The Model Yachtsman: Volume 2, Number 2 – May 1929

NODEL, YACH|TSMAN THE Vi 2;- Sia. Silay, 1929 . May 1929 The Model Yachtsman. HOBBIES The launches are well built and beautifully finished with water-proof enamel. MOTOR LAUNCHES The engines are of brass, strong and easy running. Safety valve and non-spill lamp are provided. ——SS **Miss America.’’ Peter Pan . The Steam Tug Miss America Peggy – Racing Yachts ns – = “Henley” Motor Launch £2 2s. Od., post free The smartest Boat ever produced. Mahogany Hull, fitted witn Stuart Marine Boiler and S. T. Steam Plant. AGENTS FOR Others 10/9 to £7/7 Clockwork Motor Boats: 3/9 to 60/- The Amateurs’ good ILLUSTRATED OS els se 12:6 22.6 BASSETT LOWKE, Lid., and LONDON DOCKYARD Co. Many other varieties from 2/6 upwards, (eRe eh 35, Manchester St., Liverpool Tested. Fittings of quality, 11/9 HOBBIES DEPOT, Hollow Hulls. Superior Fittings. Guaranteed and Yachts 10/6 C. LUCAS, “White Heather” 17/6, 25/to £7 . Store House. PRICE Electric: 21/- to 35/- LIST FREE of Model Yacht Fittings, Locomotives, Aeroplanes, Wireless Goods, etc. Postage charged on Goods under 2/- value. AAAL SALES AND WANTS. charged. When (Advertisers need not include our full address). replying envelope: to Advertiser, a “Box No.” Advt., address your Box——, “I’he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1. Advertisements are inserted in these columns at the rate of One Penny per word; minimum charge for advertisement One Shilling. Single letters or figures are charged as words, and a compound word as two words, The advertiser’s name and address are charged for. A charge of 6d, extra to cover postdges is made for “Box”’ Replies, care of these offices, The following words must appear at the end of advertisement; ‘“Box——, ‘*Model achtsman”‘ Offices, for which usual rate per word will be FOR 18-footer. SALE. An opportunity to secure cheaply a good Model suitable for a junior. Sails and everything complete. Hox 81, ‘‘Model Yachtsman” Offices. 36” Model. also (Littlejohn Design from this book, 18-footer. Both planked built this year. Drown sails. Bargain, £8 the two. Write F. E. Mathews, 63, Artesian Road, W.2. Advertisments for these columns must be accompanied byaremittance, either by Postal Order or stamps, and addressed to the Advertisement Manager, “The Model Yachtsman,” Golden House, Gt. Pulteney St., London, W.1. Announcements must reach these offices not later than the 10th of the month preceding the month of issue, In advertising Boats for Sale or Wanted advertisers should state, where possible, ‘Class of Boat.” These will be classified under their separate headings; unclassed Models, and articles other than Boats, under Miscellaneous. Ship Model. Three-masted topsail Schooner, by John Penn. Builders’ model of the Prince of Minorca’s Yacht. A splendid example of craft- manship. 32ins. overall, in mahogany glass case. £15. Perfect. Seen in London by appointment. Box 82, ‘“ Model Offices. Yachtsman” WANTED. Model of Full-rigged Ship or other Sailing Ships with some history. Offices. Box 83,”Model Yachtsman” THE MODEL | YACHT SMAN 3S f A Vol. 2. MONTHLY MAGAZINE FOR MODEL YACHTSMEN. No 2. MAY, 1929. EDITORIAL. paper, and nearly double the number of pages in our The wind was terrific ; first issue just over a year ago. sea made up in seconds seemingly. journal called Model Yachting, hailing from Melrose Highlands, Mass., from whose leading article we cull the following :— There has sailing as been much space devotel against sailing from the to pond bank, each advocate has many reasons to advance to prove his method the best. I have no desire to champion either side, but an article in the British magazine, THE MODEL YACHTSMAN, speaking of sailing from skiffs, stated that under certain conditions the skiffs could not live. ence on While I have had no experi- British waters I cannot understand this statement. My failure to take this idea seriously is illustrated by an incident during our 1927 racing season, July 4th in fact. The race for the smallest class of the Melrose Highlands Model Yacht Club was started on Lake Quannapowitt, a sheet of water a little over a mile long by about three-fourths of a mile wide, averaging sixteen feet in depth. The course is a mile and three-quarter triangle. The sky gave every indication of a thunder shower making up in the north-west, but it was expectel the race would be over, or nearly over, before it could make up and break. There were six boats got away for the first mark, a little over half a mile away, three boats rounded I have never seen such waves except at sea, they were crested combers, in the trough it was impossible to see over them. The water was a dirty, stinking green from the mud and growth washed off the bottom of the lake. With the hardest rowing the skiffs could not be held against the wind. One of the trio caught is a man that banks, has made many trips to the fishing he had never seen anything like it. The squall lasted probably half an hour, when it lifted so we could make headway against the wind we set out to find the models. We did not get to them, however, as the third man of the trio had picked them up near the second mark in the same relative position as when the squall hit us, not a rope or fitting had parted, they were still on their course, so that the race could have been finished had we been in as good condition, x ** ** %* * * Mark you,.this incident is cited to prove that we were wrong! Surely if these little boats of 36 inches overall limit went through unharmed, presumably under their full suits of sails, what would an A-class boat under her storm suit stand ? And how would the men in the skiffs fare when the A-class boat had all she wanted ? No, Mr. Writerin-this-little-journal-from-Mass,, pond sailing is the best since the skiffs cannot cope with weather that we pond sailors call ‘‘ rough” ! THE Eprror. I. | t i i Pe We recently received a couple of copies of a little due to the shallow water a 0s twenty pages, a very nice size for a model yachting this mark well bunched and were half way to the second mark, which placed them in the most exposed spot on the lake, when the storm broke. i Our readers will be glad to see that THE MODEL YACHTSMAN this month consists of no less than 20 The Model EASTBOURNE CUP RACE. Work on the Eastbourne Lake is progressing apace, and there is no doubt that things will be all ready for the Hastbourne Cup Races. This important A-class fixture is scheduled for May 18 and 20, and it is to be hoped that a very good entry of boats from outside clubs will be receive]. The Corporation has spent some £10,000 on the lake, and it is a very fine stretch of water and one of the best lakes in the kingdom. It is a remarkable thing that though the lake was only sailable last year the Eastbourne M.Y.C. is already one of the strongest in the kingdom, and has one of the biggest, if not the biggest, fleet of A-class models. The club has yet to make its debut in open events, but we expect to see some of them at Gosport this summer. Naturally the Eastbourne Corporation want to see their fine lake well patronised, and unless it is there is always the danger of some economy enthusiast suggesting paddle boats on it at so much per hour. The local club, therefore, attach the very greatest importance to getting a strong outside entry as well as their own boats, and express the hope that they will be well supported. “ Albion,’ Mr. W. J. Daniels new model, with which he won the Bradford Cup, has been entered amongst others. MANCHESTER 10-RATER RACE. Anew event this year will be the Manchester 10-rater Regatta. There are two recognised clubs in Manchester affiliated to the M.Y.A. and eligible to compete, and hopes have been expressel that the ge Wilmslow M.Y.C. will also join the Association and thus make a third local competitor. Entries from clubs in other parts of England would be very welcome also, as we want to make this new regatta Ey a great success. TheZRegatta is being held on May 20th, at the / SS SE RE PTI a a Ne PR Platt Fields Lake, Rusholme. Yachtsman. ALTERATIONS AND LY.R.U. AMENDMENTS TO FORMULA. The alterations to the I. Y.R.U. classes embodying the latest alterations to the formula are now in the printer’s hands and should be ready shortly. The formula has been entirely reprinted in the form of a separate booklet. As soon as these are ready, they will be obtainable from the Hon. Secretary of the M.Y.A. GOSPORT REGATTA. Readers are reminded that entries for the British A-class Championship close on June 29 at a fee of 5s. per boat. Late entries can be received up to July 6 at a fee of 15s. per boat. Owing to the large number of entries that are expected competitors are particularly requested to send their names in early. Inthe event of the number of entries greatly exceeding that of last year it will be necessary to hold the first part of the race in fleets. It is anticipated owing to the narrow escape we had last year of losing to the United States