- Description of contents
November 1984 gop. ns | inp> MODEL MAGAZINE SMIT NEDERLAND -ocean going tug reviewed Windermere steam launch -BAT H aving discussed the sail sheeting and rudder linkage for radio installation, there is little to add, since so much depends on individual equipment. It is advisable to stow the receiver and batteries in some form of splash-proof box and to pass the winch and servo leads into the box so that the plugs are inside and therefore protected from wet; if a small plastic snap-top food container is used, holes can be cut easily to pass the plugs and sealed either with silicone bath sealant or, for a less permanent but reasonably adequate job, with two or three layers of plastic insulation tape, pinching it round the wires to avoid gaps down which water could trickle. Keeping dry Total waterproofing, keeping the radio dry even if the boat sinks, is possible but hardly worth the effort involved, since 98 per cent waterproofing is reasonably easy to achieve. On the rare occasion when a model sinks, flooded gear can be washed in fresh water (dunked in a bow] and agitated around) and if then thoroughly dried in gentle warmth nine times out of ten no permanent harm will result. Salt water is more of a hazard, but speed in plunging the equipment into clean fresh water and rinsing it frequently under a running cold tap will usually save it. At worst, with modern solid state equipment, fine wire coils in the receiver IF cans may be affected but the cost of a manufacturer overhaul should not be too unbearable. Water will work through any crack wider than about .002in. (two thou.) and the average human hair is only a fraction thinner than this, which gives some idea of the degree of sealing needed, and this is of course best achieved with bath sealant, which sticks to glossy (and other) surfaces and is unaffected by water, or temperature change (within limits) or many other of the factors in the environment of a model boat. However, unless the winch and servo are removed as well, or extension leads giving plugs outside the box can be disconnected, | sealant produces a semi-permanent | installation. This is no problem to the enthusiast who only sails one model, but others may have servos mounted in other models with the idea of swapping the receiver and batteries into them as the mood or weather conditions dictate. One point about the latter group is that they may not be competitors and so are unlikely to want or need to operate in poor conditions, so the need for quite such comprehensive waterproofing may not exist. Many of the faults in radio operation are traceable to the on/off switch, which is frequently, for convenience, less wellprotected than the rest of the gear. It is worth going to the trouble of fitting an extension wire running througha closefitting brass bush so that the switch can be contained in the splash-proof box but still operated from outside. The switch needs to be firmly mounted to give positive action; a touch of grease on the wire will deter water from creeping through the bush and thence to the switch. Opinions vary on the matter of whether ‘up’ on the wire is on or off for the switch, as it can be pushed down inadvertently. Since this could switch the radio on when stowing the model in the car for a journey to the lake, personal preference is up for on, but other people would no doubt adduce good reasons against this. Your choice — but do remember which is which! Home checks Before taking the model off for sailing tests, spend an hour checking it all over. Tie it to its stand if necessary and take it out into a breeze. Check that left rudder at the transmitter will indeed turn the yacht to the left and that the sails sheet in and out correctly and smoothly, without running out of travel or producing too much slack in the lines. If there is any doubt on the travel (not enough) tape a bar over the stick slot on the Tx so that the stick cannot be pushed beyond the limit of the sheet travel, although this is an expedient and the correct procedure would be to (a) increase the winch drum diameter or lever length on a lever winch, or (b) redrill the sail booms and move the sheet attachment points nearer to the pivot points. Recheck the sheeting line travel to ensure that the winch stops when the booms have not quite reached the centre line; as mentioned previously, the danger is sheeting in when to the other at a range of 3ft. with little more than is expelled in whistling. Tip the boat sideways to about 20 degrees and adjust the vane counterbalance weight so that the vane arm will remain in any position; you may have to makea further adjustment to this when the boat is afloat, as rudder buoyancy when the yacht is heeled away may influence the balance. However, offsetting this is the tendency of the waterstream to centralise the rudder when the yacht is in motion, and it will probably be found that static balance on dry land is as close to an adjustment as is needed. Trimming the booms are centred and the travel on full The man who takes his yacht to alake and sails it immediately with the vane or radio in