting screw, and up the foreside of the mast, again with bowsie adjustment. Again, fraying occurs behind the block, so perhaps a wire link may be introduced here. Another small point relates to hooks. We snipped the end of the wire and turned a double loop (720°) to prevent the hook’s eye from pulling open, then formed the hook part in the normal way, snipped off, and carried on. The snipped ends provided another source of potential damage to rigging lines, and in future we will grind or file the ends to remove sharp corners. As an example, the spinnaker backhaul wore against a hook attached to the mainboom and parted in a gust (another two points gone!) Why an idle hook on the mainboom? Most A boats have separate sheets for beating and running; in our case the latter hooked into a synchronous system, but because of the separate traveller control of the jib, separate beating adjustments are needed. Finding a bowsie of sufficient size for the synchronous system was a problem, and eventually we cut ours from part ofa nylon moulding from a loo cistern. Plumber’s suppliers are a source of amazing finds. The bowsie slides on a jackline which is itself tighened by bowsie, but at the opposite end we introduced a fairly strong coil Sheeting arrangement. | is nylon bowsie for synchronous adjustment, 2 coil spring to tension bowsie jackline. 3 is eye for running/reaching line for main boom, 4 is eye for main beating sheet, also anchors fore end of vane centring elastic. 662 30.50 v.Ge 8.50 spring. This enables the jackline to be kept absolutely taut, and provides a small cushioning effect if the boat is hit by a slam. The spring, of course, needs to be plated or stainless to avoid rust. All rigging cord on the boat is Searanger braided Terylene, but of the lighter grade. As lines are replaced it will be with the heavier weight line, assuming we’ve been able to buy some by then. Then all that should be needed is time for practice… Thanks should be recorded, by the way, to the considerable number of people who offered practical help and advice at all stages of this project; it was very much appreciated. NOVEMBER 1976 Round the Regattas including news from clubs Scene at the Nylet RIOR Trophy meeting at South Cerney on Aug. |4 (photo F. Parsons) Regatta News from Poole MYC, Radio Section The perpetual calendar for Poole provides for the Taplin Challenge Cup early in June and the Laidlaw-Dickson Cup in early September and these are normally two-day events. In rotation with YM6 and Gosport we also have the RA National Championships approximately every third year. However, 1976 has been somewhat different as we had accepted the position of host club for the first R10R National Championship in September. This meant advancing the Laidlaw-Dickson Cup from its early September niche to August to give a better distribution of events. For the Taplin Challenge Cup we were fortunate to secure the services of David Robinson of the New Forest MYC as our OOD and we had a total of 18 entrants, including four from Woodsprings. With six boats racing we were able to complete 54 races in the two days, resulting eventually in a sail-off for first place between John Cleave and his Klug RIOR Knut and Peter Wiles with his RA boat Jaquita. Each skipper had 18 races giving a maximum possible score of 216 points. The leaders finished with 166 points each and John Cleave won the sail-off and the Taplin Challenge Cup. Third place went to Brian Askell and Pele with 164 points and Len Thompson and Jenny were fourth. Roy Stevens and Whipaway tied for Sth place with Frank Walker and Swara. Altogether a very good regatta, conspicuous by the absence of contentious protests. The RA National Championship was at Gosport this year, but as Poole skippers took first, second and fourth places, a mention must be made. First place went to Len Thompson with Jenny, second place to Brian Askell with Pele, third place to Norman Hatfield with Aubade, and fourth place to our Vice Commodore Roger Dehon with Mimi. Len Thompson has a complete pedigree on his boat since it was first registered in 1957 and if one wonders how or why a 19 year old boat should be able to beat all competitors, its first name Arabesque III, will satisfy the curiosity of most skippers. Arabesque, designed by Bert Littlejohn, won the 1953 ‘A’ Class championship at Fleetwood, and as far as is known, was destroyed in a fire. Arabesque IT is still owned by Mr E. Gearey and Len’s boat was in fact built by Arthur Levison. As an RA boat she has a displacement including MacGregor Digi II radio of 54lbs with a LWL of 55ins. and sail area of 1539sq.in., and it was first registered as a Q boat in May 1963, being then owned by Roger Dehon. And so to the Laidlaw-Dickson Cup held on Sunday, lst