representative, and also to the increased number of foreign entries for the International Races, that the entry for the British Championship will be greater than it has ever been, also that an even bigger number of model yachtsmen will come to Gosport either to take part in the racing or as spectators. Accommodation should, therefore, be booked as early as possible. Model yachtsmen are also reminded ‘that the Gosport Regatta Fund is now open and donations should be sent as soon as possible to Mr. H. C. Whetstone, Hon. Treasurer, M.Y.A., 96, Sevington Road, London, N.W.4. Several donations have already been received and list will be published next month. NATIONAL 10-RATER CHAMPIONSHIP. The posponed. race for this event will be held at Forest Gate on June 22nd. The Model Yachtsman. May 1929 21 THE MODEL. YACHTING ASSOCIATION’S BRADFORD CUP This important annual A-class event was held on Yeadon Dam on March 3) and April 1, andattracted entries from London, Glasgow, Liverpool, Cardiff and Birmingham as well as the local club. Racing was under the control of Mr. D. McPherson, of the Scottish Model Yachting Association, who acted as 0.0.D., and a most enjoyable event ensue. The forenoon of the first day’s racing was very unsatisfactory as the wind was light and fluky, and completely boxed the compass during the first two hours. Sailing under these conditions was almost impossible, and one board actually took fifty minutes to complete. When it is remembered that the time taken to sail the Dam with a fast reaching wind is about four and a half minutes, readers cap well picture the conditions. After lunch, matters improved considerably, and the wind settled in the 8.8. E. and blew fairly steadily for the rest of the day. This gave a beat and arun, and some excellent sport was witnessed. One of the prettiest boards of the day was sailed by “ Albion,” which made a splendid run with spinnaker set and all drawing. The action of her rudder correcting the effects of the harder puffs REGATTA. eould be easily seen. ‘‘ Albion” is a new model which Mr, W. J. Daniels has just designed and built for himself. We shall be very much surprised if she does not make her mark at Gosport this summer. In the light weather that prevailed, “ Albion” and *‘ Dauntless’ had much the best of matters. It is interesting to note that the latter was designed by Mr. Daniels when the rule first came out, and was actually the first boat built to the class. She is a sister to “ Invader” and ‘‘ Defiance,” both of which have won the International Cup in past years. Though very much smaller in the hull and larger in sail area than the latest boats, her performances both in light and heavy weather show that there is very little in it between the old boats and the new. ‘Taken on all-round merit this is a great tribute to the excellence of the A-class formula, and a proof that anyone who builds to the class need not be afraid of his boat being outclassed by later models in an unreasonably short time. * Dauntless ” is in the region of 43 inches on the waterline, whilst ‘ Albion’? must be somewhere about 47 or 48 inches. The biggest boat that has been built under the rule is Mr. Len Smart’s “’I’winkle,” designed by Captain Turner, which is, we believe, 50 inches waterline. This boat made an excellent show on the second day, but evidently did not like the first day’s conditions. The second day’s racing was held in a gale from the N.N.W., which necessitated all the boats carrying third suits. So recently had Mr. Daniels finished ‘‘ Albion,” that he had not had time to make her a third suit, but he reefed her down witha needle and thread. One or two mishaps in the shape of broken booms, halliards and shrouds carried away were experienced. So strong was the wind that some of the boats were blown bodily to leeward, and found difficulty in getting off the lee shore. The wind varied a little in strength during the day, but remained in the same quarter, giving a broad and a close reach. The strong wind and choppy sea told its tale, and some of the lighter boats made rather bad weather of it. In contrast to this, the heavyweight of the fleet, “Twinkle,” stood up wonderfully, though ‘* Dauntless,” one of the smallest, did remarkably well, and “ Albion ” also put up a fine show. There were a few resails owing to fouls. On the resails “‘ Betty VI” was particularly unlucky. had a number of resails higher in the list She which would have put her had she gained any reasonable proportion of them, but unfortunately her owner had to dash off to catch his train and forfeited the Mr. Amlott is a newcomer to big competitions and from his showing should do very well in the future. ‘‘ Betty VI” is built from the lines of ‘‘ Pat,” designed by Mr. J. G. Feltwell. She sailed remarkably well throughout. points. “Albion,’’ Mr. W. J. Daniels, Serpentine M.Y.C. Winner of Bradford Cup. 22 The Model Yachtsman. May 1929 During the rough weather on the second day many of the competitors and mates got soaked by the choppy water. Captain Turner in particular had a bad time in this respect. Despite these slight misfortunes, everybody seemed to have thoroughly enjoyed the sport. Since the Bradford Cup Race of 1928, a number of improvements have been effected in the surroundings of the lake, notably board-walks over the swampy parts. Arrangements for handling the large crowd of spectators were not quite perfect, and it was most difficult for competitors at the Mill end of the Dam. an ideal Many hold that Yeadon Dam is water for holding the British A-class Championship and International Races, as it is larger and more open than Gosport, and really provides an even better test of the relative speed of competing craft. On the other hand Gosport is handy to the Solent, and we are anxious to interest real yachtsmenin our sport. Also the arrangements at the lakeside are well-nigh perfect, whilst the local club officials have great experience in making the necessary preparations to stage an event of this magnitude. It was a great pity that on this occasion ‘none of the officers of the M.Y.A. were able to be present owing to health and business reasons. Mr. Mc-Pherson, however, was a very efficient O.0.D. and had the assistance of several members of the Bradford M.Y.C. in various capacities. The entry of two Scottish boats was very pleasing, and we were sorry not to see them figure higher in the results. “Charis,” Mr. P. J. Levy, A very pleasant function during the Regatta was the dinner held at the Talbot Hotel, Bradford, on Saturday night. A very excellent musical programme was provided, and the speeches were short South London M Y.C. 1928 Winner of Bradford Cup. and to the point. SCORE SHEET YACHT. “ Albion?’ . .. “Dauntless ” “Twinkle” .. ** Betty VI” .. “Black Prince” ** Harmony ” “* Empress” .. OwNER. ot 6 ae a .. re – “Flying Cloud”… “* Defiance” .. dn “*Whimbrel’”’. . a “*Capella” .. a4 “Charis” .. wé “*Mary ” fa se ““Veyda” “Spur ” .. os es .. “Sylvia” .. ete OF BRADFORD CUP. CLUB. W. J. Daniels Serpentine .. Ist Day. 32 2nd Day. 26 Torat. 58 Andrews Len Smart .. Bradford Cardiff 93 12 26 32 49 44 H. N. Amlot B. Stephenson Maj. R. Butler L. Dockray. . Wirrall Bradford Bradford Bradford 17 16 19 14 12 18 12 9 22 20 14 18 18 39 36 33 32 32 30 28 27 E. Turner .. Vernon Dawson F. C. Hurst D. Weir… ar Bradford Bradford Bradford .. . West of Scotland . P. J. Levy .. Ks South London 20 16 10 6 26 Bourneville. . : West of Scotland .. 9 12 16 10 25 22 Bradford 10 12 22 (Skipper J. Livingston) W. Harrison W. H. Davey as A. MeDoughall (Skipper Bradford 20 12 16 26 R. McKechnie) J. Paterson. . May 1929 -The Model Yachtsman. RACE AT During the Bradford Cup teresting match was held BRADFORD FOR 6-METRES. Regatta a very in- under the 23 auspices of the Bradford M.Y. & P.B.C. for the 6-metres class. This was the result of a challenge issued last year by Mr. D. McPherson to any Englishman, Irishman er Welshman to meet a Scottish 6-metres model during the Bradford Cup Regatta this Easter. The gauntlet was taken up immediately by Mr. Len Smart, Captain of the Cardiff M.Y.C., Mr. F. W. Le Flufy, of Cork, and Mr. Vernon Dawson, of Bradford. This year all these contestants duly came to the line and we thus had the spectacle of boats from each of the four British countries meeting. This is not the first occasion that boats from each country have participated in a race, but it does not frequently happen, and it was a sort of unofficial British international race. The four boats engaged were “ Artemis,” Eng.; Captain A. Turner, designed by himself ; ‘‘ Charm,” Mr. Len Smart, also designe1 by Captain Turner ~ Fredith,” Mr. Le Flufy, designed and built by himself; and ‘‘ Corona,” Mr. D. Weir, sailed by Mr. Livingston. Of these craft ‘“‘ Artemis ” is a new model, whilst “Charm ” is well known and has won a number of races. “Corona” last year won the Scottish M.Y.A.’s Championship and is the crack boat of the West of Scotland M.Y.C. in this class. The dark horse of the