operation is short-sighted in addition to being impatient. When the control system is in operation it is very difficult to judge whether the yacht is sailing properly or what measures are needed to improve its performance, especially in the absence of an experienced skipper. A yacht must be trimmed until it is capable of sailing a beat unaided, which, given a reasonable design Check that all bowsies lock properly and that the shrouds hold the mast vertical, right position, with the sails in correct sheeting out is less critical. viewed from ahead or astern. This is important. The fore and aft balance of the rigging can be adjusted (you may have to move the mast fore and aft anyway) but do not start with forward rake (the masthead further forward than the keel). Perpendicular to the waterline or even to the deck is better, but make sure that you can haul the jib luff taut with the mast so placed. What is a two-minute job at home can take an age, and not be done properly, at the waterside. You will have checked during construction that the fin is vertical to the hull — and straight fore and aft — and that the rudder is exactly aligned with it. It’s a bit late to discover a discrepancy now but if there is one it is better to postpone sailing trials and correct it. With an out-of-plumb fin and rudder the boat will never be entirely happy about it. When all checks have been completed charge up the batteries (or buy a new set of dry ones) and you are ready to go. The same checks (other than the actual radio part) should be carried out if a vane version has been built, but in addition special care must be taken to ensure that the rudder and vane linkage is friction-free. With the boat indoors on its stand, it should be possible to blow the vane from one side floating on its designed waterline, is mainly a matter of getting the mast in the relationship. In the old days of Braine steering (and before) there was no form of control for beating (if one excepts the very tricky business of using an assortment of leadweighted rudders) and skippers would spend many hours in trimming their yachts to sail a beat with each suit of sails, noting the various settings needed for different suits and different strengths so that they could always put the right trim on during a race. The vane gear made it possible to sail with a yacht slightly off trim, the fact that it would sail the required course tending to disguise the fact that it was not doing so as fast as it would have done in proper trim. Radio has taken this further, since it is quite possible to fight a yacht round a course when it is actually well out of trim. Such boats are rarely likely to win, of course, and even if it is realised that the trim is off the owners are likely to make random alterations to see if there is any improvement, rather than go back to square one and follow a logical procedure. The first step is to try to stick to the designed weight (displacement) of a yacht. A few ounces over or under (say three or four per cent of total weight) may not make a great deal of difference provided the yacht floats level with its intended Model Boats 636 waterline, but much more than this can make a significant alteration to the immersed shapes of the ends of the hull and hence alter the volumetric balance on heeling. This means that the stern, or more rarely the bow, will rise, the underwater profile will change and the centre of lateral resistance will move, usually forward with a rising stern. Since the relationship between this centre and the centre of effort of the sails is crucial, this effectively means that the mast is too far aft and a yacht which seems to sail well in light wind will screw up into the wind as soon as the breeze is strong enough to heel it. This is a no-win situation, since if the mast was moved so that the yacht would sail reasonably straight when heeled, when the wind lulled the boat would bear off, i.e. turn away from the wind. The effect might not be so positive as to be obvious, as the vane could well hold it, or a blip of radio rudder, or a degree or two of helm, disguise it, but rudder application costs speed. The loss of speed in turn might not show up if you have a well-cut and well-set suit of sails which may enable the yacht to stay with others which, however, it should be outstripping. since it is close to the model’s CG it will not have a considerable effect. A weight of loz on the bow, say 20in. from the CG, creates a 200z/in. movement, so a 100z weight 2in. from the CG is the equivalent, suggesting that small trimming weights at the bow or stern are a better means of getting level floatation. In fact the lead is such a major factor in the all-up weight that if this is positioned correctly the level trim will not be very far out. The next step is to lock the rudder dead centre. With a vane boat access is required all round the lake, but radio boats often sail where access is limited. In this case the rudder must be centralised on stick and stick trim and not touched until the end of a reasonably long leg; the yacht can then be worked back to the launch point on