Marine Models: Volume 11, Number 4 – July 1938

WA , yZ4 Z Z Unyyptt bttttitdttttts Usslith N ZZ ry tyUia“ ; pre dMédY,ia Sdl ,4LilaZMUI ZZZZZZ 5 y 4 Z 4 —YOLEID 4 NS Ny § S SWS REar&Q@§° VV nwo one yy YY MMMM’ N Y 5 NS S Yit 4e He No. 4. Z WS SOSH SRA MMNOMOOHOHMMHHAR Z ty S INCORPORATING Vol. XI, ASAE yGYZZ PNMOOONX SAAS (ees THE MODEL SOOssanes YACHTSMAN Sevenpence JULY, 1938. MARINE MODELS PUBLICATIONS LTD., So 4 g 4%4, 4% Z 4 44 FETTER LANE, LONDON, E.C.4 NEEDS A EVERY JOB SKARSTEN SCRAPER With Hook-shaped Renewable Scraping Racing Model Yachts J. ALEXANDER & SONS 26, Victoria Parade, Ashton, Preston, Lancs. Edges. Expert Model Yacht Builders Hooks extended for Corner Scraping. SAVE TIME— SIMPLIFY WORK Nothing better for superior smoothness and refinishing. FOR WHITE HEATHER RE-SHARPENING (30 years’ experience) FITTINGS SPECIALISTS “ Alexalight ’’ Metal Spars. Practical Sail Makers. Power Boat Hulls. Accessories. Send Stamp for Lists SKARSTEN SCRAPER FILE Racing Model Yachts Sold at Ironmongers, Paint Shops, Builders’ Merchants, and Ships’ Chandlers, or write to : WHITE E HEATHER SKARSTEN MFG. CO. – WELWYN GARDEN CITY -_ HERTS. Model Yachting Association British “‘A”’ Class Championship and International Race FORTHCOMING EVENTS July 25th to July 30th—Gosport at 10 a.m. The British “A’’ Class GOSPORT August 3rd to 6th—at Gosport. fully reminded Gosport, The Wing and Wing Cup. 1938, have do so atonce. order, be glad to hear be visiting Gosport, who may be able to render Umpires, etc. made an appeal for to Send your cheque or postal- either of the following Regatta Officials: Victor F. Wade, Esq., Hon. Treasurer, Westminster Bank, Ltd., Blackpool. 65, Forest Road, Birkenhead. W. J. E. PIKE, 248, Burrage Road, Plumstead, Yachting Wm. M. Carpenter, Hon. Secretary, Address : | or “Phone Woolwich 3121. Model If you have failed to send a donation, please Open Water Race. as the donations to the Regatta Fund. The Allan Forbes Cup for assistance that Association’s *‘ A’’ Class Regatta Committee, * Yachting Monthly ’’ Cup. from any Model Yachtsmen who may (inclusive) Owners/Skippers and Supporters are respect- The International Race for Secretary will 1938 July 25th — August 6th Championship. The Hon. – S.E.18, Regattas cost money, are you willing to help financially ? Wm. M. Carpenter, jaa When replying to Advertisers please mention MARINE Hon. Regatta Secretary. MODELS. INCORPORATING THE MODEL YACHTSMAN Vol. XI, No. 4. Published on the Seventh of each Month July, 1938 EDITORIAL E have just received a letter from a VG reader correcting us about our statements anent the first Model Yachtsman. Apparently, after becoming the Model Yachtsman and Canoeist, the magazine ran successfully until 1894. At that time Mr. George Holmes, who contributed the canoeing part, found it impossible to carry on. This was due to the canoe having been displaced, first by the canoe yawl, and then by the small sailing boat. Mr. Bruce, the Editor, in his final editorial, stated definitely that any financial difficulty in continuing was not due to lack of subscribers, who actually had a tendency to increase in numbers, but to lack of advertising revenue, and that reasons for closing down were as above, combined with the fact that he personally had less time to devote to the paper. So our predecessor ran 10 years in all, and this Magazine has now run over that period. Like the first Model Yachtsman, this Magazine has a fair subscription list, but our advertising revenue is not as large as we should like. Nor, except for club advertisements of regattas, etc., is there much chance of increasing our advertisement revenue. The alternative is to increase our subscription list to the uttermost limits in order to enable the Magazine to be improved and _ increased in size, and we must look to clubs and club members to assist us to this end. Several articles published lately have excited considerable interest, notably those on “Balanced Buoyancy” and an Amateur Designer’s “ Speculation about Sail Plans.” The spate of Whitsun Regatta reports has prevented us from publishing more than a small selection of the letters received on these subjects. It is interesting to note that our articles and correspondence on the subject of the ‘Flaw in the A-class Rule’ have caused the Y.M. Cup Committee to alter the rule in such a way as to prevent the admission of Behemoths. These alterations are given elsewhere in this issue of MARINE MOpDELS. The most important events of the month have been the 10-rater National Championship and the International Model Powerboat Regatta: both of these are reported elsewhere in these pages. It is the first time that the former event has been held in the North, and the latter is the first event to be held on the rebuilt lake at Victoria Park. Local authorities who need proof as to the popularity of model powerboating as a spectacle should have seen the crowd at the Victoria Park Lake during the International Regatta. The L.C.C. should be gratified at this public appreciation of the improvements they have effected. This water is now as nearly perfect as possible, and the local club are very lucky. Their regattas should now be even more popular than ever, and we wish them the best of luck. 82 MARINE THE ROYAL MODELS SCOTTISH MUSEUM By ALEX. R. HUTCHIESON, B.Sc., M.I.Mech.E., Keeper, Technological Department. A NEW Hall of Shipping was opened in the Royal Scottish Museum on Wednesday, June 8, by Sir Maurice Denny & Brothers, Ltd., the well-known firm of Clyde shipbuilders. A gathering representative of various phases of Scottish shipbuilding, civic and educational life, assembled in the Technological Departrhent for the opening ceremony. In this magnificent new hall, which conveys an atmosphere of airiness and spaciousness, is arranged a collection of ship models, illustrative of ships and their development throughout the ages. Sir James Peck, C.B., F.R.S.E., Secretary of the Scottish Education Department, who presided, invited Sir Maurice Denny to “launch 112 ships” as he opened the hall by drawing aside the draperies covering the entrance. Sir James, in his introductory remarks, said that the Royal Scottish Museum was not a dull place; it was very ~ much alive, and very much aware of its duty to the public and to industry. It was also an educational establishment under the general direction of the Scottish Education Department, visited last year by 660,000 people, about 100,000 of whom were school children. They claimed, too, that the Museum was a national museum. Even though it was situated in Edinburgh, it drew from all Scotland and it served all Scotland. Sir Maurice Denny congratulated the Museum authorities on their decision to devote a hall to shipping and its sister industry of shipbuilding, which were, he said, two of their most important industries. |The contents of