event was the Irish boat. Owing to the fact that there are no other model yachting enthusiasts near where he lives, Mr. Le Flufy plays rather a lone hand, and he built and tuned up his craft without a trial horse. Mr. Le Flufy is, therefore, very much to be congratuated on the result, as he brought over a very good boat. We hope to see other boats of his design in future competitions. There was a good stiff breeze when the race was sailed, giving a beatandarun. Finishes were very close and the boats were very evenly matched. On the big lake with such a strong breeze, the little craft had a good chance to show their mettle as seaboats. Two complete rounds were sailed wherein every boat met each of her opponents twice. At the ena of the first round the challenger, the Scottish boat, was leading by three points, but as the second round progressed she was gradually overhauled and “ Artemis’ went to the front, with “‘ Fredith”’ on The crucial board of the match was the her heels. one to windward between “ Artemis” and “ Fre- dith,” when a missed gye in the teeth of half a gale cost “ Fredith”’ the points. Had she not lost this board, she would have tied with “‘ Artemis” with a score of 17, and taken premier place, as she would have had more weather boards to her credit. This allowed ‘‘ Artemis”? to run out a winner with 20 points, “Fredith” with 14, “Corona” 14, “Charm,” 12. It has been suggested that an event be staged officially for this class next year at Bradford to come on the Tuesday immediately following the Bradford Cup race. Particulars of Racing at Bradford were kindly sent to us by Mr. D. McPherson and Mr. K. B. Roche. SOME CALCULATIONS MODEL YACHT In my previous article I only dealt with the designed L.W.L. The next process is to consider the effect upon buoyancy of the unequal distribution of displacement shown graphically in Fig. III. Since this entails some acquaintance with the mechanical principle of the lever, the following explanation will be of assistance to the reader who has not made a study of the subject, and enable him to understand the laws by which the centre of buoyancy of the water displaced by a model yacht may be calculated. IN DESIGNING. Part II. question of actual displacement, which if we take into account the weight of the hull, spars, paint, etc., will enable us to determine the weight of lead to put into the keel in order to sink the body to the USED By Epwarp B., Savaaez, C.E. PRINCIPLE OF THE LEVER. Although there are three forms of lever, the one which concerns us is that known as the third order, in which the fulcrum or fixed end is at the extremity of a straight inflexible bar. Imagine such a bar to be 40 inches in length as shown in Fig. IV with the point F as its fulerum or hinge, around which it is free to revolve. Let an upward pressure or force of say 10 lbs. be applied at the centre of the bar A, causing the bar to move in an upward direction around the point F. If, however, we place a corresponding weight of 10 lbs. over the point A, the bar will remain at rest or in a state of equilibrium. Again, if instead of the two opposite forces being equal, two weights of 5 lbs. each are placed at distances of 10 inches and 30 ‘D4 May 1929 The Model Yachtsman. o a we & different leverage, according to its distance from some assumed point. ‘T’o obtain the point at which the combined upward pressures on the bow half exactly equal those on the stern half, that is to obtain the position of the centre of buoyancy (C.B.), we have first to assume a fixed point corresponding with F in the lever, and then multiply a sufficient number of these sectional areas by their respective distances from F. If the moments so obtained are added together, and divided by the total displacement (or upward pressure), and then multiplied by the distance apart of the layers or ordinates we shall obtain the distance of the C.B. from F just as now investigate the reasons why the two weights though placed in different positions to that occupied by the single 10 lbs. weight produce the same downward effect. Taking first the upward pressure of 10 lbs. at the centre, let us imagine that a person, by gripping the fixed end F is just able to hold the bar in a horizontal position. Let the weight, however, be moved outwards towards the end of the bar, and it will be found that extra pressure has been added which prevents him frrom holding it. On the other hand, if half the 10 Ibs. weight be placed at the far extremity, the effect will be found to be the same as that produced by the 10 lbs. weight at the centre. If we now substitute the term “moment” for the power exerted by the grip of the hand, it will be seen that the 10 lbs. force pressing upwards at a distance of 20 inches from F produces 10 lbs. x 20 inches = 200 moments. With 5 lbs. pressing upwards at a distance of 40 inches from F we get 5 x 40 = 200 moments, show- ing that the two forces are equal. CENTRE OF BUOYANCY. Applying this principle to a floating body such as a yacht, we have first of all the pressureo f the water in an upward direction which prevents the hull from sinking, and in a downward direction we have the weight of the hull, lead, keel, mast, etc. Therefore in order that the boat may float in a horizontal position in the water or in other words remain in a state of equilibrium, the sum of the upward moments ee must equal the sum of the downward moments. [is |la ee K—— FIGURE V. The total upward pressure may, however, be regarded as the sum of thin vertical layers of water, each of varying form in accordance with the displacement curves, and each one operating upwards at a if in Fig. V we divide the 200 moments by the 10 lbs weight and so obtain 20 inches. ENFEED FIGURE IV. inches respectively from F as shown in Fig. V, the resultant pressures will still remain the same as before and the bar will be in equilibrium. Let us N NN fo F y S N ~ ——— — FIGURE VI. Should any doubt be entertained as to the result obtained, a fairly accurate check is to cut out a piece of cardboard to the exact form of the displacement curve, balance it upon the point of a needle until it remains horizontal, this point being the C.B. required. Many model yacht designers in fact find this method sufficient and do not trouble to culculate the C. 3. otherwise. Having thoroughly grasped the general principles the reader should now be able to follow out the method of calculating the C.B..of a model, the fulcrum being assumed to be at the bow end of the L.W.L., and the moments of the sectional layers calculated from it. As in the case of displacement, it saves time and is more convenient if the figures are tabulated, and it will be seen that by the addition of two columns the same table used for displacement can be utilised to find the position of the C.B. In the fifth column the multipliers 0, 1, 2, 3, etc., which are multiplied at the end by the distance apart of the ordinates, represent the leverage or distance from the fixed end. The last column, which are the moments of each layer, are obtained by multiplying the leverage by the upward pressures or areas entered in the fourth column as “ products.” If the moments are now added together and their sum divided by the sum of the “ products” the result multiplied by the distance apart of the ordinates will give the required position of the C.B. The figures given in the following example are taken from an actual model, the keel and fin being omitted: The Model Yachtsman. May 1929 a A= position of the C.G. is also obtained in a similar 2 63 8 eg Ss as i: I 1 2 3 0.00 0.46 1.49 5 4.36 7 6 8 9 2.81 2 8 ia: ae 2.°.%9 1 4 2 «3° & 2B 0.00 1.84 2.98- 0 1 2 manner to the C.B. g @ – 0.00 1.84 5.96 a ] |e 4 11.24 5.80 4 23.20 5 116.00 34.86 3s 7.30 2 14.60 6 87.60 a 2 8.60 9.60 4 2 1110.55 2 10 10.21 8.72 34.40 19.20 3 33.72 4 7 8 240.80 15.360 10 211.00 z | vie ae & 7H | 12 10.54 4 42.16 11 463.76 14 15 9.50 8.45 4 2 38.00 16.90 13 14 494.00 236.60 Ho ES & 16 17 7.09 5.60 4 2 28.36 11.20 15 16 425.40 179.20 a se 18 19 20 21 3.99 2.44 1.02 0.00 4 2 4 1 15.96 4.88 4.08 0.00 17 18 19 20 271.32 87.84 177.22 0.00 20.34 360.00 0.66 12 244.08 7° EXAMPLE SHOWING METHOD OF WORKING 40.84 13 10.17 2 367.56 As a rule, however, the C.G. of the hull, mast, sails, etc., omitting the lead keel, will fall about 4 inch astern of the centre of L.W.L. ina large boat, say 62 to 70 inches in length, and it is the position of this point which effects the C.G. of the lead keel. ees 4 21.10 9 At first sight it might appear to be sufficiently accurate to assume that the weight of the hull is ‘concentrated at the centre of its length, but this is not the case, since the stern portion is heavier than the bow half to an extent which varies with the type of motel and the method of construction. : 3 5 2 5 4e2e2 4 25 ss a OUT C.G. OF COMPLETE YACHT. ae oe i g 4 s S 3732.00 240.00 half Displacement 9 480.00 Displacement Cub: Ins. .036 17.28 Position Weight of Cub-inch of Fresh water in ibs. Lbs. Disp-t, of C.B. (from Bow end of L.W.I..) = 3732 —— xX 2 360 = 20.74ins. C.G. OF LEAD © ec , Hull, without deck, lead, or Downward moments and weights astern of how end Are Be 8 os ofl.w.l. 7a’ Rudder tube Steering quadrant .. Screws and eyes Paint and varnish Main horse Coaming .. Lifting handle The form of the lead keel is too frequently regarded by the inexperienced as a matter of minor importance, whereas it actually requires as careful considertion as the hull itself, and it must be surely a matter of satisfaction to the designer not only to be able to calculate the exact weight, but also to ascertain the position of the C.G. which will cause the hull to float to its correct water line. Fig. VI shows a convenient method of plotting the keel curves, since it enables the half areas at each section to be obtained by the planimeter or other method, and the figures obtained may be added to the ordinates of the curve of the body, so obtaining a second curve, giving the total hull displacement. To revert to the lead keel it must be treated in a similar manner to the hull, i.e. a displacement curve laid down, and the number of cubic inches multiplied The . -.. .. s Hatechrim .. Footblock .. Keel bolts and screws KEEL. by 0.41 lbs., the weight of a cubic inch of lead. .. .. 