August. For the first time this was arranged as a oneday event and as such we were a little apprehensive concerning its popularity, but with a final entry of 22 skippers we were more than delighted. A perfect schedule of six heats was arranged with five boats racing and with five races in each heat, giving a total of 30 races in the 663 day, each skipper sailing six times. With typical Poole contrariness the wind varied from 0 to strength 1 in the morning and then freshened up to quite a blow, approaching force 5 in the afternoon. Our Hon Sec, Colin Sayer, was OOD for this event, assisted by a three-man race committee made up from entrants. To allow the OOD to exercise better control of the racing, a chairman was nominated for each race committee who adjudicated all protests, and this system certainly assisted in better management, avoiding the delays to the start of the next race whilst settling a protest. The overall result was — Ist John Cleave, RIOR, Knut; 2nd Brian Askell, RA, Pele 3rd Jim Wilde, RM, Bloodhound; 4th Len Thompson, RA, Jenny; 5th Derick White, RA, Astrix. This was the first event held at Poole which included a lady skipper and Mrs Barbara Varker of the Woodsprings MYC also presented the prizes. Once again we were all very grateful to our ladies for providing such a good lunch and we shall be prevailing upon their good souls again for the RIOR National. Danson MYC Like many clubs the radio section of Danson MYC has been having water problems caused by the long hot spell. Not that the lake at Thamesmead dried up, it just grew weed: the sight of 23 acres of weed almost solid enough to walk on is quite amazing. Alternative water was found on weekday evenings at the club’s original home in Danson Park and with the use of the jetty granted by the Bexley Council provided first class sailing conditions. A dozen weekly meetings have produced several new members and regular gallery of spectators. Negotiations for weekend use of Danson Lake are still in progress but the chances look good. Radio section secretary Russell Potts is laying down the burden after 24years and the job is being split. General radio secretary is John Fincham, 47 Belmont Park, London SE13, Tel: 01-852-8095. Competition Secretary is I. McCulloch, 2 Philp Avenue, Swanley, Kent, Tel: 0322 63412. Danson will again be presenting their off season RM meeting, the Danson Frostbite. This meeting will be held on Monday 3rd January 1977, which will be an additional public holiday because the Bank Holiday falls on a weekend. Location will be Danson Park if we can negotiate the use of the jetty area. If not at the Rick Pond. Start 10.0 am. Entries limited to 24. At least two plain colour frequencies please. Entry 50p on the day. Entries to Charles Parrish, 70 Blackfern Road, Sidcup, Kent, tel: 01-850 5309, by 4th December. Thames Estuary 3000, 13th June This year’s race was held at Canvey Island, running from the sea wall landing off Hole Haven. The weather was extremely warm with no wind and therefore the sea was Inside action at the Nylet race, taken witha 200mm. telephoto lens from a boat outside the course (Photo Chris Bowler). The mark is behind Twiga’s mast. by N. Morris with his OS 80 powered Sealion. The calm conditions didn’t, however, provide anyone with a third place. Finally the B Class, which can be called disastrous as far as completion was concerned, because only a handful managed the course. One person who did was P. Simmonds who had literally brushed the cobwebs out of his old Merco 61 powered Swordsman, which hadn’t been run for a good few years and despite this did well. However, the class was won by A. Ellis with his Webra powered Huntsman 31 (also FTD) followed again by N. Morris with his Sealion and hot in his wake was D. Cooper with the JPS Orange Box powered by Rossi 60. It was also pleasing to see the ladies having a serious attempt at the course and more so to see them among the finishers, which put some of the menfolk to shame. The fastest lady of the day was Mrs M. Briault who used a KB 40 powered Tiburon 36. An interesting fact is that the high performance engines such as OPS, Rossi and Webra took the prizes, as this isn’t a common thing in offshore racing; no doubt the calm conditions helped. Special thanks must go to M. Agnew, K. Harrison and H. Blogg for providing and running the three chaseboats. Class A as flat as any multi race course; indeed some competitors wished they had their multi boats with them. The race was run under the Offshore Racing Association rules with points counting towards the Drivers’ Championship. However, out of the 40 plus entries only about half managed to complete the course, quite amazing considering the calm conditions. The A Class boats were first away, putting