a museum, intelligently understood, were not simply a collection of dead and dusty records, nor, in the case of shipping, so many reproductions in miniature of vessels of bygone days. They were a three-dimensional history of man’s achievement. Sir Maurice spoke of the enormous advances in science and technology during the last 100 years, and contrasted with this the slower progress of earlier times. It took 4,000 years, he said, to devise a rudder and put it in its most useful place. The earliest Scottish ships, said Sir Maurice, were undoubtedly dugout canoes. Dugouts, however, were limited in beam by the size of the trees the natives could find from which to dig them out, and were therefore rather cranky craft and unsuited to the turbulent waters of Scotland. That led to the development of the coracle, which was still in use in Aberdeenshire in the 18th century, and could be found in use to-day on the West coast of Ireland. Sir Maurice traced the development of Scottish shipbuilding through the Viking ship, and the building of the “* Great Michael,” at Newhaven in 1511, and said it must always be a source of great pride to them that the first steamship, the ‘* Charlotte Dundas,” of 1788, was a Scottish-built ship. Most of the records of such early ships were to-day, unfortunately, non-existent. His own firm, however, built their first ship in 1845, and from that time onwards a complete record of their ships was available. It was interesting to recall that the designers of Samuel Pepys’ day had no means by which they could calculate whether a ship would be suitable when it was complete. To-day, the qualities of a ship—speed, carrying capacity, and so on—were the subject of strict guarantees between owner and builder. In the stress of modern competition there was no room for redundant features in a ship, but it was interesting to note that there were signs of a revival in public taste. The figurehead in a modified form was coming back, and the proportions of funnels, and so on, to upper works, were receiving more attention than they used to do. Their country had played, and was playing again, a most important part in the advancement of ship design and construction, and in that connection he need scarcely refer to the **Queen Mary” and her sister ship. It was, he said, most desirable that the men, women and children—especially the children—of Scotland should appreciate the achievements of the past, and be stirred by them to make a glorious future, and to that end the Hall of Shipping of the Royal Scottish Museum could make a notable contribution. The new hall conveys an atmosphere of airiness and spaciousness, partly due to the simplicity of the building itself, and partly to the very modern design of the show-cases MARINE MODELS THE NEW HALL OF SHIPPING, ROYAL SCOTTISH with which the hall is furnished. There are at present 16 large table-type cases on the floor of the hall, and these are in three sizes as regards length, otherwise their dimensions, with one exception, are uniform throughout. This gives great flexibility in the layout as the largest models can be accommodated in individual cases, while smaller models can be grouped in one case. The table cases, like the wall casing, are of polished mahogany with narrow bronze astrigals, the glass panelsin both cases being of the largest dimensions practicable considering the length of each section. Four alcoves, 8ft. wide, form breaks between the stretches of wall casing, and it is proposed to place seats in these to match the rest of the furniture. The show-cases, designed by H.M. Office of Works, are fitted with end doors, fastened by screws, and having H.M. Office of Works’ patent dustproof joints. The collection of models is arranged so that the visitor first meets the section devoted to primitive craft from various parts of the world. These illustrate the simplest forms of water transport and primitive methods of obtaining stability. These are followed by models representative of the craft of the ancient maritime peoples of China and Arabia. 83 MUSEUM, Early European and the Museum particularly fine Viking long-boat EDINBURGH types are well represented, is fortunate in. having two models illustrative of the of Northern Europe and the sumptuous Mediterranean galley of ancient Venice. The collection contains striking representatives of the early Tudor and Elizabethan periods, based on what evidence is available of these early times, while one or two smaller vessels of the Stuart period are also shown. A very handsome 18th century model to be seen in the hall is that of a Dutch East Indiaman, “ D’Bataviase Eeuw”’ (“ Batavian Century”), of 1719. The hull of this very fine model is contemporary, the rigging is a restoration carried out in recent years, a delicate job which was very kindly supervised by Mr. R. C. Anderson, of Southampton. A number of models of both sailing vessels and steam, warships and merchantmen, cover the 19th and early 20th centuries. Lack of accommodation in the past prevented the successful development of the collection along representative lines, but the present arrangement will allow of considerable expansion, and it is now hoped to add a number of the more important small types of vessels which are at present unrepresented. 84 MARINE SHIPS’ MODELS ANCHORS By A. P. ISARD, A.M.I.Mech.E. (Continued from page 56.) N previous articles mention has been made of the importance of scientific tank experiments carried out with the object of ascertaining the behaviour of different designs of anchors under various conditions. These experiments are invariably carried out by means of miniature scale model anchors, the results afterwards being verified against their full-size prototypes. Of the very latest designs the C.Q.R. anchor is credited with “full marks” over any other design yet produced, and may be accepted as the very latest of all anchors, incorporating the results of much extensive and accurate scientific research work. This anchor is of very special interest to readers of MARINE MODELS, since it is absolutely the outcome of long hours of work carried out with model anchors. The C.Q.R. anchor was invented by Professor G. I. Taylor, F.R.S., and is now used by all the *‘ Empire ” Flying Boats, by the Air Force, the Admiralty, and by large numbers of yachtsmen all over the world. Readers are indebted to the courtesy of The Security Patent Anchor Co., Ltd., of London, for the various particulars and also the photographs herewith reproduced. Professor Taylor, who is a_ well-known yachtsman, was originally approached by the Air Force authorities with a request to carry out experiments with a view. to finding a better and more suitable anchor for the requirements of flying boats than those already in general use. Fig. 23 is a picture of the results of this exhaustive research. “C0 TENT