Marine Models: Volume 11, Number 10 – January 1939

4,TOLLE, Ys U4 ij yy Gi” /tddiddlde Wy “ifs Y iy Vsti y We ccc “SS SWAN QS SSSI AVS VAs YW titi iistidddidiit tte QQ \ \ WHQy X ON S SWOOSHSS SS SSS yy” i“ Sass WS “ip ir a)y MEd YY” 7 WN MM Qq IN S 7, UML, VI1/11, IWS RowBi BR SSS AI SW MDM O99 INCORPORATING Vol. XI, PEANN SSSR N N Utils lsltd ttt tttte A Ydddddddddlds Wij Ye Vy Y, : dd Wh ss p71447 ol taV2 | Zan iy”: YY” “aYY “? ‘s la Ss Z, S il S x M0 N N S ~ Yy yyy EE S N N SK XSAASAAsAsA_Aa_a RW No. 10. THE MODEL SSSN WYSE a. N N N S S s YACHTSMAN JANUARY, 1939. Sevenpence CONTENTS The “MARINE MODELS ” Cup. The Toss o’ the Coin. The Engineroom—More about Blowlamps. Petrol Engine and Hydroplane Topics—Engine Design. A Merchant Ship of 400 Tons. SS Does the Tournament System of Racing produce Unsatisfactory ———— oe Model Yachts ? The M-Class and After. News of the Little Ships. Our Scottish Page. M.Y.R.A. of America—X-Class Rule. News from Eire. American News. Correspondence. MARINE MODELS = PUBLICATIONS — = LTD., 52, FETTER LANE, LONDON, E.C. MARINE MODELS HANDBOOKS How To Buitd A MopEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) WHITE HEATHER Racing Model Yachts J. ALEXANDER & SONS 26, Victoria Parade, Ashton, Preston, Lancs. Useful to Builders of any size model How To BuiLd A MopEL STEAMER By J. VINES Expert Model Yacht Builders (30 years’ experience) FITTINGS SPECIALISTS (with 4 large scale Designs) Full of information for Novice and Expert Price: 2s. 6d. each, postage 4d. extra. HOW TO SAIL YOUR MODEL YACHT (Hints to Price: the Young 4d., postage Novice) 4d. Trade Terms on Application MARINE MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. REVISED EDITION. Price – 15s. With new Designs to Racing Classes. Now in course of preparation. 52, Fetter Lane, London, Practical Sail Makers. Accessories. Power Boat Hulls. Send Stamp for Lists Racing Model Yachts WHITE HEATHER TRADE SUPPLIED Model Yachting Association Subscriptions are now due and should be paid to the Hon. Secretary before January 15th. Order your copy in advance from : Marine Models Publications, “ Alexalight ’’? Metal Spars. Ltd., E.C.4 A Waterproof Glue Cheques and postal orders should be made payable to the Model Yachting Association and crossed “* Barclays Bank, Ltd.” The attention of Club Secretaries is drawn to the provisional list of M.Y.A. fixtures appearing on page 284. Also Heat and Acid Proof. No more sewing joints. A permanent and Solid Waterproof Craft. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin The Annual General Meeting of the Association will be held on Saturday, January 28th, at Anderton’s Hotel, Fleet Street, E.C., at 3 p.m. containing 2 oz. 8d., or 4 Ib. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., W. J. E. PIKE, GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. Trade Enquiries Invited. When replying to Advertisers please mention MARINE MODELS. Hon. Secretary. Vol. XI, No. 10. Published on the Seventh of each Month THE TT: Council “MARINE of the Model Yachting Association have accepted the offer of the Proprietors of MARINE MODELS to provide a National Championship Cup for the “M” (Marblehead) Class. This class was introduced to Britain by the Ryde M.Y.C., who, with the consent of the M.Y.A., organised National Championships for the Class in 1937 and 1938. These races were held on the Ryde Canoe Lake, and the handsome Ryde Town Cup was used as a trophy. With the recognition of the class by the M.Y.A., the organisation of the National Championship for the class must fall on that body, and obviously the Ryde Town Cup, which is the property of the Ryde Club, and to be raced for at Ryde, cannot be used, especially as it is the policy of the Association to hold important events on different waters each year as far as possible, in order to give different clubs a share of them. As a new Cup was needed, the proprietors of this Magazine accordingly offered to present a trophy for the class. The conditions on which the Cup is given are framed to ensure that it can only be won by a decisive victory, and many or all of these provisions might with advantage be made applicable to every National Championship held by the Association. The conditions are as follows : — 1. This MOobDELS Cup Cup, shall and be shall known be used as for the the MARINE annual MODELS” January, 1939 CUP eon Championship for the ‘* M “’ (Marblehead) ass. 2. This Cup shall be handed to the winner of the Championship to keep for one year, and on its return he shall be handed a miniature replica of same to retain for himself. The Cup itself cannot be won outright. Replicas and such other prizes as are considered necessary, shall be provided by the Model Yachting Association. 3. The following conditions shall be observed as regards the race: — (a) Entries shall be not more than two boats per club, and may be restricted to one if more than 10 clubs enter. At least three clubs must enter or there shall be no race. (b) Races under strict M.Y.A. rules on the full Tournament system. At least one full day’s racing must be held for the Championship. If 10 or less boats start, two full rounds shall be sailed, one in the morning and one in the afternoon, but if there should be insufficient time to complete the second round, the O.O.D. may declare the result on the position at the end of the first round, unless one boat in the second round shall have gained such a commanding lead that she cannot be beaten by her nearest rival, even if such rival gained full points for all remaining heats and she herself did not score a single point. (c) Races shall not be sailed in fleets, but if more than 16 boats enter a second day’s racing, shall be held to complete the full Tournament wherein each boat meets each of her opponents. (d) If for any reason (lack of wind, weather, etc.), a race is unable to be completed, the O.0.D. shall examine the Score Sheet. If one boat has gained such a commanding lead that she cannot be beaten by her nearest rival, even if such rival gained full points for all remaining boards, and she herself failed to score a single further point, the O.0.D. shall declare the leading boat the winner. Otherwise the entire race shall be called off, all scores being cancelled, and the race shall 264 MARINE be resailed on the first cpportunity. possible to appoint If it is im- another suitable date until the following year, the year’s race is cancelled. 4. If the race fails to attract a sufficient entry (three clubs) for two consecutive years, the Cup shall be transferred to the National Championship of any new class that may have taken the place of the M-class. 5. The annual races for this Cup shall, as far as possible, not take place two successive years on the same water, but circulate about the country. 6. In case of any unforeseen contingency arising, the donors shall be consulted, and their verdict shall be final. THANK YOU! oF thank the many readers who have HE Editor of MARINE MopDELS begs to kindly sent him Christmas and New Year cards, messages and letters of greeting. It has been impossible to reply to all of these personally, so it is hoped the will may be taken for the deed. All these kind wishes are very heartily reciprocated. A happy, prosperous and Year to you all. peaceful New MODELS NEWS FROM INDIA CALCUTTA MODEL YACHT CLUB Towards the end of last year two members imported A-class models from home. These were ** Conquest “’ (Mr. E. H. Farmer) and ‘** Anglian ”’ (Mr. C. Gunnis), and local enthusiasts have been very interested in trying out their ‘*country-born”’ boats against these newcomers. Actually, the home products have carried off most of the club trophies during the 1938 sailing season and there seems to be little to choose between them, but perhaps luck has favoured *‘ Conquest “’ a little. It should be mentioned here that most of the sailing in Calcutta is Over a point-to-point course, so that a boat grounding a couple of feet outside a point flag, or a mate being a trifle slow over a retrim may lose the best of boats a race. It is possible that‘* Conquest ‘’ and** Anglian “’ would not have had things quite so much their own way had the two bes: local boats been competing against them, but ** Endeavour’’ (Mr. W. H. Dewis) was representing model yachting in India at the Empire Exhibition, Glasgow, while *‘ Golden Hind “’ (Mr. G. D. Waller, designer and builder) was not completed in time for her to be tuned up on the reliable hot weather breezes, which fail in October. She shows considerable promise, however, and may possibly be seen at home next year. Members of the Y.M. 6-m. O.A. may be interested to see the accompanying photograph ot ** Conquest *’ and ** Anglian “’ in their new Eastern surroundings, and to know that they are standing the climate well. ‘* ANGLIAN,”’ ‘‘ CONQUEST “‘ and **‘ GOLDEN HIND ** on DHAKURIA LAKES, CALCUTTA MARINE THE TOSS MODELS O’ 265 THE COIN By W. C. H. H OW many of us, after a day’s racing, have felt that if only we had won our fair share of the tosses how much better we would have done? Somehow we always seem to recall our bad luck and forget any good luck we have had on other days. Luck probably equalises itself in the end, but I have yet to meet the model yachtsman who will admit he is anything but unlucky with the coin. However, as we race with the object of winning by good sailing any advantage to be gained by the spin of a coin should, if possible, be eliminated. This is particularly true in the case of the more important regattas, such as the A-class Championship and equivalent races in the other classes. It is quite possible, as will be described in this article, to cut out the toss and have an arrangement whereby each competitor gets the choice of position in 50 per cent. of the heats. The only elements of luck will be in the choice of opponents over which he will have the advantage, and whether he will have the “odd” board choice which must always occur in an even number of boats race. This we will see later. For some time past a system of this kind has been in use at the Rick Pond, Hampton Court, by the Y.M. 6-m. O.A. It has proved to be satisfactory to all taking part in the races and the days of the dissatisfied competitor who is always unlucky belong to the past. It is to be hoped that many more clubs will follow suit if they are not already so doing, and that the system will be applied to the national regattas. Of course, there will be the voice of the pundit who will say, ** But Rule 8 of the Sailing Rules states that choice of stations shall be drawn for at the start of each heat.”” This may be the letter of the law, but the spirit of the Sailing Rules is to enable the best boat to win and to eliminate any elements of luck that can be. By the way, are we obeying the letter of the law by tossing a coin? Now for the system. First, we write across numbers up to the number of the boats in race; e.g., 1, 2, 3, 4, 5, 6, 7, 8, 9, in a 9boat race. We then write under | vertically, 2, 3, 4, 5, etc., up to the same number. Com- plete the square, as in Table A, and draw in the lines, as shown. Table Boat No. Lj Wins to A. | Losses to Toss. 2:3° Zi3.4 4 5|6- 5 6/7 67/8 31/45 41/5 6° 7 8/9 516 78 911 6);7 8.9 LI2 718 9 12/)3 8’9 12 3/14 91123 415 7°78 9 8 9 9 1 1 2 1 2 3 2 3 4 3 4 5 4 5 6 5 6 67 7 8 We can see at a glance that No. 1 has choice of station against 2, 3, 4 and 5, but not against 6, 7, 8 and 9. No. 6 has choice of station against 7, 8, 9 and 1, etc. When making out the cards we merely mark on No. I’s card ““W” against the heats with 2, 3, 4 and 5. And so on. In a race with an even number of boats half the competitors will have a slight advantage over the other half in that they will have the choice in the odd heat. The table is made out as above, except that it will be necessary to draw the dividing line between the winners and the losers, as shown in Table B. Table B. 6 Boats. Boats W. Ls 1/2 3 4/5 23 4 546 6 1 314 5 6/1 2 4/5 6/1 2 516112 6/1°2|3 3 4 3 4 5 In this case 2 has the choice against 3, 4 and 5, i.e, in three out of the five heats. 1 and 3 are similarly favoured, whereas 4, 5 and 6 must be content with only two out cf the five. There can be no alternative. Here is an element of luck that cannot be removed. We must allot racing numbers by drawing out of a hat with the hope of being in the top half. Should it be found with the particular system employed for making out the cards (Concluded at foot of page 266.) 266 MARINE MODELS EE By J. Vines = ¥ (Continued from page 242.) ELL! now for some more on the sub- VG ject of blowlamps. The burner which I described last month was a good standard type, and there are still things which can be said about it. One of the first is the importance of the position of the vaporising coils round the flame tube. If the coils are well out towards the end of the flame tube, it serves to protect. the flame tube from burning, since the additional mass of metal serves to dissipate the extreme heat. It is, however, a matter of adjustment so as to get the best position for vaporising the fuel. The special burner illustrated this month, which was made by Mr. H. J. Turpin for his flash steam hydroplane, is fitted with a gascontrol valve that is operated from the top. Now this is not limited in its application to any particular burner, and could equally well be fitted to the ordinary standard type burner THE TOSS O’ THE COIN (Concluded from page 265.) that there is a tendency for particular numbers to get all their “ Ws” in a bunch, they can be easily spread out by making use of a different numerical sequence to the normal in making our “square” An example will suffice to make the method clear. Table C. Boat W. ib. 215 4113-6 51/4 411 1 3 3/6 617 7 7-2 2.5 1/3 316 617 PAZ 6 7;2 5 4 7 2 § 215 4 514 1 42/1/1-3 1 3 6 already described. This might be a very great convenience in many installations where a valve at the back of the burner might be most awkward to get at. There is no particular limit of thickness for the metal of the flame tube. In a racing boat it can be telescope tube, but in a prototype model, where a little extra weight in the plant is not so important, a thicker tube will wear longer. Please do not think because I say a little extra weight in this part makes no difference, that I mean the weight of all parts of the boat can be increased with impunity. The burner is a fixed weight, low in the vessel, and therefore as good as ballast. When making the holes in the flame tube, the tube should be supported on a wooden mandrel to obviate bending. The backplate of the flame tube can be stepped to fit inside the end of the tube. If the diameter of the disc forming the backplate is made a little Alternatively, we can rearrange the order of the heats on the score cards and the score book. Methods will readily suggest themselves. Once a set of “ key” squares is made out for races up to the maximum number of boats required, it does not take a moment to add the necessary ““Ws” to the score cards as they are being made out. Once given a trial, ” there is no wish to return to the old haphazard system of tossing. Is it too much to hope to see some such method as described above at Fleetwood this year? MARINE MODELS full at first, it will facilitate silver soldering it in position, and can be skimmed up afterwards. This will make a strong and handsome job. The tube can be held lightly in the chuck jaw at the open end, and the closed end supported by the back centre. Now for a few words about nipples.