4.35 0.75 0.28 0.21 0.10 0.18 0.08 0.02 0.16 0.10 0.05 0.04 0.03 0.06 0.60 0.06 0.02 0.03 rudder tube Deck .. me o. Mastcomplete with fittings Boom ay Gaff Mainsail Foresail Foresail horse Mast plate and slide . oe Bowspritcomplete Jibboom .. Gammoniron Bowsprit stop a _ s», se 0.04 0.04 60.05: 0.05 0.04 -Downward moments, etc. ahead 0.18 .. of bow end of1.w.l .. Total sailing weight with-. .. outleadkeel Displacement of hull BI Weight of lead keel -. 25 3s fg Su oa A 19.90 20.50 10.00 26.75 15.10 25.45 2.10 8.40 10.€0 19.20 10.C0 37.50 39.00 19.00 19.90 19.20 48.50 20.00 19.20. 3 ° = 86.56 15.37 2.80 5.62 1.61 4.58 4.48 0.17 1.60 1.92 0.50 1.50 1.17 1.14 11.94 1.15 0.87 0.60 0.77% 139.94 9.00 — 1.80: 11.40 7.20 0.36 0:08 0.57 0.28 1.30 7.34 Nears} 10.39 From the above it will be seen that the moments of the hull have the greatest effect, and it is a simple matter to obtain the exact position of its C.G. by balancing the shell, keel upward upon a chisel edge and moving the hull backwards or forwards until the l.w.1. is exactly horizontal. (See page 26). bo lon) . a 3 3X Ben | May 1929 The Model Yachtsman. DS © a RS Z BN . § 2 8 eS Xx S < S$ &* fe ms -+--- 19.54" -------- Soe 8 aos. Kigali SS eT SS > 8 | f—– — 19.44 1: 7—-7-22–—> I ie w iN SN Re PES SQ > 8 88 So ~~ NS BY K 2 FIGURE VII. Fig. VII shows graphically the different forces which have to be equalised to obtain the correct line of flotation. First there is the upward pressure of water due to the displacement, viz. 17.73 lbs., acting at the C.B. of the hull, assumed in this case to be 19.44 from the bow end of the L.W.L. Then there is the downward pull of the lead keel, say 10.39 lbs., acting through its C.G. at a point x which we wish to ascertain. WALKING Lastly there is the downward pressure due to the weight of the hull, spars, sails, etc., say 7.16 lbs., acting at its C.G., and say 0.18 lbs., the weight of deck fittings, bowsprit, etc., acting downward, but ahead of the bow L.W.L. end. To obtain equilibrium, the sum of the upward moments must equal the sum of the downward moments as in the case of the lever, and so we have : 10.39 x x +7.16 x 19.54 =17.73 x 19.44+0.18 x 7.22 or 10.39x+139.94 =344.67 +1.30 206.03 Therefore x =———- =19.83 inches from bow end 10.39 of L.W.L. The experienced designer with actual data obtained from models of different types will be able to estimate with sufficient accuracy the position of the point 2, and though it may be calculated to a nicety by the method explained later, one’s calculations are liable to be upset by the fact that every piece of wood is different in weight and that the varying methods of different builders produce different results. Consequently most model yacht designers place the C.G. of the keel what they consider a suitable distance astern of the C.B. of the hull. The error, if any, should then be slight and easily corrected with a few ounces of lead inside. As a matter of interest, an example is given to show the method which is used when it is desired to work this out. It will be noticed that in the worked example of the 6lins. l.o.a. model the C.G. of the hull falls 0.39 ins. astern of the C.B. of the hull. THE PLANK! [Soe dali a a WHATS THAT: RETRIM !!! THINK I’M A BALLY CAT BURGLAR, Dont You ? ¢ : — ee May 1929 The “Model ‘Vichtsman. HOW TO ‘THE BUILD “STAR” | 27 M.Y.’ JUNIOR. (continued from page 12). By W. J. DANIELs. The floors can now be made and put in position after slotting them to receive the keelson, which that it lies normally, it will be found if the edge of planking is straight that amidships the edge will be will be a 4 in. thick and 1 in. wide. You will find that it will be necessary to slightly bevel the keelson on the underface to fall in curve with the floors, and this can be. easily done with a small plane when it is in position. With regard to the fixing of keelson to transom piece, you can either some mortice the transom or slot it right out and cut off the keelson flush with the outside. If you are up to the job of rebating the transom the planking to the outer edge of the transom piece, covering up the edges of planking with a piece glued on with casein glue. The transom piece must also be cut away at the lower corners to receive the chine stringer which is a You will require 12ft. of quarter by a quarter for these and the inwales, which latter are fitted after the hull is removed from the jig. Having fixed all moulds, stempiece, transom floors and keelson, the chine pieces are sprung round into position the, method being to fasten them first at transom, which will enable you to bend them into position. It will be seen that they will have to be cut at an angle forward in order to lie flush on stem- piece, care being taken to see that the outer edge leads to the inside of the saw cut which was made for the rebate. You will note that the keelson will also have to be cut away to let the chine piece seat home. This is shown in the construction plan. The chine piece should now be chamfered to fall in line with the curve of the floor pieces, the latter being located by means of small panel pins not quite driven home so that they can be drawn just before the last floor plank is fitted. Weare now ready to plank the floor, and this must We can use for this either pine, cedar or mahogany. A board 3 ins. wide will be found most convenient, and the method is to first mark a centre line on the keel- son. ‘This is perhaps better done by gauging before that part is fitted. If you decide to plank the floor in three boards, the midship floor must be divided into three equal parts, or two if two planks are chosen. Offer the planking board to the floors, arranging so that the edge falls amidships at each end on the centre line, ignoring the widthof planking By adjusting to the centre line. Tack the section so that you can replace in the same fore-and- aft position later. Take your dividers and set them at a slightly greater width than that of the edge of planking to centre line, amidships and keeping the dividers square to the boat prick off about two a curve through these points by means of a spline (one of the inwhales can be used). A sharp, hard pencil and absolute true marking saves a lot of trouble. With a fine saw cut down nearly to the line, carefully finish by planing down if you have a plane small enough to take the curve (which will of course be concave) or by means of fine glass-paper You now set off the width that you have previously decided on for the planks at the midsection position, and placing your straightedge on this point amidships draw a line parallel to the centre line of the boat. If this is carefully shot straight the fitting of the next plank will be greatly simplified. Now theoretically you should be able to mark off the plank for the other side from this one, but wood even from the same plank does not always bend exactly in the same manner and it will be necessary to repeat the procedure in making the planks for the other side. It will be found of course that as the section is slightly smaller on the edge not on the section position, the floors will require to be chamfered until the plank touches both on fore-andaft edges. be Having made the first two planks, they can now fitted. This is done by nailing with small copper pins, casein glue being also used. The pins should be placed about half-inch apart both on keelson and floors. It will be noticed that I particularly refer to be done in two or three planks aside. at the moment. from inches apart positions parallel to the centre of keel. Remove plank and placing it flat on the bench draw to receive the planking, the former method will be necessary, but it is much more simple to carry out quarter square. distance plank temporarily at each end and mark at each such poaition casein glue. This is waterproof and very suitable for model work. There are several brands, of which ‘Certus’ is one of the best known. The next planks on floor can now be made and. fitted exactly, the same procedure being used as in the first instance, roughly cutting the ends where they fall on transom, and the chine piece. The last floor plank, the second or third as the case may be, can be marked by passing a pencil along the chines and after the last plank is fitted and the glue set, both planking and chine piece can be bevelled off to the angle of the topsides so that when the topside plank is fitted it will lie flush. The Model Yachtsman. 