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MODEL SV WE ONE MAN’S APPROACH TO STEAM… Lake District Pleasure Yacht a October 1984 gop. as rder that it can be kept taut. The main owsie must be able to slide along the line ven when everything is wet, but it must also lock positively in place. One yacht remembered sailed for three or four days with its heading always deteriorating as it moved along the lake; this was attributed to wind effect until the penny dropped and it was realised that every time a gust hit the boat the main bowsie was jerked a little way along the sheeting line. However, a compromise between reasonable adjustment and locking in place is not difficult to achieve with a 36in. yacht. Two eyes are needed for the sheeting V ane sailing has fallen off dramatically line, which runs roughly fore and aft, but its positioning may depend on the run of the jib sheet, which should not foul the mast or any other fitting. This usually means setting the line well out to one side. An alternative is to add an extra lead so that the jib sheet is brought out sideways from its centre eye, then turned to run back to the main bowsie. Some skippers run both sheets to the stern and then turn them to run forward to the main bowsie; the extra friction of the additional eyes is unimportant in this case and may even be an advantage. The sheets are also pulling nearly parallel with the sheeting line, which helps to lock the bowsie. Sheet length once past the centre deck eyes will in some countries as radio yachting has developed, but the situation may not be quite what it seems, since radio racing has brought into the I.M.Y.R.U. a number of countries where previously there was very little or no organised sailing. Of the countries affiliated before the advent of radio most still maintain some interest in vane, although there can be no denying that the numbers in this form of racing have diminished. England almost certainly has the greatest number and the busiest regatta list, and anyone who really wants to learn how to set up and trim a yacht would be well advised to spend a season sailing and racing with vane gear. not affect synchronisation. Any off-centre eye will need a block glued to the underside of the deck, but if the installation has not been worked out beforehand and no hatch is provided in the deck it would be necessary to glue a pad on top of the deck to take the thread of the eye. A small circular pad of, say, Yin. ply with a bevelled circumference would be adequate and would not look unsightly. Otherwise eyes can be screwed into the inwale or at deck beam positions. Vane sheeting There was a time when complex, beautifully made stainless or chromed fittings and rigging were part of the attraction of a model yacht, but nowadays simplicity, reliability and functional efficiency are the targets; this has perhaps been evident in the standing rigging details of the present model and can be continued in the sheeting. The simplest system is synchronous sheeting, where jib and main sheets are led through eyes on the centre line and both made off to one large circular bowsie which can be adjusted fore and aft on a sheeting line. To do this, just as in radio the sheet attachment points on the booms must be equal distances from the boom pivot point, but it is desirable to have one of the sheets adjustable on the boom so that the relationship between the two sails can be adjusted if necessary. The usual aim is to have the jib about two degrees freer (further out) than the main on any course, but there are times when perhaps a shade more or less will increase boat speed or improve its course. Running the sheet through an eye on the boom at the ‘attachment’ point will not alter the radius, i.e. will not affect the synchronisation of movement; the sheet can then be led to an eye at (usually) the fore end of the boom, returned and made off into a bowsie. Movement of the bowsie will thus Hobnoblin rigged and ready for action. lengthen or shorten that sheet, altering the boom angle relative to the other boom, but still retaining synchronous movement at the new setting. Both sheets must be guided by leads (eyes) on the centre line, to achieve the same angle on either tack, thence at any angle to the main sheeting bowsie. This must be positioned (in the simplest arrangement) so that with the sails right out the bowsie is not further forward than the main sheet’s centre deck eye, otherwise further movement towards the bow will start to pull the main-sheet back in while still freeing off the jib. Exactly the same situation can arise with synchronous radio sheeting. Vane