rudder only, avoiding using sail control if possible. Where all-round retrieval is possible, leave the radio switched off and immobilise the rudder by wedging a piece cut off a soft eraser under the tiller, which can also be done with a vane boat. You can remove the vane feather. Now position the launch point in the centre of the downwind end or bank of the lake. Hold the model slightly bow down you would do better to try again another time. Place the yacht in the water, headed at about 35-40 degrees to the wind direction. Pick a reference point on the far side and allow the model to sail out of your hand. At most nudge it with about the same force as you would use to roll a tennis ball three of four feet. Watch it carefully; it may immediately turn positively into or away from the wind, indicating that the mast needs moving perhaps a couple ofholes, but if it is not very far out of trim it will only slowly fall off or come towards the wind, in the last case probably slowing, falling off, accelerating and once more turning towards the wind etc., in which case one hole may well be enough. Retrieve the model and move the mast accordingly. If it tended to turn downwind, the mast needs to be moved aft, because the sail centre of effort was too far forward and pushed the bow away from the wind, and of course vice-versa. Repeat the test with the booms at the same angles. A very faint tendency to turn off the wind may well be curable by adjusting the mast to rake further aft, without moving the heel in the step, or it may be found that an extra hole drilled in the mast step between two of the Adjustment of mast position for efficient sailing existing ones will produce the required trim. The ideal is to have the yacht with the slightest tendency to come towards the wind, slow, turn off and sail again, repeating this movement every 10-15 yards or so but never actually stopping. In this trim the tiniest touch of rudder — half a degree, say — applied by the vane or the transmitter trim will see the boat bowling along at its likely best windward speed. Once this state is achieved the rudder can be unlocked and further beats sailed with small adjustments to boom angles until it is felt that the maximum has been achieved. The tests should be repeated on the other tack and if the same angle to the wind, speed and general behaviour are not achieved, the yacht examined to check for any lack of symmetry. Any curable problem should be dealt with, but if no explanation can be found it must be decided whether it is better to average the trim so that performance on either tack is similar Ideal course or to sail the boat to its maximum on one tack, knowing that it will not do so well on the other. A self-tacking vane can be set on a degree or two freer on one tack, or the sails adjusted by radio, until the boat is comfortable, but identical performance should be normal if the hull is symmetrical, the mast central and vertical, the fin and rudder vertical, straight and unwarped, the lead mounted straight (not an uncommon fault), boom travel equally friction-free and Move mast back Launch point ae unrestricted either side, and the sail luffs able to move freely to the same angle/ position on either tack. Accuracy in building is vital, as the The inter-relation of factors is fairly clear here, but the straight jump from a yacht over or under its design weight inevitably being slower than it should be is not easy to accept without following the chain through. Much about yachts is like this, which is part ofits fascination. So, check as you go along that the weight is going to be within sight of the design weight, and float the model to check that it floats level. Move the radio weight toa favourable position as far as possible, but November 1984 and slightly out of wind so that the sails fall lightly to one side and adjust the sheets until the mainboom lies at five degrees off the hull centre line and the jib six-seven degrees off centre. Adjust the forestay and kicking strap tension until the leaches of the jib and main make matching curves. Check that the sail flow is similar on each sail, eased off for light wind and harder in for windy conditions. Ideally you have picked a day with a steady 5-6mph breeze, andif it is gusty or more than say 8mph foregoing list indicated, but patience in trimming is also of major importance. Winning boats are built and trimmed right, but even ifa yacht is never raced there is great satisfaction in knowing that it is sailing as well as it can be. The difference between a well-trimmed boat knifing along and one which wanders about and cannot be left to settle into a smooth-sailing groove has to be experienced to be appreciated. Next time we will discuss the way a vane gear works and the basics of sailing in this way, plus possible ways of marrying vane and radio operation. 