hs ANCHOR Fig. 23—THE C.Q.R. ANCHOR It will be at once noticed that the design is quite unlike any other design, and at first gives the impression of a sort of plough. This design is quite new and unique, resulting in very high efficiency, combined with a much lighter weight in comparison with anchors of well-known patterns. It is claimed that, weight for weight, the C.Q.R. anchor has a holding power of at the very least twice that of the best previous types of other anchors, and that the anchor nips rapidly, obtaining a stable hold on the ground at once, and, further, it does not matter which way the anchor falls, as, owing to the design, it will at once turn and commence to dig itself in as the pull increases. Fig. 24 clearly shows the anchor in operation. These anchors are made from steel throughout and galvanised; their construction is simple yet robust, and on reference to the photographs it will be observed that they consist of two parts only, ie., (1) the single complete fluke, and (2) the shank. To sum up, it is claimed that these anchors have eight chief advantages over any others, namely: (1) Holding power equal to at least twice that of any other existing anchor of the same weight, (2) complete stability when buried, (3) nips rapidly, irrespective of its position on the sea-bed, (4) easily broken-out and weighed, (5) freedom from fouling, (6) efficient in all types of ground, (7) being stockless is easily stowed, and (8) no delicate parts, and efficiency cannot be altered or impaired by wear or normal usage. The action of the anchor when being weighed is obvious. As the cable is shortened, the vessel is brought over the anchor, and when a certain angle is reached, the fluke part cants upwards and thus ploughs its way out of the holding-ground without any trouble, and by reason of its special shape automatically clears itself of foulness. The anchor therefore breaks out easily and comes aboard clean. No tripping line is required, and the ring shown in Fig. 23 is merely for the purpose of bringing it aboard by means of tackle in the absence of a hawse-pipe, or in the case of small craft with a boathook. In this connection a special hawse-pipe is required. This hawse-pipe is shaped to the form of the anchor as it would look lying MARINE upon its shank and upon its back, and would appear as a triangle, so that when the anchor is hauled right home into the hawse-pipe it is quite flush with the ship’s side. The anchor being hoisted by its cable, which is attached to a shackle at the top of the shank, will follow the hawse-pipe, and the anchor will naturally turn over as it is hauled home within the pipe. No matter how it comes up, it is bound to adjust itself without any further handling, thus saving time and trouble. It is interesting to note that the anchor holds best in the following types of ground: (1) shingle, (2) mud, (3) sand, in the order given. As a practical example of the C.Q.R. anchor’s extraordinary efficiency, the following account of an actual test carried out by the Port of London Authority in 1935 will be found very convincing. A steam tug of 185 tons gross whose size was 96ft. x 24ft. x 12ft., was supplied with a Zin. cable shackled to a C.Q.R. anchor of 85 MODELS 3 cwt. | qr. 15 lb., which was tried at a depth of 29ft. on a shingle bottom. The anchor nipped at once and maintained a steady pull of 5 tons. At 8-10 tons the cable parted. For the second test a stockless anchor of 4 cwt. | qr. 10 lb. was used. It failed to nip against the tide, but after going slow ahead to permit the anchor to sink well into the ground, it held for a short time with a pull of only 4 ton, and with the engines going slow astern, the pull rose to 24 tons, when the anchor was dragged for about half a mile with the tide. The third test was made with another stockless anchor of somewhat less weight, this being 2 cwt. 3 qr. 14 lb. This anchor held for a little time but dragged at 4-ton pull. Another test was then made with a big stockless anchor, as supplied to the tug. This anchor weighed 5 cwt. | qr. 9 lb., and was dropped in 36ft. of water. It is interesting to note that in this case it failed to nip for a short time after dropping, then gradually held up to a pull of 4-ton only, but when the pull was increased by means of the engines going dead-slow astern, it dragged at 12 cwt. pull. From these interesting experiments it will be seen that a C.Q.R. anchor of approximately 3 cwt. held up to a pull of 10 tons and did not drag, while a 5 cwt. stockless anchor failed to hold up to as much as a 3-ton pull. Various other tests were made with different anchors, and it was proved that even stockless anchors did not yield such good results as the old type stock anchor. (To be concluded.) TO CORRESPONDENTS N the course of a year we receive and ] reply to a vast number of letters. Our postage bill is a very considerable item in the running costs of this Magazine. It would greatly assist us if all correspondents requiring an answer would enclose a stamped addressed envelope. Long technical replies cannot, however, be sent unless queries are sent through our Technical Enquiry Bureau. ETHE ANCHOR, FIRMLY EMBEDDED AND IN-TRUE VERTICAL POSITION Fig. 24—THE C.Q.R. ANCHOR IN ACTION We are pleased to help beginners to the best of our ability, but must ask that the above rules be carried out. 86 MARINE MODELS (Continued from page 59.) [ic last month’s instalment of these articles, I started to describe a method of making square windows such as are found on the upper works of steam yachts, liners, etc. I detailed how the frames were made. The next item was the glazing, for which I used one of those thin sheet transparent materials of the celluloid nature. There are quite a number of brands and most of them are not inflammable, and have the advantage of not going yellowish with time. They can be obtained in various thicknesses. To cut the window glasses to shape, I took my bit of spare tube and filed up one end of it to form a sort of cutter rather after the style of a wad punch. I used this in the vyce to cut out the little squares of material, putting a piece of soft aluminium sheet behind the material like a single vyce clam, and using just as much pressure as requisite, but no more. Care must be taken not to scratch the window material, and to get clean-cut edges. Having been cut with a piece of the tube from which the frames were made the glasses were a good fit, and when pressed into position, stayed put, the remains of the burr occasioned by parting off assisting to hold them. To press the glasses into position I used a piece of wood just a little smaller than the glasses. If the glasses are a good fit they will just click into position. If too small, they will not stay put; and, if too big, they will buckle instead of going in properly. If necessary, the cutting