Mounting A vane mounting will depend on the type of vane to be fitted and an outrigger to carry the vane pintle is permitted in this class. This can be a ply, stainless or brass plate epoxied to the deck and screwed through the top of the transom (remove screws, epoxy and replace) with perhaps a wire strut from low on the transom (screwed into the end of the backbone) to the region of the pintle base. It is also necessary to split the backstay about 20in. above deck to an eye in either inwale as far forward as possible without catching the end of the mainboom. This is Short but effective jib uphaul on Hobnoblin. ee ae The main bowsie slides on the sheeting line (which is not the same as the sheets!) which itself is set up with a bowsie in Equal distances Pivot Bowsied line Pivot Bowsied line on the boom facilitates adjustment of the relationship between jib and main sheeting angles when operating from one winch. October 1984 573 effective the rudder) and with luck a quick touch will not reduce the inertia, i.e. check the speed, too noticeably. Holding on rudder, on the other hand, will prevent the boat ever reaching a reasonable speed. Slightly unusual RM arrangement using wire tripods to place sheet leads near booms and sheets led direct to winch drums. 1 is winch drum, 2 mainsheet deck pulley, 3 eye turning jib sheet (which also carries a long thin elastic line to prevent sheet tangling), 4 bowsie adjustment of main sheet on boom jackline, 5 is fishing rod eye for low friction sheet lead, supported in tripod, and 6 is rudder servo arm with tubular above-deck rudder pushrod. Note jib tripod out of picture; gadget on deck just ahead of mast is ‘micrometer’ mast position adjuster. Note also folded metal strip bottlescrew for kicking strap adjustment, and mast jackline tensioner led off from gooseneck to port shroud plate. to give clearance for the vane feather. All that is needed is a 40-42in. length of cord tied from one eye to the other and a shorter backstay hooking into the apex of the inverted V so formed. It is still possible to buy a vane gear (e.g. E. L. Jones) but the construction and use of one is something requiring to be dealt with in an article on its own, which we will try to fit in shortly. Radio Installation sails and if any marked amount of rudder has to be applied to maintain a desired course the sails are set wrong. It follows that to sail a yacht efficiently control of the sail sheeting is essential; it is quite possible to sail a model on a fixed sail setting and rudder control only, but there will be only two headings (one on either tack) on which the yacht will sail at its potential speed and on any other, some rudder will be needed. It can be quite fun and the model can usually be manoeuvred back to its starting point, but it’s rather like having a car only driven in first gear. As is obvious, a yacht derives its power from the wind and the less drag it produces the faster it will sail. Applying rudder creates a considerable amount of drag and anything more than one or at the most two degrees will simply put a brake on. Ifa yacht will not maintain a heading unassisted it is better to give a quick stab of rudder every few yards than to holda smaller amount of rudder permanently. In the former case the boat will achieve better speed and a touch of rudder will turn it sharply (the faster the speed the more The main use of the rudder, apart from the odd quick touch described, is to force the yacht to turn smartly, simultaneously adjusting the sails, on to a new course. It will do this effectively only if the yacht has adequate steering way, in other words is moving fast enough for the rudder to be able to bite. Many beginners, especially in light winds, pinch their yachts on approaching a mark, in order to turn tight around the mark. The way comes off and they just about squeak past the mark only to find that they can’t turn until the boat has doddled about, eventually picked up a little wind and speed and will respond to the rudder. In the meantime their sailing mate, who turned wide, but kept up his boat speed, is halfway down the next leg. A conventional servo is used for the rudder, often with the linkage above deck. Bringing the rudder tube through the deck cuts out a possible source of leakage and the linkage is easy to adjust out in the open. There is a growing trend towards closed loop linkage, where double-ended servo and tiller arms are linked each side with stranded wire, which means that the rudder is always pulled over and errors possible if a push-rod bows are eliminated. Most servos are at least water-resistant, but taping up the