Marine Models: Volume 11, Number 12 – March 1939

ROMA AQAKA.QHUUUN’ndNN\ AGG AUG N SN WY ULIMIT thZZ UMA LdaZ NN N N S “gu N MQa@a SY MMMWOy ~ RAVQAGA& Ag RMMAQKW SSS N SARA PAAR Sis NA QA Q Qo nn SS_VVO WitteYY WN Gg Le \. N \ Uifdsiidtidstitssissttstttttttbe ZZ) “opp WAAAYIMMHOo gy Vjuitlee Vihlillisisdititss sity Y G CL NY n§ SSSSIgg WN N SSS ws Z N N NY N N NY N SY SS Hn Vcc Yj” NY \ PZ SS Dion. ~ SMMAASiSV SSS. ca S S14 shill lididdllfdd N Ung SS N x S >. N N WN % S S$ ‘ N a, SX IMMA INCORPORATING THE Vol. XI, MARCH, 1939. No. 12. MODEL SSMS RS SS SS WANS YACHTSMAN Sevenpence CONTENTS Editorial. The Engineroom. Petrol Engine and Hydroplane Topics—Hydroplane Hull Design. A Merchant Ship of 500 Tons (c. 1820). Loch Fyne Skiffs (Photograph). News of the Little Ships. Our Scottish Page. News from Eire. Scandinavian Regatta at Stockholm, 1938. American News. M.Y.R.A. of America. Correspondence. MARINE MODELS PUBLICATIONS LTD., 52, FETTER LANE, LONDON, E.C. SHIP MODELS WHITE HEATHER from a Wonder Catalogue Racing Model Yachts € BASSETT-LOWKE’S Model Shipyard is the most famous in the J. ALEXANDER & SONS world. Ships of every type, size 26 and price are constructed there —yachts, motor boats, scale ships Victoria Parade 3 from tugs to ocean greyhounds Ashton b Preston > Lancs. a set of parts from the many Expert Model Yacht Builders like the *‘ Queen Mary.’’ If you like building things choose i illustrated in their catalogue, old , time ships, streamline speed line ships like those illustrated. FITTINGS SPECIALISTS There are fittings and deck parts too for the boy who wants to give his own boat that “finishing touch,’’ so write now for new S.5 “cc Alexalight >? Complete Model Ship Catalogue, sry) ae Wa te at the beginning of March. Accessories. 7Sdlentores Modal Railwa greg BASSETT-LOWKE Spars. Makers. Power Boat Hulls. é Send Stamp for Lists let of 12s. 6d. sets of parts. Send. Metal Practical Sail Those interested in building small waterline models of well known ships should get WB.5, our book- sailing boat, steadyPriceand £2reliable, Catalogues, TT.5 Twin Train Rail15 0. ways and GR.5 Gauge ‘0”’ 24 in. long. * (30 years experience) boats, or attractive little water- The ‘* Pilot Lugger’’ a practical ’ e Racing Model WHITE HEATHER L?°. achts NORTHAMPTON wanchester’:” 28, corporation st. TRADE SUPPLIED MODEL SAILING CRAFT Model Yachting Association By W.J. DANIELS and H. B. TUCKER. CONSTITUTION With new Designs to Racing Classes. Ready in a few days. Opderiyour copy NOW Ben. Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4 A Waterproof Glue Also Heat and Acid Proof. ae ta No more sewing joints. . Price – 15s. REVISED EDITION. A permanent and Solid Waterproof Craft. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. . The new Constitution, a pre- liminary copy of which has been in the hands of all Club Secretaries for some time, was adopted at the A.G.M. subject to munor alterations. Secretaries of Clubs interested in the formation of District Com- mittees should proceed in the matter. It is hoped that the Constitution will soon be ready for distribution : : until then, the copy ; issued with the Agenda of the 1939 A.G.M. should be used. RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or } lb. 2/I, post free, from Anglo-American Pharmaceutical Co., Ltd., Phone: Croydon 3118. Trade Enquiries Invited. GALEN WORKS, DINGWALL ROAD, CROYDON. John H. Yorston, Hon. Secretary, 157, Burges Road, East Ham, E.6. When replying to Advertisers please mention MARINE MODELS. E ia ‘ ” R\ all) sees Maat LG, =! ~¢ il aan TECHNICAL’ INCORPORATING THE MODEL YACHTSMAN Vol. XI, No. 12. Published on the Seventh of each Month March, 1939 EDITORIAL ITH this number our Eleventh Volume closes. Since the Magazine was started in April, 1928, every number has been piloted to press by the writer, but now the time has come when the bridge will be turned over to another. And for the first time in 11 years the Editor gets a “little drop of shore-leave.” During his absence the ship will be in the safe hands of our friend, Mr. G. W. Munro. As a matter of fact business takes us to Bermuda and we shall be away about three months. Hence, of course, the photograph of the yacht which appears on this page, and of the yacht which appears on the next page, and shows the true Bermuda rig. ‘Nea’ was designed by the writer’s uncle, the late Hon. Ambrose Gosling, some 40 or 50 years ago, and was an extremely successful boat in her day, winning an enormous number of races. She was remarkable also as being the first yacht built in Bermuda on more or less modern lines. Earlier yachts were of a deep V-section, whereas “ Nea’ was much more of a U-section. Curiously enough, her keel profile was a sort of fin-and-skeg. It will be noticed, however, that she retained the old Bermuda rig with a big jib set on a longish bowsprit. The mainsail has its tack well below the boom and the latter projects forward of the mast with a heel tackle to strain it aft to flatten the sail. The Bermudians are very fine sailors, and to-day the Brothers Trimmingham are con- sidered the best 6-m., sailors in the world. It will be recalled that when Mr. Tom Sopwith had difficulty with the crew of “ Endeavour I,”” the Royal Bermuda Yacht Club sent him a cable offering to furnish an all-Bermudian, allamateur crew. Had he accepted, one of the finest yacht crews possible would have been forthcoming. To date, we have no information as to challengers for this year’s International A-class event. We sincerely hope it will be better supported than the 1938 Regatta. But in the meantime there is also the question of the International 6-m. races in America for the Robertson Cup. Our American cousins point out that they have crossed the Atlantic many times to participate in our A-class events, and particularly ask us to reciprocate. We do not yet know the venue of these races, but the World’s Fair is on at New York, and it would be a fine advertisement’for our sport if the races could be held in connection with it. We are given to understand that Canada will be represented by several boats, and the question arises as to what Great Britain is going to do about it? It costs about £100 to send a boat and man across the Atlantic, and it seems probable that Scotland will raise sufficient funds to send:a Scottish boat, but the Americans also hope for boats from England, Wales and Ireland. Now the energies (and pocket books) of A-class men are largely taken up with finding funds for their own International event at 320 MARINE Fleetwood and the entertainment of the foreign skippers and mates whom it is hoped will attend this regatta, so it will largely devolve on 6-m. enthusiasts to finance this American expedition. Can it be done? We have often deplored the fact that the Model Yachting Association subscriptions are too low to enable the M.Y.A. to carry out its normal functions without the aid of special funds. For the British A-class Championship funds are raised, though this is a part of the General A-class Regatta Fund. Still less would be needed if the M.Y.A. could itself defray this part of the expense. The 10-rater Championship is another special fund to carry out a regular annual event. By the time people have subscribed to these funds, how much can be raised for a further fund? It appears to us, rightly or wrongly, that normal annual events should be defrayed out of regular income, and the only special funds raised should be those for extraordinary events such as this American regatta. We have repeatedly pointed out how the Association’s funds could be augmented without bearing unduly on the individual, our suggestions being that Club Subscriptions to the M.Y.A. should be raised for large clubs (more or less on a per capita basis of membership), and that a Registration Fee of 2s. per boat be charged. But returning to the question of whether we can send English, Welsh and Irish 6-m. MODELS to the Robertson Cup Race in America, it appears to us unlikely that Wales or Ireland, with only one or two clubs affiliated to the M.Y.A., can raise sufficient funds. In England there are many more clubs, but how many of these sail 6-m.? There are plenty of 6-m. in Scotland, but South of the Border the number is much less. Still we hope ways and means may be found to send at least one British boat besides the Scottish one, and when the fund is opened, we hope everyone will subscribe as generously as possible. And so for a few months we bid our readers au revoir, until we once more resume our Editorial duties. THE SCALE SHIP MODEL SOCIETY The above Society is holding an Exhibition of Ship Models in the Institution of Engineers and Shipbuilders, 35, Elmbank Crescent, Glasgow, from March 13 to 18 inclusive. The Exhibition will be opened at 7.30 p.m. on March 13 and will remain open from 10 a.m. till 10 p.m. for the rest of the week, except Saturday, March 18, when it will finally close at 5.30 p.m. We are anticipating a very good show, and, up to date, have some 80 scale models entered. Most of these are models built and owned by members of the Society. The models cover a very wide range of both sailing and power craft, and types ranging from the early period ship to the modern liner. HAROLD A. UNDERHILL, President, S.S.M.S. ** NEA,” ROYAL BERMUDA YACHT CLUB “MARINE MODELS 321 (Continued from page 293.) AST month when I was discussing the © use of flash boilers in prototype models, | had no space to mention that though these have advantages, they also have certain disadvantages. The main disadvantage of using a flash boiler in a prototype boat it that it precludes the use of brass or gunmetal in the engines. This is particularly so when the boat is run on different waters, because dirty water may upset the proper functioning of feed pump. Little bits of mud, sand or grit getting into the intake are prone to find their way to valve seatings and interfere with the action of the feed-pump, with the result that insufficient water is delivered to the boiler, and the temperature rises. Steel or cast-iron cylinders will stand abuse of this kind far better than non-rusting metals, but have the disadvantage that they are liable to rust during periods when the boat is not in use. If a release valve is fitted just above the feed pump, it will help to dry out the plant after running. Just before finishing running for the day, the blowlamp should be cpened up and the plant run up to its maximum under full load. If the engine is just brought to the point when the engine smokes slightly, the steam will be very dry. The release valve is then opened quickly so that the water gushes out freely and the blowlamp closed down. Afterwards the engine should be well doped with oil, turning the engine over a few times to make sure the oil reaches the cylinder walls, valve faces, etc. If any rust occurs, the next time the engine is turned over by hand a gritty sort of feeling will be experienced. If, however, she feels nice and free, the owner can feel comfortable about his plant. Down at Victoria Park recently, I had the chance of making a preliminary inspection of ‘“Ifit VI,” the latest edition of Mr. A. W. Cockman’s well-known flash steamer. By the courtesy of her owner I am able to give some particulars of this most interesting craft. The hull is built of birch three-ply. The bottom is jin. thick, and the sides and deck 5/64in. The greatest beam is well forward and is I14in., the width across the transom being 104in. The overall length is 384in. and the step is 204in. from the bow. The width across the step is Il4in. The front plane has a light dihedral with an average angle of | in 70. The after plane is dead flat with an angle of | in 70 also. The hull is stiffened by stout longerons running fore and aft, which act as engine bearers, and thwartships frames. In profile the hull is very like that shown in last month’s article by my colleague, Mr. Kenneth G. Williams. The hull is bright varnished, and the total weight comes out at a shade under 161b.. which is the class limit. The hull was originally built in 1937, but has been repaired forward. Mr. Cockman is using a steel propeller made by Mr. W. Rowe. This is the usual two-bladed type 34in. diameter with a pitch of 64in. The maximum