tool will have to be adjusted. After the glass is in position, the window is laid flat on a piece of metal and the burnisher run round the frame on the outside and the inside to raise a little burr to ensure the glass staying in position. The inside is then filed to give a roughened surface for the adhesive which is being used to cement the window in position. If it is desired to extend the frame inside it is only a question of taking thicker slices off the end of the tube. If there is an additional rim round the window this can be made separately and sweated onto the frame. Although this method of making square frames was used for quite small windows, it could be used with a slight modification for windows as big as any modeller is likely to wish to make. Instead of making up a tube on the former, square section wire or small rectangular strip could be wound round the former. Care should be taken that the material is wound closely round the former. When sufficient turns have been taken, cut cleanly down the middle of one side of the turns, which will give you rings of the right size. The ends will require just a touch-up to remove the burr, and the rings can then be closed up and silver-soldered. The modeller will be governed by circumstances which of these methods is used. Round portholes are not very difficult to make. These can be made from a piece of brass tube, but it is quite possible the worker may not have a piece by him with a sufficiently thick wall. In that case it is quite easy to make suitable tube, drilling out the hole and turning down the outside. The procedure is as follows: First the flange is turned to shape. The next step is to make a small internal V-groove for the glass. I made up a little tool for this job out of a bit of hack-saw blade. This has just a little tooth for the groove and a stop to ensure the groove being the right position inside the port. After this, the spare bit at the back (I haven’t got a proper name for it, but it is the bit of extra tube that pushes MARINE ‘* DERIVE IIIl’’ (H. D. Heath, Victoria M.S.C.). into the hull to hold the port in position) is turned up and the port parted off. That’s the brass part; now for glazing. I use the same material as mentioned for the square windows, and to cut it a circular, hollow punch. If the worker has not got one the right size, he can soon turn one up. As the discs will remain in the punch, it should have a hole right through, so that the discs can be pushed out with a little piece of stick. In putting the glass into the port, the port is placed face downward and pushed into position with a piece of stick likewise. This material will compress, so should be a tightish fit in the shank of the port, and when it gets to the groove will give a little click into place. One little point is that when the groove is turned a little burr will be left. Care should be taken that this is not a big, coarse burr, but if just a slight burr, it can with advantage be left on the outside and will help to retain the glass in position. The burr caused by parting off should, however, be cleaned off inside and out. The completion of the work at Victoria Park was not as early as hoped, and, in consequence, the regatta scheduled for May 22 could not take place. I was down at the lake and found a good assembly of members, all present and correct. Many boats had been the subject of much winter work. On some it was merely the usual annual overhaul and refit, but others had received improvements, both above and below decks. In addition, there were quite a few new boats, some of them with decidedly interesting features, which I hope to describe at length in future issues. MODELS A NEW 87 15 c.c. CLASS HYDROPLANE Two of these were speedboats to the small class, one a flash steamer, and the other petrol driven. Although both are as yet in the tuning-up state, they are most interesting little jobs and present many novel features. I hope to give readers full descriptions later on, but in the meanwhile I am able to publish photographs and a brief description. The first of these is ‘ Derive III,’’ built by her owner, Mr. H. D. Heath, to his own designs throughout. Readers of MARINE MODELS will remember reading about Mr. Heath’s most successful miniature speedboat with a 6 c.c. engine which regularly ran at speeds of about 25 m.p.h. This tiny boat was a remarkably consistent performer in all weathers, and, as there was no class for her, was compelled to compete with boats having much bigger engines. Yet she was always to the fore in the 15 c.c. class, which speaks for itself as to the clever design of hull and plant. The new “ Derive” is up to the class limit, having a 15 c.c. engine, and, if she runs true to the form displayed by her baby sister, should prove a very formidable new-comer in this popular class, and we expect to see records raised considerably before the season is out. ‘Derive III’ resembles her predecessor in hull form, having wing skids like skis. The actual hull is 10in. wide at the nose, tapering to 4in. across the stern. There is a fairly deep step. The action of this boat when running is as follows: As the boat starts from rest and picks up speed, she starts to rise on the front plane, but, as the speed increases further, the front plane rises clear of the water and the boat runs on the wing skis. The tail, of course, remains on the water so that a sort of three-point suspension is obtained 88 MARINE with an enormously reduced wetted surface. The wing skis also make for great lateral stability. I was at a Movietone News a few weeks ago, and, amongst the items shown, was a shot of Captain Eyston’s new speedboat. From the description given (though, of course, I she was built exactly Mr. Heath exploited and the film, I judged may be incorrect) that on the principle which in his 6 c.c. boat, and which he has repeated this year in his new boat. As far as I can remember, the speed given for Captain Eyston’s hydroplane was 76 m.p.h. She certainly ran very steadily, and with an action reminiscent of “Derive II.” Mr. Heath’s plant is decidedly original. The engine is a 15 c.c. two-stroke with watercooled head. As will be seen from the photograph, it is installed flat in the boat, lying athwartships. The carburettor is of the floatless type with micrometer-type calibrations for the settings. Water circulation is provided by a pump driven through worm gearing off the mainshaft. Ignition is by Westbury-type single-spark coil with a 0.1 condenser. In order to get a long bearing for the mainshaft, there is an extension aft of the crankcase carrying ar extra large ball-bearing right against the flywheel. The distance between engine and flywheel can be seen in the photograph. The shaft between carries the worm gear driving the water circulating pump and contact breaker. This makes a very rigid unit, and avoids any chance of shaft ** wobble.” Although the upper works are not shown in the photograph, the boat has a well-shaped streamlined cover with glazed windows. This should lessen the head-resistance as well as considerably enhancing the appearance. The flash steamer is * Tich, Too,” built by Mr. Turpin. | trust Mr. Turpin will pardon ** TICH TOO.’’ MODELS me, but as he told me himself, I venture to mention that where he works some of his friends, finding out that he was interested in model steamers, bestowed on him the affectionate sobriquet of ‘* Steamboat Bill.” Well, now for:something about “ Tich, Too.” Mr. Turpin’s previous boat was a lightweight of 4 lb., considerably under the 7 lb. limit allowed to flash steamers competing in the same class as the 15 c.c. petrol boats. Somehow the original ** Tich ” never did herself full justice, and, in my opinion, did not perform as well as the excellent workmanship and design led one to expect. With a little more luck, and possibly a shade more tuning, she would have accomplished really high speeds. The new “ Tich, Too” is right up to the class limit, weighing an even 7 lb. Her engine is a twin with the cylinders set at 120°. It contains many novel features, which I hope to describe in detail later. It is a well-made and well-thought-out job. In my photograph the boat is on her cradle, which makes it a little difficult to see the hull outline, but she has a normal round-nosed hydroplane hull with a single step. As doubtless many of my readers will be making a start in the sport with new boats that they have built during the winter, a few . words to the novice on the tuning of flash steamers may not be amiss. The first point (and this applies with equal force to petrol-engined craft) is never to make several adjustments at the same time. If you do, you cannot possibly see what is the effect of each, and quite possibly one adjustment may be negativing the benefit of another. One of the greatest difficulties is ventilation for the lamps. One is prone to get either too much air or too little. It ts as- A NEW SMALL CLASS FLASH STEAMER, built by Mr. Turpin, Victoria M.S.C. MARINE sumed that the lamp is correct in itself and functions properly outside the boat. Once it is in the boat and she starts to move, things begin to happen, or not to happen might be a more correct way of putting it. Sometimes the flame is insufficiently shielded, and a gale of wind blowing through the boat blows the flame back on itself instead of heating the boiler coil, or the cold air blowing on the coil cools it off and prevents the proper generation of steam. On the other hand, if there is insufficient space inside the casing or insufficient air is getting in, the flame is muffled and has no chance to heat the coil properly. The latter is the more usual failing, but it is quite possible that in trying to cure this, the beginner will go to the other extreme. The difference between success and failure in this respect may possibly be effected by quite a small adjustment. A simple way of testing whether this blowlamp business is the trouble is to get the coil feaitg hot and a good head of steam before letting the boat go. If the speed falls away rapidly, you can begin to diagnose what is wrong. Assuming that the pumps are functioning properly, it is then obvious that insufficient heat is being applied, or taken from another angle, that too much water is being put into the boiler. The latter, however, should be apparent by the wet steam from the exhaust, or, at least can be regarded as evidence that the heat is insufficient for the quantity of water being put through the coil. If the blowlamp is functioning well, the water must be cut down. It now becomes simply a matter of careful watching and intelligent deduction, but, as I said before, don’t make half a dozen experiments at the same time. Try one thing first and make a moderate adjustment to start with. If you get improvement you can go further until you get as far as you can in that direction. In actual practice the utmost limit that can be got out of flash steam is reached when the steam is superheated to an extent that it burns the lubricating oil out of the engine. But, of course, this does not mean that the steam supply is attenuated, but that you have all the steam possible going through at the highest possible temperature. To attain these conditions it is necessary to have an engine sufficiently robust to stand up to the tremendous pressures and speeds that will be attained as this ultimate state is reached. If the engine runs by fits and starts, and MODELS 89 cannot maintain an even speed, obviously things are not as they should be, and the owner has to find out what is wrong. If a flash steam plant is functioning perfectly, it should be capable of running at an even speed—whether it be slow, half-speed or flatout, according to what the owner wishes— from the word “go” until the last drop of fuel is consumed. When this perfection of adjustment is attained, the boat will be giving of her best. Of course, many things affect speed besides engine tune. Hull and propeller both have their part in attaining that perfect combination which alone can make a record breaker. Really high-speed boats are kittle cattle. Just a little thing will upset that perfect cycle. The load put on the engine, the amount of water passed into the boiler, and the heat given out by the blowlamp are all in direct relation to each other. If any one is the slightest bit out the speed is bound to fall tremendously. The faster the boat the more critical does this balance of the various factors become. From time to time people have advocated complicated thermostats and other devices to obtain even running. Actually there is no need for any of these gadgets. If the amount of water admitted to the boiler is adjusted to suit the lamp, the whole cycle of events can be controlled by regulating the blowlamp, and everything else will follow automatically. Many people consider flash steam as being merely suitable for speedboats, but a properly designed and controlled flash steam plant could be used in quite slow-running models if desired. Of course, they would have to be running on clean, fresh water, but this applies to any flash steamer. I have been hoping great things of Mr. Cockman’s new “ Ifit.”” Her best clocked performance to date is 434 m.p.h. She is at present under repairs but we all hope her owner will get her running again before the Grand Regatta. The old “ Ifit’s ” hull would not stand up to the power her plant now develops, but with the present hull I think we can expect to see “‘Ifit’”” put up some very hot performances indeed. It will be nice to see flash steam again amongst the leaders. So far, Mr. Cockman has been dogged by sheer bad luck, but patient and careful work must tell in the long run. (To be continued.) 