28 MOULDS FOR ‘THE M.Y.’ “STAR” Designed by W. J. DANIELS. May 1929 JUNIOR.” May 1929 The Model Yachtsman. Notr.—In above plan the forward sections are shown on right and after sections including transom on left The small piece at bottom on right side is the tip of the stem. 29 30 The Model Yachtsman. May 1929 put in the stem piece, after which the topside can be made.and fixed. frame 2 inch wide around the opening and also a ring of the same wood $ inch wide at mast and glue these in position. A neat hatch cover can be made by fitting a piece of quarter sheet cork on to a pine A board of sufficient width to allow for sheer is now offered temporarily in position. An easy method of getting the correct angle forward for the board to fit the rebate is to draw the board slightly aft of the position in which it will be fitted, and with a parallel piece of cardboard placed in the rebate draw the fitting line with a pencil along the other edge. See that the topside plank lies snugly on chine and against each mouldand transom and draw Having slotted the inwhales to receive the deck beams, the former can now be fitted. Having cut out topside sheer in the flat, it will be seen that the inner edge of it when fitted will be higher owing to the angle of the topside. It will, therefore, be necessary, in order for the deck to lie touching at When this is done, the rebate can be chiselled down to the correct depth of the saw-cut already a pencil line along the chine. Cut outside this line and replace topside and fix with copper pins along rebate, chine and transom after glueing with casein glue as previously. I should have mentioned that.the edges of floor planking should be glued, the edges being adjusted to coincide before allowing glue to set. After glue has set in rebate, chine and transom; the hull can now be removed from the jig. Take out the screw holding stem piece to base-board, also the screws holding transom, and lift off. The floors will of course come away with the structure. From your drawing mark off the rise on transom and transfer the depth of topside at each section position by marking off from chine. Below these points set offan allowance for the thickness of your deck. With a spline draw through these points the sheer line as shown in the drawing. This can now be cut down, after which the inwhales are fitted. Before actually fixing these, the positions of the deck beams must be marked and the inwhales cut to receive them. In fitting the deck beams careful checking of the beam at each section should be observed. The top of the inwhale will have to be chamfered to allow the deck to lie flush. Our deck could have been prepared whilst waiting for the glue to set, the hatch opening and the mast hole being cut. The deck should be a piece of pine. If you have difficulty in getting a piece wide enough, you can join two narrower pieces by shooting their edges straight. Then after putting newspaper down on a board, glue the elges and tack them down to the board. If veneer pins are placed on the outer corners which will be cut away and in such manner that the edges are pressing, it will only need weights placed upon the centre line to get an excellent joint. Paper should be put along to prevent sticking, and casein glue will again be used. You will now set your small block plane very sharp and fine, and smooth down the deck, afterwards glass papering to a good finish. Mark out the hatch opening and mast hole and on the side which is to be the under- side glue some fabric. Cuttings from your sailcloth will come in for this purpose. This is to prevent splitting where the deck is cut. The size of the hatch should be 4 inches long and 23 inches wide. Cut out a coaming of } mahogany or cedar to form a top made to represent a skylight, the latter being set out in Indian ink to represent the glass and protecting rods. the outer edge, to cut it down level. This can be rubbed down with glass paper wrapped round a flat piece of wood long enough to reach across to the other side. The glass paper will, of course, only be round the end being used. Great care is necessary to get the sheer line true, as it is very unsightly if not so. The inwhales can now be fitted, and these are sprung into position, being made to butt against the transom and splayed off forward to seat into where the topside and stem meet. These are glued and pinned as before. It is the practise in yacht building to fit knees aft and what is known as a breast hook forward. The latter is a knee binding the two gunwhales together. This is not necessary, as everything in a model of this size is considerably stronger than the strain ever likely to be put upon it with fair treatment. You will notice in the design that there is another line drawn above the rail sheer line. This line is the mid deck line which is necessary so that the deck at centre shall be fair in fore-and-aft curvature. This line gives you the rise necessary of the deck beams to assure this curve being fair. There is also a slight rise at the transom which, as before mentioned, should be marked off and cut. The deck beams can next be cut and fitted. They should be a } inch wide, the thickness at centre being i plus the rise at centre, tapering to jj; where they engage the gunwhale. They should be five in number spaced 63 inches centres, starting from stem head. Before fitting the deck we must make and fit our fin anil skeg. It will be noticed that this tapers. downwards to the lead and is 3 inch thick where it joins the hull and 7 at lower edge. This can be cut from one piece of hardwood, mahogany being preferable. This will have to be 2 inch thick at the start and after cutting to shape it shoull have a gauge line made right round the edge to give the centre line. At the sternpost it is a } inch parallel in thickness, starting from the fourth section from the stem. The leading edge of fin should be #; thick, rounded off at the corners. The top fitting edge tapers down to this, leading into the skeg aft at } as mentioned previously. May 1929 The Model Yachtsman. You will now with a morse drill carefully drill holes through keelson spaced 3 inches and of sufficient size to just clear No. 6 brass screws. Plane a flat where fin will fit to hull. Offer the fin to hull and mark carefully the position of screws. Great care is necessary to drill these holes for the screws, which should of course be with a drill of suitable size for the thread of screw to get a proper grip. The skeg should now be route out half round for the rudder and this is done with a rat-tail file. Before fixing fin and skeg in position the hole for the sterntube must be drilled, and this must be arranged so that it falls half-and-half with the groove in sternpost of skeg. Before finally glueing and screwing fin and skeg in position, it should be fixed without glue in order to assure that it is perfectly true with the hull. It can then be glued and fixed finally. The lead keel is our next consideration and we must first make our pattern. This will require two pieces of pine 10ins. by 23ins. by fin. After cutting the outline, square off the sections as shown. Make cardboard templates which serve to check the shape on each section as you carve it down to its proper form, finishing with fine glass-paper. You could mark off on one edge of each piece the fore-and-aft shape, and if a saw mill is handy, you can get the the two parts cut on a band saw for a few pence. This would greatly facilitate matters. Molten lead is a dangerous thing for juvenile model makers, and the cost of having the keel cast from your own patterns is comparatively small. Therefore, take the patterns to the foundry, and when you get the castings clean them up with a file and glass paper. You now have to drill them and fit to the fin. Brass No. 12 screws should be used. Make the holes in one side of the lead and through fin large enough to clear the screw. The holes in the other side should be only large enough to permit the screws to cut their own thread into the lead. Give wood fin behind the lead and back of lead a good coat of thick paint before fixing lead finally in position. Whilst we are waiting to get the lead castings from the foundry we can get on with the hull. Our mast step must now be fitted, and this consists of either a piece of square tube with a slot to take suitable mast heel or a piece of hardwood with a square hole to take the tenon of mast. This is a matter of fancy, but in this instance the latter is the most simple for the juvenile. The sterntube can now be made and fitted. This consists of a piece of brass tube which has had twothirds of its circumference cut away. The remain- ing strip will line the groove in sternpost. 