body with plastic insulation tape is always a good idea, as is fitting a tight thin felt washer under the output disc or arm and impregnating it with a little grease. Repeat, a little grease! A thin ply plate and appropriate thickness blocks makes the easiest way of securing the servo under a thin deck or hatch cover, unless there is a vertical surface which will allow the use of sticky pads. Surprisingly, perhaps, there are many similarities between the foregoing and the requirements for radio. The rudder, of | course, is controlled by a servo instead’ of the vane and, if a drum winch is used, the sheets are simply made off to a sheeting line, the line itself moving fore and aft rather than being fixed and equipped with Sheet _-Fixed end \ a sliding bowsie. It has been said before but for the benefit of those just starting an interest in yachts must be said again — the course of a yacht is determined by the set of its Lever winch travel magnified. Lever arm winch operates jib from one end and main from the other. THE MECCA FOR SERIOUS TOOLS FROM BENMAIL MODELMAKERS OPEN 6 DAYS 9.00a.m. to 5.30 p.m. DREMEL MOTO TOOLS & ACCESSORIES @ DRILL-MASTER MINI DRILLS & ACCESSORIES@ WOOD CARVING & TURNING TOOLS @ SWANN MORTON & X-ACTO CRAFT & MODELLING TOOLS @ JOY PRODUCTS @ BA & MODEL ENGINEERS TAPS & DIES @ TWIST DRILLS @ PYROGRAPHY EQUIPMENT ®@ AR@ AIR BRUSHES@ GLUE GUNS @ ADHESIVES TISTS BRUSHES Steam Engines, by Stuart Turner, Maxwell, Hemens, U.S.E. Hulls, by J. B. Mouldings, ABCO UK, etc. Kits, by Corel, Aeropicola, Amati, Mantua, Sergal, Robbe, Duplex and many more. Timber Strip and Sheet, Boxwood, Walnut, Lime and Mahogany. ETC. ETC: Large Range Metal Ship Fittings. Wagon and Cannon kits. Large S.A.E. for lists. MAIL ORDER A PLEASURE RING FOR QUOTE SEND 17p STAMP FOR FREE LITERATURE BENMAIL 48 STATION ROAD, ST. GEORGES, WESTON-S-MARE, AVON, BS22 OXL. Tel: 0934-510497 We close Thursdays 574 = 4 ew IAN THOMPSO = Full range of Caldercraft fittings now in stock. precision MODELS 3, JOHN STREET (off James Street) HARROGATE. TEL. 66787. Model Boats (co =a Pulley Endless sheeting line Winch drum Endless sheeting line is common practice with a modern winch system. Winches There are several winches suitable for 36in. yachts, both drum and lever type, at prices starting at a little more than a normal servo. Anything under 6ozs. is perhaps the easiest definition, and this gives a choice of five or six. The drum type is commoner in Britain, perhaps because the most widespread lever has only marginally enough power for a Marblehead in a fresh breeze. Possibly we sail regularly in stronger winds than America or Japan and accessories and equipment — even designs — which are perfectly suitable in their country of origin may not be quite strong enough for British usage. However, none of the winches offered should be overtaxed in sailing a 36, so the choice is open. A drum winch is normally used to drive an endless sheeting line and will normally provide around 4¥, turns of a lin. dia. drum. Make off the end of the cord to the winch (holes are provided in the flanges), wind on five or six turns, take the line forward and through a pulley block or smooth eye, return to the drum, wind five or six turns in the opposite direction and make off. That is the general theory, but the more turns you have on the drum the greater the chance of overlaying, so you may prefer to hook up the radio, drive the drum to its extreme, wind on one lot of turns (in the correct direction) then pass to the pulley, back to the drum and make off. There should then be enough line for complete travel but none spare, other than perhaps half a turn at each end. The line to the pulley should be reasonably taut, but not ridiculously so, and it may take a bit of fiddling to get it just right. It might be thought simplest to hook up the radio and push the sail stick right forward, watching which side of the line moves forward. Stop it at full travel, make up the sheets and bring them at right angles to the centre eye to knot them to the sheeting line when the booms are fully out. Then when the line moves aft the sails will be drawn in. The snag with this is that the winch travel may well exceed the amount needed to centre the booms, and if the winch continues to rotate it will pull the booms down, with horrific noises, until something gives. It is therefore safer to move the sail stick fully back and knot off the sheets well aft with the booms almost centred — a degree or so off for the main and 2-3 degrees for the jib at the minimum. Now if the winch has too much travel for full sheeting out, little harm can be