90 MARINE MODELS ENGINE TUNING FOR HYDROPLANES By KENNETH Boer we come to the subject-matter of this article, here is an item of news. This month we all congratulate Mr. J. B. Innocent on his recent wedding; may the future hold every happiness for him and his charming wife. Those who were present at the Wicksteed Park Regatta will recall the damage sustained by ‘‘ Faro’s” engine when she turned over and took water into the cylinder. The barrel parted below the top fin, and a subsequent examination on stripping revealed a bent conrod and gudgeon pin, and the piston bosses badly strained. This with the International only seven days ! away Fortunately, I had by me a partly finished cylinder, intended for another engine, which could be adapted at a pinch, so it was finished off and fitted, the con-rod was reset and a new gudgeon pin made and fitted, while the old piston had to do. The inside flywheel and crank-pin assembly was, apparently, unharmed, so everything was reassembled, and two new push-rods made to replace those lost. The engine ran on the Friday night, but there was no opportunity for a trial run, since “Faro”? was being brought to London on Saturday. A call on Mr. S. L. Innocent, who had charge of ‘ Betty ” while his brother was on honeymoon, found another pretty kettle of fish. “Betty” had shown signs of distress in the engine on the last run at Wicksteed, and a look inside on Saturday showed that her immersion at Bournville recently had bent the gudgeon pin, distorted the piston, and put the flywheels slightly out of line. The distorted piston had run very tight at Wicksteed when the switch-arm broke off, and she could not be stopped for about 16 laps or so, and the metal had wiped over the ring at one spot and sealed it in its groove. No spare was available, so it had to be dug and scraped and eased out carefully to avoid breakage. Then a hectic quest at 7 o’clock for some suitable steel for a new pin. An old car axleshaft made of good steel was forthcoming, and a piece was roughed down on a big lathe to which we gained access. The pin was next machined in the workshop to size, fresh endpads made and fitted, and the piston trimmed G. WILLIAMS up, while the holes in the bosses for the pin and the little end were also cleaned up. In the meantime, I was able to help by making and fitting a new switch-arm. All this carried on till well past midnight, and the next morning saw the reassembly of the engine, which was completed only an hour before the International was due to start. The results may be noted from the regatta report, which appears on another page. Engine tuning may be divided broadly into two kinds, namely, reconditioning or maintenance, and reconstruction or development. The former is pretty well a continuous process during the regatta season, for wear and tear on these highly stressed engines is fairly heavy, and a lot of time is necessary to keep them up to the top of their form. The latter ears has to wait until the year’s regattas are over and covers the making of various new component parts, which it is hoped will improve engine power and speed, based on the running season’s lessons. After every run, I find it is a good plan to check things over to see that nothing has broken or come adrift. If you do find a breakage, a study of its nature may give some clue to a senate cause, and if anything has come loose, see whether a recurrence may be prevented by using lock or spring washers, or by wiring or split-pinning, whichever method is best suited to the particular nut or screw involved. As an instance of this, I was using plain nuts for holding the cylinderbase flange down onto the crankcase—these slacked off, with the result that most of the cylinder spigot was wiped off and went down into the crankcase in bits. Fortunately, no major damage was done, but a complete wreck could have resulted. After this lesson, I used spring washers under the nuts, and have had no further trouble from the same cause. If you apply this method, you will gradually eliminate the weak spots in an engine. Most of the troubles with things coming loose are caused by bad balance, and nearly all our engines suffer to some extent because a single-cylinder engine cannot be perfectly balanced; further information on this matter will be given later. Next, check the tappet clearances while MARINE the engine is hot, and adjust if necessary. If your engine is a new one and has a built-up crankshaft, examine carefully after the first few runs to be sure that the assembly of the crank is staying put. A stitch in time here may save serious damage later. An examination of the sparking-plug will tell something about the mixture if the switch is cut while the engine is pulling on load. The points should be a rich brown colour, with a slight grey spot where the spark actually jumps, if the mixture is right. The signs of an overheated plug are a light greyish colour all over the electrodes, and a creamy or pinkish white on the insulator skirt if it is of the steatite type, as in the Champion or Bosch plugs. This appearance may indicate that you need a higher heat-rated plug, but first try a slightly richer fuel to air mixture. If you get the same speed with two different jet settings, use the richer one—the engine will run cooler on it. Too rich a mixture is indicated by a thick, black, velvety deposit of soot on the electrodes and insulator. The same appearance may indicate that a lower heat-rated plug is required, although, if this is the case, it is not unusual to find the deposit somewhat wet with oil. Do not confuse fuel-wetted points with oil. The type of carburettor using an air-shutter over the main air intake, will often soak a plug with fuel if the engine is stubborn in starting. You may be interested to hear of a really good “hard” plug that is now available. This is made in 12 mm. x 1.25 mm. pitch specially for our engines, and [ think it will stand all the heat we are likely to get without supercharging. It is made by E. R. Plugs, Ltd., of Pegamoid Works, Angel Road, N.18, and is type R.20. It is rather expensive, costing 10s. 6d., but if you have a hot-running engine and have difficulty in getting a plug to stand the heat, this will be a good investment. It is a genuine racing plug, and is not intended for woolly engines used in prototype or steering competition boats. Some indication, when the boat is running on too rich a mixture, is a dull, fluffy-sounding exhaust note instead of a sharpish crack, assuming a straight-through exhaust pipe is used. This may be accompanied by a certain amount of misfiring, and black smoke may show in the exhaust. Any adjustment indicated may be made for the next run. Check for compression, which should be present after a run as well as before. All this MODELS 91 can be done at the pond side, and when you