width of the blades is gin. The propeller has a transverse slot at the fore end engaging the driving dogs on the tail shaft, and is kept in position by a spinner.” It may be interesting to mention that the speedboat section of the Victoria M.S.C. have standardised propeller fittings amongst themselves, so that propellers can be tried on various boats. This is very handy for experimental purposes. The engine is a vertical twin, single-acting, with a bore of 3in. and a stroke of jin. of the owner’s own design and construction throughout. The valve gear is very original, 322 MARINE consisting of two piston valves, one for the inlet and one for the exhaust. This gives a very fine range of adjustment of valve settings, since either inlet or exhaust can be altered independently. The valves are driven by separate eccentrics and bell cranks driven from the forward end of the engine. Both inlet and exhaust valves are in. diameter and have in. travel, but the bulk of the exhausted steam is released through uniflow ports at the bottom of the stroke, so that the exhaust valves serve mainly to scavenge the cylinders. In order to adjust the timing of the valves as required, the eccentrics are made so that they can be set at any desired position on the crankshaft. Provision is also made for adjustment as between the two cylinders. As the strains of this mass of metal reciprocating at terrific speeds are very great, the whole construction is very robust and special steels are used throughout. The “con” rods, eccentrics and valve gear are made of KET 805, all joints being bronze bushed. The eccentrics have floating bushes. The inlet valve opens 23° before T.D.C. and cuts off 62° after T.D.C. The exhaust valve opens 45° before B.D.C. and closes 30° before T.D.C. The valves themselves are of cast iron. The crankcase is a good quality aluminium. The cylinders are steel with cast-iron liners, and the cylinder heads cast-iron. The pistons are RR53 aluminium alloy, fitted with rings. The crankshaft is a_ special steel alloy machined out of the solid. The crank-webs are very large discs which have a flywheel effect. As will be remembered, Mr. Cockman’s crankshaft broke at Wicksteed about MODELS the middle of last season, when travelling at a tremendous speed, so the present crankshaft is of even stronger construction, being made of 965. The crankshaft runs in three Damaxine SS bronze bearings. Oil is pressure fed to the bearings, and thence by centrifugal force to the crank pins. This is arranged by banjo rings turned in the crank-webs and oil leads drilled through to the big-end bearings. The oil supply to different bearings can be regulated by means of four screw-down needle valves. Steam is supplied by a flash boiler of normal type, consisting of 30ft. of tin. solid drawn steel tube. There are two fore-and-aft coils and two thwartships coils, steam being drawn from aftermost thwartships coil. This boiler has been in use several seasons. The boiler casing is .012 tin-plate with louvres cut in the top and a wide rectangular funnel at the after end. The shaping of the boiler casing is very critical, as free outlet must be given to burnt gases, so great attention has been paid to stream-lining internally. The water pump is Hin. bore by 11 /32in. and is geared 54 to 1. There are two oil pumps geared 66% to 1. They are cam operated with a quick return. The oil pump to the steamchest is 3/16in.x 3/16in., and the oil pump to the bearings }in. x ;;in. The boiler is fired by a twin burner blowlamp. The flame tubes are 43in. long from the nipples, and are 1lZin. diameter, made of .010 Staybrite. Steel vaporising tubes are used, 3/16in. diameter, and about eight turns. The blowlamp is always run at a high pressure. It may be of interest to men- THE FLASH STEAM HYDROPLANE, *SIEIDE. VI” BUILT BY Mr. A. W. COCKMAN, Victoria M.S.C. MARINE MODELS 323 CLOSE-UP OF PLANT INSTALLED IN “ TFIT VI” tion that for a time the boat ran badly owing to fuel shortage due to interruption of the supply due to centrifugal force, when running on the circular course. This was cured by fitting baffles in the fuel tank and moving the outlet. In order to save his hands when starting up, Mr. Cockman has a sort of starting key. This is drilled up inside to fit over the spinner and has two teeth that fit and engage with the propeller blades. The teeth are heavily relieved like the dogs on the starting handle of a motor car, so that the key disengages when the engine starts to drive the propeller. ‘Tfit ’ is always a very popular boat with regatta spectators, as she almost invariably Mr. A. W. CocKMAN with *IFIT VI” Apologies are tendered to Mr. Cockman by the photographer for accidentally scalping him puts up a good performance. She has been officially timed at 434 m.p.h. and has considerably exceeded this speed in practice, being reputed to have touched 50 m.p.h. on occasion. She is a very promising boat, and one has hopes of seeing her well to the fore during the coming season. * * * It is now some years since I commenced to contribute regular monthly articles to MarINE MOobpELs, and as this is the final number of the Eleventh Volume, I trust | may be pardoned for a little retrospection. In the course of my articles I have given details of a large number of models made by various members of model powerboat clubs, 324 MARINE and in every case have detailed the striking points of each. I have done this as it has not only given readers an insight into other workers’ methods, and a very large store of useful tips from actual experience, but has given “honourable mention’ to workers whose models do them credit. Although the prototypes represented by these models cover a pretty wide range of ships, it is very unusual to see working models of early steamers, and to those who wish to do striking and unusual work, it is worth consideration whether these early steamers are not worth reproduction. Some years ago this Magazine published complete drawings and particulars of the “Britannia,” the first Cunarder. I believe that quite a few showcase models have been produced from these designs, but I have not heard of a single working model. I cite this vessel as an instance of the type of vessel that is worth perpetuating as a working model, but there are plenty of others such as the original “* Comet,” the “William Faweett,” etc. [I am aware that data on these very early vessels is hard to obtain and entails a lot of research work, but to many that would add to the interest. Again, there are later vessels of unusual type such as the American sternwheel river steamers like the ‘“‘ Robert E. Lee,’”” and many others of various kinds. A great deal of data can be obtained from the Science Museum at South Kensington, and there are museums at Liverpool, Glasgow and most ports that are mines of information. Steamships of the period from about 1880 to 1900 also provide worthy subjects for the modeller’s attention. Early steamship design was based on contemporary sailing ship design, and during the late clipper ship times some remarkably beautiful vessels resulted. How closely steamship and sailing ship design were related is proved by the fact that many early steamships were converted from sailers, and in some cases vessels built as steamers were converted back to sail. A case in point was the celebrated clipper ‘* Tweed,” which started life as a steamship but was found uneconomical to run and was converted toa sailing ship. Some of the most beautiful of these vessels were the Aberdeen White Star liners, such as the old “* Miltiades,”’ a celebrated ship in her day, capable of steaming 17 knots. These vessels with their clipper bows, and painted the Aberdeen White Star green, were lovely ships, and magnificent sea-boats. MODELS Any new and striking ship such as the “Queen Mary ” and the “ Queen Elizabeth ” is sure to be modelled many times, but the modeller who takes one of these historic early vessels for his prototype, and really takes the trouble to gather the necessary information to make a good model, will have something that is unusual, and in fact practically unique. Moreover, the detail on these early ships is usually robust in character, and most of them were comparatively small vessels, which means that the scale on which she could be reproduced would be sufficiently large to give the worker a chance to make a really nice reproduction. After all, it is really more interesting to build a model of an actual ship, especially one with a history, than a nameless free-lance model, which may not even be typical of the type of vessel she is intended to represent. Of course, there are several divisions amongst modellers. Some think more of the building and actual modelling work than of running, which is a more or less secondary consideration. In many cases this may be due to the beautiful detail work and finish of the models, which is really too good to be subjected to the hard usage of continual running, especiallyin lakes where the cleanliness of the water is not above suspicion. To this type of modeller it is a matter of importance to get the model correct down to the smallest deck fitting. Other modellers build their boats for the pleasure of running them, and these usually aim rather at getting the general effect of the prototype vessel when the model is under way. This, again, is very praiseworthy and calls not only for good modelling, but also an amount of artistic sensibility to gauge what details to include and how to obtain the broad effects sought after. I could write much more on this subject, but I see that I have now filled all the space allocated to me. Next month | am starting a series of articles n ‘* Modelling * Blue Bird,’ in which I shall describe the building of the two models | recently completed for Sir Malcolm Campbell. By the courtesy of Sir Malcolm I am in a position to give the complete plans of this handsome yachtin these articles, and | trust these will prove useful, interesting and instructive to prototype model builders. MARINE PETROL ENGINE MODELS 325 & HYDROPLANE TOPICS By KENNETH G. WILLIAMS (Continued from page 302.) HE forces acting on a hydroplane when aE running on a circular course are of a rather complicated nature, so to appreciate what is involved, let us study first diagram (a), which represents a rear elevation of a hull, and shows the disposition of the material points. The centre of gravity lies somewhere about lin. above the centre of the engine crankshaft, and longitudinally from 4in. to 14in. behind the step, while the tethering line attachment is generally about lin. above and 4in. or so forward of the centre of gravity, varying slightly for individual boats. tional front lifting effect produced by T, while final correction can be made by altering the position of such movable components as the battery and coil. Lateral trim can usually be adjusted by varying the height of the line attachment in relation to the centre of gravity of the hull. As a last resource, in the case of a hull which bounces badly or will not lift the nose, a thrust line alteration will sometimes prevent an entire failure, but this generally entails making up a new fin and shaft bearing assembly. Once a hull has been properly finished off it is rather a difficult job to make G ——4& io) << Uy iz LINE if Ww) if Diagram (b) i Diagram (a) Diagram (b) indicates the principal forces acting transversely. Centrifugal force C and line-pull P are equal and opposite, but are not in the same plane; the couple set up is counteracted by water pressure on the fin W. Propeller torque reaction R is opposed by W and by lift L, on the line side of the hull, while total lift LL is balanced by gravity G. In the plan view (c) it is evident that forces P C W again balance out, while diagram (d) shows propeller thrust T assisting lift L of the fore plane, and total lift LL balanced by gravity G. These diagrams illustrate the equilibrium which must be obtained for stable running. The only force which remains constant in all conditions is gravity G. Fore-and-aft stability is controlled by the relative lifts of both planes, and the addi- Cag ¥C Diagram (c) Diagram (d) any alteration to the planes, and experience of parts coming adrift when running, leads me to