done. In any event you can see when the sails are fully out for a run much more easily than when they are hardened in, and the main-sail will come into contact with the shroud, which effectively limits its travel. This might mean a bit more fiddling in setting up, but should avoid October 1984 damage. At worst one of the over-slack sheets could get itself slightly tangled. Check that the travel is correct — full in to full out — with a little travel left on the winch at full out but none at full in. As with the vane sheeting, one sheet with bowsie adjustment on the boom is helpful, but make sure that the limit of adjustment you are likely to use does not cause overtightening when fully in. How you make non-slip knots between sheets and sheeting lines is ticklish. We have knotted tiny wire eyes in the sheeting line; these can be moved along when setting up by unscrewing the winch drum to slacken the line, picking the knot loose and working the eye to the required position, then replacing the drum. The same could be done with two small knots either side of each sheet position. A simple knot using the sheeting line as one strand is probably adequate (a touch of glue could be used on it) but avoid making a knot only in the sheet, which could then slip easily. With a lever winch, both ends of the lever should be used, one for jib and one for main, and if the pivot radii on the booms are equal the pulleys in the lever ends should be set equal. From the central deck eye beneath each sheet attachment the sheets should be led to the pulley and back in the opposite direction to be made off to an eye on the deck. The lever must be between the deck eyes, i.e. just aft of the mast, for this to work. Hook up the radio and check the lever position at full down on the sail control stick. Leave it there and make off the sheets with the booms in, as above, leaving plenty of sheet between the lever and its end attached to the deck (the lever arranged in this way doubles the sheet travel). Now check that you have full out travel. If you haven’t, the only thing to do is to reposition the attachment points on the booms nearer the pivots, but this is an unlikely eventuality. As far as possible the centre deck sheet leads should be vertically below the boom attachment points when the booms are centred. This reduces the amount of free sheet between eye and boom, which has some effect on air spill from the sails, and gives the most direct pull. The only improvement that can be made is to make the sheet leads tall, almost touching the booms, reducing even further the free sheet and making the pull more direct. This does give slightly more precision in sail positioning on beating courses and may have an effect in top level racing, but improvement is marginal. It is more convenient to have a deck eye and move it a little forward or aft, perhaps to clear a hatch; the difference in performance will be barely noticeable under average conditions. he question of qualification for entry, or some method of equating entry numbers with time available to give everyone a worthwhile amount of sailing, has again been under discussion recently, sparked to some extent by the wish of the New Forest club to restrict entries to the 1984 RM Championship to a maximum of 50, which should ensure five races a day to each skipper. It is an area well strewn with pitfalls and various viewpoints have been heard. There is general agreement that to travel a considerable distance to find oneself required to race only twice or three times per day is not likely to be popular; it is also realised that lake shapes and conditions can influence the number of yachts which can be sailed in a heat. There is less accord on whether the competitors themselves could speed things along, although it is noticeable that at some events a much brisker pace is maintained than at others. Having the next heat’s boats in the water, held until the current heat is completed, saves time, even if one or more cannot switch on until a previous yacht has switched off. The count-down can thus start almost immediately; if a boat isn’t ready, tough. Time could be saved at the end of a heat by stopping the race once the first three (or four), or half the number of yachts have crossed the finish line. If a whistle was then blown, remaining yachts could be deemed to have finished in the position in which they were lying at the whistle, and they would then head straight for the retrieval point, which is not dissimilar to what happens in power-boat multi-racing. True, one might improve its position if allowed to race to the line, but on the other hand we have