get home attend to any faults you may have found. In the workshop, periodically examine any plain bearings which may need rebushing. These include valve rocker bearings, which are very highly loaded, and, having an oscillating motion, do not carry the oil all round so well as a rotating bearing. Remake any compression joints that show signs of blowing, and if you have a copper or aluminium gasket between the cylinder and head, I recommend you to discard it and grind the metal faces together with fine valve grinding paste, and finish off by lapping with metal polish—this produces a more reliable joint. The removal of the gasket will bring the cylinder head closer down to the barrel and will increase the compression ratio slightly, but be sure that there is still enough clearance between the piston and the head and the valves at top dead-centre. Occasionally examine the piston and rings: any high spots that show on the former as polished places should be rubbed down with a small india-stone, moistened with turpentine or paraffin. Don’t use a file, which tends to drag badly on light alloys. The piston sides in line with the gudgeon pin holes should be relieved, and if this has not already been done take off about .005in. radially from 1/16in. below the compression rings, down to the bottom of the skirt for 45° each way from the gudgeon pin hole on both sides of the piston. These surfaces carry no thrust load, and only increase friction if they are not relieved. The piston rings should be a nice fit in the grooves, but, if slackness has developed, it is possible to set up the piston in the lathe, skim out their width and fit over-thickness rings which are obtainable. Sloppy rings act as an oil pump and will cause a lot of trouble with fouled sparking-plugs. If the slackness is only slight, a great improvement in oil control may be made by chamfering the lower edge of the bottom ring groove about | /32in. at 45°, and drilling six or eight small holes through from the chamfer to the inside of the piston. The ring gap should not be more than .003in. when the ring is inserted square in the cylinder by pushing it in about 4in. with the skirt of the piston. Always replace each ring in its own groove, and keep the same face to the top. If the valves are not holding compression 92 MARINE remove them and check first for wear, in both the stem and the guide; any serious slackness will call for replacement of one or both. On the valve seats blackened or rough patches will indicate lack of contact and gas blowing past. If the valve seating and the guide are properlyin alignment, and no wear or distortion has occurred, then grinding in only is required. When the faults mentioned are present, better make new guides and recut the seats with a piloted cutter, after the new guides have been inserted. Most cases of bad valve stem and guide wear come from side pressure on the stem, through sliding instead of rolling contact with the rocker heel, and the remedy here is obvious. It pays to oil the stems and guides with a very small oil squirt before each run, and a thinnish oil is easiest to use and is more certain to get where it is required. Check the ignition contact-breaker points for burning, and clean them, if necessary, keeping the gap fully opened at about .020in. Keep the engine as clean as possible, for this makes any trouble much easier to spot, and, incidentally, creates a good impression among spectators. A good motto is “ Leave well alone,” and don’t strip the engine down just for the sake of doing so, if it is running satisfactorily. This remark applies particularly to cylinder head joints, and if the compression is being held, MODELS be satisfied. It is interesting to record here that ‘Faro’s” cylinder head was not separated from the barrel nor the valves removed during the whole of last season, when she appeared at eight regattas and ran in 12 events, in addition to a large number of testing runs in between. When the piston and rings were examined, the cylinder, complete with head, carburettor and exhaust pipe, were removed as one piece. Remember the gardener who kept on digging up the seeds he had planted to see how they were growing—his crop took no prizes. One don’t! Never race an engine flat out with no load on it—there is nothing more harmful and destructive; and it will take the edge off your tuning quicker than anything. This bad practice is the cause of nearly all bent valve stems, with the attendant compression loss. The tremendous revs. obtained make the tappets “ fling ’’ beyond the cam lift, and then the piston clouts the valve head. Every time the piston is withdrawn from the barrel look for signs of the valves having touched, and, if so, cut a little extra clearance in the crown if there is enough thickness of metal to do so safely. Next month I shall give some information on development tuning, and will indicate some directions in which to work; some particulars of balancing will be included. THE M.P.B.A. REGATTA AT WICKSTEED Group of Competitors with their boats June See 19, report 1938 elsewhere in this issue of MARINE MODELS Photo. by J. Vines. MARINE MODELS 93 THE TWO BRIGS: “HOPE” AND “MARY” By G. W. Munro (Concluded from page 68.) N this, the final instalment, | am giving a sail plan suitable for either of the abovementioned brigs. I have taken the profile of the “ Hope” merely to build up this sail plan, and it will be understood that with the factors given below it is a simple matter to alter the dimensions of the spars to suit the “ Mary ” or any other brig of the first half of the 19th century so far as merchant vessels are concerned. See pages 93-94. It will have been noticed that, though the vessels are of similar dimensions, the masts are differently placed in these two in particular. Moreover, I might mention that having worked out the various lengths of the masts and spars for the “ Hope” according to the original designer I compared them afterwards with a brig mentioned in “ Masting and Rigging,” by Robert Kipping, and found that the figures were very close indeed. These brigs were in service before 1830, and Kipping did not write his useful little books until many years later. Some years ago the present writer did a series of articles titled “The Rigging of Brigs.” If the reader has not got these old numbers of the Model Yachtsman handy, he can still get the fine details of rigging from the little book mentioned above. The only point to remember is that Kipping wrote his book just after chain was beginning to be used for rigging purposes, especially on the eo collier brigs. On the accompanying sail plan I have shown the lengths of the yards, etc., according to the usual practice for a foreign-going vessel. If the reader prefers to treat it as a collier, these figures will be found as well. It may happen that the reader wishes