- I, personally, use Primus nipples, as previously mentioned. I have heard owners on occasion complain that these wear and are apt to work loose. I have experienced this trouble many years ago, but soon found an easy way to obviate this. If the nipple seems to be getting slack in its seating, it can be expanded a trifle by the use of a little taper punch. One thing that causes trouble is screwing the nipple in unreasonably tight. The Primus nipple has a bevel seating which is what makes it gas-tight, and once this is properly seated, additional force simply damages things. if it is desirable to enlarge the hole in the nipple, this is best done with a carburetter broach, with the nipple in position in the burner. Care must be taken to hold the broach dead straight, as it is important to get the hole concentric so as to have a wellshaped and well-placed flame cone. In broaching out it should be remembered that the slightest alteration in the size of the nipple hole makes considerable difference to FLAME TUBE 3 LONG FROM NIPPLE TO 267 the flame. The hole should also be touched up on the inside, as any burrs will be very detrimental. Carburetter broaches are only slightly tapered, and the amount the broach goes into the hole is in itself a gauge of its size. In use, a certain amount of carbon is bound to form inside the nipple, so a pricker should be occasionally naer through to keep the hole clear. I am not speaking so much of lumps of carbon or scale, as these should be stopped by our gauze filter, but of an almost imperceptible scale which gradually forms and reduces the size of the hole with consequent falling-off of performance. I have found Meta solid fuel very convenient for starting up. Half a tablet is sufficient to heat up a good-sized burner. This must, of course, be placed well under the vaporising coils, and a little tray to hold it in position is easily devised. In attending regattas away from the home club, it saves carrying a bottle of spirit about. By the courtesy of Mr. H. J. Turpin, of the Victoria M.S.C., I am able to give a drawing of his latest lamp, and give some account of the experiments and reasoning which led up to its design. This lamp is a new construction this winter and has therefore not had any test under running conditions as 2’DIA BY GASNEEDLE | | =sill TT HAT FLARE 30 OF 52 DIA BRASS TUBE. i / fA CLEANING FOR “FIXING RING 40 – 216 HOLES EXTRA SHORT BURNER DESIGNED BY (On right NEEDLE :024 DIA NIPPLE enlarged MR. section H. J. through TURPIN, ninole.) VICTORIA M.S.C. 268 . MARINE yet. Tests out of the boat have given very promising results, and it should work equally well in practice. Obviously, a lamp of this nature requires to be adjusted to a nicety, but this is only a matter of patient experiment and tuning-up. It is, of course, a very much more advanced job than the simple burner | gave last month, and would take very much longer to make and require more skill to tune up. Although this burner is intended for a speedboat, it might have its application in certain prototype models, also where overall length is a consideration. | Moreover, this lamp should have a tendency to give a wider flame than the normal type, and this again has distinct advantages. In Mr. Turpin’s case the primary idea underlying the design was his wish to replace a twin-burner lamp by a single one. In a speedboat this has the obvious advantages of weight reduction and avoidance of duplication of parts. Also, there should be less risk of jets clogging, since the aperture would be bigger. The big difficulty of designing a single burner lamp for a hydroplane was the question of overall length. The twin-burners previously in use had flame tubes 1 din. diameter, and it was decided that the single burner to replace them should have a flame tube 2in. in diameter. This might have meant it being anything up to 7in. long, and, obviously, it was impossible to accommodate this in a small-class hydroplane hull. Before arriving at the present lamp with a flame tube 2in. diameter and 3in. long, a very great deal of experiment was_ necessary. Various devices were tried in front of the nipple as flame diffusers, including perforated tinplate discs at various points along the flame tube, steel wire gauze cone with the apex to and away from the nipple, steatite streamlined bobbin suspended in the flame tube near the nipple, and a cone-shaped flame tube with the nipple at the apex. All of these arrangements either obstructed the flow of the gas, or else became so hot that they were burnt up in a few minutes. Mr. Turpin then conceived the idea that the best way to tackle the problem was to provide for the admixture of air to start right at the nipple, instead of being deferred until air was induced by the gas-cone making contact with the sides of the flame tube, which, in the case of a burner of this size, would possibly be quite 4in. from the nipple. MODELS In other words, the gas would become a combustible mixture earlier. It will be seen from the diagram that the gas is increased in volume by the admixture of air in three stages. First, by admission of air into an expansion chamber fitted over the nipple. Secondly, by additional air admitted through holes in the sides of the intermediate flame tube which is I4in. diameter. Thirdly, by additional air admitted through two rows of holes in the full-diameter flame-tube. It should be noted that air to be drawn into the expansion chamber is drawn through the seven jin. holes in the back-plate. The curved line in the drawing indicates the path of the gases from nipple to flare, and arrows the direction of induced air. Other points of construction are very clear on the drawing, but attention might be drawn to the fixing ring and screws, which enable the flame tube to be easily detached and withdrawn if required. * * Blowlamps can be run on anything from straight paraffin to straight petrol, or any mixture between. Different mixtures suit different burners and conditions. If, however, a lamp will not vaporise petrol, it certainly will not vaporise paraffin. As a general rule, lighter fuels want a larger nipple hole. There is usually room for some experiment as to mixture unless the lamp is specially tuned up to run on straight fuel. One important point about fuel is that Ethyl and similar doped fuels, although perfectly suitable for the purpose for which they are intended, must on no account be used in blowlamps, since they choke a blowlamp up in next to no time. (No, Mr. Mercury, I am not giving you a start!) The question of ventilation is an important one, and where a boat has a lot of steam leaking inside her, it may have a most detrimental effect on the lamp’s performance. Oxygen is necessary for combustion, so we have to see the lamp gets it. Even in an open hull trouble can be caused by steam penetrating the combustion spaces. That does not imply a roaring draught is wanted, and open speedboats suffer badly in this respect. What is required is a nice steady supply of fresh air. There is a tendency amongst powerboat men to look down on methylated spirits as a fuel, but in practice it is perfectly satisfactory for small boats, say anything up to about 30in. overall, and many successful boats of this MARINE MODELS 269 ONE OF THE EAST MIDLANDS M.E.S. FLEET. A MODEL PADDLE EXCURSION STEAMER BUILT BY MR. JUDD. type are in existence. It is simply a question of providing sufficient ventilation whilst not exposing the flame to a draught. Even smaller boats can be successfully operated on a tablet of Meta fuel, but these are not exactly the type of craft one would attempt to run on an open water. Nevertheless, | have seen some very interesting midgets in operation on comparatively small and sheltered ponds. The East Midlands M.E.S. has quite a fleet of most attractive small models of various types. One of the prettiest of these is a little paddler built by Mr. Judd, of which a photograph is reproduced here. The photograph was taken by her owner, and particular attention is called to the sea in this photograph which is so remarkably realistic that one could imagine it had been taken from the cliffs or an aeroplane on a summer’s day when the vessel was running an excursion trip. As a matter of fact, the deck detail of this model is remarkably complete and excellently executed, and her owner is to be congratulated on his work. One of the smallest of the East Midlands fleet is a miniature drifter, about 6in. overall, if my memory is not at fault, running with a tiny electric motor and a pocket lamp battery, and giving an excellent performance coupled with a most realistic appearance. It is curious what a fascination there is about the miniature, and many modellers nowadays are interested in small models. At the same time the modeller must be influenced by the type of water he has to run his boat on. Big models are out of place on small waters, but on a large water small models look insignificant, and there is also the question of a model being sufficiently seaworthy TM~ for the conditions she is likely to encounter. If no boathouse is available at the lakeside, portability is also a matter of great importance, since a boat that looks quite a moderate and normal size on the lake is apt to appear perfectly monstrous when one attempts to board a tram or motor bus with her under one’s arm. * * * * There are nowadays a number of materials, such as Rhodoid, Celastoid, etc., which are rather of the nature of celluloid, but noninflammable. These materials are suitable for a number of purposes in model making. They are suitable for glazing ports or windows, of course, but their uses by no means end there. If these materials are warmed up, they become plastic and can be moulded. When I say warmed up, a certain amount of heat is necessary, but not really any great heat. I have seen a number of small deck fittings moulded in a metal mould with very satisfactory results. Exactly how much one could do with it is a matter for experiment, but these materials seem to hold great possibilities. As a matter of fact, the rounded front windows on aeroplanes are made from similar materials, so, obviously, it is both strong and durable besides being very light. Fittings made of these materials can be painted. It is, of course, obvious that fittings made of these materials must not be exposed to any great amount of heat, and on working models this may somewhat limit their scope. These materials are not highly inflammable like celluloid, but nevertheless melt under heat. (To be continued.) 270 MARINE A MERCHANT MODELS SHIP OF 4oo TONS By G. W. Munro (Concluded from page 249.) EFORE setting out the dimensions of the B spars, etc., for this merchant ship it would be as well to consider one or two of the minor points and to try and visualise the complete vessel, her trade, and what she probably looked like towards 1830, or just a couple of years before. In the first place, the lower masts and bowsprit were built up and hooped with iron hoops. Without going into the finer points of this job, the hoops will look correct if they are spaced just a little more than the given diameter of the mast. Or, if one prefers a definite rule, the diameter of the mast plus one-sixth. The masts may be left bright with the hoops painted white. The doublings should be painted black. It was not usual to build up the mizzen mast on small ships and so the modeller must remember to leave the mizzen lower mast plain and without any hoops as the gaff jaws could not be conveniently raised or lowered, even though it was the practice to brail in the spanker or driver. The position of the masts is shown on the sheer plan; also on the deck plan, given earlier in this series. We shall not bother the reader with the various methods and factors for finding these positions. Apart from the distribution of weight, etc., it is very difficult to understand why the authorities of over a century ago paid so: much attention to the placing of the masts by means of factors in terms of the waterline when they already knew all about centres of effort of each sail and the centre of lateral resistance. In order to find the length of the mainmast, take three times the registered beam and add one-third the length of the L.W.L., and four-sevenths of the sum is the length of the mainmast, from the cap to the heel. . The length of the mast-head, from the lower part of the trestle trees to the top of the cap, is 5in. for every 3ft. of the full length of the mast. To put this in another way: multiply the length of the mast by .14, and the result is the length of the head. The diameter at the partners of the main deck should be lin. for every 34ft. of the full length, or make the diameter at the partners 2-7ths of the length of the mast, taking inches for feet. The diameter at the top should be 2-3rds the diameter at the partners. When the mast is to this size at the top, and lined to a regular sweep, you have the diameter at the hounds, at which place it is left square and finished off with the cheeks. The size of the trestletrees should be not less than 3 to ~ the diameter of the mast at the partners, or given diameter, as it is called. The fore mast should be 14-15ths of the length of the mainmast with all the other measurements in the same proportion. The main topmast is generally 4-7ths of the given length of the mainmast, and its diameter at the cap, or cape, as I notice Hedderwick calls it, is lin. for every 3ft. of the full length. The diameter at the main topmast top is 2-3rds of the diameter at the cap. For the main topgallant mast make the length 5-9ths of the main topmast, and its diameter lin. for every yard of its length. In a ship of this class it would be unusual to put a lot of fancy stuff towering into the sky; however, I shall give the factors for the roval masts as they may be useful for comparison or some other shin of this period. The length of the royal mast, from heel to pole, is 4-7ths of the main topgallant mast, and its diameter is 3 that of the main topgallant mast. The length of the pole is 3-5ths of the length of the mast from heel to rigging; diameter at the rigging 2-3rds of that at the cap; at the truck, 3-5ths of the diameter at the rigging. The fore topmast and fore topgallant masts are generally 19-20ths of the length of the main topmast and the main topgallant masts, and their diameters are in the same proportion. The length of the mizzen mast (when it js set on the same level as the mainmast) is 9-10ths of the length of the mainmast, and its diameter at the partners 3 of that of the mainmast at the same place. The lengths of the mizzen topmast, topgallant mast and royal mast are each in