all seen a straggler who would clearly finish, given long enough, and it may be that the time has come to review the three minutes allowed after the first boat has finished. It could be possible to save two, perhaps even three, minutes per heat, or around 25 per cent of the time needed on average at present, which means 25 per cent more heats in a day, without materially altering the results. At the whistle, straightline distance to the next buoy would be what counts, which could introduce a new tactic of heading straight for the mark when the leading boats are approaching the finish. Some skippers wouldn’t like it, but most like to press on and tend to fidget if there is a delay between heats. Boats whistled off would have to accept that you win some and lose some; the only time difficulty might arise is if two yachts are approaching a mark on different tacks at the same apparent distance. It might seem reasonable to award the advantage to the boat on 575 starboard. If they are both on the same tack and no distance difference is distinguishable, either the points could be split or both awarded the lower points. What this suggestion is saying is: (a) we don’t have to continue to race in exactly the same way as twenty years ago if there is a need to accommodate bigger entries and (b) no skipper with the experience to finish in the top half dozen should be trailing at the back of the pack (unless he’s had to do penalty turns, in which case…) or in other words the less skilled can still enter and race rather than be shut out as ‘unqualified’. If such an approach was adopted, in half a season everyone would accept it as entirely normal. Qualification Qualification is a very difficult nut to crack. In full-size gliding the award of certificates (A, B, C, Silver C etc.) is fair indication of ability and/or experience, but the model aircraft groups who have introduced a certification scheme have not yet, as far as is known, used the holding of a minimum grade certification as an entry requirement. In any event, the earning of a certificate of competence (difficult to apply uniformly in yachting) would not meet with, to coin a phrase, unqualified approval and would not provide a measure of a skipper’s racing ability. To do the last, one way might be to go by the previous season’s individual league points, but relatively few people would amass league points in their first season, so that would mean they couldn’t enter a major event until their third year. Some competitive skippers do not appear very high in the points, anyway, since they do not always enter point-scoring races. Another slant on this is the case of New Zealander Ian Hull-Brown, who had never seen an EC12 but ordered one by post to Australia, arrived to collect it and immediately sailed it to a convincing win in the Australian Championships this year. What sort of qualifications would he have needed? It has been suggested that as we are discussing British Championships they should be open to British nationals only, but majority opinion seems to be that this may diminish the stature of the events. Which more or less leaves us with preliminary races at District level, from which a proportion would go on to the Championship itself. The proportion would have to be based on the number of M.Y.A. members in the District rather than the number of entries in the eliminator; it would be unfair to take 10 Hounsell’s Deception, A choice of beams at the Chiltern Open, photographed by Keith Allen. Left is Mike Breakaway. centre is Tim Fuller’s Cirkus and on the right is Andy McCullough’s own design The problem has not proved too embarrassing so far (though 57 at New Forest in 1981 was a little over the top for the particular water) but it does concern some people and, if the economic climate improves to a point where travelling to major meetings increases once again, it may concern more in the future. The Chiltern Open — reported by Keith Allen ‘Will we have some wind — or will it be another drifting match?’ Sunday, 17th June was the day when we at Chiltern M.Y.C. held our Open Event on Hinksey Park lake on the south side of Oxford. There were fourteen optimistic entrants from six clubs which included New Forest, Woodley, Milton Keynes, Three Rivers, Cheltenham and Chiltern. Officer of the Day was Dave Robinson who started things off soon after ten. The wind was very light and only just allowed two circuits of the fairly large course with a single turn for penalties. Dave arranged that the judges should call who was at fault in the event of a ‘problem’ and why. That way things were sorted out straight away with little fuss but there were still the occasional cries: ‘Sorry my fault, again!’ The schedule devised by Dave called for fifteen eight boat races and skippers had sufficient frequencies available for every one to sail all day without a single crystal change. There was a little bit of a worry beforehand that there might be weed problems, but in fact there were very few occasions when people were seriously bothered. There was one spectacular race when Tim Fuller, the final winner, was just about lapped by Vic Cooney. Tim was heard to mutter something about plastic pigs — at least I think that’s what he said. The wind continued to blow more or less, rather less than more, up until lunchtime. There were plenty of wind Results: Sails South- Winch Wt. Andrews 12% Pos. 1 Pts. 15y, Name Tim Fuller Club New Forest Design Cirkus 2 3 19¥, 21¥, Norman Curtis Andy McCullough Woodley Milton Keynes Bantock Andrews 14% RM1000 Breakaway Albatross MOD’d = 15 skipper must be available twice (for the eliminator and the finals) and this can be 4 5 6 22Y¥, 22%, 23%, Vic Cooney Stan Collins Mike Kemp Woodley Woodley Milton Keynes Deception Bee Seahorse Victory Andrews 11%, Bantock Simprop 12%, Bantock Jackson 14Y, The only other course would be for a number to be agreed (at an A.G.M.) and the Racing Sec. would simply take entries up to that number and then close the book. Not the best way to ensure the highest standard of entry. Or each District Committee could be allocated a number of entries and it is up to them how they are filled — an eliminator, nomination (as in athletics) or whatever T 27¥, George Skinner Three Rivers Seahorse Solar- 8 32 Roger Murfitt Chitern Deception Phoenix Andrews 11% 9 40 Mike Hounsell New Forest Deception Phoenix Andrews 12% 10 11 42 48 Keith Allen Mike Forster Chiltern Milton Keynes Trapper MkII Apex Nylet Extra 12=”” 53 Fred Catt Milton Keynes Kisutch from 500 in one and 10 from 50 on another. This, however means that a top difficult. And would Districts want to stage the extra race? — with wild card applicants for any 12= 14 58 57 Bob Benstead Fred Ivory Milton Keynes Cheltenham (O/D) MkIIT MkIII (Mod. 247) Gaucho Mod’d Delusion sails Andrews kraft Futaba 14Y, Marine Marine Nylet 14%, O/D Andrews 15 O/D 16 Bantock Andrews 14%, Lippett Jackson 12%, places not taken up. 576 Model Boats shifts and shadows to catch out unwary skippers and the O.0.D. had to make occasional changes to the windward buoy. At the start of the race, yours truly was last over the start line (again) and decided to keep close to the bank. The rest of the fleet went out into the middle of the lake shouting ‘starboard’ and ‘windward boat’ at each other. I caught the wind shift and rounded the windward buoy first .. .! We all need some luck sometimes! Someone without the luck was Fred Ivory from Cheltenham. Fred has been sailing vane yachts for some thirty years, but with his R/C hat on this time, he was struggling near the back of the field. However, he did have one race when he rounded the second mark well ahead of the field, only to run into radio problems for a short time; all he could do was watch the fleet sail by! In the end we were very fortunate with the weather, while the other parts of the country were trying to enjoy torrential thunderstorms, we were standing around with our shirts off, morning and significant that everybody knew the all-up weight of their boat reasonably accurately. The number of entries was. a little lower than last year and we had a good day’s fun sailing with more than a bit of a competitive edge. completed and racing ceased at 5.30p.m. to allow outstanding re-sails to be taken. The results had to be worked out on a percentage basis as the second round was not completed but clear winner was Supertramp sailed by Mike Harris and NDC District ‘A’ Champs & NDC Team Race Thirteen competitors assembled at Fleetwood on the 16/17th June to contest the Northern District Championship for ‘A’ class yachts. Conditions on the first day were an up-to-Smph west to north west breeze, perfect for tuning a boat for maximum windward performance. There was plenty of interest shown in the new Robot design by Roger Stollery for Ken Roberts. As normal Ken has produced two boats, one for himself and one for son Martin. Heavier than the previous Step Peter Somers, followed by Tik sailed by Martin Roberts and Chris Harris. One point behind them was Dear Prudence, John Brooks and Squire Kay. Notable by its absence was the other Fleetwood ‘black’ boat, maybe he’s saving himself for Gosport! Eight of the competitors are entered for the National Championships and enjoyed two days of the