advise against the use of false planes to modify angles of lift. 326 MARINE A badly behaved hull is very disheartening to a beginner, because a capsize often means damage to the engine if water is taken into the cylinder, so perhaps a guide to suitable proportions will be helpful here. For a boat in the 30 c.c. class averaging 14 Ib. total weight, I suggest an overall length of 36in. with the step 4in. high, situated 16in. from the bows; front plane inclination on the running portion (about I4in. nearest to the step), | in 45 to 50 ona beam of Ilin., rear plane | in 45 on a beam at the stern or transom Qin. to 10in., and propeller thrust line at | in 12 to the waterline across the plane tips. The actual outline of the hull is really a matter of personal taste, so a review of various successful types will give you a selection to choose from, and drawings of those described will be found in this month’s Supplement. The plain scow is exemplified by the famous “Betty,” built and owned by the brothers Innocent, of Victoria Park Club. This hydroplane holds the World's Record for 30 c.c. petrol engine driven craft at a speed MR. INNES STARTS ‘** SATELLITE III" MODELS of 47.07 m.p.h., and has actually exceeded 50 m.p.h. over a short distance. The hull is rectangularin plan, having the step approximately at the centreline; the cross-section of both planesis flat throughout, and this type is quite simple to construct. I might mention here that the secret (if it may be called so) of “ Betty’s” success is, first of all, sound, straightforward design both of hull and engine, and then meticulous accuracy of construction. The latter is a most essential characteristic to develop, and no pains should be spared to get everything absolutely right. If you don’t feel quite satisfied with any particular part you are making, have no compunction in scrapping it and making another. It is this method which produces race winners—don’t be content with ‘ near enough.” During the last few seasons we have seen a tendency to a modified form of the scow; the effect has been to reduce the width of the rear plane and to bring the step somewhat further forward. In some hulls the sides are pulled in a little at the bows, but this is done more on the score of appearance than anything else. In the 15 c.c. class, Mr. Innes’s “ Satellite III,” from Altrincham, is typical of this trend, and has proved to be on the top line for speed. I believe she is credited with having exceeded 40 m.p.h., which is a remarkable achievement in this class, although the necessary conditions for claiming a record for the performance were lacking on that particular occasion; such is the luck of the game! A very interesting hull, which is notable for its stability and appearance of “ running on rails,” is ‘“‘ Rumba,” built by Mr. W. Row, also of Victoria Park Club. At first sight this appears to be a straightforward scow built with the conventional flat section planes, but an examination of the fore plane reveals a built-on running surface, forming a V-bottom. The hull is 10in. in beam, and the angles are very fine, being of the order of | in 80 front and | in 70 rear. The built-on surface is about 12in. long by 7in. wide, and tapers from a feather leading edge toa V about in. deep at the centre, and iin. thick at its edges at the step. At about one-third of the length from its leading edge, a small auxiliary step, din. high, is formed on the applied piece; the purpose of this is to help the initial lift when the boat gets off the mark when starting. Now the astonishing thing is that when running at speed, the chines proper of the MARINE MODELS 327 hull are quite clear of the water, and all the forward weight is supported by the 7in. wide V running plane, which has a gradually increasing lift and angle of dihedral from front to rear. This hull form ts based on the theory that since lifting effort might be expressed roughly angle x area x speed as weight and as weight remains constant, then angle x area ought to decrease as speed I increases. This effect appears to be obtained, for as the speed increases so the hull rides higher and higher on the V planing surface, thus giving the required reduction of area, because the effective beam diminishes. The effective incidence of the lifting surface on the fore plane works out to about | in 25 at the centreline, and | in 38 at the edges on a beam of 7in. The rear plane is flat in section, so the angle here is | in 70 on a beam of 10in. I feel that this theory ought to be further investigated, because it seems to me that as the area in contact with the water decreases with speed increase in apparently a suitable proportion, we should find stable riding conditions right up the speed scale. “Faro,” which I described last month, has a V on the running portion of the rear plane, and this appears to maintain very close contact with the water, while “* Rumba ” hardly ever seems to bounce on the fore plane. The inference is that a shallow V has some advantages, but it should be noted that in both these hulls, while one plane is of V formation, the other. is flat in-cross-section, which combination gives the effect of three-point support. I have doubts that both planes of V formation would be satisfactory in regard to lateral stability. The pointed bow hull has had many ad- herents, but as constructed some years ago, by merely pulling the sides of a scow to a point, it was definitely wrong, because if the nose of the hull dropped or ploughed through a wave the shoulders dug in and acted as a most powerful brake, sometimes even causing a somersault end over end. This hull form has now been developed on the correct lines by utilising a sharp V bottom on the forward portion of the front plane, which gives the proper lifting effect in the event of a nose down. A very good example of this construction is Mr. Tryhorn’s “ Yum-Yum,” from Bourn- MR. HUTTON STARTS ‘* ROBERTI” ville, which also shows a very well-made and soundly designed four-stroke engine on -.advanced lines, utilising ball races throughout and a two-port 60° valve cylinder head, machined from solid duralumin. This boat figured in the regatta prize lists last season, and is well worth examination. The actual running planes are similar to those of the ordinary scow. “Yum-Yum” was fitted experimentally with side “ blisters,” or auxiliary planing surfaces almost in the form of outriggers. The prototype which suggested this attachment is the American-built “ Ventnor ” type racing hydroplane, an outstanding example of which is ‘“* Miss Torbay,” successfully raced on English waters by Mr. H. C. Notley. The prototype has no step in the hull, but is of plain, hard chine construction with the planing attachments secured to the extreme sides. | They have a double angle on the underside, well brought up at the forward end to give an easy entry when riding up onto the step. Vertical metal fins project below the inner edges of the outriggers, presumably to counteract sideslip when turning, but, of 328 MARINE course, such fins would have no purpose on a tethered model running ona circular course. A further development of this principle consists of a planing surface, which is entirely separate from the bottom of the hull itself. At the 1935 International Regatta, both Mr. Rankine, from Glasgow, and Mons. Suzor, from Paris, appeared with hulls showing this feature. Mr. Rankine’s hull, “ Oigh Alba II,” was a most remarkable craft, having a short and very wide fore section with a slight V bottom on the nose end; the actual forward running surface was an aluminium plate mounted beneath the hull with an air space between the two. There was a great length between the deep step and the stern, which was narrow enough to be spanned easily by one hand, and this handgrip was used by the owner when getting the boat away. The engine was a water-cooled single-cylinder twostroke, having a very efficient flywheel magneto built onto the front end of the crankcase. This concentration of mass at one point created rather a problem of weight distribution in the hull, and the only solution to be found was in mounting the whole power unit several inches aft of the step. Even so, this boat always appeared to me to run light at the tail end, and I have vivid recollections of her behaviour at the regatta mentioned earlier, when, after putting in one lap at quite 48 m.p.h., she stood on her nose before diving under the surface, finally coming to rest right side up. The workmanship in Mr. Rankine’s boats is very good, and a testimony to this fact is that the engine was of only 25 c.c., and the whole craft weighed less than 7 lb. Another boat in the 15 c.c. class, embodying a plane of this kind, which has given a MODELS good account of itself during last season, is ‘*Roberti,”” constructed by Mr. Hutton, a member of both Wicksteed and Chesterfield Clubs. This pretty craft is notable for both clean design and extremely fine workmanship. The hull in elevation appears to be almost an exact replica of the Clark Y aerofoil section, about 10in. wide at the bows, tapering to about 8in. The aluminium alloy forward running plane is 114in. in extreme beam; about Sin. in length, having the rear edge, which is the equivalent of the step, about 24in. from the stern. The plane is parallel to and separated from the hull bottom by about 3in., so this represents an inclination of something like 1 in 40 for both planes. The weight distribution appears rather unusual, with the engine mounted about 14in. from the stern, but the coil is carried well forward, and the battery is housed under a hatch immediately over the fore plane. Mr. Hutton was at one time associated with the manufacturers of a world-famous racing car, so he should be well acquainted with what goes to “ pull horses out of the bag.” The engine is of a short-stroke design, having two inlet and two exhaust valves at 60°, with a central sparking plug, compression ratio, I think, about 12 to 1, twin stubby exhaust pipes, leading up at an angle from the ports, and an S.U. type carburetter, which works, In action the boat is most impressive, the hull rides very steadily and the exhaust note is really fierce, being not unlike the music with which Mons. Suzor used to delight our ears on his welcome visits to the London International Regattas. *YUN-YUM "’ WITH AUXILIARY PLANES OR OUTRIGGERS A fine snapshot taken with a British-made ** Purma "’ Camera MARINE 329 MODELS ** ROBERTI ”’ 15 c.c. CLASS HYDROPLANE An intermediate type of hull between the two last is Mr. Heath’s “ Derive III,” which was described and illustrated by Mr. Vines in the July, 1938, issue of MARINE MODELS. In all types of hull the straight step at right angles to the centreline has been found to produce the highest speed, the V-shape in plan only increases the wetted surface, making a greater drag. It is most important that the rear edge of both planes should be quite clean and sharp where they leave the water surface; the slightest rounding-off at these points causes an upward flow, following the curved surface of the plane, and pulls the speed down enormously. The depth of step varies from jin. upwards, the most common dimension being about 4in.; a very large dimension here brings certain constructional difficulties in its train, and no particular advantage seems to accrue. It is good practice to allow the fore plane to overhang the step by a short distance, say, tin. to 4in., for it has been found that the small channel thus formed allows air to be drawn in more easily. This helps the speed, for the rear plane runs partly on an air-cushion and partly on the water surface. Full-sized hydroplanes often have scoops, at deck level, which feed air down through ducts to the step, with the same object in view, but I do not consider the complication and extra weight justified in our models, From time to time our regattas are graced by the appearance of hydroplanes which are built in the form of aircraft wing sections, but while I intend no disparagement of such designs, I have never been able to discover any special advantage in these shapes. Our average speeds are not high enough for streamlining to reduce air resistance by any appreciable amount, while, if air lift is sought from