the MARINE ratio of 3 to 4 of the respective mast on the main; that is to say, the mizzen topmast is 3 the length of the main topmast. The diameters of these mizzen masts are likewise 3 of the diameters of those on the main. To find the length of the bowsprit outside the knightheads, add the ship’s extreme breadth to 4 the length on the load waterline, and half this sum will be the required length. The diameter of the bowsprit at the stemhead is equal to the diameter of the mainmast at the partners. It should be left square at this part. The cleats left on for the heart of the Meeséay are 4-7ths of the length from the knightheads, or 3-7ths of the length of the bowsprit set in from the outer end. The length of the jibboom is 7-6ths the length of the bowsprit outside the knightheads; its diameter at the cap is lin. for every yard of its length; the diameter at the outer end is 2-3rds of the diameter at the cap. The breadth of the main top is half the extreme breadth of the ship, adding the diameter of the mast; or make the top 5-9ths the extreme beam of the ship. The depth of the trestletrees is 5-6ths of the diameter of the mast at the top of the cheeks, and their thickness 3-7ths of their depth. Their length is 54 or 6 times the diameter of the mast; another method is to make them half the breadth of the top. The crosstrees are in length equal to the breadth of the top; their siding dimension is equal to half the diameter of the topmast at the cap and their depth 5-6ths of their breadth. The length of the cap is 34 times the diameter of the mast head, the breadth 13 times the diameter of the topmast, and the depth from # to 7-9ths the diameter of the topmast which passes through it. The topmast trestletrees are half the length of the main trestletrees, and bear the same proportion to the topmasts as the main trestletrees do ta the mainmast. The topmast crosstrees are half the length of the main crosstrees, and in the same proportion of thickness. The cap of the topmast is in the same proportion to the topgallant mast as the lower cap is to the topmast. Thus, all the tops, caps, and crosstrees are made in proportion to the masts or jibbooms they have to support. The mizzen boom and gaff: The length of the boom may be found by multiplying the ship’s breadth by 1.2; or make it such as to MODELS 271 be 4 of its length over the taffrail. Its greatest diameter should be at 4 of its length from the end; but if the sheet is within that distance, it must nevertheless have its greatest diameter at the sheet, which should be lin. for every 34ft. or 4ft. of its full length; or, if we multiply its length in feet and inches by 0.23 the product is the diameter at the sheet. Its diameter at the mast or cheeks is 2-3rds of the diameter at the sheet; and its diameter at the outer end is 3-5ths of the diameter at the sheet. It is lined with a rounding sweep, the same as a yard, having its greatest diameter, as mentioned above, at 2-3rds of its length from the mast. The gaff may be made about 2-3rds the length of the boom, and ought to have its greatest diameter at the tail of the cheeks or at 1-7th of its length from the mast. The diameter at this place is lin. for every 4ft. 4in. of its length; or for the main diameter— multiply the length by 0.24 for the diameter in inches and eighth parts. The outer end is half the main diameter, and is lined with a rounding sweep, the same as the boom. There is little variation in the lengths of the yards of ships of nearly the same dimension, according to the particular rig or trade for which they are adapted. Ships employed in the foreign trade have commonly longer yards than those of the same size that are employed in the coal trade and for coasting; yet both have their particular advantages, being properly adapted to the build of the vessels, and the trade in which they are employed. Vessels in the coal and coasting trade are generally of a broader and lower construction than those in the foreign trade on account of the greater stability that is required. Ships built for the foreign trade are commonly deeper in the hold to give room for some particular stowage, and in general they have less stability than coasting vessels of the same size; therefore their masts are rather shorter, and their yards longer than those in the coasting trade. The main yard of a ship in the foreign trade is found as follows: To the length of the L.W.L. add the ship’s extreme breadth in feet and inches, and from this sum as a momentum, take 4-llths for the main yard. The main topsail yard is 7-9ths of the main yard. The topgallant yard is 3 of the topsail yard. The main royal yard is 2-3rds of the topgallant yard. The diameter at the middle of the yard is lin. for every 4ft. The 272 MARINE outer ends are half the diameter at the slings or middle. The length of the yard arms is commonly 1-20th the full length of the yard. The fore yard is the same size as the main yard or 1-20th shorter. The topsail yards, etc., are the same length. The mizzen yards are + the length of the main yards, and in the same proportion, except the cross-jack yard, which is somewhat smaller, being only lin. for every 44ft. of its full length. The spritsail yard is the same, or Z the length of the fore topsail yard. In small ships it is used as a flying jibboom or spare topsail yard. The studding sail booms are 2ft. or 3ft. longer than half the length of the yards, and their diameter is lin. to every 4ft. in length. THE END. MODELS LATE Y.M. 6-m. NEWS O.A. (SURBITON) The annual general meeting was held at the clubhouse on Sunday, December 18, and in spite of the inclement weather a fair number of members attended. The Chairman’s report and the Treasurer’s statement of accounts disclosed a most satisfactory position, and both were adopted without adverse comment. During the past year, the club showed an increase not fleet—no less launched. only in than five membership, new yachts but in the having been The sensation of the day, however, was occasioned by the Secretary’s resignation, which was followed by that of the Vice-Chairman. These were accepted with regret by the Chairman, who sketched briefly the services rendered by Mr. Feltwell and Mr. Brent since the club’s inception in 1930. Mr. Adams concluded his remarks by presenting to Mr. Feltwell, on behalf of the Association, a complete edition of the ‘* Uffa Fox ’’ books, a most appropriate gift which, we believe, will be much appreciated by the recipient. The presentation proved that the resignations were not unforeseen by the Committee, whose nominees for the vacant posts were duly elected, Major Inglis being the new Secretary, and Mr. Essam Lee replacing Mr. Brent as Vice-Chairman. The club is to be congratulated upon securing the services of two such able and popular officers, and may look forward with confidence to a successful future. Further business was mainly of a routine character, but included the adoption of a new system of handicapping, introduced by Brigadier Holden, who also proposed to abolish the toss of a coin for choice of berth, by an arrangement of startingcards, providing for skippers having the choice in alternate heats as far as possible. The latter forms the subject of an article in these pages. In regard to sailing, there is little to record at this time. The season of refitting is upon us, and ** Aktis,’’ ‘* Actinia,’’ *‘ Rhapsody ’’ and *‘ Onaway II’ have all been absent for this purpose. We hear, too, of two new boats building for Mr. Feltwell and Mr. Rickman, respectively, so that in this respect the coming season already bids fair to rival the last. In conclusion, we trust the Editor will allow us to extend the season’s greetings to all model yachtsmen, North and South, in the old Scots’ formula: – ‘“A guid New Year tae ane an’ a’. 9? CALEDON. READERS’ MODELS E have just received from Mons. M. Gass- mann, of Geneva, a photograph of his latest model, which is of the French model ** Muiron,’’ 1792. The model is on a scale of 1/300, and the hull 16cm. in length. The *‘Muiron”’ was the vessel on which Napoleon Bonaparte returned from Egypt, slipping through the English lines. Mons. Gassmann tells us that he has just constructed a sharpie for sailing on Lake Geneva, which has occupied him for four months, to his (Concluded at foot of right-hand column.) own designs. She is 5m. long, with a beam of 1.7m., drawing 13cm. without the centreplate, and Im. with it down, and has a sail area of 12 sq. m. We hope that M. Gassmann will enjoy many a pleasant sail in his sharpie during 1939, but hope he will not cease the construction of interesting ship models, such as that illustrated. We are always pleased to receive from readers photographs of interesting and unusual models they construct. MARINE PETROL ENGINE & MODELS HYDROPLANE 273 TOPICS By KENNETH G. WILLIAMS (Continued from page 251.) i. my opinion, one of the most important things about a piston is to have enough metal where it is_ needed, and Fig. | shows my _ ideas in_ this respect. The crown forms part of the combustion chamber wall, so, bearing in mind our decision regarding local hot spots, this part must be made fairly thick to conduct heat away from the centre rapidly. I used to think that the piston gave up most of its heat through the piston rings to the cylinder. We know that the amount of heat passing from one part to another in contact, depends on the temperature difference between the two, so a moment’s reflection will show that since the piston and the cylinder are at temperatures very near each other, not much heat can pass out in this direction. A well-known designer who had a lot to do with aero engines a few years ago, found by tests that something like 30°, of the total heat generated in an engine was absorbed by oil spray from the under side of the piston, transmitted to the crankcase, and then radiated by this and other parts in contact with it. With this information to guide us, we shall proportion the metal in a piston like a cylinder fin, to conduct heat out of the crown to the dissipating surface on the inside. This shows up the value of ribs.and fins to increase the surface area. The gudgeon pin bosses are connected up to the heavy section for reasons of mechanical strength. The actual shape of the crown depends on the shape of the cylinder head, and the compression ratio to be provided. When high ratios are required, cut-aways to clear the valves will probably be necessary and due allowance must be made to keep up the thickness at this point. Piston rings in our sizes may be obtained in widths of +” and 1 / 32”; both are quite satisfactory, although the narrower ones need – very careful handling when being fitted or removed. One ring ought to be sufficient to hold the compression if it is a good fit in its groove and the cylinder, but two are safer in this respect, although the extra one increases friction slightly. When the piston is being turned it is as well to arrange for oil control by chamfering the lower edge of the bottom groove, and then drilling six or eight small holes from the chamfer, through the wall to the inside. This method prevents an excess of oil entering the combustion chamber. The aluminium alloy 3L8 which has been mentioned is quite commonly used for pistons, but heat treated *“ Y” alloy (L35) is better, while in small sizes such as we use, Elektron stands up surprisingly well; it has the advantage of low weight, and in addition, seems to develop readily a very hard, glazed thrust surface which is ideal for the purpose. In a high duty engine the gudgeon pin ought to have a diameter equal to at least one-quarter of the cylinder bore, a little more is an advantage, since it reduces the pressure per sq. inch on the surface, and makes a more durable bearing. The large diameter does not mean excessive weight, because the centre can be bored out and the ends may be left quite thin; 1/32” is enough, but the centre may be increased slightly in thickness with advantage. Axle shaft steel is quite good for these pins, although commercial motor gudgeon pins are frequently made of a first-class mild steel, case-hardened, then ground and lapped to a final high polish. The fully floating pin is the most popular in modern design, when suitable means are provided to prevent the ends scoring the cylinder walls. Small pads of soft copper, or better still, dural, can be pressed into the hollow ends as Fig. 2, or a groove can be turned in the gudgeon pin hole to receive a small wire ring, known as a “ Circlip,”” which is sprung into place. Fig. 2 illustrates this fitting and shows the two in-turned ends for manipulation by thin-nosed pliers. The lay-out of the rocker gear calls for some care, which will be duly rewarded by the minimum wear of the moving parts. Fig. 3 shows the essential relation between the rocker and the valve stem, with the fulcrum and point of contact in line at right-angles to the centre of the valve stem at half lift. When the valve is closed, the point of contact moves nearer to the rocker fulcrum, and when fully open the contact shifts over to the far side of the stem. This action, in conjunction with the radiused end of the rocker, gives very nearly true rolling contact between the 274 MARINE two parts and helps materially to reduce friction and side thrust on the valve stem. The radius of the rocker end should be made about one-quarter of the length from the rocker spindle centre to the valve centre. The opposite end of the rocker which bears on the push rod, should have a ball end matching the cup on the end of the rod, as in Fig. 10, where three variations are shown. If a true radius is made to both these parts, and they are hardened, and well lubricated, there will be no undue wear. It is easy to make the ball end on a screw which can be the means of adjusting valve clearance. The point of contact with the push rod should be half the lift below centre when the valves are closed, and half the lift above when open. This is clearly illustrated in Fig. 4, where the inlet valve is shown closed and the exhaust open. The exhaust rocker is shown with a separate hardened radiused end pad which is used in conjunction with a light alloy rocker; this is often done to save weight in moving parts of the valve gear and reduce the work of the springs. Fig. 5 shows alternative forms of rocker and the types of carrier plates used with each; the pattern at A is a good one, and having the bearings outside the lines of thrust, makes a rigid assembly, for the plates are braced to each other by the fixed spindles. The rockers are drilled through and fitted with bronze bushes at both ends. These provide large wearing surfaces and are very durable if the spindles are case-hardened. The cross-over design at Fig. 5 B allows smaller overall dimensions in the plan view, but the rocker itself is more complicated to make. Fig. 6 is a composite drawing showing two further types. The rocker at C has a moving spindle passing through the bushed carrier. The end which bears on the valve stem is integral with the spindle, while the other is secured by