637 he International Racing Secretary of the M.Y.A., John Cleave, has always been a keen full-size skipper and four years ago collaborated with Roger Stollery in designing and fitting a swing rig to his Redwing. Roger had already proved his idea on a number of models and a full-size dinghy design, Punch, but it was a bold step to equip the Redwing with this unusual rig. For those who don’t know, the jib is carried on a small boom which is pivoted on the fore end of a long mainboom embracing the mast and carrying the mainsail. Thus as the mainboom moves out with the mainsail as normal, its fore end, bearing the jib tack, swings out on the opposite side. The extreme when on a dead run is that the conventional sailplan ‘as drawn’ is sitting athwartship, which looks rather peculiar. However, the rig has advantages in simplicity of operation and installation, correct jib/main relationship is quickly and easily found, and overall efficiency is certainly no lower than that of a conventional rig. After a couple of very minor teething snags, the Redwing became sufficiently competitive for an investigation to be called for in respect of the legality of the arrangement, and it was agreed that under the rules of the class it was perfectly permissible. Roger Stollery now brings us up to date: ‘The scene on the Solent during Cowes week is about as far removed from a model yachting event as one can imagine. The scale is so grand that even the warships and really big yachts look like models against the backcloth of the Solent. The hundreds of day boats moored on specially laid trots bob up and down like a fine carpet of splinters. is ideally suited to slicing through the Solent chop without bashing or slamming. It is unique among full size classes in allowing freedom to test any sort of rig within the given area without the restrictions of rules that dictate the type of rig to be used. It is often quoted in discussions about efficiency related to overlapping jibs, and Uffa Fox featured the class in his book Thoughts on Yachts and Yachting. In that chapter on Redwings, No.6, the one that now belongs to John Cleave, is shown with a Lungstrom rig and the provisions for this rig can still be seen below deck. John has transformed what used to be a back marker into not only the smartest, but also one of the quickest in the fleet. No. 6 now sports a ‘swing’ rig which caused a lot of amusement when it first appeared in 1980. Now the rest have fitted ‘wangers’ a sort of Edwardian spinnaker boom pivoted at the mast that brings the jib luff to windward but it is fitted at an angle and long leg towards the shore, letting the John Cleave’s Redwing Wo. 6 at Cowes. See leading column. Photo: Roger Stollery. second and third boats through to windward. The following day he made no mistake, making the windward mark right behind the leader and going the right way on the reaches to pull through to win by a big margin. Well done, John!” In the model yacht world there has been some objection from other countries to the swing rig, apparently primarily on the grounds that it looks odd. In the proposed M rules, the requirement that the jib tack should be secured on or near the deck centre line was apparently suggested as a means of eliminating it. Yet it has considerable advantages in simplicity of rigging and control and does not appear to have any significant edge over conventional rigs in performance, although it is probably easier for a less-experienced skipper to achieve good average performance. It seems likely that John Cleave’s success at Cowes has had as much to do with his skill in tactics and wind-reading as his unconventional rig, though not having to think quite so much about sail-setting does perhaps give more time for appraising the general situation. Whatever, his model experience has clearly had a noticeable influence on his full-size skippering ability and all model yachtsmen will echo Roger’s ‘Well done!’ 1984 A Class Championship Reported by Joyce Roberts The 55th ‘A’ Class Championships were held at Gosport from July 28th to August 3rd 1984. There were 33 entries, including 1 from France, 1 from Scotland and Jan Dejmo, the well known radio skipper from Sweden. He was sailing Rolling Stone and vane skippers were interested to see how Jan would manage with vane sailing. As it turned out he soon began to adjust to the differences in the vane method of sailing, but apparently The scale of the event starts to change as the racing begins, when one is surrounded by a multitude of yachts of every description, and wherever you look white sails and multicoloured spinnakers line the Solent, One exception is the Bembridge Redwing class where, of course, the sails are red. They have the closest thing to model yacht rigs with tail, narrow mainsails and jibs that don’t overlap. The nearest comparison in proportion would be a 70in. Marblehead working rig, with the 200 square foot area measured in a similar way to a 10 rater. The hulls are one design and the class concept is as valid today as it was in 1896 when it was first conceived. All the hulls were changed in 1937 for the current shape which is long, slim and graceful, beautifully balanced and with a kicking strap. It’s all a bit complicated and labour intensive with both luff and jib sheets to be adjusted independently with string everywhere. On John’s boat there are no jib sheets, no winches, no