wind likely to be expected at Gosport. The ‘A’ NDC team event which was run in conjunction with the main race was won by John Brooks and Peter Whiteside by 3% from the Birkenhead team-of Ken and Martin Roberts. Derek’s officials were Walter Jones, Bill Poole and Carl Watkinson. design and with more sail, they were most impressive to windward, pointing very afternoon. Lunchtime was a bit soggy NDC Team high and footing fast. though, that’s when we had our 0.0.D. Derek Priestley got the race Gusndcxctoens! underway at 11.15a.m. and completed nine heats by 6.30p.m. Leading boats at Razamataz Fleetwood Ist somewhat fickle at times the O.0.D. was able to keep the races at two laps and the first leg to the windward buoy was always this stage were Supertramp 37/40B, Dear Prudence 33/40B and Tik and Tok both 30/40B. ; Tik Tok Supertramp : Birkenhead 2nd ; what it’s all about. saw the same light westerly conditions Mandy Although the wind was light and a test of sailing skills, which of course is Tim Fuller from New Forest was the Dear Prudence A 9.30a.m. start on Sunday morning strengthening to a top suit run and beat. Thief Bournville 3rd Lionheart Birkenhead 4th eventual winner in spite of his weed The first round was completed and a start problems during one race, with Norman made on the second round. Racing was Mivvi Leeds & Bradford 5th McCullough of Milton Keynes third, with close finishes, particularly downwind. Scaramouche Fleetwood 6th Curtis from Woodley second and Andy | Ballerina keen and very sportsmanlike with very his spectacularly wide O/D Breakaway. It was tough at the top with only 4¥, points separating second and sixth places. There was no single dominant design, the three Deceptions were in the middle of the field Muffie Eight heats of the second round were Results: Bont Skipper Club % Pos: and it is a sign of the times that with the variety of new hulls available, there were Supertramp M.Weed. J. Harris/ Sore Bournville 86.3 Ist only two Seahorses and one rather elderly Tik M. Roberts Birkenhead 76.8 2nd Dear Prudence J. Brooks Fleetwood 75.8 3rd Razamataz P. Whiteside Fleetwood D. Rose Fleetwood Trapper. Sails were similar, with no fewer than nine different suppliers out of Tok had Andrews winches of one sort or Mandy D. Potter Ballerina D. Gelard fourteen entries. More than half the boats K. Roberts Birkenhead 60.00 Birkenhead 56.00 6th Leeds & Bradford 43.2 8th 10th 57.9 another with a couple of own designs. Thief with 11¥,lbs., while the heaviest claimed Tahiti 16lbs. and the average worked out to be Mivvi F. Percival Leeds & Bradford 34.7 the light and heavier weights Were Scaramouche K. Berry Fleetwood 24.00 Lightest of the boats were the Deceptions 13.7Ibs. Under these light wind conditions Lionheart scattered throughout the fleet. Quite a change from only a few years ago and Date Bepremnne 2: Event Muffie Class eau mart | Belton im on M Memorial Troph Trophy. 2 aidlow Dixon Trophy. Rocket Trophy. 2 Brayford Trophy Harris Cup. M ‘ : ome\ ee National Championship. 16 22/23 St. Leger Meeting. i | MYA National Championship. 10R RM R36R RM 6m MYSA Broads Birkenhead Fleetwood Appledore Guildford Clapham Doncaster Birmingham 33 23 h Aisi w +Clavetersd Shieh. o es ; oe Conn 29 Wade Cup. _ Open Event. R36R M Rostweed = Li rape o iS 30 Davison Shield” ic 10R neepoaatic. 30 Northern District Championship and October 1984 Sate Woodhouse Trophy. Lei 12th 13th A R36R Woodbridge RM Fleetwood Leicester R10R R10R A 11th Event Woodbridge Trophy. R10R 9th ; yarist . ; _ District Championship. Midland Met. & South District Championship. 7 7 7 Lady Alice Elizabeth Noble Cup. Peter Byron Memorial Trophy. 14 14 14 Jack Roberts Trophy. Drury Anchor. Cheddar Cheese. 20/21 MYA Championship Cup. 14 21 21 2128 oe uecreial 4 4 es Friendship Trophy. Met. & South District Championship and and Elstead Cutter. Cibi Geigy Trophy. Class 7th Date Lincoln Midland District Championship. 20.00 5th October RM Met. & South District Championship 27.00 Fleetwood Whirlwind Trophy. Eastbourne Cup. Eastern District Championship. Northern District Championship. Little Portugal Cup 16 E. Watkinson 7 7 Birmingham Poole Cleveland 43.00 Birkenhead Chelmsford 9 9 9 Ae B. McNulty . RM 2 9 Bio=<. Birkenhead 6/7 7 RA & R10R RM ; Venue R. Tyrer 49.5 4th RA RM RM M A M RA/R10R RM RM 36R 36R Venue scant Birmingham Poole Leicester Eastbourne Cleethorpes Fleetwood Bournville Woodspring Clapham Leicester Guildford at Clapham Bournville Rose Bowl. Turner Edna Sendacard Trophy. RM Etherow RM Ashton Commodore's Cup. RA Fleetwood Mermaid Trophy. RM oe Commodore’s Cup. Peenee SOR RM = Fleetwood hae = 577