a taper, key and nut; a variant has the whole rocker machined in one piece, and the bearing is split after the style of a con. rod big-end. Enclosed rocker gear is sometimes preferred, and Fig. 6 D illustrates how this may be arranged. The length of the rocker arms must be increased to allow the two push rods to lie close together in a tube of reasonably small diameter. The tube enters a cast U-shaped trough at the centre midway between the two side members, and the only moving parts visible are the rocker arms operating the valves; these project through MODELS slots, and a sheet-metal or cast cover plate encloses the top. The rocker carrier-plates in Fig. 5 may be fastened by screws to the cylinder head fins, and suitable provision must be made for such attachments when the fins are being planned. Fig. 6 shows how the cylinder head holding down bolts or studs may be used for the purpose of securing the rocker gear, while an alternative, which is not illustrated, consists of screws, having their heads recessed into the underside of the cylinder head, passing up through holes and tapped into the rocker mounting brackets. It is usual for valves to be shaped according to their function. The inlet generally has a fairly large radius blending the full diameter of the head to the stem so as to disturb the flow lines of the ingoing mixture as little as possible, and the top of the head is cupped to help reduce the weight. On the other hand, the exhaust valve often has the head slightly crowned to avoid presenting a dead end to the exhaust gases, and the radius underneath is kept fairly small to offer little obstruction to the gas entering the port. In the case of exhaust valves, which operate at a very high temperature, it was found by experiment that a small radius allowed a little flexibility of the head, and helped to prevent breakage at the neck. Fig. 7 also shows two methods of securing the spring cup. At E is shown the split collet which is best made with a taper to grip the valve stem, while at F there is a spring ring which fits into a small groove turned in the valve stem. It is a good plan to make a very slight chamfer to the end of the valve so that if any burring over occurs from rocker wear, it will not prevent the stem being drawn through the guide when dismantling. The best steel to get for valves is K.E.965, which has most remarkable properties. It has a tensile strength of round about 20 tons per sq. in., at 900°C., and resists the burning effect of hot gases to a marked degree. The easiest way to obtain it is to get hold of discarded motor cycle valves, which can be machined down to the required size. Some of these valves have the steel reference number stamped on the head, but since one of its peculiarities is that it is non-magnetic, you can generally tell by using a small magnet if a valve offered is what you want. Valve guides are quite straightforward; the inlet guide need not project into the port, but the length of the bearing should not be MARINE less than four times the stem diameter. It is good practice to let the exhaust guide shroud the valve stem right up to the head to protect it from the gas blast, which is at an extremely high —temperature—probably around 3,000°F.—but a drill 1/64” larger than the valve stem can be run up the guide part way to give clearance and avoid excessive friction (Fig. 8). The ordinary type of helical valve spring needs no description, but an interesting alternative is shown in Fig. 11; it is known as the “ hairpin” spring and has certain advantages. It has a much greater surface exposed to the cooling draught, the coils are well away from the heat of the cylinder head, and the strength variation for a given range of compression is much less than in the helical spring. Two of the hairpin type are needed per valve to give a balanced pressure on the stem. A component which has an importance out of proportion to its size is the crankcase pressure release valve, which is intended to maintain a partial vacuum in the crankcase to prevent oil leaks; Fig. 9 shows the cross section and is self-explanatory. The disc valve itself I make from a piece of shim steel .005” thick cut to size by scissors and flattened on its contact face by lapping on an oilstone with finger pressure. The light weight of the disc makes it very sensitive, and if the free movement is limited to 1/32”, no spring is necessary. Ball valves are too heavy, and their action is not fast enough. It always seems to me that the details on an engine are some measure of the care and thought expended on its design; this applies especially to accessories, and their arrangement tells whether the lay-out has been planned as a whole, or if pieces have been stuck on later as an afterthought. The mounting of oil pumps is often a source of perplexity, but if they are tackled when the general arrangement of the engine is made, they can be worked quite neatly into the lay-out. Two very simple kinds of pump can be used, the oscillating type and the gear-wheel type; both are easy to make, are quite reliable, and need no additional valves to control the oil flow. A suitable arrangement of the former type is shown in Fig. 12, where it will be seen that the pump body is a circular block which embodies the cylinder, and receives its oscillating motion from the ram itself. The open end of the cylinder registers with the suction MODELS 275 and delivery holes in turn; in the position shown, the pump is at half stroke on delivery, and when the small crank has turned through 180°, the ram is at half stroke on suction. The small driving crank is rotated through the medium of a worm wheel on its upper end, engaging with a worm on the main crankshaft. A suitable speed for the pump would be, say, geared down 20 to | from the engine speed, using a &” stroke for the ram with a bore of 3%”. The delivery port of the pump would be connected by an external oil pipe to a sleeve entering the end of the drilled crankshaft. Be careful that you provide a worm and wheel of the correct hand to suit the direction of rotation of the engine, so that the pump draws oil from the sump and delivers from the proper outlet. The correct rotation of the small crank is indicated by an arrow. The drawing shows also a well, incorporated beneath the crankcase, with drain holes between the two; the lower chamber forms a reservoir from which the pump continuously circulates the oil, thus forming a compact self-contained system. A disadvantage is that the engine must be raised in the hull by the height of the well, whereas it is best to keep all our weight as low down as possible. The gear wheel pump shown in Fig. 13 is operated by a similar arrangement of worm and worm wheel; one gear only in each pair is driven by the vertical shaft, and the other is simply an idler. The actual form of the teeth is not of much consequence, since a seal is formed where the gears mesh together by pressure on the tooth faces. It is important, however, that clearance radially and on the thickness should be made as small as possible, consistent with free running. A gear type pump should always be submerged, for it is not self-priming if mounted above the surface of the fluid it has to handle. The scavenge pump ought to have about 50%, greater capacity than the feed, because it has to deal with quite a large volume of oil froth from the crankcase. A suitable gear size for these engines is about 4” diameter, 4” thickness for the feed and ;#,” thickness for the scavenge, running at about one-twentieth of the engine speed. “Meccano” brass gears are quite suitable. The double gear pump is used in conjunction with a separate oil reservoir, forming what is known as a “ dry sump” lubrication system. The external piping required, together with the tank, forms a radiator to get 276 MARINE MODELS TWICE FULL SIZE > LY A ET EP SS SN 9 FULL SIZE O 12 MARINE MODELS 277 CLOSED C VE | ae ULL OPEN Z re Detail Design Petrol Engines Model of for Hydroplanes By K.G.WILLIAMS. ANANAN SN SSA fo} mS Dy fe) > ‘ ¢ be } _ p ; j| fo} O° fe) 13 C 6 D | | 278 MARINE rid of the heat absorbed by the oil in circu- MODELS THE MODEL YACHTING FLEET lating through the engine. It is rather the exception to find mechanical oil pumps built into our hydroplane engines. It is more usual to find simply a spring-loaded ‘oil gun” connected up by piping, operating what is called the “ total loss” system, which means that oil is fed into the engine and becomes used up partly by combustion when it passes the piston rings, mostly by leakage at joints or bearings, and the rest is removed by periodical draining of the crankcase. This method ensures that the oil going in is always clean, fresh, and cool, and incidentally, was used almost universally on motor cycle engines until fairly recent years. When an oil circulating system is used, it is the best practice to provide a fine gauze filter on the pressure side of the pump to remove foreign matter from the oil, and the filter should be made readily detachable for frequent cleaning. The carburettors we use are rather prone to dose the engine with neat petrol when starting up, and this dilutes the crankcase oil with fuel; so it is a wise precaution to drain the circulation system at intervals and refill with fresh oil to safeguard the bearings. Suitable provision of drain-plugs should be made in our design at the lowest point in the system. (To be continued.) BLACKBURN AND DISTRICT M.Y.. &: P.B.C, At the general monthly meeting of the above club on December 2, the members were entertained to a delightful lecture by Mr. C. Whalley. He chose as his subject, ‘* A Holiday on a Trawler,”’ and for over an hour he had the undivided attention of all present by the interesting way he dealt with his subject. The club is indeed grateful to him, for he had obviously spent considerable time in preparing his talk, and gone to considerable expense in having a large number of snapshots enlarged. Furthermore, Mr. Whalley is a comparatively new member of the club, and this was his first attempt at giving a lecture in his life. I think this effort on his part should act as a real spur to other members to offer their services in any capacity in which they are able to the Committee, so that an interesting series of lectures can be held throughout the winter months, BACKSTAY. $éé Y the courtesy of Mr. W. H. Bauer, Official B Registrar to the Model Yachting Association, we are able to publish particulars as to the number of yachts of each class on the Register at the end of 1938. A Ss ae 10-raters A-class 6-m. 36in. 12-m. M-class a. r. New Registrations 1938 1937 59 78 am 28 36 = 7 47 = 82 67 i 2 8 fo — = 26 236 Total No. Registered 899 487 419 398 224 26 2,453 204 In connection with the above figures it must be pointed out that these can only be considered as approximate, since many boats have been broken up or transferred to non-affiliated clubs. If readers compare these figures with those of previous years, certain discrepancies will therefore be apparent. This is also due to the fact that there are blocks of unused numbers which have been left blank for various reasons. : The actual total of boats on the Register is 2,453 as against 2,255 at the end of 1937, an increase of 198. The 10-rater not only maintains its posi- tion as the most popular British class, but is gradu- . ally increasing its pre-eminence, and this in spite of the fact that only 59 new boats were built as against 78 the year before. The A-class also shows a proportionate reduction in the numbers of new boats built. A possible explanation is that, as pointed out at the time of the Gosport Regatta, design is getting stereotyped and of the fleet competing for the National Championship over half were designed by two designers, and quite a number were sister boats only differing in minor details. What can be said of the 6-m.? One hears tales of their increasing popularity, and yet only seven new boats were registered. Their bigger sisters, the 12-m., with only two new constructions, are in worse plight still, and must soon come to a state of absolute stagnation. The racing of the same old boats year after year may give pleasure to their owners, but without a few new boats to liven things up, cannot make for progress. The 36in. Restricted class shows a remarkable increase, and this is the only class which shows progress over the previous year. The 30in. Restricted class has now been dropped, owing to lack of support. The M-class is, of course, new, but we should have expected to find more than 26 boats on the Register, especially as this number includes the Ryde M.Y.C. fleet. It can only be that clubs who have this class have been slack in sending in their Registrations, but if the class is to have its due position nationally, it is important for those who support it to make a better showing than this. Registrations in any class are only valid for 24 months. Also any boats transferred have to be reregistered on change of ownership and/or club. Owners should verify that the Certificates of their yachts are valid before the start of next season. MARINE MODELS 279 DOES THE TOURNAMENT SYSTEM OF RACING PRODUCE UNSATISFACTORY MODEL YACHTS? By ANON. WONDER whether model yachtsmen have ever really considered the effects of our system of racing on model yacht design? For, undoubtedly, it does have a tremendous influence, and is one of the real reasons our models to-day are under-canvassed and sluggish in normal summer weather. It is a glorious summer day, a light breeze is blowing, ranging from 3 to 5 m.p.h., and a fleet of eight models is at the starting line. Numbers | and 3 are excellent light-weather craft, numbers 5 and 7 are good all-rounders, and numbers 2, 4, 6 and 8, the usual overhulled, under-canvassed A-class models we have nowadays. For our first heat the pairs are drawn 1/2, 3/8, 4/7, 5/6. The first pair starts, and No. 1 makes the course in good style, but No. 2 will not look at it, and ultimately has to tow up. In the second pair, No. 3 also makes a fine board, but No. 8 has to tow up. In the third pair, No. 4 cannot make the course, but No. 7 gets through quite well. In the fourth pair, No. 5 performs reasonably well, but No. 6 has to finish the course under tow. The return board is entirely similar. In the second heat the pairs are drawn 1 / 3, 4/2, 5/8, 6/7. The first pair away, Nos. | and 3, both sail well and have a terrific tussle. But when it comes to the second pair, Nos. 4 and 2, neither can get down the course. They struggle to do so for a long time, but there is insufficient wind for them. At this point the O.0.D. stops the match on the ground of insufficient wind. The competitors all wait an hour, they adjourn for lunch or tea, and after further waiting about, the match 1s called off. Yet half of the competitors could have sailed the course comfortably and in reasonable time, but they were penalised because a pair of under-canvassed, sluggish monstrosities could not make the course in a light wind. The result is that it does not pay to design a light-weather or even an all-round