kicker, no runners, no ‘wangers’, just a single sheet to alter the sail angle and an 8 to 1 purchase on the jib halyard to adjust the leech tensions. There is no doubt that Cowes Week °84 belonged to John Cleave. He sailed superbly on the two days that Peter and I were his crew, and maintained this quality performance for the other races to win the week for the first time, counting 6 wins and discarding one third. Even in the discarded race John was leading by 50 yards with two legs to go and was unlucky enough to sail straight into a header on what was to be a still prefers radio racing. There were no entries from Holland this year, and the promised entries from Denmark did not materialise. The traditional Gosport weather, light fluky winds, did not occur, and for most of the time the wind strength satisfied most skippers, although ‘peculiar’ patches had to be negotiated in the swimming baths area. The final morning was a good example of the fluky winds that can be encountered there; pairs on identical trims would take different courses on the lake, one to the top bank, the other dropping off into the bay. This last day saw some top boats drop down the prize list, and only Dave Latham, sailing Kialoa, managed to keep his lead, though at one time even he looked completely baffled by the fickleness of the wind. The two expected new designs were from Model Boats 638 Roger Stollery, Robot and Chris Dicks Fraggle. There were three of the Stollery boats and two of the Dicks, the latter having the ‘Australian’ keel. It was first time on the water for Gobo Fraggle, and the other skippers had not had much more experience with their boats. It was however obvious that both designs have potential. All the top boats took points out of each other, and on some days a poorer boat could win a beat from one of the top boats because of the wind variations. in the final analysis the winner could have been any of the top ten boats, and possibly only Dave Latham’s unflappable nature pulled him through on the final day. Ray Baker looked as if he might achieve his first ‘A’ National win, but losing 5 on the penultimate heat then having a bye saw him into 2nd place. The next 12 places were very close indeed, showing the high standard of the skippers and boats. Roy Gardner ran the race very efficiently, and progress was so smooth that competitors had quite a few afternoons free. The pleasing information that was received at the Dinner on the final night was that Gosport Council have promised to leave the lake as it is, and not to build a bridge over it. The Mayor had held a reception on Monday evening, and she listened Park, Ash, on a chilly grey day, to be greeted by a brisk N.W. wind gusting up to 12mph but also dropping to 1 or 2 mph in the lulls. Two schedules were planned for 8 boat racing, but at the end of the first round four boats had dropped out, so the O.O.D. put all 10 boats on the water for a further five races giving each competitor a total of 13 races. The racing was good humoured and closely contested at all levels in the fleet which included skippers who had never experienced an open even before. Despite the retirements everyone appeared to enjoy this occasion and there is no doubt that this event will be very popular in years to come. There is something special about 36s that makes them ideal for radio; they are lively, they turn amazingly quickly, the racing is very even and they make the most of the small courses that are used for radio racing. The gusty N.W. wind made the beat a test of skill in picking the windshifts, while off the wind the best boats were the ones that could be sailed straight without broaching. Two skippers emerged early on to challenge for the lead and this changed hands throughout the race. Alf Larraman became the very first 36in. district champion finishing a few yards and 11, points ahead of young Peter Stollery: between them they won 12 out of 19 starts. sympathetically to young and old alike who There was a great variety of design repreexpressed their dismay at the proposed _ sented as the results list shows, with the top plans. Long live Gosport lake! Chiltern 575 The Chiltern club’s annual 575 meetin Pe h the ; south } ede side Sige of Oxtied o xford. on Entries & were : ate : Alex Austin’s Taxachun design with its swing rig is also from the vane racing stable d d th 1] d off and 3 appeared the most well-mannered o wind and never lacked speed. Another boat at 10.30 with 16 seven-boat races to get : : = comment , and there could be a win for any three or Sa On Spee es ee eee * slight ° , ee ° eiatie Yr won the heat to give a tie and eventually an rae i exciting sail-off The wind fallin ate 8 Eee eedsitated slight 8 shortening of the course but the O.O.D. retained the two laps; skippers still feel they oe ‘ prea a chance of picking up lost distance on the second lap! Eight boats had at least one win and none had more than three out ofits Tia, cnc 5 ° e First Met. & S. District ° hi R36R Championship, July 15 Reported by O. O. D. Roger Stollery Fourteen competitors from seven clubs gathered at Guildford club’s water at