31 The part of tube that will line the sternpost should be drilled for the screws to hold it, 3 inch No. 1 screws being used. The holes will be about 1 inch apart and counter sunk. Make a small brass plate to fit over tube and lie flush on keelson inside boat and screw this plate in position after fitting tube. Solder round the plate. Remove tube and plate, and after putting thick paint both behind tube on sternpost and under inside plate, the sterntube can be fixed permanently. The hull must now have three coats of varnish applied inside, each one being put on fairly thin and allowed to dry thoroughly before applying the next. The underside of deck can be similarly treated at the same time. The deck can now be fitted. I have previously mentioned that the inwhales will have had to be chamfered off and this, of course, will have been done before fitting the deck beams. Care must be taken not to get varnish on top edge of coamings as the deck will be glued and the latter should be also left bare of varnish in the region where contact will be made. I advise glueing as it prevents the topsides creeping with change of atmosphere. The deck having been glued and fixed with small copper pins, it can be glass papered flush with topsides and transom. The upper side of deck was of: course planed smooth and rubbed down with fine glass paper before fixing. It must also have two coats of patent size applied to prevent the Indian ink lines that will represent the deck seams from running up the grain of the wood. Finish is all important if the model is to be something of which we are proud, and the deck is that which most strikes the eye. The lines should be spaced 3 inch and these are drawn with a draughtsman’s ruling pen. A line parallel to the deck line should be drawn ? inch in to represent the covering board and this line should join up at the stern with a curved line drawn with the compass. Waterproof Indian ink should be used and the deck can be varnished about two hours after you have finished the lining. A mahogany coaming can now be prepared which should be # wide and about +; thick. A taffrail piece following the covering board line shoull be made. These are fitted after the model is painted, and if you use copper pins and cut the heads off just before they are driven right home they will be fixed invisibly. Next month I will tell you how to make sails and rig. (To be concluded). 52 May 1929 The Model Yachtsman. ggg eos = PA.n)a lNisa Ea See—— SS = — 9 Pa |. LONDON JOTTINGS. LONDON LEAGUE. The first round of the Stanton Cup Competition for 10-raters was sailed on April 6 at the Round Pond, Kensington Gardens. The wind was moderaate from the 8.8.W., with frequent slams, giving a beat and a run. On the run spinnakers were carried. Some of the boats were driven up to the = — Zhe of keeping well away. leeward and some exciting tussles were witnessed on the angle of the bay near the finishing line. The difference of the scores does not altogether indicate the respective merits of the competitors, and generally speaking racing was close and interesting. “White Heather,” as her score indicates, put up a very fine show, and her club mate, “‘ Katrina,” also did well. The M.Y.S.A. (Kensington) are to be congratulated on this initial success to celebrate their re-entry to the League. Scores.—Y.M.S.A. (Kensington) : ** White Heather,’ A. W. Littlejohn, Jnr., 28; “ Katrina,” T. Ivory, 18. Total, 46 points. South London M.Y.C.: “ Viking I,” A. J. Child, 13; “Sonia,” J. Everett, 14. Total, 27. Highgate M.Y.C.: Sylvia,” S. Webster, 12; “‘XPDNO,” J. Lane, 13. Total 25. Forest Gale M.Y.C.: “Lily B,” W. Bliss, 15; ‘“‘ Scandal,’ W. Jerram,7. 0.0.D. A. Littlejohn. Total, 22. annual competition for the ev Y.M. 6-m. M.O.A. This progressive club has now definitely decided to move to Surbiton. An excellent site has been secured near the Rick Pond, Home Park, and a clubhouse is to be erected in the near future. Plans are being examined, and ways and means considered. The designs of what is considered to be an ideal clubhouse have been got out, and a scale model constructed by Mr. A. J. Child. In parenthesis we may say that Mr. Child specialises in this sort of work, and readers who have orders to place for architectural models might find it to their advantage to get into touch with him. We hope to publish a photo of this model in our next issue together with full particulars. In the meanwhile we may mention that the Club has a certain number of vacancies for new members, and those interested should get into touch with the Hon. Secretary (Mr. A. J. Feltwell) 90, Church Road, Barnes, London, 8.W.). So far about half the amount required has been raised for the clubhouse, but a number of donations have been received and it is hoped to shortly raise enough to commence work. M.Y.S.A. (KENSINGTON). The a Mr. Osborne also did well and finished s2cond with 20 points. Scores :—‘Katrina,’’ T. Ivory, M.Y.S.A. 26; “White Heather,” E. Osborne, M.Y.S.A. 20; “Snappy; F. Smith, Forest Gate M. Y.C. 20; “Scandal,” W. Jerram, F.G.M.Y.C. 14; “Sonia,” J. Everett, South London M.Y.C. 10; ‘Avis,’ R. Batchelor, Highgate M.Y.C. 8; “Bitsa,’‘ T. Edmunds, H.M.Y.C. 6; “Viking Il,” A. J. Child, S.L.M.Y.C.’4. On the windward boards down, the yachts had a tendency to fall away to a other M-Y.S.A. boat “White Heather,” sailed by weather shore, and down wind it paid to make sure from the eastern end of the lake about half way a “Dacia” Challenge Cup, which was presented some years ago by B. A. Collins Esq., to the club for the 10-rater class, was held on March 30th. Three clubs were represented in addition to the home club, making eight starters. At starting time there was scarcely a breath of wind and fog hung round the pond making the position look hopeless. At eleven o’clock, however, the fog started to lift and a breeze sprang up from E.N.E., making the course a reach each way. A start was made and one Forest Gate and the two Kensington boats quickly began to score. Before lunch three rounds were completed and “Katrina” only dropped two points. After lunch the wind had freshened considerably. “Katrina” continued to do well and did not drop a single point during the afternoon session. The BIRKENHEAD MLY. & P.B.C. The official opening of the Birkenhead Lake has now been definitely fixed for April 27, so that it will have transpired before these lines appear in print. The new lake is 500 feet long by 200 feet wide, and has a minimum depth of 2 feet. It is, therefore, a: fine sheet of water and should provide good sport in the locality. The picture on page 38 is reproduced by kind permission of the Birkenhead News, and shows the south-east corner of the lake. 33 The Model Yachtsman. May 1929 BRADFORD M.Y. & P.B.C. The Club’s Fixture List has now been settled and the principal races areas follows: April 27, Jennings Cup for 2-m. May 25, Vernon Dawson Cup for 18-ftrs. June 22 and July 6, Talbot Trophy for A-class. August 21 and September 14, Blackwell Cup for 10-raters. September 28, Sydney Carter Cup for all classes on handicap. In addition to these seven Flag Races are held during the season. At least two members of the club intend to compete in the M.Y.A. Manchester 10-rater Race. SYDNEY PARK M.Y.C. The first race of the season took place on March 29th before a moderate company of spectators. Owing to counter attractions, only five competitors lined up before the starter Mr. Carter. The duties of Commodore were carried out by Mr. Redick. The wind was very variable, chiefly from the E.N.E. Scores:— “Thistle,” W. Twyman, 4; “Thais,’ H. Chanter, 2; ‘Scout,’ W. Mawer, 2; “Cambria,” H. Parker, 1; ‘Annie,’ J. Bradley, 1 ; Possible 4 points. The second race was held on April 6th in splendid weather and before a good crowd of spectators. There was a steady W.S.W. wind. Mr. Carter acted as starter and Mr. Reiach as Commodore. Scores; “Thistle,” W. Twyford, 4; “Annie,” J. Bradley, 4; “Ginevra IT,” S. Roberts, 4; “Scout,” W. Mawer, 3; “Thais,” H. Chanter, 3; “Doris,” J. Roberts, 2; “Cambria,” H. Parker,1. Possible 6. oo SOUTHERN UNION. Correspondent Pay-Lt.