boat. What is the alternative? or are there several alternatives? Now suppose the O.O0.D. had been entitled to fix a “bogey” for the course, and had decided that 44 minutes was a reasonable time for the boats to make the windward board and 3 minutes the leeward. Then, in the second heat of the match detailed above, both 2 and 4 would have been automatically disqualified and scored 0 for the board, but the match would have gone on, and the lightweather boats and all-rounders would have come to their proper places at the head of the fleet and scored as they deserved to instead of being penalised for the shortcomings of other boats, and thus cheated out of awards they should have won. The hard-weather diehards will no doubt bring out their usual defence that lightweather sailing is not sailing. This is an absolute fallacy, since it requires just as much skill to design a light-weather boat as it does a heavy-weather boat, and considerably more skill to sail a model in light weather. Moreover, if models have any connection with fullsized yachts, we must remember that a race is not called off if a single competitor can get round the course in a reasonable time, and the fact that the rest of the fleet is becalmed does not affect the award. It is my contention that the same thing should apply in model racing and that just as long as there is sufficient wind for one single competitor to sal the course in a reasonable time, the race should not be called off. Boats that cannot get round the course should be automatically disqualified, and thus pay the penalty for their sluggishness. One of the disadvantages of model yacht racing on the tournament system is that with a big entry, races are inordinately drawn out. Now both this and the unfair penalisation of light-weather craft can be avoided if we are prepared to sail boats against the clock instead of against each other in pairs. That highly progressive club, the Huddersfield S.M.E., being faced with a largish entry for a race on a short wintry afternoon, tried the experiment of sailing the boats singly, starting at 20-second intervals. Four boards were sailed, and a point was awarded for each boat beaten on time. Thus, in an eight-boat match the boat sailing the board in the shortest time was awarded 7 points, and the boat taking longest scored 0. The possible 280 MARINE for the four boards was 28 points. I do not know how long it takes to sail the Huddersfield course, but if we assume the time is on average 3 minutes, an eight-boat match would take for each board 3 minutes plus 20 seconds x 7 (=2 mins. 20 secs.), or 5 min. 20 secs. in all, and if four boards in all were sailed, and allowing a couple of minutes for retrimming, etc., between boards, the whole race occupied something under half an hour instead of a full four hours. And mark you, in a bigger entry the saving would be even greater, the result fairer, and just as decisive. It should be pointed out that the intervals of starting in an important race might be increased to, say, 30 seconds to avoid overtaking and also facilitate timing in. This system only needs two watches—one for the Starter and one for the Judge at the finishing line. The order of starting is agreed beforehand, and the Starter and Judge have duplicate lists. As the word is given for the first yacht to go, the Starter waves a flag and the Judge starts his watch. All he then has to do is to note down the times each boat crosses the finishing line, and a simple subtraction gives the elapsed times. – Even this, however, is not an entirely satisfactory system. In full-size yacht racing, matches are out-and-home, and each leg of the course is not scored separately. Yet in model yachting (and disregarding momentarily the fact that we score three to windward and two for every other point of sailing), if A wins the windward board by a foot, and B the leeward board by 20 yards, they have each won a board, whereas on the out-andhome journey B has an advantage of nearly 20 yards. If therefore we adopted this timing system and awarded the points on the heat (out-and-home total times) instead of on the board, we should have a really equitable system, which would give a true estimate of the merits of the models engaged, and if we stopped all boats (or disqualified them) that had not completed the course in a reasonable time (say, 14 times the elapsed time of the fastest boat), we should have a system that would do away with the disadvantages and unfairness that must arise under the tournament system, and produce good yachts, instead of specialising on windward work at the expense of running and reaching, and on heavy weather tubs at the expense of good allround models. I am not so sure, however, that model yachtsmen are sufficiently progressive to adopt such MODELS a radical change of method all at once—for Championship races, at any rate. We are a very conservative lot, generally speaking, and loath to make changes, and I venture, therefore, to reiterate my suggestion of a time limit for all courses in light weather, and that the O0.0.D. should be instructed to call on the owners of any boats that have not completed the course to withdraw their boats from the water as soon as possible, and carry to the other end of the lake. If a boat lies becalmed and cannot be got ashore in time to start the next board she should be considered as having defaulted by absence, and her opvonent called on to sail over. Just as long as a single yacht can make the course in reasonable time, it 1s grossly unfair to postpone sailing. This view will, no doubt, evoke great protests from the heavyweight brigade, who will probably contend that sailing in light weather is a matter of pure luck. It may be m their case, but it requires a mighty skilful designer to create a boat that will ghost to windward in light weather, and a mighty clever skipper to handle her. If, at the same time, the designer has produced a boat that will give a good account of herself in heavy weather, he has done a good job of work. To sail a boat to windward in very light weather is a far greater test of skill than to sail the same course in heavy weather, and the ability to keep a model on the course down wind in light weather is just as difficult as in heavy winds. Moreover, light weather is a great test of a yacht’s balance and no boat can be considered to be well balanced that refuses to point in light weather. Exponents of numerous systems of hull balance will raise their hands in horror at this point, no doubt, and point to sheaves of figures and pretty little diagrams, but none of these things is worth a row of pins unless it produces an all-round boat, and no system of racing is worth a row of pins unless it encourages the designer to produce an all-round boat. And this raises again the question whether the system of scoring three points for a windward board and two for a leeward board is really sound, and whether it would not be much better to score one point per board for both windward and leeward boards. These points are well worth consideration in winter months, as they will materially affect our sailing when summer comes again. MARINE THE M-CLASS MODELS AND 281 AFTER BY ¥. Z2 HE simple rule will always have its adherents, since it is easy to explain to beginners, but it must be remembered that it must also have the inherent disadvantages inseparable from the loopholes a simple rule must offer to the skilled designer. The original conception of the Marblehead Rule of 50in. overall and 800 sq. in. actual sail area was a good one, but if this class was intended as a beginner’s class, why did its sponsors subsequently complicate it by adding the restriction that the garboards must not be of less radius than lin., and thus bar all sharpies? The sharpie is an ideal boat for a beginner to build, since its construction is both cheap and easy, and, moreover, a sharpie can be built in less than half the time it takes to build a round-bottomed boat by either bread-and-butter or rib-and-plank methods. While we are on the subject, let us have another grouse at those responsible for the M-class rule. They abolished fore-triangle measurement and rate on actual sail area for the jib, but whyin the name of goodness did they permit headboards and introduce batten limits on mainsails? Total inconsistency, and having decided to measure actual sail area in the jib (quite a good scheme), it should also have been applied to the mainsail, instead of putting on restrictions that practically compel the designer to adopt a Bermuda lug mainsail. Had simply a limit of actual area been adopted throughout it would have Ean permitted ete experiment in sail de- sign and some practical knowledge might have been acquired. In lieu of this we have a half-hearted and half-baked attempt at greater freedom than is enjoyed under an ordinary method of sail measurement that is neither one thing nor the other. But have we yet arrived at finality under the M-classP Are our present boats and designs what they will be in a year or two’s time? I, for one, very much doubt it. Let us examine the rule and see what it calls for. L.O.A. 50in., Sail Area 800 sq. in., and no restrictions as to L.W.L., Beam, Draught, or Displacement. As the first requisite for speed is sailing length, our L.W.L. will be as long as possible. That means the L.W.L. will be almost the same as the overall length, say, about 48in., and, as the ends of the L.W.L., under certain circumstances, may only just lick the water, and a straight stem is already forced upon us by absence of forward overhang, we might as well place the point where our stem and keel meet, about lin. below the L.W.L., and make it practically a right angle. At the stern we have a vertical transom, and we can place its lower edge on the L.W.L., or, if we are using a very V-section, as | think is called for, we might even place this also lin. below L.W.L. We are only allowed 800 sq. in. of sail under this rule, so that limits our displacement and wetted surface. Of course, the two things are interwoven, since a large displacement means a big body and great expanse of wetted surface. Probably 16/18 Ib. will be about as much as can be given with advantage, but it should be remembered that though the inertia of 14 1b. is not much less than that of 16lb. (i.e., it does not require much more wind-power to start 16 lb. moving than it does 14 lb.), the little extra weight will hold its way longer if the boat runs into a calm patch. Therefore we must aim at giving as much displacement as we can without overdoing things to the point when the boat will become too bulky for her sail area in light winds. If we decide on about 18 lb. displacement, the next step is to dispose this bulk on the given L.W.L. length in the way that will give least wetted surface and head resistance. This presages narrow beam, say, 6in., and a deep body, and we might try about 4in. for an experimental section. We may find this is insufficient, in which case it must be increased, or too much, in which case we can either reduce it or narrow the beam further. “Hullo! ” says the reader, “ here we are back at the old plank-on-edge.” And that’s just about what the rule calls for. The old plank-on-edge yachts were extraordinarily wet, but they ploughed through everything and went to windward like trains. One might perhaps improve these boats by giving them a well-flared bow above water, so that the extra buoyancy would prevent them burying their noses when slamming into a head sea. One great advantage possessed by the plank-on-edge type is that, although it heels (Continued on page 286.) 282 MARINE MODELS ng TMS TAN inaioe msae ‘ier =< [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the pomnt.—EpiTor, MARINE MopELs.] BOURNVILLE M.Y. & P.B. CLUB The annual meeting was held on November 18, and was well attended. The President, Mr. C. W. Gillett, opened the proceedings, and in the course of the business the Hon. Secretary, Mr. W. Rastall; the Hon. Sailing Captain, Mr. H. Ray, and the Hon. Powerboat Captain, Mr. E. Wakeman, gave reports of the activities of the season. It was evident that events had been highly successful, and tributes were accorded to the officials mentioned. The next report was given by the retiring Treasurer, Mr. A. J. Turner, who was able to produce a sound and creditable balance sheet. His valuable services have been commented on at previous meetings, and again received unanimous ap- probation. The President moved a hearty vote of thanks to the ladies who had catered so well during the season, and this was~ warmly supported. Very genuine thanks were also given to Mr. A. Hacket for his kindness in providing the Bourn- ville Steering Trophy. The Secretary then expressed our gratitude to Mr. Gillett for his interest in the welfare of the club, and for his generosity. Responding, the President said how he enjoyed his association with the B.M.Y. & P.B.C., and expressed his wishes for its future success. An appreciation to the Editor of MARINE MODELS was recorded in the Minutes; then a letter from Mr. E. B. Savage was read. He was leaving Birmingham to reside in Llandudno, and reciprocating his kind sentiments it was decided to send to him the very good wishes of all members for his future, and to thank him for his services to the club and the sport in general. The following officers werfe elected: President, Mr. C. W. Gillett; Senior Vice-President, Mr. P. S. Cadbury; Vice-Presidents, as before; Commodore, Mr. A. H. Harlow; Vice-Commodore, Mr. G. Beale; Sailing Captain, Mr. C. Speak; Vice-Sailing ei Mr. L. Wakeman; Powerboat Captain, Mr. Cottrill; Vice-Powerboat Captain, Mr. C. Tes Treasurer, Mr. R. H. Waudby; Hon. Secretary, Mr. W. Rastall; Hon. Asst. Secretary, Mr. C. Smedley; Bos’n, Mr. F. Kettle; Auditors, Messrs. H. Ray and C. Smedley; Committee and ex-officio. H. R. BURY M.Y.C. On November 26, at the Bury Co-operative Café, members and friends attended the second annual dinner and presentation of trophies. After the dinner, the Commodore, Mr. T. S. Shepherd, on behalf of the Committee and members, expressed great pleasure in seeing such a good number present. The season had been very successful and the win- ners of the various trophies had, through regular attendance and good sailing, gained the awards. This season, the club had successfully staged two Open events, bringing contestants from Lancashire and Yorkshire. In addition, some members had competed in open events of other clubs. He emphasised the gratitude of the club to the ladies who had so willingly devoted their time in catering for teas on special occasions. We had as guests our President, Councillor O. L. W. Whitehead, Mr. Maunder, Superintendent of the Parks, the Commodore and Secretary, with his wife, of the South Manchester Club. Councillor Whitehead, in handing over the trophies to the winners, said, although he had never possessed a yacht he knew the keenness of the Bury Club; the healthy exercise that model yachting gave was applicable and beneficial to persons of all ages from boys to old men. He was very pleased