the upper surface, this object is defeated by the open engine cockpit being situated just at the point where the maximum lift would occur, and, in any case, the projecting portion of the engine must cause such large eddies as to destroy completely any tendency in the direction intended. And now, since we have taken considerably more space than our Editor usually manages to allocate, we must bid readers au revoir until the April issue. MARINE MODELS HANDBOOKS How To BUILD A MopeEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) Useful to Builders of any size model How To BuiLD A MODEL STEAMER By J. VINES (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 the Young Price: 4d., postage Novice) jd. Trade Terms on Application MARINE MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. fj 330 A MARINE MERCHANT MODELS SHIP OF 500 TONS By G. W. Munro (Continued from page 306.) HE inside work is the next to be con- a sidered and we shall go right on to conclude the scantlings in this issue. The reader will also find the complete ail plan for this vessel on our double page plate. The keelson is to be of oak, and in three heights. The lower piece is to be 14in. sided, the upper piece 134in., and the whole 15in. moulded. The keelsons are to be of sufficient lengths to bolt both to the stem and heel knee, and all the scarphs of the keelsons are to be 8ft. in length. The scarphs of the lower pieces are to be properly secured before the upper pieces are laid on. One of the uppermost pieces of the keelson must be of sufficient length and so placed as to extend under the foot of both the fore and mainmast; likewise all the scarphs must be placed clear of the-keel scarphs and the scarphs of each other. The lower pieces are to be stopped down to the floors with a few small bolts, until the upper pieces are fitted; and the whole is to be bolted through both keelsons, every other floor and keel with 1in. bolts. The ceiling ts to be of oak; is to have two strakes next to the limbers 4in. in thickness. These strakes are to be bolted down to every other floor with 3in. bolts. There are to be five strakes 10in. or 12in. in breadth and 5in. thick. On each bilge there are to be three running from stem to stern. There are to be four strakes of thick stuff at the first futtock heads; the middle strakes, or those right on the joint, are to be 10in. broad and 5in. thick, and the strakes above and below are to be 4in. thick. There are to be two strakes running from stem to stern. The others may be reduced to the thickness of the ceiling plank at a distance of 14ft. from the stem and the stern. All these strakes are to be bolted every two feet throughout the whole length with in, bolts. The ceiling from the above-mentioned thick stuff to the clamps for the ‘tween deck beams is to be 3in. thick. The clamps for the ‘tween deck beams are to be two in number, 12in. in breadth and 5in. thick; they are to be hook scarphed with 5ft. scarphs. The clamps for the hold beams are to have their scarphs bolted edge- ways with five jin. bolts, and_ the clamps are to be bolted to every timber with in. bolts. There are to be eight breast hooks, the upper one 16ft. long, the one under the main deck 16ft. long. The former one is to be llin. sided and 12in. moulded. The latter is to be 14in. sided and 15in. moulded. All the other hooks are to be 15ft. in length, 12in. sided, 13in. moulded and be fastened with 10 Iltin. bolts, and each is to have one bolt in the throat to go through and be clenched on the stem. The throat bolt, and one in each arm of the main deck hook, is to pass through the length direction of a carling, and be clenched on the aftermost side of the fore beam. The hooks below the main wales are to be bolted with copper bolts, in diameter as stated above. The hold beams are to be of oak, and in number as shown on the plan, with one or more if found necessary. The largest, 10 in number, are to be 13in. square in the middle and moulded to Yin. at the ends. The others are to be diminished in scantling, in proportion to their length and situation. All the hold beams are to be double kneed as far as can be managed; the midship knees are to be 8in. sided and moulded to 9in. on the arms, and be bolted through every timber with lin. bolts. There are to be three {in. bolts in the beam arms. The lower deck plank is to be 3in. thick and be double nailed. There are to be two strong carlings on each side of the ‘tween deck main hatch 7in. moulded and sided; these are to be secured to the side and partners with iron knees at each end of the hatch. The clamps for the upper deck beams are to be of the same size, and made in the same manner as those for the hold beams. The main deck beams are to be of oak, and be in number and situation as shown on the plan, given last month. There are to be 10 midship beams, I14in. sided and 114in. moulded in the middle. The others are to be diminished in proportion to their length and situation, and the whole are to be double kneed as far as can be managed. The midship knees are to be 74in. sided and bolted through every timber in the side with fin. bolts. There are to be three bolts in the beam arm. MARINE MODELS 331 The whole deck frame is to be completely warped with ledges and carlings, and not more than two feet apart; these carlings are to be 5in. sided and moulded, the ledges 4in. knees are to be bolted with the same size of iron and the same proportional number of bolts as the hanging knees mentioned above. square. Further, the vessel is to have an oak plank, 4in. thick, on each side of the main hatchway, for fixing ring bolts, etc. There are also to be proper oak chocks and oak plank for fixing the windlass and the winch. The mast partners of the fore and mainmasts are to be 12in. broad and Qin. deep, and the mizzen partners are to be 9in. broad and 6in. deep. The stepping pieces for the capstan are to be 144in. sided. In depth the same as for the beams to which they are fixed; the ends to be let lin. into the beams, and fastened with two angular bolts through the beam at each end. The main deck plank is to be 3in. Danzig or Memel fir and not to exceed Qin. in breadth, nor under 6in., and all are to be double nailed. The hatches, scuttles, etc., are to be situated (and of the same dimensions) as shown on the plan; the coamings for the main hatches are to be 9in. high above the deck at the side and 6in. thick. All the other coamings in depth and thickness as may be required for the intended trade. All the coamings are to be of English oak, and let down to the beams; the side carlings of the hatches are to be properly checked into each other, and fastened down with in. bolts. The waterways are to be 6in. thick and 10in. broad English oak. There are to be two oak plank inside the waterways on each side, 10in. broad and 34in. thick. These strakes of plank are to be fixed down to the beams with two 3in. copper bolts in each strake and beam. The waterways are to be fixed down in the same manner. The abovementioned strakes and the waterways to be bolted to the side through every other timber with iron where it can be managed; the diameter of these bolts is to be fin. The waterways are to go all round the vessel, both bow and stern. There are to be 26 iron hanging knees for the hold beams; these knees are to be 5ft. in length on the side arm and 4ft. 6in. on the beam arm; they are to be 44in. in breadth. 33in. thick at the throat and lin. at the points. There are to be five 1%in. bolts in the side arm and four |}in. bolts in the beam arm. The diameter of the bolts next to the ends is to be fin. The staple standard iron knees are to be 16 in number, 4ft. 6in. long at the beam arms, 33in, thick at the throat, l4in. at the points and 44in. broad throughout. These The pawl bitt is to be made of 15in. sided and 16{in. moulded good oak. The windlass is to be 203in. in diameter, and the windlass bitts are to be 6Zin. sided and 203in. the moulding way or breadth. The spindles are to be 33in. diameter in the round. The windlass is to be fitted with patent cast-iron wheel and pawls, with crossrail and belfry. The beams of the fo’c’sle are to be 74in. sided and 64in. moulded with the same camber as in the main deck. They are to be double kneed as far as can be managed with knees in proportion to the moulding of the beams. The deck plank is to be double nailed and each plank is not to be broader than 84in. and 24in. thick. The waterways on the poop are to be of English oak. The beams of the poop are to be 7in. sided and 6in. moulded. The camber is to be the same as the main deck. They are to be all double kneed, with knees in proportion to the moulding of the beams; the deck plank is to be of Memel fir; each plank not broader than 6in. and 2tin. thick. The waterways are to be English oak 3in. thick and 7in. broad, The catheads are to be of sufficient length and strength to work the anchors. There are to be proper approved topsail sheet bitts. The capstan is to be of sufficient size, with all the necessary working parts. The stanchions on the fore poop, or fo’c’sle, and on the after poop are to be 5in. broad at the gunwale and 44in. at the rail; they are to be 34in. thick at the gunwale and 24in. at the rail. The main covering board is to be 44in. thick English oak, and is to be bolted down to the waterways and plank sheer with #in. diameter iron bolts, and to have the same size bolts passing through every stanchion and timber head and be clenched. The covering boards on the poop deck are also to be of English oak of sufficient breadth 332 MARINE and 3in. thick, and fastened down in the same manner as the covering boards on the main gunwale; but the bolts for fixing them down to the waterways and plank sheer need only be jin. in diameter. The main rail is to be of American elm, lft. 4in. broad and 54in. thick, and have mouldings on both edges. The rail on the poop forward and aft is to be of American elm, 64in. broad and 3in. thick. The taffrail is to be of oak, Ift. 2in. broad in the middle and lft. lin. at the side rail; it is to be 6in. thick throughout. As it will be difficult to procure plank of the breadth as specified above, a piece of a proportioned size may be bolted on the after edge to make up the round of the rails according to the round of the stern aft. The height of all the rails is to be the same as is shown on the plan. The toprail is to be kneed to the side rails. The vessel is to be completed’ with channel wales and chainwork, with all other eye bolts, plates, rings and ironwork of every descrip- tion that is attached to the hull of the vessel and which is connected with the carpentry work necessary for the completion of the vessel, whether mentioned here or not. The rudder is to be made after the most approved manner, copper bolted and fitted with copper or composition rudder bands of the best quality. There are to be five bands below the counter; the pintle of the lower band is to be 2Zin. diameter; that of the second band 23in., the third 23in., the fourth MODELS and the main, and three each for the mizzen channels. They are to be of sufficient thickness, and to have sufficient number of bolts in each, The projection of the cutwater from the under side of the bowsprit, at the front of the main stem, to the shoulders of the figure is to be carried out as shown in the sheer plan. The rails of the head are to be of oak, as also the knees and timbers; they are to be moulded, and neatly finished with carved work, The fore part of the cutwater is to be covered with lead, !2 lb. to the square foot. The quarter galleries are to be 10ft. in length, 8ft. 4in. in depth and 4ft. 6in. as the greatest projection athwartships. The accompanying sail plan shows the general arrangement of the rigging and sails, and is to the scale of4in.