Willow Club a aes leas ee 3. Mike Harvey 4. Geoff Ball 5: Don Ross S going well : was Martin Dovey’s5 Checkmate ; : : through, @ good day’s i Come ts = Tet eae with some keen racing. the last race Chiltern 575 — 22nd July, 1984 eae ce 6. ; slightly down at 16 and only 13 arrived. Weather was sunny, wind light S.S.W. over : open water. O.0.D. Dave Robinson started longer experience of radio racing compared with the western entrants. There were no incidents or protests and the event was highly successful and enjoyable. This despite the presence at the start of a lone cormorant fishing the pond (never previously seen by Inverleith members) which in Celtic folklore is said to be an ill omen! five being different. lan Taylor’s Batman lst and 6th it must be regarded as the best. was held on July 22 at Hinksey Park lake on This event took place at Inverleith Pond, Edinburgh, on May 12 under aclear blue sky with a light but chilly N.E. wind. There were 12 entries from three clubs and twelve heats were sailed with some close and exciting racing. By the fifth and sixth races it was clear that R. Leckie was going to be the one to catch, and he finished with a 3,2,1,1,2,1, 1,1, 1, 2.S. McLaren’s excellent starts were noticeable, as was the all-round performance of young M. Robertson who made a good 38rd against his father’s 4th. Also noticeable was that local skippers took the first eight places, which may reflect their design revelled in brisk conditions and with if A . Scottish RM Championships design which would have finished higher but f, tri f reti ts. Th apalnei edt toihe Pros ie: the Pronto, applied rs A be saile Points Mid Thames BC Kingfisher MBC 8. Malcolm Boast Mid Thames BC 9. David Swain — Mid Thames BC Oxford MBC 35 1. Alf Larraman Clapham Guildford TaKeonun 4 Seria Checkmate meee ; am Batman Guildford Danson ta Danson 9. Derek Stevenson 11. Nick Quispe rigs around and it will be interesting to see 12. Gerry Hooper tin palential 14. Gerry Fiske 13. Stuart Wilkins Guildford Model Yacht Club lived up to its 32 33 47% 623, ale s Pronto —-82 84, 87 Taxachun 97 Yardstick Oxford Dolphin Woodley 7 70Y, Pronton (Una) Clapham Crawley 19, 203/ Own Jeet Pronto Own design Danson 94 99 127 Scottish RM Championships ] . ; 1. R. Leckie 2M. Pettigrew Inverleith ‘ede ait, Deception eat 10%, Ay, 3. M. Robertson 4. |. Robertson Inverleith Inverleith Ashanti Own Design 26%; 31 8. B. Pearson lnverteith Pirate 58 better! Those who came with an 5. R. Brown * , h 6. S. McLaren unregistered boat had it measured at-the | 7. watiace registration certificate and declaration card what cl Sash secretaries’ signatures: there will be no 12. W. Ness at the end which only required their club | 41 4) gheids excuses next time! Eger Rum-de-Dum 2. Peter Stollery 10. . Elsie Elsie S Stevenson start of the race and were presented with a BC Milton Keynes MBC a smaller rig, but then you don’t have the : : 3 ; ” Waite of Kanada. ook, Wee and : ; provided more than its usual standard of prizes: no wooden spoon was given for last place but instead a book on how to sail 234, Met. and District R36 Championshi et. an istric p p Oxford Hospinandlins techniques dévelupiaercicn Salome 13. Fred Catt 7. Conrad Arpienaen Woodley speed. No doubt there will be lots of these 921f, aa 10. Stewart Wilkins — Oxford MBC 11. Merlyn Coates = Mid Thames 8. David Swain ; 21%, nia Wie Micat WadderanteAtbeicactor & D MBC — Lancet : ; overpressed, which could be overcome with : 15%, 16, Shraxbiust 25 rigged version which broached a lot when = ae Yahoo 3. Bob Pease 4. David Parker romise. On the other hand Derek’s wife Patera 21%, Brian Kinder 7. A Roy Curtis Derek: on ; which showed ; carly ; Five foumd’ the eoine hard with thecuns ae Inverleith Inverleith inwettaith Delusion 31% Hearbeat 49%, wii Design < 57 Paisley 247 ae 73 oe Paisley He Delusion 94 1984 A Class Championships — Gosport — Results 1 2 K1118 K1201 4 K1160 3 5 6 7 8 9 10 11 12 Kialoa Boober Fraggle Dave Latham Ray Baker Fleetwood Gosport John Brooks Fleetwood K1191 22U2 Alec Austin K1190 K1166 K1199 K1200 K1158 K1111 K1149 K1075 Tok Supertramp Gobo Fraggle Warpaint Slo-Mo-Shun White Admiral Thief Venceremos Ken Roberts Peter Somers Mark Dicks Trevor Claxton George Clark John Gibson Dave Rose Vic Bellerson Dear Prudence Guildford Birkenhead Bournville Clapham Gosport Danson Birkenhead Fleetwood Bournville Lollipop/Stollery Fraggle/Dicks Robert/Stollery * Lollipop Robot M.Oil/Bantock Fraggle Revolution/ Dicks Sulara/Butler/Sykes Admiral/Lewis Lollipop Venceremos/Butler D Sun Wed Thur Fri 36lbs 39 48b 49 95bb 94 109b3 109 124 114 ci ae A B 34b 86bb 94b3 104 GT A 38 36 48 42, 39% 40 41b 38 34b 38b 39b 40 38b 41 40 81b 99b 85bb 80b 75b 76b 76 73b3 82bb 82 97b3 83Rb 89b 89b 87\%,b ves 90,bb 84b 109 102 100 99 shy 95%, a6. 941, 92 pl 66 od see % 64% B A B B B B A A B International Yachting Monthly: Dave Latham, England, Kialoa Neptune Trophy: Fleetwood 322', Points. 2nd Gosport 292 points. Wing & Wing: Ray Baker, Boober Fraggle, 24 runs Tots Trophy: Tok, Supertramp, White Admiral, 297 points. Johnny Cup: Dave Latham, Kialoa, 26 beats ovember 1984 639