to be invited again to present the trophies. The Francis Cup for aggregate points in the 10-rater class was won by Mr. S. a ** Ida,”’ the second prize being won by gee: with Hoyle with“* Babette,’’ both built by Seteowners. The Edwards Cup for aggregate points in the 36in. Restricted class was won by Mr. E. A. Farrar with “* Neptune,’’ and the second prize by Mr. S. Hopper with ‘* Margaret.’” The Alexander Cup winner was Mr. H. V. Hoyle, and the Smith Cup Mr. F. H. Shepherd. Mr. S. L. Latham, Vice-Commodore, in moving a vote of thanks to the President and guests, said how sorry we were that Councillor Nichols was unable to be present, owing to sickness, and hoped he would very soon be well again. He had heard of a number of new yachts in building and was looking towards keener competition next season. Mr. Hoyle seconded the vote of thanks. Mr. Maunder replied on behalf of the guests, and was glad to see the club going ahead and providing enjoyment not only to the members but to the many public enthusiasts who visited the Clarence Reservoir to watch the sailing. Mr. Scowcroft provided musical accompaniment for dancing, and Master Alan Riding, son of one of the members, entertained with a number of selections on_ his piano-accordion. Mr. Haywood, of South Manchester Club, gave a splendid example of illusionary tricks, the audience being kept wondering at his deftness. }.Fi. CLAPHAM M.Y.C. The C.M.Y.C. wishes all readers a happy and prosperous New Year, and a successful racing season. But we must, before we start with 1939, deal with the latter part of our 1938 season by reporting (yes, quite briefly, Mr. Editor) two important events. MARINE First, our match with Newnham (Bedford) and Wicksteed clubs on November 20. This was the wettest regatta on the club’s records. Rain, accumulating for some weeks, descended on us in torrents, and those without oilskins and Sou’westers and gum-boots must have suffered great torment. But our visitors carried on gamely through the worst of the rain and would not hear of abandoning the event. The wind, too, conspired with the rain to confuse and confound them; it was gusty and variable all day, working up to a holocaust for the last round. The notable achievement of the day was the fine performance of ‘* Dainty Lady ’’ (owned by Mr. F. H. Fitzjohn) who scored a ‘* possible.’”” On the visiting side, ‘* Maydwell,’’ from Wicksteed, put up the best performance, and, although the unusual weather proved trying to the skipper, the boat appeared to revel in it. ‘* Mayd- well ’’ is a ‘* Leonora,’’ and aroused some interest at Clapham, for we have no “** Leonora’s ’’ in our club. At the end of the day, the scores were in Clapham’s favour, but as prizes had been provided for the top scorer in each team, the visitors’ sporting effort did not go unrewarded. Next season, we hope to entertain these clubs again, and we hope also to send a team to the Midlands to sail there. The other event of importance was our annual dinner, held at Clapham on December 17. There were some 42 guests present, slightly fewer than last year, but none the less prepared for an enjoyThe three prize-winners received able evening. their awards for their efforts in the club 10-rater championship, and the prize-winners in the 36in. Restricted section, Messrs. D. Knight (first) and G. Fitzgerald (second) also received their awards. The display of cups and trophies won during the year was significant of the growing strength of the club, and the steady improvement in the standard of sailing and the quality of the boats. For those interested in 10-rater design we give herewith a few statistical details covering the six leading boats in the club and leave them to draw therefrom any conclusions, helpful or otherwise, that they can. Boat Designer L.W.L.(in.) Disp.(lb.) ** Sieglinde,’’ W. J. Daniels ** Dainty Lady,’’ T. H. Robertson’ 46 48 24 24 ** Onaway,”’ ‘* Molly,’”’ A. J. Hugo 44 23 ** Cordon Bleu,’” W. J. Daniels ‘* Regina,’’ D. Knight (C.M.Y.C.) ** Tess,’” H. B. Tucker 48 42 48 os (C.M.Y.C.) (C.M.Y.C.) 28 20 26 would be: The average of these dimensions L.W.L. 46in., displacement 24 lb., which are, curiously enough, the dimensions of the top boat. All these boats are designed for sail plans of only moderate height, and all are from Ilin. to 12in. beam. We much regret that the one correspondent to last month’s MARINE MODELS does not quite approve of the publication of our November report, and in particular our wanton distribution of ‘* bouquets ”’ and ‘*‘ brickbats.’’ It has always been our impression that one of the functions of MARINE MODELS is to act as a medium for the interchange of club and individual opinion on matters relating to the sport, and that it would be for the general good if model-yachtsmen, individually or collectively, made 283 MODELS full use of the opportunity so afforded of commending the things they believe to be right and of condemning those of which they do not approve. Club opinion on model-yachting matters should rule the sport: the time is not far distant when under a new constitution the M.Y.A. will be governed by the will of its constituent clubs expressed through the meetings of their local associations. Until this long-delayed near-millennium arrives, we believe the best use should be made of the best available medium for the expression and comparison of our views, namely, this Magazine. We, at Clapham, do not, we regret to say, know at the moment any way of expressing our opinion on model yacht- ing matters other than by distributing our bouquets and our brickbats, and though we expect probably to merit and certainly to receive some of the latter ourselves, we will, if our efforts can in any way promote interest in our sport and in the matter published in our journal, accept them willingly. M. A. C. SOUTHEND M.Y.C. The first annual general meeting of the above club was held at the new clubroom in the Southend Kursaal, at which 20 of the 23 members were present. Prizes were awarded to Mr. Frank Wilkinson for the highest average of points for 6-m. races for the season, and to Mr. Dick Beamiss for the 36in. Restricted races. The club has now seven 6-m. yachts racing, and eight on the stocks, and nine 36in. Restricted racing. No new 36in. Restricted are being built at present, as the larger models seem less tricky to handle on our water. Our members have been complimented on the workmanship put into their models, and we hope in the near future to be able to visit other clubs and see if our sailing is as good. Meanwhile, anyone who wishes to visit us will find us sailing every Sunday morning at Southchurch Park. The club also has four powerboats running. SOUTH YORKSHIRE M.Y.C. The above is a newly formed club, although small in numbers at the moment, consisting only of nine members, we have a fleet of ten 10-raters and one A-class. Our members are also members of the following clubs: Bradford, Fleetwood and After considerable difficulty and the Wicksteed. persistent efforts of Mr. Snowdon, our Secretary (The Nook, Millhouses Lane, Sheffield), we have been successful in procuring a sailing water at Wortley, midway between Sheffield and Penistone. We are hoping after a little more work on the pond to have it in good condition for sailing by the early spring, when we are looking forward to arranging some inter-club racing with clubs within easy distance of our own water. Mr. John Snowden Although has been appointed Racing Secretary. one of our youngest members, he is tremendously enthusiastic, and, no doubt, he will provide us with some good racing during the season. Our aim is to develop a really first-class team of 10-raters. Mr. Waddington, who has accepted the position of Commodore, has already contested the 10-rater National Championship on two occasions, and is also a Cup-winner at Bradford, and, no doubt, he will keep us all up to a very high pitch of effort. We shall be pleased at all times to see any mem- 284 MARINE bers of other clubs, and if they will let us know they are coming, we will send particulars how they can find us. BEROE. HUDDERSFIELD S.M.E. On November 27 the last 36in. Restricted flag race was held under the worst conditions of the year. Under gale conditions, the wind was about 50 m.p.h. with waves breaking over the lee embankment 6ft. high. The little ships, however, managed to make the course in one leg, although a beat to windward. ‘* Thistle ’’ (F. C. Hirst) 11 points, *‘ Alcyone’’ (S. Errock) 74, ‘* Bess II”’ (L. J. Mitchell) 5, ** Mayflo’’ and ** Piccaninny ”’ retired. The race on December 11 was, however, abandoned, ironically enough, through lack of wind, when there were 10 entries. The final placings for the year for flag races only are as follows :— MARBLEHEADS ‘* Gertrude ”’ ** Deira ”’ Ist 2nd 3rd 1 1 1 — 1 | 3 1 ** Anne ”’ ‘* Rufanredi ”’ ** Slim ”’ — 1 4 — 2. a> No. of Races Points 1 6 5 19 16 2: 3 4 3 10 7 Two others also sailed. 36IN. RESTRICTED 7 2 2 4 5 4 1 3 1 13 14 7 43 33 22 ‘* White Owl’’ ** Beta ”’ 1 3 2 1 3 — 12 9 22 20 5 8 11 10 ‘* Thistle ”’ ** Beth ”’ — 1 — — -1 cam 3 1 M.Y.A. FIXTURE LIST FOR 1939 hick: Council of the Model Yachting Association has provisionally fixed the following dates for the Scrutton Consolation Cup and National Championships of the various classes:— April 22. Scrutton Consolation Cup Race at Forest Gate. June 3. National 10-rater Championship Southern water to be announced later. July 2. National 36in. pionship at Clapham. July 31—Aug. 5. at Fleetwood. Aug. wood. 19. Sept. 23. Gourock. Restricted Class on a Cham- National A-class Championship National 6-m. Championship at Fleet- National 12-m. Championship at The National M-class Championship, for which the trophy is the new MarRINE MODELS Cup, is to be held at Gosport on a date to be announced later, Any changes in the above, and further information, will be published from time to time in MARINE MODELS. W. J. E. PIKE, Hon. Secretary. M.Y.A. GENERAL MEETING HIS will be held on January 28, and, if pos- ** Alcyone ”’ ** Mayflo ”’ ‘* Bess II ’’ ** Piccaninny ** MODELS 12 12 Ten others also sailed. It will be seen that ‘* Gertrude *’ (‘‘ Pochoantas ”’ design), H. Crowther, is therefore the well-merited winner of the Marbleheads, whilst ‘* Alcyone ”’ (Nash design), S. Errock, retains the 36in. Championship once again in an overwhelming manner. Scoring was 4, 3, and 2 points for Ist, 2nd and 3rd, respectively, and one bonus point for every boat attending. In 1939 races will be held every Sunday, and with about 6 new Marbleheads building, it is hoped that that class will come more into the limelight. It is hoped that by Easter a new hut will be erected, so that with more open fixtures, including A-class, visitors will have an added attraction. F. C. H. ON THE SICK LIST EADERS will be sorry to hear that Mr. W. R Row (Victoria M.S.C.), owner of the well- known two-stroke engined hydroplane ** Rumba,’” is in hospital for an operation. The latest news is that he is progressing favourably. Mrs. Vines, wife of our contributor, Mr. J. Vines, who is well known to model powerboat men, has been very ill with pneumonia, but we are glad to say is now well on the road to recovery. T sible, at Anderton’s Hotel, Fleet Street, London, E.C. There is, however, a possibility that this may not be possible. Should it be necessary to change the place at which the meeting is to be held, this will be advised when the usual notices are sent out. Associated clubs and individual members are reminded that all subscriptions for 1939 are now due, and must be paid before a club’s appointed member or an individual memberis eligible to take part in the general meeting. W. J. E. PIKE, Hon. Secretary. NEWS FROM MONTREAL ODEL Yachting is now becoming well estab- M lished in Montreal. For a number of years the club has been hampered by inadequate sailing facilities, but next year it is expected that the civic authorities will build a pool on the top of Mount Royal, approximately 1,000ft. long by 800ft. wide. Unfortunately, the shapeis not ideal, as it is being constructed as an ornamental water, and is consequently irregular in shape. It is, however, well located, with a concrete and stone bank. This should give a great impetus to the sport. The club is particularly interested in the 6-m. class, of which 12 or 15 are in commission or under construction. Our correspondent adds that as ** Scoticus ’’ seems -xarticularly interested in this class, the Montreal Club would esteem it a favour if in his articles he can give dimensions of of the leading boats with a note of the general conditions under which they are at their best. ditions in Montreal are usually moderate to winds throughout the summer, some wind Conlight MARINE MODELS Yds yaa ey) VIN Our Scottish Page | D news last month? Well,-it is more pro- all (mis)occupy ! tribute. ID we 285 remark on the paucity of Scottish nounced than ever. What an opportunity for Mr. Editor to introduce some really interesting matter in substitution for the space we usually And what stagnation for us to make! a confession of sheer All the same, it is a fact that matter suitable. for inclusion in this column is practically non-existent, and while the Israelites made bricks without straw, we wonder what they would have done without clay, or mud, or whatever was used for making bricks in those days! And some unkind critic suggests: *‘ With your fertile imagination real authentic news must be easy to produce.’’ With a nasty emphasis on the *‘authentic’’—by gum! Dear, dear! Our innocent, truthful simplicity is sair dighted. Which last two words entirely remove any understanding of this paragraph from all but the initiated Scotsman. But it gets us started, whatever the ending. What should be a very valuable service to model yachting in Glasgow is being undertaken by Mr. Norman Rodrick, of the West of Scotland Club, who is giving an address on the subject before the Literary Society of the Bellahouston Academy. Norman knows model yachting thoroughly, and, as he may be assisted by Mr. P. J. McGregor, the eminent Glasgow designer, an interesting and instructive lecture is assured. We hope it will result in practical profit to the sport as the putative audience will be composed of a superior type of young students, presumably. With budding littérateurs taking an active interest in the game, what a Magazine, what a ** Scottish Page,’’ are in prospect! The ** Observer “’ won’t be in it. No, Sir. The much-deferred semi-annual general meeting of the Scottish Association took place on December 10, with 17 clubs represented. Proceedings were of a quiet and harmonious nature, the discussion proceeding .on more subdued lines than sometimes obtains at these gatherings. Not to say that an occasional ebullient spirit did not emerge to endeavour to enliven the atmosphere. It would not seem like home without it. The gathering stood in silence for some minutes as a mark of respect to our late President, Lt.