-Comdr.W. F. Behenna, R.N. GOSPORT M.Y.C. The Club are holding an Open Regatta for the A-class on May 18 and 20. There will be six prizes provided by the Club and the entrance fee is 2s. per boat. All entries must be in seven days before the date of the race and should be sent to the Hon. Secretary, Mr. W. Halliday, 12, Haslar Street, Gosport. On April 3 the Club held a race for the A-class, in which last year’s winner of the International Races, “ Little Nell,” and a couple of notable new boats took part. ‘‘The Limit,’ a new boat, designed by Mr. R. Lace, certainly showed an advance on “ Little Nell,’ for which he was also responsible. Mr. W. Baker’s new boat, which is at present unnamed, is from Mr. J. G. Feltwell’s lines, and here again the designer appears to have produced a faster craft than his last. There was some very interesting racing in which the two new boats had slightly the best of matters and they tied with 16 points, but “The Limit” having won more windward boards was adjudged the winner. POOLE AND DISTRICT ML.Y.C. The Corporation at their meeting on April 2 decided to repair the staging round the model yacht lake enclosure. It was also decided to have a gap at each end which can be bridged by members of the Club when they desire to sail. By this means the staging will be kept entirely for the use of model yachtsmen. By the time these lines appear in print the work should be complete. At the Dorset Arts and Crafts Exhibition in Parkestone on April 3 and 4, the following members of the Poole M.Y.C. obtained awards in the Model Class: G. C. Paine, Ist Class Certificate for the yacht ‘‘ Modesty,” also 2nd Class Certificate for the model “ Kingfisher.” A. Ingram, 3rd Class Certificate for 30-inch model “ Zita.” The Club has now six wee 6’s to the I.Y.R.U. Rule and are sailing them on Monday afternoons, SOLENT M.Y.C. (SOUTHSEA). The Annual General Meeting was held on April 6 at the Canoe Lake house. The Commodore, Comdr. Behenna, was elected to the chair, with Mr. H. H. Pyne as Hon. Secretary. The usual routine business was transacted. The statement of accounts revealed a credit balance on last year’s working, which was considered very satisfactory. The Hon. Secretary reported that as the result of negotiations with the Rowing Boat Contractor, alternate Saturday afternoons between 2 and 6 were reserved for model sailing. A further meeting was to be held to report on other times for sailing when these had beenarranged. The following programme was arranged: April 12, Grogan Cup for A-class ; April 27, Arberry Rose Bowl for Combined Metre Classes; May 11, All-round Bowl for A-class ; June 1,8.M.Y.U. prize for Combined Metre Classes ; June 15, Crane Shield for 12-metres; June 29, S.M.Y.U. Prize for 12-metres (at Southampton) ; July 13, Club Race for A-class. The Club left June 18 and 20 vacant, as it was not yet known how many A-class boats will be going to the M.Y.A. Eastbourne Cup Regatta. As there was a doubt whether dates would be available further fixtures were not arranged for the moment. A good many subscriptions were paid during the meeting, and some members also intimated that they had renewed their subscriptions to THE MODEL YACHTSMAN. A bundle of copies of THE MODEL YACHTSMAN was recently lost at an exhibition of Steam and Sailing Models held on the South Parade Pier. It is thought that these were taken by visitors whom imagined that they were for gratis distribution as an advertisement ! (Well! well! We hope that some of the people who helped themselves on this occasion have now become subscribers.—Editor, The M.Y.) écad May 1929 The Model Yachtsman. ——a 34 Group of A-Class and 18-Ftr. Models belonging to Ulster Model Yacht Club. The above photo was sent us by our Ulster correspondent “Maurice.” An account of the Club’s doings will appear in our June issue. FUTILE | L+vs , | 4 All formule are Greek to me, And algebra I simply loathe. MUSINGS. Lys = Rating. RyD— A model yacht may cost a lot Of L.S.D. from what I’ve seen : Confronted with this dreadful sum, My brain goes absolutely numb. But how from this its cost you tell Is what I can’t see quite so well L,S and D. These letters three Must surely have some meaning ; but, If taken as pounds, shillings pence, They don’t make any sort of sense. And “ Rating” too; I ask, can you Explain the meaning of the word ? How it relates I cannot see To either L or 8 or D. IGNORAMUS, 85 The Model Yachtsman. May 1929 A MODEL TOPSAIL SCHOONER. By James Morr. A sailing model of a topsail schooner is something of a rarity, and until recently I had a very interestimg specimen in my possession. The model was that of the ‘‘ Mary of MacDuff,”’ and was onascale of 335th of theoriginalship. The model is 42 ins. on deck, 34 ins. on keel, has a beam of 9 ins. and depth to keel of 74 ins., and is a true representation of the original in every respect. She has now passed into the possession of a Yorkshire gentleman who is making a collection of such models. The original vessel was launched by Messrs. Watson of Ban! in September, 1878, and was amongst the last of the famous Moray Firth ‘“ Ninetyniners,”’ so called because their registered tonnage was reduced from one hundred and eleven tons to obviate the carrying of a certified mate. This reduction was effected by the enlargement of cabin and forecastle, which added greatly to the tuoyancy and power of the schooners. They were mostly engaged in the Baltic trade. The “ Mary of MacDuff’ was built in succession to the *‘ Amy ”’ (the Mystery Ship of the Channel), which was finally destroyed in making the celebrated “‘ Q-ships”’ film. The *“* Mary of MacDuff ”’ was a very fast sailer, especiallyson the wind or with it abeam. She was eventually wrecked on the sands of jthe Don, north of Aberdeen. To my knowledge there is just one of these schooners remaining, namely the “ Alice of MacDuff.’ The majority were sold down Channel. Our DSeottish Pr 4 & By Wanzi Kavya Last year Scotland managed to send one boat to Bradford. This year three were sent, two A-class be better than would appear on the face of things. and one 6-metres. Perhaps we shall see quite a large When, however, we come to the performance of the six, matters are very different. Mr. Livingston has fleet off next year if the increase continues at the been amongst samerate. models are the only two of their kind in Scotland amid a bevy of 12’s and 6’s, so they get no competi- ‘Corona ”’ for a long time, and has fought his way to the top in all sorts of conditions. At one time or another “ Corona’”’ must have met practically every six in Scotland. including a number which were designed in the South, ani she is, therefore, very capable of holding her own. Though she did not win at Bradford, her performance was distinctly good, and possibly on the next occasion tion. she may bring the honours home. A full account of the races will be found elsewhere in this issue of 77HH MODEL Y ACHTS- MAN, but possibly a few remarks may not be out of In the writer’s opinion the results can be place. regarded as a fairly true indication of Scotland’s strength in these two classes. The two A-Class Under these circumstances their record may our hottest bunch of sixes with Ree EL oy Ry RE ee ee eeeee ; 36 . : This +Medel Yachtsman. May 1929 With fair winds and undiluted sunshine, most of our Clubs have been busy since Easter. Several craft and not yet tuned up. The other new boat, ~ * Ailsa,” has only been out once, so that it is early have already held races, whilst others are busy tuning up for their opening days. The writer was to judge. On the occasion of her maiden trip the wind gave a reach both ways, so we have had no chance to see what her capabilities really are. It is almost impossible to form a proper opinion, however, until boats have been properly tested in a race or two, as this is the only way to judge models or any other craft. at Whiteinch on April 6 for the West of Scotland M.Y. Club’s opening race for the 12-metres. ** Thelma ” gave a very fine exhibition and proved that she is as fast asever. The wind was just right in strength and the race was run through in record time. Altogether a very pleasant afternoon was spent in meeting old friends and watching the sailing. The two new sixes that we mentioned in these columns recently have both been hard at it tuning up. Mr. P. J. MacGregor’s ‘‘ Maya ”’ promises well and is exceptionally fast in moderate winds. Our own opinion is that she is a shade on the small side, but if the design were enlarged a really remarkable boat might be evolved. At present she seems a trifle too sensitive also, but of course she is a new There are two open regattas during May, the . first at Elder Park on May 4, and the second at the West of Scotland on May 18. It is hoped that these will be well patronised, as good sailing should be hadineach case. The wind at this time of year is generally to be relied on, and this goes a very long way towards a pleasant afternoon’s sport. On page 6 of our April issue the date of the S.M.Y.A. 6-metres Championship was given as September 6. The race takes place at Dumbarton on September 21. The Editor accepts no responsibilty for opinions expressed by Correspondents. Letters intended for publication must be brief and to the point. They should not exceed 500 wordsin length and must be written on one side of paper only. Correspondents are requested to read our note on this subject on page 38. A PLEA FOR A SIMPLER RULE. Sir, I am a subscriber to THE MODEL Y ACHTSMAN, and may possibly take up the game, but at present am somewhat bewildered. To begin with there is the variety of classes—A-class, 10-metres, 10-rater, 18-footer, 6-metres (13), etc. -Anyone taking an interest in real yachting knows that there is an A-class, but it is not the same as the model, and there are also the metre classes, but you must be getting on in years to remember the 18-footers and 10-raters. My next point is the complicated rating rules. It would seem that model yacht owners want craft that will look like real racing boats, and hence possibly the complicated rules, but my impression is that those who rule the show love elaborate calculations ! Correspondents to your magazine say they want the support of the younger generation. you expect a boy to grapple with How can Ley/s-. 