=Ift. The principal dimensions of the spars are given and the remaining proportions may be deduced by the usual rules or from the plan. It will have been noticed that all doublings and projections beyond the stops have been painted black, The hounded length of the masts and the yards may be painted white or left bright. LOCH FYNE SKIFFS HE delightful photograph on the opposite page 23in., and that of the fifth 24in. nik is reproduced by kind permission of Mr. John The main channels are to be 20ft. long oak, 54in. thick at theinner edge and 44in. at the cuter edge, and 2ft. in breadth or broader if required to clear the shrouds from the rails, etc. They are to be bolted with seven lin. bolts to the sides. light, and short canoe counters or cruiser sterns. The ccamings for the cabin skylights are to be either elliptical, circular, or square, as required. The fore channels are to be of the same dimensions and materials and fitted as for the main channels. The mizzen channels are to be 13ft. 6in. oak, of a proportioned thickness and to be of sufficient thickness, and to clear the shrouds with the topgallant rail, etc., and to be properly bolted, All the channels are to be supported with iron knees or straps—four each for the fore A. Stewart, and shows two of these vessels at Tarbert, Loch Fyne. This grand type of fishing boat reached its greatest development as a purely sailing boat about 40 years ago. Auxiliary motors were introduced about 1900, and thereafter there was a_ gradual decline in sail. The boats built to-day have oil engines of about 80 h.p., wheelhouses, electric MARINE {AVL ane MODELS 333 334 MARINE MODELS Pewte9. [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the point.—EpiToR, MARINE MODELS. ] BOLTON M.Y. & P.B.C. The Annual General Meeting of the above club was held on Saturday evening, February 11, 1939, in the Town Hall, Bolton. The club was only formed in July of last year, but in that time has found water and is affiliated with the M.Y.A. The financial side of the club was found to be very satisfactory, and the efforts of the ladies were acknowledged in this regard. Fixtures are being made with clubs in the vicinity and the sailing season keenly awaited. The powerboat section is quietly but surely making progress. BRADFORD the skippers is always interesting to listen to, and would improve any book on sailing. The difficulty in this form of sailing is the scoring, as it is almost impossible to sail the boats off in pairs, and a system of points scoring has to be used. The new boats are coming along nicely; | visited Mr. Hornby’s workshop the other day, and was struck by his unique method of building a boat. Unlike the average builder, he always starts by making the mast, or the steering quadrant, and works backwards until eventually he builds the hull itself.- This struck me as being entirely novel. R. 5. M.Y.C. The Atkinson Trophy A-class race was held on January 22, the winner being ‘* Water Wagtail ”’ (A. Arnold) with 15 points, followed by *‘ Ensign ”’ (W. H. Porter), 12; and ‘* Emperia ’’ (H. Mower), with 9. *‘Water Wagtail’’ was designed and built by Alexander & Son. The Mirfield Trophy 10-rater race on January 29 was won by “‘ Bonito ’’ (J. L. Mitchell) 13; ** Rosebud”’ (H. Short) 11; ** Witch ’’ (W. H. Porter) 10; ** Waveney ”’ (J. P. Clapham) 9; and ** Surprise ”’ (H. Chadwick) 7. ‘* Bonito ’’ was designed and built by J. Edwards of the Birkenhead Club. ~ FLEETWOOD M.Y. J. P. CLAPHAM. & P.B.C. A ‘‘ Hot-Pot ’’ held in the clubhouse proved an immense success. The food was excellent, and the entertainment provided by the members themselves and Mr. Dawson’s radiogram was of a very high order. Of particular note was Mr. Marsden’s dirge entitled ‘* Never forgotten.’” The whole affair was most enjoyable, and I personally nearly missed the last tram home. At the racing committee meeting to arrange the 1939 programme it was agreed that the interclub matches were a great success, and it is hoped to arrange two or three of these for the coming season, including Windermere, Bury and Birkenhead. Windermere is very popular with our team, although we shall have to arrange ‘“ rowing ”’ lessons for our fellows before we visit this water again, as one or two of last year’s team have been unable to straighten up properly since. Bury also is very popular. Waders are needed, of course, and considerable skill in jumping in and out of the water to retrim. I think our Mr. Fenn holds the record for the most tremendous leap into the lake, established last year. In addition to the usual club events at Fleetwood, two or three ‘* Around-the-Lake "’ races have been introduced for this year. These races were triedout last year and proved very popular. In these, the boats have to be sailed around buoys set in various inconvenient positions. The language of GUILDFORD M.Y. & P.B.C. Forty-six members and guests sat down to the Third Annual Dinner on January 26. The President, Ald. W. G. Sheppard, took the chair, ably supported by our Commodore, Mr. T. Pallat, who was M.C., with the Deputy-Mayor, Ald. H. Gammon, Councillors A. Williams and F. Bailey, and Mr. Howard Nash and Mr. E. Westbury as guests. Speeches were good, and Mr. Howard Nash spoke ot the necessity of local sailing water in such a way as to bring encouraging replies from the Aldermanic Bench, which, while non-committal, led members to believe that hope should not be lost. The orchestra, consisting of piano, two violins, ‘cello and two accordions, was provided by members, while other members, Messrs. Sparrow, May and Wales, provided a burlesque of crossing the line by King Neptune, assisted by the ‘* Sons of Suction,”’ shaving Mr. Sturgess for daring to win a Cup! King Neptune also presented the Commodore with an Illuminated Address and with the Freedom of the City of Elstead (our sailing water). Altogether it was a grand evening. The Fourth Annual General Meeting was held on January 19, with our President, Ald. W. G. Sheppard, J.P., in the chair. Thirty-eight members attended. Our Hon. Sec., Mr. F. Love, gave a résumé of the past year’s accomplishments, and said the club had every reason to be proud of the progress made. The report of our sailing secretary, Mr. Prior, shows great activity in the sailing section. He said that this year was unique in the history of the club, as, for the first time, it had been represented by Mr. Shackleton’s *‘ Ranger ’’ at the National A-class Championships at Gosport and Mr. May’s ** Merope ’’ had brought the first open challenge cup home by winning the 36in. Restricted open Leader Cup at Littlehampton. He deplored the lack of a home sailing water, and said that in spite of our water being 10 miles away, 21 members (Continued on page 341.) MARINE We have received a letter. We receive many letters. A great many commonplace. routine. Others which contain a disap- pointment, a disillusion, or perchance news of the successful termination of a business deal. Some which sadden, others that cheer our heart. The one to which we refer, however, is particularly welcome as it conveys the impression of thought and fairmindedness, an attitude that is far too ihfrequent among many Scottish model yachtsmen at present. This will emerge in the second of two The phases upon which we wish to remark, writer, who states that he is an “* absolute novice,”’ recently enticed into the sport owing to the purchase of an old 6-m. model for his son, now hankers after building a modern design. To achieve this ambition, however, he finds it will be necessary in the first place to procure a design at the cost of at least 27/6,* and he considers this exces- sive ‘* for the ordinary man in the street, with a family dependent on him.’’ In passing we may say that this cannot be considered in any way an exorbitant charge. He goes on to ask, ** Why cannot we have Blue Prints at 1/6 or 2/-, such as you can get for the most complicated Wireless Set? ’’ Were such available a great accession to the number of registered models would result. Yes, no doubt that is so. BUT our correspondent must remember that the demand for such plans of wireless sets may run into millions, whereas model vachts are required in units. Were it possible to dispose of model yacht designs wholesale, doubiless blue prints would become much cheaper, and prob- Meantime, ably designers far more numerous. however, we are sure that if the writer mentions his desire and position to some of the men he meets when sailing, he will soon obtain a design at a nominal figure, or even as a gift. Our correspon- dent is evidently totally unaware of the immense amount of thought and endeavour put into a design by its creator, however. The end of his letter is still more illuminating. He states that he is a member of a club sailing on a pond where there are three clubs, and goes on to say: “‘Isn’t this silly? If (the italics throughout are ours) we are all good sportsmen, and thinking of the sport for sport’s sake, could we not get together and make one big club? ’’ And he ends: ‘*Of course | understand that there are difficulties, but if we all behave as sportsmen and try to see the other man’s point of view, surely we could get over these.”’ This really requires no enlargement from us. We leave the thought with certain of our Scottish friends for quiet consideration. We made a somewhat rash promise in our last issue to obtain and collate particulars of leading 6-m. models for the benefit of our Canadian friends *MarINE Moves has three 6-m. designs priced at 15/-. 335 MODELS and anyone else interested. Circumstances have prevented us obtaining as extensive a range of in- formation as we had envisaged. But we have been favoured with essential details of three of the West of Scotland Club’s leading examples. All these craft have proved very successful, and here are the details : — ‘* Clutha.’’ Owner, J. A. Stewart; builder, J. McKinnon. From a design by Admiral Turner in 1932. Principal dimensions: L.W.L. 37in., displacement 20.75 1b. plus 2 1b. crew weight, sail area 1,278 sq. in. Her owner comments: As an all-round boat she would be difficult to improve on. She won the Robertson Cup in 1934, the National Championship in 1936 and the McAndrew Cup several times. The tendency is now towards longer and heavier boats, and Mr. McKinnon is now building for me another 6-m., also to Admiral Turner’s design. To keep up the Clyde tradition this boat will be called ““Comet.’’ She is to be about 384in. L.W.L., about 3 1b. heavier than ** Clutha,’’ and with 1,140 sq. in. of sail. Being a longer and bigger boat, ‘* Comet ’’ ought to have a greater maximum speed than her predecessor, but on sheltered ponds there are few opportunities to reach maximum speeds. Both boats are of the fin-andskeg type as this facilitates the fitting of the rudder stock and Braine gear, and is not inferior in speed to any other type. A 6-m. yacht of the skeg type is at present under construction on the Clyde, designed by our old friend Mr. John G. Stephen, who has had some experience of model types and tests. Some of the earlier Turner models had fins which, in my experience, were just a trifle short for good performance in light or variable airs. A slight bulb in the lead keel appears to have no ill-effect; the greatly bulbed keel is probably bad. ‘* Comet ”’ has no bulb. and _ builder, designer Owner, ‘* Violet." A. W. K.. Rodrick. L.W.L. 38.25in., beam 11.5in., draught 8.62in., displacement 24 lb. plus crew weight 2 lb., lead keel 1,265 sa. in., built 1932. 16.5 lb., sail area Her owner comments: She is a round, full-ended boat with a fairly flat floor and easy running buttock. I have been assisted in most of her races by my son Norman, and we have found that ‘* Violet '’ is most docile We have nursed her through in all weathers. the flying spume and coaxed her to victory with the faintest of catspaws on the water. Perhaps some of her finest performances have been made in moderate to heavy weather; still, her successes For have been secured in varied conditions. instance, she won the Scottish Championship one year in light weather. and repeated her suc- cess the following year in a heavy blow. If properly handled ‘* Violet "’ will sail straight and true to the mark. | have seen her run down the 336 MARINE centre of the Fleetwood lake before a 48 m.p.h. gale. She won the Kemp Shield in 193334-35; Scottish Championship in 1934-35; Golfhill Shield in 1935-36; British Championship in 1938, and was second in both the British and Scottish Championships in 1937. ** Charmée.’”’ Owner, C. F. Arthur. Built 1935 from the Littlejohn‘* Debutante’’ design, as published in MARINE MODELS with some minor departures, notably an increase in beam of 3in. L.O.A. 57.70, L.W.L. 38.64, sail area 1,272 sq. in., displacement 24 lb., no crew weight, first suit sails by Drown. Owner comments: At first I found her difficult to control in running, but a modification of jin. in the depth of skeg and rudder overcame this trouble and made a very considerable difference in her action down wind. She is still somewhat tricky in light winds, but is very good in heavy breezes, and the heavier the better, particularly to windward. In the hands of a competent skipper there are few better under strong wind conditions. Her successes include the McAndrew Cup in 1937, Kemp Shield in 1938, and numerous other prizes at regattas, etc. The preceding details of three typical and most successful models, which, as a team, would provide a tough proposition to any other three craft we know, will repay careful study, and the record of successes is impressive. We hope to be able to follow this up with descriptions of other notable. models — English, Irish and Welsh — and meantime refrain from any attempt at analysis. Perhaps it will be better to do so entirely in the end, leaving the facts to speak for themselves. It is of great interest to hear that that eminent yachtsman, Mr. John G. Stephen, has a prototype skeg-type under construction. Her performance will be followed with much attention. We hear that our United States friends are extremely anxious that at least one entry should be forwarded from Great Britain for the Robertson Cup race. We hope there will be several—a representation from Scotland, England, Eire and Wales would be ideal, in conjunction with anticipated Colonial and American entries. If this can be arranged competitors will be engaged making model yachting history. We are informed that there is an intention to form a model yachting club at Sandbank, to be composed principally of the young sailing men who make this the headquarters for ranging the Firth of Clyde, and much further afield, during the summer season. Presumably the sailing will be done on the open water. If this proposition comes to fruition it should add greatly to practical knowledge as the prospective members are young and enthusiastic sailing men who will not hesitate to put into experiment any ideas they may obtain from the models, on their own craft. O.K., C.O. We will have you all Scottish yet, by absorption if in no other way. Sez you. SCOTICUS. MODELS NEWS FROM THE EMERALD ISLE EIRE SPEAKING Epay Sree ae by the delightful, pleasant and immensely interesting articles of ** Scoticus,’’ C. O. Brook and the rest of the ** gang,’’ this month I venture to emerge from my shell of obscurity and blazon (ahem!) forth with a scintillating (ahem!) dispatch! Accustomed to the rigid journalistic atmosphere where the unrelenting vigilance of the sub-editorial blue pencil causes unknown pangs of dread, it is refreshing to comes ! The incessant interest shown in model discover a_ virile publication - whose Editor, with discriminating delicacy, is as ‘“‘pally’’ with his contributors as he is courteous to his readers. This enviable intimacy has its drawbacks on space, say the cynics, but it is the vital link in the inseparable chain of friendship between reader, writer, and editor. Of course, cynical critics of a smoothly working enterprise are just one of the pitiable miseries of life. The Editor, I presume, will chuckle with glee at the following super-exclusive news. Here it yachting since its inception in Cork emboldened the club (C.M.Y.C.) officials to solicit orders for the magnetic MARINE MODELS. Yachtsmen were at first frankly astonished on learning of a publication which catered for their heart’s delight, and then volubly grateful to the informant. Needless to state, the welcome news is spreading rapidly, and charmed booksellers are indulging in _ fantastic caprices! So, Mr. Editor, take your office boy. by a convenient ear, lead him fatherly to the ’phone and instruct him to reserve a suite of luxurious apartments for you at the Riviera. When I peruse the wealth of really sensational and interesting news awaiting my attention, I am almost ashamed of my flippant introductory. However, I find consolation in the wisdom of that old adage, ‘* All’s well that ends well.”’ In the -Shirkin Islands (off Baltimore, Co. Cork), model yachting is no novelty. Here, though there is yet no club, a large number of models are built and sailed. Proof of the antiquity of the sport there is in the fact that the local postmaster, Mr. Flor. Nolan, possesses a Cup won by one of his yachts in 1909. So deep is the Islanders’ love of their craft that even the proverbial ‘* few quids ”’ will not induce them to part. Financially hard pressed, they may accept the offer, but at the handing over they invariably return the money and depart homewards fondly caressing their beloved craft. The Islanders are keen on meeting the Cork Club, and have issued a challenge of which the outcome is eagerly awaited. If held at all, the probable venue is Shirkin during the summer—when the large influx of visitors there would undoubtedly appreciate such an attraction. There is a little model yachting indulged in around Cove, and in old, historic Kinsale a Mr. Thuillier is desirous of starting a club. The well-known Cork designer, Mr. Le Fluffy, sails his models on the Lough Mahon, which is close to his residence. Mr. Le Fluffy endeavoured to inaugurate a club in Cork about six years ago, (Concluded on page 337.) MARINE SCANDINAVIAN MODELS RACES 337 AT STOCKHOLM, 1938 THOUGHT there would be no racing for | ** Prince Charming ’’ last year as I could not take part in the International Regatta at Gosport, but then I got an invitation from my friends at Stockholm. ‘* There will be plenty of prizes for you,” they said. ** You'd better stay at home,’’ said the lady wife. ** No, I’m going,”’’ I said. ‘‘ Well then, I’m going with you,”’ she announced. ‘* O.K.’’ I replied, and so a few days later a steamer took us to Oslo in beautiful weather, and thence by train to Stockholm. In the evening we skippers were taken to the concert-restaurant at the Strand Hotel, and passed a jolly evening with smérgas-bord, etc. Meantime the ladies had been busy, Mrs. Hede and Mrs. Schiissler having taken my wife sightseeing round Stockholm, and in the evening they went to the Opera. In order to avoid trouble with the Customs, | detached the lead kee! and carried the boat in an old sailor’s bag as hand luggage. I also took an 0.80-m. model, toolbox, mast, sails and a couple of handbags. I was allowed to take the whole outfit with me in a carriage reserved ‘specially for travellers with dogs, and we got probably the best seats on the train. The journey across Sweden was wonderful, and we passed through the lovely Wéarmeland, well known by the song ** Ack Warmeland du Skéna,”’ and other beauty spots. We arrived in Stockholm on Friday evening, and were met at the station by Director and Mrs. Hede. A few minutes later Mr. Abrahamsson arrived from Goteborg. We were then taken to one of the excellent concert-restaurants for a meal, where we were interviewed by a reporter from the Stockholm Tidning, and a photograph taken. The races were sailed off the famous Pyms Yacht Building Yard, and the programme consisted of two races for the A-class, and races for the 0.80-m., I-m. Scandinavian, and 0.60-m. classes. The A-class entries were four and al2-m. ‘* Carmencita’’ (Capt. Schiissler) and‘* Prince Charming II’? came out even with one Ist and one 2nd place with 9 points each. Mr. Abrahamsson could not get ‘‘ Gothia’’ going, mainly owing to steering troubles. Then my ‘* Demona,”’ 0.80-m., was successful in her class. NEWS FROM EIRE (Concluded from page 336.) but was unsuccessful, and he continued to compete with his friends. His most successful yacht, the 6-m. ** Fredith,’’ was exhibited at the Glasgow Exhibition last year. To revert to the Cork M.Y.C. a summary of the fleet :-— 6-m. class M-class : . 36in. Restricted class 30in. class in 25in. class... The following is Registered 1 9 13 10 15 Building 4 6 8 -= Curiously, at the beginning of the club a anne of boats, varying in length from 40in. to 45in. were built, and to avoid the scrapping of them a ““CARMENCITA"”’ Capt. John Schiissler, Goteborg) temporary class, 42in., was instituted. Five boats are registered. In addition to the above, there are known to exist about 20 others, who are urged to register. Progress in the Silver Cup Competition is unavoidably slow, due to the inclement weather, and only a few heats have been contested. Mr. W. O’Mahony’s ‘* Mino’’ has won every board she has contested, and is expected to emulate the record-breaking performance of her sister-ship, the ** Mim.”’ Though our capital, Dublin, is sadly lacking a suitable model yachting pond, in the province of Munster there exists a growing hope that Eire will capture the coveted Blue Riband of model yachting, namely, the International Trophy. Success ahoy! SEAN MCSUuIBINE. 338 MARINE A heavy racing programme had been planned for Sunday, but though the weather was delightful, it was almost a flat calm. At last we got the A-class started. I thought there was a little more breeze out in the Sound, but was mistaken, with the result that the finishing order was Ist, ‘* Gothia ’’ (Abrahamsson); 2nd, ** N.N.,’’ an old 12-m. (Oscar Plym); 3rd, ‘* Carmencita ’’ (John Schiissler); 4th, *‘—__"" (A. Hede), and my boat last. An improvised lunch followed in one of the workshops at the yard, and afterwards we were taken to the home of Oscar Plym for coffee and cakes. The hall in Mr. Plym’s house and one of the adjoining rooms had the walls completely covered with half-models of yachts built in the Plym Yard. After lunch, we again went out to search for breeze, but the water was glass calm. At last a start was possible. ‘‘ Prince Charming,’’ after getting a comfortable lead, ran into a soft spot near the finishing line, and ‘‘ Carmencita,’’ just avoiding this, managed to finish first. he prizes were then distributed and the results for the A-class were: Saturday, September 3—Ist race; Ist, *‘ Prince Charming II ’’ (Sam O. Berge, Norge); 2nd, ** Carmencita ’’ (John Schiissler, Stock- holm). 2nd race: Ist, ** Prince Charming II.’" Ist race: ‘* Carmencita’’; Sunday, 2nd, September 4— *‘ Gothia’’ (A. W. Abrahamsson, Gdte- borg); 2nd, **‘N.N.”’’ 12-m. (Oscar ae Stockholm), 2nd race: Ist, ‘* Carmencita’’; 2nd, ‘* Prince * Charming II.” The points prize went to ** Car- mencita,”’ with 19 points, ** Prince Charming II "’ being next with 13. In the evening Director Hede and Com-Capt. Schiissler gave a splendid dinner at the Restaurant Rosenbad, assisted by Mrs. Hede and Mrs. Schiissler. This was a most enjoyable gathering, with many speeches, and the remainder of the evening was spent in chatting, dancing, etc., and, as it was “Children’s Day,’’ we joined in the special community singing for the day. Whether Abrahamsson or I sang the loudest, I do not know, but we did our best! Now for a few remarks on ‘* Carmencita.”’ Her owner-builder, Capt. Schiissler, has built some 200 models in the last 20 years. Many of these are showcase models that have gone to London, Paris, New York, Havana, Nice, etc. He is a_masterbuilder, and any of his productions would win a prize in a show. ‘* Carmencita ’’ was designed by Teknolog Detlow v. Braun, well known as the designer of the successful 5-m. ‘* La Femme.’’ ** Car- mencita ’’ is a composite design, since her forward MODELS MODEL YACHTING ASSOCIATION HE Annual General Meeting of the Association T was held at the Charing Cross Hotel on January 28 at 3 p.m. There were about 50 representatives present. The most important feature of the meeting was the adoption of the New Constitution, upon which a Sub-Committee has been working for nearly two years. The printing of this Constitution will be carried out as expeditiously as possible, for it came into force on January 28, 1939. There are but few alterations to the preliminary copy which was circulated to the Affiliated Clubs shortly before the Annual General Meeting, and clubs are quite in order in working under that copy until the Printed Constitution is available. Several alterations were made to the printed de- tails of Fixtures, and these alterations have already been published. The election of Officers and Council for 1939 was as under : — Chairman: Mr. E. Ambrose. Vice-Chairman: Mr. A. W. Littlejohn. Hon. Treasurer: Mr. W. R. Chapple, 22, Anselm Road, Hatch End, Middlesex. Auditors: Mr. V. F. Wade, Mr. J. Vincent Hill. Hon. Registrar: Mr. W. H. Bauer. Official Measurer: Mr. W. J. E. Pike. Hon. Secretary: Mr. John H. Yorston, 157, Burges Road, East Ham, E.6. Council: Mr. Mr. Mr. Mr. Mr. Mr. A. J. Child. D. A. Macdonald. J. G. Feltwell. G. Howard-Nash. T. H. Robertson. H. Pragnell. Col. W. A. Sparrow. Mr. F. C. Hirst. Mr. A. E. Ward. Mr. O. Steinberger. Mr. C. Giles. Major Cardew. The Council’s work during 1938 was reviewed and also that of the various Sub-Committees. The retiring officers were cordially thanked for the work that they had done, Mr. T. H. Robertson, Chairman of the Constitution Sub-Committee, receiving particularly warm congratulation upon the skilful way in which he had piloted this difficult subject to its successful conclusion. The meeting closed at 8.30 p.m. JOHN H. YorsTon, Hon. Secretary. MESSRS. BOND’S NEW CATALOGUE part is from the lines of‘* Prince Charming,’’ and the after-body and counter more like British models. Her keel is what might be termed semi-fin. The dimensions are: L.O.A. 2-m., L.W.L. 1.30-m., beam 0.35-m., displacement 23 kilos, and S.A. T of 357, Euston Road, London, N.W.1, is As mentioned, on the first day she tied with ‘** Prince Charming ’’ in a moderate breeze, and, though the second day was no real test for the boats, I consider her very dangerous. She should do extremely well at Fleetwood, and may be tipped as likely to win this year’s races, if she gets her weather, which may be the same as “ Prince Charming "’ wants. My impression is that sheis a needs except possibly timber. 1 sq. m. shade faster than my model, especiallyin very light weather. SAM O. BERGE. HE issue of a new catalogue by Messrs. Bond’s, quite an event in the model world, since the firms who specialise on modelmaker’s supplies are few and far between, and here under one roof the modelmaker can find almost everything he In this new catalogue there are many new lines of great interest to marine modellers ranging from tools and materials to finished models. Amongst other items we noticed a new and powerful marine engine, besides many new tools for the amateur’s workshop, stainless steel rigging wire, etc. The list of goodsis too lengthy to give here, but we advise readers to send 6d. for a copy of this catalogue as they are sure to find it useful and informative. MARINE MODELS AMERICAN 339 NEWS > By C. O. BROOK Wiz no news from clubs, writing something interesting becomes the same task as the cook had who tried to bake biscuits without flour. Charles Farley sends me a letter he received from Mr. Fritz Arthur Rabe, Casille Carreo, 253, Montevideo, Uruguay, telling of the ideal Utopia he lives in, with his private lake and lovely surroundings. They have no club, but they do hold regular races. Formerly using the B-class boats, they are. now building four M-class. Mr. Rabe also sails an Rclass, and refers to an experiment with ‘* Wing Sails ’’ improved over what he described in MARINE MODELS. It is indeed interesting to hear from such far-away places and learn that model yachting holds its fascination in remote corners of this old world. We don’t like to talk about ourselves, but we must say we are uncertain which class to sail. We have X-, M- and A-classes ready to go, and our promised 6-m. is still trying to shape up on paper with not much enthusiasm to stay within the rules. ] like rules, until I fail to grasp them, and then ] have to admit my abbreviated intelligence, and we don’t like to make such an admission. And I see poor ‘* Scoticus “’ has his difficulties with lack of news. My hand and heart are warm in sympathy to you, dear friend; either we have too much or too little, and never just the right amount. I do not wish to appear “‘traitorous’’ to my fellow- American skippers, and I know one official who will climb into my hair for it, but I am inclined to agree in part with ‘ Y.Z.’’ regarding the M-class and after. I have always favoured two classes un- restricted by anything except sail area and overall length. For that reason both the M- and X-classes would be the last word in simple rules if no restrictions were added beyond the S.A. and L.O.A. in the M-class and the S.A. only in the X-class. The age-old fin v. full-keel argument might wax fluent again, but it would help the sport, and who, pray, would ever forsake the A-class or the 6-m., for an unrestricted class model when one really wishes to get down to designing and building a boat? Ah! give me back the great big Leviathan B-class with its 3,000 or more inches of sail, and its 80]b. to 100 1b. of beautiful lines. Sure it might drag me all over the lake, but who minds being handled by such a _ good-looking ‘brute’ as they were. Myself and Doc Allen still have it in back of our scalps to build a pair of them just so that we can have a real match occasionally. If we could only find the formula for it, but alas! no information seems available even after five years of questioning. Maybe Doc and | will invent our own class, and man, will we use sails! Perhaps even 6,000in. and 10ft. of hull, with 100 Ib. of lead under it. But seriously, we would like to see the restrictions kept away from the proposed X-class, beyond the sail area, and those that have been added to the M-class to be taken off. We have several fine skip-jacks in the club, drying out because they cannot be used without the addition of a ‘* dutchman’”’ to obtain the necessary radius, and the owners do not feel that they wish to “ distort *’ the lines of the underbody. Indications are that model yacht racing will be permitted in the World’s Fair at San Francisco, Cal. O.K., Tex, it’s up to you to get after Mr. Whalen for the New York World’s Fair now. The Philadelphia M.Y.C. again elected Doc Stout as Commodore, with Chas. Gobel as Vice-Commodore; Carl Christensen, 1332, W. Hunting Park Avenue, Philadelphia, Pa., as Secretary-Treasurer, and Frank Ayer as Measurer; and they are building four new M-class and two X-class, and the Secretary advises me that they have the acquisition of two lady skippers in the persons of his two daughters, who now have their own M_-class to sail. Might be another case of the gangling daughters taking Daddy over the line? What with one blizzard following on the heels of the one just landing, we should at least have sufficient water to sail in, even in our back yards. ] am not prone to exaggerate (much), but we must needs scoop the snow away to find the roof of our dwellings, and have completely forgotten what the entrance looks like, and as I look through the window at this writing, still another heavy snowfall fills the air. Ah well! August will be here some day, and we expect it will be quite removed by then. (This is February to me.) In order that our American pages shall not be entirely blank we are forwarding the National Secretary’s report (at his request). That part referring to the Robertson Cup event and the number of 6-m. our fine friends. they get in commission should warm the hearts of Leave them alone, my British friends. America will have plenty of 6-m. when around to it, and begin to see some of them sailed. Methinks we are inclined to envy what the other fellow has; we want the same—so with 20 6m. to start on the first year there will And doubtless be still another class of model. that’s that until next issue. CLUB YACHT FOR SALE, 36” overall, built by Luker; 2 suits of sails; silver-plated fittings. Cost £12. Offers. R. Guthrie, 137, Clitherow Avenue, London, W.7. A UNIQUE OPPORTUNITY to obtain Model Yacht, built 1938 by craftsman to American architect’s plan, scaled down to 27in. for experimental purposes. Constructed as full-sized boat in mahogany on oak frames, lead keel, lovely lines and sails well, Offers? Coates, 10, Burnett Road, Streetly, Birmingham. ‘A’? CLASS; ship, 1937; “Harmony,” cup winner, 6th British Champion- ‘‘ Rhapsody,” 4 starts, 2 cups, 1 second, built 1938, varnished yellow pine planking; ‘‘Comet,” cup winner, 8th British Championship, 1935, all 4 suits, Daniels sails, spinnakers, Recently overhauled. Particulars, apply : detachable keels. Jones, 11, Haldane Avenue, Birkenhead. ‘A’? CLASS; NEW BOAT: sails, Daniels; hollow mast, etc. Perfect. Bargain—‘s. Below. ‘“*“A’? CLASS ; 3 suits: tackle cabinet, complete—45 10s. Od. Below. 36” RES. condition. Rib and plank; exceptional all-round craft ; perfect £5. Open to offer either boat. Health reasons for sale. Photo on request. 42, Royston Road, Ashford Road, Maidstone. 340 MARINE MODEL YACHT OF SECRETARY’S RACING ASSOCIATION AMERICA REPORT OBERTSON Cup for 6-m. (Wee Six) class. The Executive Committee of the M.Y.R.A.A. has accepted the invitation of the West of Scotland M.Y.C. to hold the 1939 race for this trophy in the United States, with the provision that one or more skippers and yachts from Scotland, England, or Ireland, come to the United States to defend the Cup. The West of Scotland M.Y.C. will assure an entry, and hopes for one each from England and Ireland. The Canadian M.Y.R.A. has been requested by the M.Y.R.A.A. to try and send entries also. Boston, New York or Detroit have been suggested for the venue. The east coast is more convenient for visitors from abroad, but there are very few 6-m. models there, while Detroit has quite a fleet, and the latter city would be more convenient for Canadian entries. Boston and New York offer to care for skippers from abroad should the race be held in either of those cities. Cadillac (Detroit) M.Y.C. write they would probably provide 6 entries. The dates suggested by the West of Scotland M.Y.C. are late in July or the first weeks in August. They request that no racing be done on a Sunday. The races are to last three days at the most. The conditions for the Robertson Cup are: (1) Races shall be sailed under M.Y.A. (or International) Sailing Rules; (2) entries to be made to Mr. A. W. K. Roderick, Hon. Secretary, West of Scotland M.Y.C., c/o Mr. C. H. Farley, Secretary, M.Y.R.A.A.; (3) the Cup to be returned to Scotland for the 1940 races if won by a North American yacht; (4) each yacht competing shall have a rating certificate issued by its club and signed by the club measurer and secretary. MODELS There is no limit of entries per club, and no entry fee for the 1939 race. Note.—The National Secretary has information that there are about 20 6-m. yachts in commission or under construction in the United States, and that there are at least 24 of the X-class being built. Neither the 6-m. nor the X-class has yet been adopted as an Official Racing Class in the United States. Mr. John Black suggested adopting the 6-m. class at the 1938 annual meeting of the M.Y.R.A.A., but the consensus of opinion was that no new class should be adopted until a reasonable number had been built and raced, or a real interest aroused. The sponsors of the X-class have not yet requested the M.Y.R.A.A. to adopt same because of like reasons. The M.Y.A. (British) has six official racing classes —the International A-class, 6-m., 12-m., 10-rater, Marblehead and 36in. Restricted. Recent reports from Britain show a decided decline in registrations in the A-class, 6-m., and 12-m., and a remarkable increase in the 10-rater and 36in. Restricted classes. The M-class is making steady progress in popularity and numbers in England. The adoption of additional racing classes in the United States should increase interest and add to the general popularity of the sport. by attracting new members who favour other classes or types besides the A- and M-classes. Club Secretaries: Please return Questionnaire (mailed a short time ago). This data is required for the Year Book. Racing dates, etc., may be sent in later. Also please advise how many 6-m. yachts are in commission or being built, and how many X-class models are being built in your club, with owners’ names. Returns from only 17 clubs show that 103 M-class and 17 A-class are being built. Let’s hear from the other 30-odd clubs! Dates of National Championships will be sent when adjustments of schedules are completed. The Pacific Division requested change of date from September to July for A-class National Championship. Final notice will be made as soon as possible for all National dates. C. H. FARLEY, Sec., M.Y.R.A.A. 87, Quincy Street, Medford, Mass. THE M-CLASS AND AFTER HE article by our contributor ** Y. Z.’’ under T the above title, in our January and February issues, aroused considerable interest and we have received a number of letters about it. One from a well-known model designer largely agrees with “** Y. Z.,’’ and suggests that the X-class would be more valuable if no restrictions were placed on the hull. As regards sail plans he suggests that either a standardised sailplan should be used, to permit unlimited hull experiment, or actual area, including roaches, should be measured to permit unfettered experiment in sail design also. Readers look to MARINE Mopets for frank and temperate discussion. In a recent court case, Mr. Justice Greaves-Lord said, ** It is of the utmost importance that we should uphold perfect freedom of expression in criticism, so long as that criticism ts honest and keeps within bounds. A man may use very strong expressions and yet be held to be honest in his expressions.”’ It appears to us that the rules of a new class —especially in this country or the States, the two main strongholds of model yachting—are matters of public interest and as such open to comment and reasonable criticism. Our contributor’s article was honest criticism, and it was open to anyone to reply, provided he kept within bounds. Unfortunately, one American reader, without even waiting for the second part of the article to be published, replied by a virulent personal attack on our contributor, and more or less stated that it was presumption for a British writer to criticise a class originating in the States. Now ‘ Y. Z.’s ’’ article provided material for interesting and informative discussion, but we have decided, in view of this American letter, that no correspondence on the subject will be published. We cannot allow this Magazine to be made the vehicle for personal attacks of any kind. We therefore apologise to correspondents. We may add that we have shown ** Y.Z.”’ the correspondence in question. He desires us to assure our American reader that his strictures on the X-class were from the standpoint of a designer with a new problem to solve, and regrets that his article has been taken in a spirit other than the friendly, even if mildly critical one in which it was written. MARINE MODELS 341 _ Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. RACING ON THE TOURNAMENT SYSTEM Sir,—As author of the article which prompted Admiral Turner to write his interesting criticism of the A-class rule, which appeared in MARINE MOobELS last month, and evoked comment from “Caledon ’’ in his monthly club notes, may I briefly reply? The Admiral says, ‘Your correspondent has made out a case for light-weather boats, which he regards as good all-rounders.’’ Yes and No to that. In light weather the light-weather boat is undoubtedly the best boat and deserves to win. In heavy weather the light-weather boat is not necessarily completely out of the picture, although she may not be able to hang onto full sail as long as a real heavy-weather boat. Put aside for a moment what constitutes a light- or heavy-weather boat, and concentrate on the actual results, and I assert that a race should never be stopped so long as a single competitor is able to sail the course, but under the tournament system, if only a proportion of the competitors are unable to make the course owing to the lightness of the wind, those that can still make headway are penalised unfairly by the race being stopped. Hence the temptation to build under-canvassed boats. I did not witness the performance of ** Aktis “’ in a very light wind to which the Admiral refers, but I heard of it and discounted it on account of the specially light sails used, which I have no doubt under prevailing conditions were more than the equivalent of a considerably larger suit made of NEWS OF THE LITTLE SHIPS (Continued from page 334.) will own some 27 36in. Restricted boats this season. and pointed out that transport to Elstead limited the club almost entirely to this class. Our Hon. Treasurer, Mr. Jacobs, declared a bal- ance on the year’s working of £1 9s., bringing the bank balance to £39 on the right side. The powerboat and engineering sections also had a very successful year. Owing to the close relationship between these two sections, a proposition by Mr. Wales that a ‘* merger ’’ should take place under one sub-secretary was adopted. Ald. Sheppard presented the Challenge Cups as :— detailed below Arcadia, 10-rater Shackleton). championships, *“* Patsey’’ (C. Micklin, 36in. Restricted, ‘* Spasm “’ (W. Sturgess). Davis, 36in. Restricted, Junior Class, *‘ Elsie’ (J. Wild). W. F. M. normal weight sailcloth. But Admiral would agree with me ever her weight) would be a light weather with additional I am sure that the that any boat (whatbetter craft in really canvas. That the A-class rule may be a contributing factor in giving us under-canvassed tubs is quite likely, but never- theless it cannot be disputed that many of the earlier boats under the rule, built before it was exploited to the utmost, are better light-weather boats than most present-day ones, as witness the excellent performances put up by old ** Mary, Too ”’ in light weather, when her owner brings her out even to-day. ‘* Caledon ’’ lays the blame for bad light-weather performance on ill-balanced boats. True, this is often so, and is what I said in my article, as the following shows: ‘*‘ 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.’’ The sole purport of my article was to point out that the tournament system of racing reacts unfairly against the light-weather yacht, and, in consequence encourages designers to under-canvas. Races are stopped more often because wind is too light than because it is too heavy, whereas with real yachts the contrary is the case. To borrow a metaphor and adapt it–there is as much difference between coaxing a yacht to windward in a light air and plugging to windward in a blow, as there is between dry-fly fishing and hauling the fish out on a hand line. To those who lack the skill for the former, the latter often appeals, and that applies whether one is a skipper, a designer, or both. And in case anyone may think these remarks a trifle pointed, let me haste to add that I personally am better at hand-lining than fly fishing. Nevertheless, I do think that the system of racing against the clock invented by the Huddersfield S.M.E. is a great improvement on the tournament system officially recognised by the M.Y.A. As the Huddersfield is one of our voungest clubs, it just shows that on occasion we get too set in our ideas, and that a little young blood stirs things up. Yours, etc., ANON. THE CAUSE OF HEAVY-WEIGHT A-CLASS MODELS Sir,—Admiral Turner forgets that the A-class model is not measured strictly to the American Universal Rule. The +-beam allowed without penalty under the Universal Rule is obtained by subtracting the square root of the L.W.L. length from 100, the result giving the percentage of 4-beam to be allowed without penalty. 342 MARINE In the A-class the formula— this percentage is calculated by the of MODELS 100– V4 L.W.L. under the mistaken idea that figures the rating of the model must be twice those of the full-size craft. This is an error in the modellisation of the Yachting Monthly Rule, and the same curious error has been persisted in when the displacement limits of the model were made 20% L.W.L.+1 instead of 20% L.W.L.+.5. These differences have allowed the longer, heavier craft to come into existence. The way to prevent even heavier and longer models becoming popular is to slightly alter the displacement restrictions. If the 4-beam length is correctly measured, and the displacement restriction revert to 15% L.W.L.+.5 maximum and 15% L.W.L.+2 minimum, the heavy type will become impossible. This is what I meant when I said some time ago that the displacement restriction required recasting. The Royal Ocean Racing Club rule would not be any better. Rating rules for model yachts require careful consideration, as what is suitable for the full-size boat is not always ideal for the model. Cruising qualities, for instance, are not required, the only qualities required by the model being speed and weatherliness. The American X-class is a much better example of what a model yacht rating rule should be, although it is somewhat spoiled by the absurd restrictions tacked on to it. W. J. E. PIKE. [Mr. Pike, no doubt, means that it was a mistake under the original Yachting Monthly Rule to make the boats 1/6th scale models of a 6-m. yacht to the formula, instead of applying the formula as it stood to the models measured in inches. No mistake was made by the Committee who modellised the rule in the conversion from feet to inches. Seeing the tendency is not merely to go to the maximum 4D allowed but to design boats whose weight is above the maximum, it would appear that one misconception in the rule is to have the penalty on light displacement; if it had been applied to heavy displacement it would have been a salutary deterrent.—EpITor, M.M.} “MODEL SAILING CRAFT” E are now in a position to announce that WV the Second Edition of this handbook will be published on the 28th inst. An advance order for 500 copies has been received from the American agents, and numerous orders are in hand from individuals. The new Editionis priced at 15s. instead of 25s. as the First Edition was, but this price reduction does not imply any reduction in the utility of the handbook. Certain parts have been condensed, but large portions of the book have been entirely rewritten and much new matter added, especially in the section on designing. The book has been entirely rearranged and new designs ‘ncluded. Many readers of this Magazine will wish to pur- Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. Overseas, 8s. 6d.; EDITORIAL Contributions, Correspondence and Club News for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not undertake to publish all matter received. Where a nom-de-plumeis used, correct name and address of sender must be enclosed. 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OFFER TO CLUB COMMITTEES We offer to provide Club Secretaries with 1,000 sheets of good quality quarto notepaper, printed with the club’s heading in one colour, for 14s., or 500 sheets for 10s., providing we may add one line of type at the foot advertising MARINE MODELS. chase the new edition of ‘*Model Sailing Craft,’’ and an Order Form is enclosed with the present number for their convenience. We beg to point out to readers that by ordering their copy of this book through MaRINE MOpELS, they can materially benefit the Magazine. Published by the Proprietors, Maxine Mopets Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street, London, W.C. BLUE PRINTS OF DESIGNS MODEL YACHTS SHIP MODELS, ETC. A-CLASS. Mounts Bay (Penzance) Lugger. “ Chloris,”* H. B. Tucker. Body Plan, 15/-. Half-size with ——-SAILS—_ <—& CHAS. DROWN & SON Model Yacht Sail Specialists A World-wide Turkey Red Reputation for nearly a Sails a Speciality : Fittings and Quarter of a Century Accessories to Order : Sail Cloth : Sail Plans Send stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS. AY ALS v V7 TILT To face page 329 SUPPLEMENT TO VoL. XI, No. 12 MAST AND RIGGING PLAN OF THE SHIP OF 500 TONS Scale +,” = 1ft. ft; / / ae Main Mast from heel totop Main Top Mast 7 Main Top G. Mast .. Main Royal H Fore Mast ... H Fore Royal .. Mizen Mast. ais va Le 1 Mizen Royal. Main Yard ¢ 5. L-- ee celamammale \ 2 il ‘ H a \ i i | / U *y i vA a rd = : 4 a wv - spe a 4 ve 4 LD SS ———— —=—S= / in: 223 .. 4910 «144 .. 23 65X «« 21 6 8 & 5 ... 70 0 x21 .. 40 8 x14 ewe 22 ‘es ifs » .. 20 6 -X TH 2 48 . 67 6, 16% Mizen Top G. Mast... 17 7 / > | ev’ ve Fore Top G. Mast ; sae cer Fore Top Mast… : / i _… … 75 6 « 16 3 x 5f 653 0, 134 SUPPLEMENT TO VoL. XI, No. 12 TYPES OF PLAIN MODEL SCOW HYDROP ANE HULLS Drawn by KENNETH G. WILLIAMS. uy | eo ——— POINTED BOW FORM a it \— “VENTNOR’: HYDROPLANE PROTOTYPE o_| ‘ROBERTI ey shee een cor = pa ree Sa To face page 328