-Col. Dennistoun. Preoccupation liquidating the affairs connected with the Exhibition Stand was given as apology for the tardy calling of the meeting, and, as nobody cared, anyway, was accepted with alacrity. The Secretary’s preliminary report on the Exhibitron was presented. A great number of visitors had been attracted, coming from all parts of the globe, and beneficial results are anticipated to arise there- from. As usual with exhibitions, however, it will be difficult to trace such reactions. A vote of thanks to the members who had given their time to the erection and dismantling of the stand; to those who had assisted as attendants; to all firms and individuals who had provided various furnishings and exhibits; coupled with the names of the Commodore and Secretary, was carried with acclamation. A well-earned, thoroughly deserved The most satisfactory feature of the necessarily incomplete report is the indication that the final financial result is expected to balance without recourse to guarantees generously contributed by various sources. On this basis it was resolved on our motion to return the amount received from the M.Y.A. with an expression of appreciation for the kindly assistance so readily volunteered, although happily redundant to requirements. It was a gesture that will not readily be forgotten by us in Scotland, even in Aberdeen. Intimation was made of the formation of a new club at Alexandra Park, Glasgow, to be known as the Riddrie M.Y.C., but, curiously, apart from the application, or rather the inquiry regarding membership of the Association received by the Scottish Secretary, nobody seemed to know anything about this new venture, and it remains to be seen what developments may take place. Unfortunately, much more definite bad news comes with a communication from Perth advising the dissolution of the Perth Club. Inaugurated with a race on a pond opened before the largest public gathering our extensive experience has known, backed by influential Corporation support, and with an enthusiastic membership, it had apparently a brilliant future before it. The comparatively unsuitable nature of the waters, the old bugbear, has gradually sapped its vitality, and the introduction of paddle boats, restricting availability for sailing to 24 hours weekly, proved the last straw and caused a rapid falling away of the members. It is a melancholy end to a promising enterprise, and we can only hope that the keen nucleus of resuscitation that undoubtedly still exists in Perth may, in course of time, bring about a more perma- One bright gleam is that the nent organisation. club ends on an even keel inasmuch as there still exists a credit balance financially. A tentative proposal regarding the formation of a model yacht lake from the timber basin of the Forth and Clyde canal, at Firhill, Glasgow, has been favourably commented upon and endeavours are to be made to forward this project, although official inertia will be difficult to overcome. At the moment, the Glasgow Corporation seems inclined to turn the proposition down, irrespective of its merits, on account of the small expense involved, although eventually the basin will probably cost the citizens considerably more than is required for its transition into a model yacht centre. The Scottish Championships for next season will be at Victoria Park, Glasgow. The dates are: for 12-m. August 26, and 6m. September 9. (Concluded at foot of next page.) MARINE 286 THE M-CLASS AND AFTER (Continued from page 281.) a few degrees fairly easily, it is very stiff indeed when hard pressed, due to the depth at which its ballast is carried. If you wish to put this more scientifically, the plank-onedge has a low metacentric height at small angles of heel, but the metacentre in this type rises very rapidly as she heels further, which is a desirable characteristic for any racing yacht to possess. In the States there is need of a third class intermediate between the Marblehead and the A-class. Some clubs over there have adopted the International 6-m. model, but quite a few are in favour of yet another simple-rule class. Of course, the 10-rater is a simple class and a good boat. In fact, it is the best simple class that can be devised, but it is not simple enough for our simple-rule merchants because it measures L.W.L. Some of these pundits have now introduced a class with 1,000 sq. in. sail and no hull restrictions. The result of this suggested class is obvious, but it is a matter of experiment to find out exactly how much one can get away with. Taking a line through the Swedish Sonderclasse boats, and using some of our longest, most slender 10-raters as a basis of comparison, I imagine one might make a first © boat to this proposed rule, about 50in. L.W.L., 8in. beam, with a body depth of 3in. or 34in., a displacement of 20 lb. or 22 lb., and an overall length of about 85in. One presumes that this is not what the sponsors of the rule want, so possibly they will add restrictions as to the number of beams to length overall, and so forth, until the simple rule becomes simple no longer, and a simple rule with bunches of OUR SCOTTISH PAGE (Concluded from page 285.) Several notices of motion appearing in the name of the Paisley Club on the Scottish Association Agenda were by consent referred to the Committee for redrafting Constitution and Rules, which now begins to function and is due to submit its report and recommendations in time for them to become effective for operation in 1940. A new club sailing International 6-m. class models has been organised at St. Monance. This is, we hope, destined to be a successful addition to the East of Scotland family. It is surprising to learn that the Scottish register is not at all in the condition we are entitled to expect and the Registrar has a solid foundation for his appeal to club Secretaries to remedy this state of affairs. Owing to neglect to re-register MODELS — restrictions added as afterthoughts is an excellent example of ill-considered legislation. This new American 1,000 sq. in. class has been given the name of the X-class, which appears a very aporopriate name, since x is a taken to be the unknown quantity, and I very much doubt whether its sponsors have the vaguest idea of the undesirable medels that may be produced under this rule. It might be added that they have perpetuated the garboard restriction and methods of sail measurement of the M-class, but instead of permitting a spinnaker of fixed limits as under the M-class, the X-class is forbidden to have a spinnaker. I believe the simple-rule exponents to be wrong when they attribute the popularity of the 36in. Restricted class and M-class to the simple rules. My own belief is that it is the size of these two classes that appeals, and the fact that a hard-and-fast limitation of overall length prevents: their growing to unreasonable dimensions. If this assumption is correct, the X-class will not attain anything like the same popularity, as it will soon be found to grow into a long, unwieldy boat that is every bit as bad or worse than a 10-rater to carry about in crowded trams, etc., owing to its being as long or longer, and not half as good a boat as the 10-rater when it comes to sailing. In my humble opinion, if a class to a simple rule between the M-class and the Aclass was needed, the 10-rater would have filled the bill admirably. It is well tried and the most popular class in Britain, and plenty of good designs are available. Hence International racing would have been possible if the chance offered. (To be concluded.) models when due, it transpires that, although there are 187 12m., 230 6m., and 36 A-class on the books, only 35, 69 and 9, respectively, are effective-——that is, eligible to compete in S.M.Y.A. and M.Y.A. events—by reason of failure to keep the registration up to date according to rule. This is a humiliating position from all points of view, and we hope prompt action will be taken to alter it, although this presages an immense amount of work for the Registrars. In this matter, Mr. T. Porter, Jnr., deserves all the support we can give him. Go to it, bhoy! We must apologise for a technical hitch in this regional programme, which necessitates closing down earlier than usual. We hope the station will will be in full order for transmission again next month. It is now precisely 10.99 minutes past midnight. Good night, readers, if any survive so far, SCOTICUS. good-night. MARINE MODEL X CLASS RACING ASSOCIATION OF AMERICA (EXPERIMENTAL) RATING (exclusive of roaches). Hull, Unrestricted as to the following: (2) RULES Overall length, (3) (1) Dis- Load waterline ength, (4) Beam, (5) Draft, (6) Freeboard, (7) Tumble-home, (8) Scantlings, (9) Materials. Hull Restrictions: (1) Scow type of hull not allowed, including Punts, Prams or others with forward transoms, (2) Hollow of garboards shall not be less than a lin. radius at midship section, (3) Weight of ballast shall not be changed during a race or series of races. Prohibited: (1) Movable or shifting ballast, (2) Sliding or adjustable keels, (3) Metal fin keels, (4) Spinnakers, (5) Roaching or Genoa jibs, (6) Outriggers, (7) Sliding rigs,* (8) Vane steering gear. *A sliding rig is defined as one by which the sails, mast, stays, etc., are capable of being moved fore and aft on the deck as a unit. Types of Rig: Any type of rig allowed, providing batten limits are not exceeded. Alternate rigs allowed, provided total S.A. limit is not exceeded. Masts and Spars may be of any type, section, diameter, or material. Height of Rig: No restrictions on height of rig, mast, or jib-stay. Measurement of Sail Area: No fore-triangle measurement is taken, only the actual sail area, exclusive of roach. Increase of sail area obtained by the use of bent masts or spars shall be measured as a bow and added to total sail area measurement. Marking of Sails: The total measured area of each sail shall be plainly and indelibly marked thereon. Distinguishing Marks: Distinguishing mark for Xclass shall be the letter X, placed above the club initial(s). Side of the X to be I3in. high and lL4in. wide. Club initials and numbers to be 24in. high and ljin. wide. All initials and numbers to be 3in. thick, spaced 4in. apart. Dividing bar between the X and club initials to be jin. thick and I4in. long. Examples: K X LI 44 B 14 Battens shall divide the after-leach(es) into approximately equal parts. Mainsail Battens not to exceed four in number, upper and lower battens shall not exceed 4in. each in length; intermediate battens not to exceed 5in. each in length. Jib Battens not to exceed three in number, each not to exceed 3in. in length. Headsticks or Headboards shall not exceed lin. across base. Wire or other stiffening shall not be put in head of sails. : Sails Unfairly Sheeted or Set: No jib or headsail shall be sheeted onto the mainboom. Two mainsails shall not be set at the same time. REMARKS ON 287 YACHT (November 30, 1938) Sail Area (total) not to exceed 1,000 sq. inches pment MODELS THE X-CLASS RULE The X-class Rule is intended— (1) To encourage the development of the fastest and most perfectly balanced hulls possible under the arbitrary limit of 1,000 square inches of sail. (2) To provide a simple rule for designers, builders and skippers, who desire a fast model yacht somewhere between the M-class and A-class in size and weight. (3) To increase the interest of the general public, and others, in the sport of model yachting, which will automatically enlarge membership in clubs. The X-class has created a great deal of interest, especially among those who wish to create their own designs, and build without the chance that the finished model would prove ‘‘ out of rating.” Freaks are discouraged, and the rig is restricted to working sails only, the elimination of spinnakers and reaching jibs does away with the numerous rules and restrictions governing the use of those independable sails, and the marking of limits of movement of mast, fore-triangle measurement, limits of hoist, etc. Sliding keels, sliding rigs and Vane steering are prohibited, as the use of such devices is unpractical on full-sized yachts, and they are not conducive to the development of wellbalanced designs and ship-shape models. The typical X-class model will displace from 18 Ib. to 25 lb., and run between 60in. and 70in. overall, with perhaps 40in. to 50in. L.W.L. may adapt lines of full-sized classes, square metre, R., Q., 6m., etc., The novice such as the but under the X Rule are relieved of the necessity of strict con- formation to the requirements of these craft. Husky M-class models, model D, model R, and other not strictly classified models will rate in under the X-class Rule if carrying not more than 1,000 square inches of sail. Several X-class models have proved in actual tests that they are definitely faster than the ablest M-class models, and are as fast, and even faster than the A-class under any but the most unfavourable conditions. It is not expected that the introduction of the X-class will in any way prove detrimental to the already established classes, but will actually benefit them by attracting new members who will eventually build to one or both of these classes. In the case of the M-class, witness the phenomenal increase in club membership and new clubs since its appearance, and the number of fine pools constructed because of the prestige established by this popular class. There is no doubt but that the ‘* simple rule ’’ of the M-class has done more for the advancement of the sport in the United States than any other factor. Hundreds of skippers wish to build larger boats under a corresponding simple rule. The X-class rule provides this opportunity, and its appearance in large numbers will stimulate new interest and give the sport impetus needed for a successful membership drive, and by sheer force of numbers, convince public officials that the sport of model yacht- ing is important enough to warrant expenditure of public funds for better pools and storage facilities. Write any of the following sponsors for additional information: Tex Foster, 112-13, Atlantic Avenue, Richmond Hill, L.I., N.Y.; Carrol Sweet. 