up some very fast times and well in the running for FTD. This class at present seems to be dominated by the Spearfish boats, with J. Dobson, using a Spearfish/OPS 40 combination and E. Pearce with the same boat but with a Webra 40 providing the power. The C Class boats were next to run; this class was won by R. Curtis using an O&R in a Tiburon, closely followed Time Club 1. John Dobson 4:47.4 RR Derby 2. Eric Pearce 3211.2 N. Birmingham Class B 1. Tony Ellis (FTD) 4:26, 1 Torquay 2. Noel Morris 4:47,2 Port Talbot Class C 1. Robert Curtis 5-12.2 Kingfishers 2. Noel Morris 5:14.7 Port Talbot First lady of the day — Muriel Briault — 7:35.0 Concours — 1. R. Curtis; 2. R. Sawell. Metropolitan and Southern District R10r Championship Eleven yachts entered for the first ever MSD radio controlled 10r championship, which was held at Hove on 5th September 1976. Racing started at 10.30 on a triangular course, but having a dogleg round the windward starting mark on the first lap. The wind was mainly N/NE force 2/3, but occasionally backed briefly to NW, which changed fortunes for the yachts when it occurred during the windward legs. Lunch was taken at 1.15 by which time ten races had been completed; the leader at that time was John Cleave, who had been first in each race, except one, where whilst leading he hit a mark, and became becalmed while trying to round it correctly. Racing restarted at 1.45 in less wind than there had been in the morning, and during the race the wind veered to the SE. The course was reversed by the OOD at the start of race 12, and this caused some confusion to the competitors, until John Cleave explained that it was not strictly a reversal, but a mirror impression of the previous course. Everyone then seemed to understand where they were required to go, and the race was started. All went well until the rounding of the mark after the dogleg, where there was doubt as to whether the mark should have been left to port or starboard. As opinions differed fairly evenly the chaos can be imagined. The OOD ordered the race restarted, first ensuring that all competitors understood the course. Sailing continued uneventfully from then on except for the retirement of one yacht, with radio trouble. Racing finished at about 5.15 by which time 22 races had been sailed. The winner, John Cleave sailing Knut, had nine wins out of his ten starts. Despite lightish winds, racing was close, as is obvious. Thanks are due to Mr. Alan Coombs, warden of South Cerney sailing Centre, for considerable assistance. 664 NOVEMBER 1976 Winner of the Nylet Trophy, Knut, rounds a mark. In background, Derek Priestley’s X/00, a Mr. Rusty. I. 2. 3. J. Cleave N. Hatfield J. Pearce Knut Axed Laser 4. T. Abel 6. D.Norfolk Jumbo N. R, D. D. Tango Dove Crescendo Daffers 4. 7. 8. 9. 10. 11. K.Corke B. Askell Curtis Seager Smith Moreman Pacemaker Albatross Arrankis 1876 1880 1940 Poole Y.M.6m.O.A, Guildford 1928 Gosport 1935 Poole 1894 1917 1895 1915 1950 1819 Guildford Hove Woodley Hove Hove Hove 92 71 69 56 56 55 50 (Retired) 48 43 38 18 Nylet Trophy for R10Rs The Nylet Trophy for R10Rs was held at the Gloucestershire Education Committee Water Sports Centre, South Cerney on Sunday, 15th August. There were 14 entrants and they were asked to sail a 14 boat schedule twice round, each boat sailing 12 times in a total of 28 races. Results were: Ist. John Cleave; 2nd. Colin Thompson; 3rd. Roger Dehon. A special prize for the highest placed Pacemaker went to Norman Curtis in fourth place. Telford Two Day Event One and five were easy. We were getting known by travelling to most To understand what this event was all about it will be necessary to quote a few of the main rules, and how they came about. Last season we held our first ever ‘Open Multi’ event. It was a great success but the lack of support from outside of the Midlands was clubs and achieving results. We were fairly confident we could organise —in view of the good comments and success of our first regatta — under the helm of Tony Arbon. Two, three and four took a bit of thinking about but you can see from the following extract of rules how we decided to solve them. 4 x 14 hour races each day. Each competitor will have one race on each day. Total laps over three hours’ racing to decide the disappointing. Problem — How to attract the big names to our regatta. Answer — 1. Get the club known. 2. Make the event big. 3. Make the event ‘different’. 4. Give the competitors time on the water. overall places. 2. Each competitor will lap count once on each day (or supply a deputy). 5. Good organisation. the NEVV PRO-FINISH LOW-COST At last! — a modestly priced airbrush for the model maker that gives a truly professional finish. 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