4 bas a 12D = Rating, or to fini the sail area allowed for the A-class 34/D (4R — L ) ayDeE La He has enough of that at school, and when he gets older has not the time to spare. Others write to suggest formule which will produce a good type of “‘boaty boat, as if they were going to sail in them and did not like the idea of being flattened out in a squall. The one thing that strikes me from watching class models is how exceedingly slow they are for their size. Surely what you want is a model that will go as fast as possible? It may be argued that freaks will be produced, but freaks in every walk of life find their own level. While on the subject of freaks, is not a boat with 28 Ibs. lead on 35 Ibs. displacement a freak as regards scantling ? May 1929 The Model Yachtsman. 37 Lagree with Major B. Heckstall Smith’s dictum, “a given sail area and let the designer do his best with the hull,” but I would add to this and introduce sail, A sail area class would not only be a difficult type of model to design, but would not give ultimate satisfaction. The small 6’s are capital boats. a fixe ratio of weight of lead to total displacement, Again, we must consider what is likely to be a possible basis for agreement in all the countries concerned. Surely the likeliest class to agree upon would be a model of the most popular class of real racing yacht, which is common to all the countries which would probably have the effect of reducing the enormous cost of a racing model. The skill and workmanship required to buill a 7 lbs. hull to carry 28 lbs. lead must be enormous. At the price I doubt your getting the young idea to join in, and I doubt if many have the time or skill to compete in making such moiels. Another point is: the cutting away of the keel from the rudder. It amounts to the old 1898 type of 24-footer real racing yacht with a_ balance rudder. I have raced in many of this type and the man at the helm was the chief factor. No automatic steering gear can eliminate the man at the helm. I was going to suggest a formula for racing models of simply L.0.A., but-saw in your magazine that such a rule would produce no overhangs. I am not skilled enough to know why. Yours faithfully, INTERESTED. BRITAIN AND THE B-CLASS. Sir, Referring to the correspondence which has appeared on the above subject and in particular to Mr. A. J. Child’s letter, I have certainly no desire to quarrel with the 10-rater class or its adherents. No doubt they are entitled to hold an opinion as much aslam. Whether the supporters of the 10-rater elass or the 6-metres are the more progressive need not be entered into here. The proposal of the 10-rater, or rather the L. and §8.A. formula, has duly been put forward to all the nations that compose the I.M.Y.R.A. and has been turned down flat. There is, therefore, no possibility of its becoming the B-class. In Britain we have too many middle-sized classes, but if one of them was selected as a B-class, it would concentrate interest more. If the I.M.Y.R.A. selects a class we have no boats to, it will only make confusion worse confounded, so surely it would be policy to now put forward one of our other classes instead of the L. and 8.A; Rule which has been turned tioned metres try the down? Our Technical Committee mentwo classes—the L. and S.A. and the 6I.Y.R.U. on the 13 inches scale. Why not 6-metres this time ? The alternative seems that we shall have one of the Scharenkreuzer classes selected. Some of the nations, but by no meansall,favour that. Actually these boats are a most unsatisfactory type, especially for models. Whatever one’s opinions as to the merits of the rule, the 10-rater is not a bad boat to concerned ? Yours faithfully, Joun A. STEWART. 104, Cheapside Street, Glasgow. PROPOSED B-CLASS. Sir, May I add my voice in no uncertain tones to support Mr. Pike’s suggestion of Great Britain putting forward the Swedish rule for the B-class ? Personally I think it a pity that this was not put forward at first instead of the L. and S.A. rule. I have nothing against boats built to this latter rule, which seems a good one. The 10-r. is fast and large enough to take about, and the worst that can be said by its opponents is that the class has lived 35 years and ought to be decently buried. Surely this is oblique reasoning ? This class has survived the birth and in some cases the death of half-adozen other classes, and therefore it must have some solid merit. However, I do not think that the L. and S.A. rule will commend itself to foreign nations, as they are not so conversant with its working as we are, and there would be a better chance of getting a sail area rule adopted. If about 1,340 sq. ins. were fixed it would be a scale model of the 40 sq. metres class on a scale of 1? inches to the foot and would embrace nearly all existing 10-raters. This would also satisfy those who must have a model to scale of an existing prototype. I think it would be well for our representatives to be instructed to push for this, if, as seems likely, the L. and 8.A. rule is not favourably received by the other nations concerned. Prophesy is always dangerous, but I fear that otherwise we shall be saddled with a smaller edition of the A-class rule with its complicated calculations and _ special measuring apparatus. In such event the 10-rater men will go quietly on as before, building and sailing their boats, whilst their support and interest in the International Races remains as at present, practically nil. Yours faithfully, A. C. Davison. 81b, Bayham Street, London. < May 1929 The Model Yachtsman. Birkenhead M.Y. Lake. Photo: BINDING ey ene Title Page and Index for Volume |, Price 6d., post free 7d. ay ee Oe cn AumnateneatnA ininisae sha adedasinn Sited Yeaiin, AAMDAAaie bbe heel it nee i iene + eel stk t eeREenaedi Beale’ CASES Binding Cases complete with Title Page and and Index. Price 2/-, post free 2/3. Binding (including Case, Title Page and Index) 6/-, postage 9d. extra. t bs; Bound Voiumes of THE MODEL Y ACHTS.- MAN, Vol. 1., can be supplied for 12/6 each, postage AND_ Birkenhetd News. INDICES. 9d. each. The number is, however, extremely limited, and early application is avisable. Back Numbers of 7HE MODEL YACHTS- MAN can be obtained by any readers who desire to complete their sets. No. 1 (Reprint) price 1)/-. No. 2 and Nos. 4—12 inclusive, price 6d., postage ld. per number extra. No. 3 is now out of print and readers who have any spare copies of June are invited to return to enable us to complete sets. Tr TWA All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. When a nom de plume is adopted, the correct name and address must be enclosed for our satisfaction. Contributions for publication must reach us not later than 10th of month previous. All advertisements must be addressed to The Advertisement Editor, and should reach him by 10th of month previous to publication. All orders for the Magazine should be accompanied by remittance and should be addressed to The Publishing Department. Yearly subscription, rate 6/6 per annum, post free in the U.K. and Empire. America 1.60 dols All Cheques and V.O.’s should be crossed and made payable to the Cashier. In order to save time, all letters should be clearly marked in the corner with the name of Department and addressed: THE MODEL YACHTSMAN, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. Printed for the Proprietors by H. G. Stone, Wymondham, Norfolk, and published by EK. E. Marshall, Golden Gt. Pulteney St., London, W.]). House. May 1929 The Model Yachtsman. The STF _ Service that Counts! SAILS Why not have YOUR Fitting CHAS. Out done by a Practial Model Yachtsman ? as verything for the 8, Ullswater Road, Mode Mode WEST NORWOOD, S.E.27 Caaectcne | Yacht made to order. P Send Stamp for Price List. ecialises in SAILS only. y The finest quality Union Silk obtainable in Three Grades, viz: VV. 1. Bauer's Nos. 1 and 2. = oe = DROWN For A Class, No. 2. 10 Raters, 18f. and 12 6m. eas. tek WITS, No3- Spinnakers and Siuall-Wedcle 33, Moscow Road, All Grades 1/3 per 100 square ins. (over King’s Head). 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