13. Franklin Street, Marblehead, Mass.; K. Baumgarten, 1737, H Street, N.W., Washington, D.C.; Selmar Larsen, 126, Front Street, Marblehead, Mass.; C. H. Farley, 87, Quincy Street, Medford, Mass. 288 MARINE MODELS AMERICAN NEWS By C. O. BROOK ELL, news does ** pop ’’ along even at this late season. We learn that one of the lady skippers came pretty close to taking the Lord Memorial Trophy. Mrs. Wm. Harris, of the South Jersey M.Y.C., was runner-up in that twoday event. Her spouse, Bill, was tie for first with Fiore Malacrea, and in the sail-off lost to his competitor; still, this gives Bill second, and his tiny but dynamic mate third, prizes. Other scores in this event were: Harry Levine, 54 points; Ed. Kershaw, 52; Al Roller, 39; Frank Wood, 22; W. Walker, 20; H. Mason, 20. It might be well that we look to our laurels lest we find them adorning the pates of our long-haired skipperettes. And Long Island lost to the Atlantic M.Y.C. in the League race by one single heat. Well, those Long Island chaps do stay on the heels of any skipper or group, and mostly they are in the lead. Leave it to that go-getter Tex Foster to hammer away at every event. And since the insertion of the note that the gangling young female offspring had taken Pop for a ** ride ’’ in a series of races, and won a Cup (some- thing I haven’t been able to do), I have received several letters of condolence—(I needed them)—and Tex Foster, with all the generosity of these chaps from the Long Horn State, is making me a gift, for which I am more than grateful. Many thanks, Tex. More words would be futile and superfluous. Dropped in at the Schuyler M.Y.C., and had quite a happy surprise. There were 10 models of the M-class in all stages of progress, from assembled backbones to completely planked hulls. Several were original designs and certainly show a nice set of lines. From February 18 to 28 the National Sportsman’s Show takes place in New York City. This year, the model yachting division will be greater than ever, and those who wish to put their work on display should contact Tex Foster, 113-13, Atlantic Avenue, Richmond Hill, Long Island, N.Y. With his usual energy he is making this one of the outstanding features of this mammoth display. It will be a good chance to attend the Eastern Division meeting and see the ‘* Big Town.”’ It looks as though the United States has taken a new class of model ‘* under its wing,’’ in the Xclass (Experimental), and particulars of this appear in the official notice elsewhere in this issue. The object is to give beginners a boat somewhat bigger than the fifty, that the veriest layman can build to. On the same day the word was passed to this writer, four of our members took up the class on the strength of an unofficial challenge by friend Farley of the Boston M.Y.C. O.K., Charlie, you come ahead; we’ll try to show you a good time; bring on the gang. And, incidentally, we will have several surprises for the guests who attend our 8th Annual Regatta next August, up at Rensselaer, N.Y., in addition to a real race between those three veterans, Joe Weaver, of the Central Park M.Y.C., and Joe Patey and Soren Pederson, of Lynn, who will sail off for final possession of the Popular Mechanics Trophy. I have had several letters which set me all agog in the past week. gramme from the Forum, | heard the talk on how ships While listening to a radio proGeneral Electric Co., Science speaker give a very interesting were balanced via the various shelf systems, etc. I wrote this Forum and asked them to broadcast the data on the aerodynamics of sails. Mr. Frank V. Smith, of the Federal and Marine Department, sent me back the following, in part, which will be of interest to many readers, and upset some of the ‘‘ dope ’’: *‘ It is quite proper to approach the problem of sail design and trim from an aerodynamic point of view and make use of the knowledge gained through wind tunnel tests, providing the many variable factors to the sailing art are taken into consideration. When sailing, a vacuum exists on the leeward side of the sails. Exhaustive tests were made on sails in which pressure gauges were placed at various levels on the sail from the luff to the leach. The result shows that immediately behind the luff there is a high suction on the leeward side and low pressure on the windward side. A little farther aft the suction falls off abruptly on the leeward side, and pressure increases on the windward side. Still further aft, the suction comes to a peak, while pressure falls to a minimum. Pressure and suction gradient are affected by mast interference. The mast, not being streamlined when vessel is under way (since no sailing ship travels dead to wind), causes an eddying flow behind the mast, and this extends into the luff of the sail—in other words, the air fails to close up after passing the mast, creating a dead space where the pressure is below atmospheric value. On the windward side, the incontinuity of flow prevents direct impact of the air against the sail, and the pressure on the windward side is therefore low. After the air has flowed a few inches beyond the mast it assumes a streamlined flow on both sides of the sail and builds up pressure on the windward side and suction on the leeward side. Many people feel that because mast interference causes high suction adjacent to the edge of the sail, it is beneficial, but this may not be the case, as interference of the flow over the surfaces produces a resistance that counterbalances any such beneficial effect. Tests show that 60 to 75 per cent. of the total driving force when closehauled is due to this suction on the leeward side. Airplane wings have from 60 to 80 per cent. of suction as their lifting power. Ona reach the suction accounts for 45 per cent. of the driving power, _and on a run for 25 per cent. The jib is one of the most important sails on a vessel, being almost twice as effective as the main sail in proportion to its area. This is due in part to the absence of mast interference and its ratio of height to breadth. The suction on the leeward side of the jib is 1.75 times greater than the highest suction obtained in the mainsail. The intersection between the jib and main is very important, as the flow of air from the windward side of the jib tends to feed a stream of air to the leeward side of the main, thereby tending to create good suction and prevent breakdown of flow. The angle at which the jib is most effective differs with respect to the curva- MARINE ture and twist of the mainsail, also with the velocity of the wind. On the matter of perforated spinnakers, tests are not conclusive. One thing that seems to affect the result is the point of spill. Using smoke bombs so that the amount of spill can be visualised, we find that if the air is spilled on the inboard side, there may be some interference with the smooth flow action on the other sails. Some authorities claim that a small spinnaker is more effective than a large one. Each spinnaker requires a perforation of a size adaptable to that particular sail, and the same size hole will not work on every spinnaker.’’ In my letter of thanks to Mr. Smith, his reply was that I had prompted him to take up model yachting as a hobby, and rest assured we shall ** stick to his heels ’’ until he joins the throng. _ And in the next issue I will give you some real interesting data that has been furnished by Walter Moss, of the Millwaukee M.Y.C., on the speeds of the M-class model in various wind velocities. I understand these tests were made with the aid of the U.S, Weather Bureau officials, and are something to read about. Lack of space prevents adding them to this column. The Deeper Hudson M.Y.C. elected new officers for 1938-9: Commodore, C. O. Brook (yep, me); Vice-Commodore, Herbert Bowen; Rear-Commaodore, H. V. D. (Doc.) Allen; Recording Secretary, Paul Heisler; Treasurer, Chas. Heisler, Snr.; Measurer, Doc. Allen; Fleei Captain, H. Brook; Steward, W. Hopkins; Chairman of Race Committee, H. Bowen, Hampton Manor, Rensselaer, N.Y. I am moved to smile at ** Scoticus’’ in his reaction to the failure of the 6-m. to be accepted as an additional National class here in America. My good friend, who so temptingly proffered the intriguing Scottish ‘‘ dew,’’ we may clasp hands in understanding; our private loves still hinge on that ’ glorious A-class and then the 6-m., even though we do care a lot for the M-class. Still, 1 do not despair; so also must you, Dear Scoticus, not despair; there will be A-class and 6-m. even in the days of our great-grandchildren, and methinks we are better off that their popularity does not make them as numerous as the M-class. After all, a beautiful damsel is more to be desired when she stands with many, many less attractive damsels. Is it not so? And the A-class and 6-m. would lose their appeal if they were as numerous as the Mclass. Let us rather be grateful that we have them and can enjoy occasional days of sailing with them. And, while this will not go to press until after the Christmas Season, I do take this opportunity to say that on that day, more than on all the resi, though as well as on the rest, I shall have a warm wish for all hands and the cook. What a tiny world we live in, and what quaint incidents happen. Mr. T. J. Smith, Assistant Naval Architect for the Standard Oil of New York, while on a recent visit to London, happened by a newsstand, and seeing there a copy of MARINE MODELS, a publication new to him, he decided to buy a copy and see what it was about. Mr. Smith is a member of the Ship Lore and the Model Club of New York. He decided to visit the Editor and gather further information about this hobby, and as the story comes to me, ye Editor, after the usual warm welcome accorded American skippers by our British cousins, showed him a recent issue in which appeared the picture of John Duncan and 289 MODELS Alec Sellars, of the Staten Island M.Y.C., with the query, ‘*‘ Do you happen to know of them? ’’ Our friend Smith nearly dropped through the floor, because there was a picture of two of his very dear friends back home. Mayhap, some day, we shall amble down the road and stumble into some of our good friends from across the pond, and meet with the challenge for a sailing match. So it is a small world, isn’t it? And that’s that until next issue. NEWS FROM PROGRESS OF MODEL IN CORK EIRE YACHTING The recently formed Cork Club (the Lough M.Y.C.) has added a Ladies’ Section. Their class boat will be the 36in. Restricted yacht. Judging by attendances, the section is certain to be popular. Requests for blue prints have already been made by interested ladies who are, apparently, quite equal to the task of building. The clearance work at the Lough began on December 8, and is progressing favourably. Part of an extensive swamp at the western end of the lake has been removed, and the sidewalks are being improved. Thirty men are engaged in the work, which is part of the Cork Corporation’s Christmas Relief Scheme. Detailed reports of the club’s activities are published in the newspapers of one of our Vice-Presi- dents, Mr. Thomas Crosbie. This publicity is most desirable and has greatly benefited the club. Mr. Crosbie deserves grateful thanks for this assistance. Results of three recent Cup contests follow. Of these, the Jones Perpetual Challenge Cup was pre- sented by Mr. T. Jones, who was a prominent Cork sportsman in his youth; the O’Driscoll Cup was presented by Superintendent R. J. O’Driscoll, a member of the Committee, and the O’Cotter Cup is the gift of a most enthusiastic yachtsman, Dr. J. O’Cotter. Jones Perpetual Challenge Cup (Marblehead Class): Ist, ‘* Verve ’’ (T. McCarthy) 29 points; 2nd, *‘ Vanja ’’ (Master M. Horgan) 12; 3rd, ‘*Aud”’ (C. Keating) 9. Twelve competitors sailed a twoWith the Cup, a legged course of 500 yards. miniature replica was given. The replica becomes the winner’s property, but the Challenge Cup will be competed for again next season. O’Driscoll Cup (36in. Restricted Class): Ist, ‘* Mim ’? (W. O’Mahony) 32 points; 2nd, ‘* Silver “’ (Master F. Wilkins) 14; 3rd, ‘* Marie ’’ Wings (O. Davis) 9. Thirteen competitors took part over a two-legged course of 500 yards in tricky winds. To retain the Cup a yacht must win the competition twice, not necessarily in succession. O’Cotter Cup (25in. yachts): Ist, ** Fastnet ’’ (J. Kenefick) 17 points; 2nd, ‘‘ Vesta ‘’ (T. McCarthy) 15; 3rd, ** Ricardo ”’ (J. Burke) 10. competed in a moderate breeze. Fifteen entrants To retain the trophy the yacht must win the competition twice, not necessarily in succession. A general meeting of the club will be held on Sunday, January 8, 1939. A. A AL 290 MARINE CORRESPONDENCE BAKELITE FOR HULL REPAIRS Sir,—In your July issue you suggest filling in the garboard of 50-800 M-class models with plastic wood, in cases where they were made from designs produced before the new rule came into force. As I am one of these unfortunate ones, I decided to fill mine in this winter, but I used bakelite, and I met with so much success that I think many marine model builders would be pleased to know of this material, as I am sure it would be most useful for various repair jobs. Some points in its favour are: it is easily applied, and when set, hangs on to wood as tight as any glue; also it can be built up on itself providing the gloss is removed before applying the next coat. It is very hard, but does not crack easily, and water has no effect upon it. Also it is easy to cut with scraper, rasp, or saw, and it is fairly light in weight. It is supplied by the makers in liquid form, the consistency of treacle, and they also supply a smaller quantity of what they call accelerator (for marine work, it is best to use their phenol accelerator, as this hardens without any heat being ap- plied). When the work has been prepared (i.e., all trace of paint or varnish removed), pour sufficient bakelite for the job in hand into an old cup (I used an egg-cup), or anything not made of iron, and then add one-tenth that quantity of the phenol accelerator, stir well, and apply quickly with a brush, or spread with the piece of wood used for stirring. For filling in my garboard, I poured it – on and just spread it with an ordinary varnish brush. It must be applied quickly, as it begins to set immediately, and if too much phenol has been added, it will set while being stirred. As I used this mixture 10 parts to 1, it was workable in 12 hours, but it keeps getting harder for several days. Neither the phenol accelerator nor the bakelite (once this has been added) must come in contact with iron or steel, or air bubbles will form in the bakelite, due to the action of the acid on the iron. I am enclosing a sample for your inspection, and | think you will find it practically impossible to separate it from the wood. || rather think this would make a good adhesive for the joints in bread-and-butter models, but it might take the edge off cutting tools more than casein glue. The address of the firm who make this is Messrs. Bakelite, Ltd., Tyseley, Birmingham. I cannot give any idea of the price, as the firm where I work buys it in bulk. I don’t think it is very expensive, and it keeps indefinitely, and can always be mixed as and when required. Perhaps I should mention it is also supplied in a light pinkish colour; this might be useful when it has to be painted a light colour. Trusting this will prove of interest to you if you have not already used this material. I greatly appreciate your latest series of articles, ** Model Yacht Sailing for Beginners,’’ by Y. Z. Yours sincerely, F. T. BRADWIN. 71, Broad Street, Chesham, Bucks. [We have carefully examined the sample sent MODELS by Mr. Bradwin, and it seems most suitable for the purpose for which he used it and for general hull repairs. We should not recommend it, however, in place of glue for bread-and-butter building.— Epitor, M.M.] MARINE MOVELS Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; Overseas, U.S.A. and Canada, A 8s. 6d.; EDITORIAL Contributions, Correspondence and Club News for publication must reach our Offices not later than the 16th of month previous to publication. 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