to represent the “ Mary” as a foreign-going vessel, and the ‘** Hope ’’.as a collier, as | believe they were, but this is an easy task with the factors I am now about to give. The length of the mainmast may be found by one of a number of methods. To one- third the length of the load waterline, add three times the vessel’s main breadth, and multiply by .59, which will give the length of the mast in feet. Or it may be found as follows: To one-third the L.W.L. add three times the main breadth and once the depth of the hold, and half this sum will give the length of the mainmast. This latter method is considered the more correct. The masts of colliers are the same length as in the foreign trade. The diameter of the mainmast is taken as lin. for every 34ft. in the given length. The diameter is measured at the partners where it is greatest. The foremast is generally about 14-15ths the length of the mainmast. The top masts are 5-9ths the length of the lower masts. The length of the topgallant masts is 5-9ths that of the top mast. The royal masts are 4-7ths the length of the topgallant masts, and the length of the pole from the rigging to the truck is 3-5ths the length from the rigging to the heel of the topgallant mast. The diameters and lengths of the heads of all these masts are in the same proportion as those for three-masted vessels: that is, for the length of the head, take Sin. for every 3ft. of the given full length; or 1-7th of the length of the mast—l4in. longer on a length of 56ft. For the length of the yards: find 3-8ths the length of the L.W.L. as mentioned before, to which add the vessel’s breadth in feet and inches. The masts in brigs usually stand a little further apart than those in ships, in’ order that they may carry the same spread of sail of the same tonnage. Again, it must be remembered that merchant brigs have much less beam than brigs-of-war, and therefore the yards will appear somewhat shorter than one might expect by merely looking at the profile or sheer plan of the vessels. At most, the length of the main-yard should not exceed the product of the main length and breadth multiplied by .39. A brig may be rigged so square that the length of the main- and the fore-yards added together is equal to the L.W.L. It was at about the period of these vessels that it became common practice to make the fore-yard the same length as the main, but in some cases they were reduced by 1-18th. In the coal and coasting trade the yards were generally shorter, and of rather a stouter proportion, being as thick in the middle or slings, as yards of the common length for brigs employed in the foreign trade. In finding the length of the main-yard for these a i i De 94 MARINE vessels, it will be necessary to use the same general dimension of the vessel, ie., the length of the L.W.L. and the breadth. Multiply the sum of the L.W.L. and breadth by .34 for the given length of the main- and the fore-yard. The topsail yards should be 7-9ths of the lower yards. The topgallant yard should be 3 of the topsail yard. The royal yard should be 2-3rds of the topgallant yard. In the coal trade the length of the topsail yard should be 4-5ths of the lower yard. The topgallant 3 of the topsail yard, or when the topgallant is to be of light dimension, 7-10ths of the topsail yard may be taken as a good length. In the present plan I have shown the ‘ “Hope” as fitted with royal yards, but this is to be taken as doubtful. In the same way, I have shown the gaff and main-boom of normal proportion, but in the coal trade their main-booms were seldom longer than to come square with the taffrail, and partly on MODELS this account their mainmast is placed a little further aft than those of other vessels. The diameters of the yards in the foreign trade should be lin. for every 4ft. of the given length. In the coal trade the diameters were lin. for every 34ft. of length. The length of the bowsprit without the knightheads should be equal to 1-3rd the length of the L.W.L. plus vessel’s beam divided by two. The diameter of the bowsprit is equal to that of the mainmast at the partners. The cleats left on for the heart of the forestay are 4-7ths of the length from the knightheads. The length of the jibboom is | 1-6th the length of the bowsprit given above, and its diameter is lin. to every 3ft. of length. Although the sail plan given is drawn to scale, it is not intended that the proportions shown length, guide. nearest should be measured for any given but rather should they be taken as a The lengths shown were taken to the round figures. THE END “ CAPTAIN, ART THA’ LISTENING THERE BELOW? ” From an Onginal Drawing by H. W. HARTNELL a i) Z tam\ { dl CCW. Fe st ¥ — ; 3 “1936 BEING THE 25074 ANNIVERSARY OF THE DEFEAT OF THE SFANISH ARMADA, A COSTUME MEETING \WAS ARRANGED BY THE TRANSOM FARVA M.Y.C. FOR HISTORICAL MODELS ONLY Local News [rem MARINE THE M.Y.A. MODELS 95 NATIONAL 10-RATER CHAMPIONSHIP On Friday, June 3, the competitors began to arrive, and within a short time several boats were out practising in very rough water, with No. 3 suits on, and with the wind blowing between 25 and 30 m.p.h.; this continued all Saturday morning. At 3 p.m. all entrants had arrived, and the Mayor of Fleetwood, Alderman Sawyer, started the first pair. Wind was now South-South-East, 21 m.p.h., and the lighter boats were down to their smallest suits, whilst the heavy boats had to be content with second suits. Eight heats were got through. On Sunday morning, to ensure all results being got through, a start was made at 9 a.m., and sailing continued to 8.30 p.m. The wind actually blew from South-South-East to West-South-West, and no day in my experience was more exasperating for skippers and officials alike, for at times, owing to the block of private hotels at the West end of the lake, the wind appeared to be blowing from three directions at the same time. Officially, the wind was supposed to be blowing 10 m.p.h., but at one period there was hardly a breath. However, we managed to get all clear to the fifteenth heat, and on checking the scores it was found that there were only nine points between the first and the thirteenth boat. This indicates the keenness the skippers evinced throughout the two. days’ racing. On Monday, the wind had backed again to SouthSouth-East, blowing at 27 m.p.h., and this increased to gale force (42 m.p.h.) at 2.45 p.m. ton, Stanley a 73; 4th, ‘‘Duga’’ (D. G. Spriggs, Salford Park) 7 At midday, Monday, the competitors, officials and friends, approximately 100 in all, had lunch in the club-house. I desire to record my appreciation of the assistance rendered by Mr. Wade and the members of the Fleetwood Club, not only for the help given at the lake-side, but also for the admirable arrangements made for refreshments. The lady members of the club kept a buffet running the whole time, and the luncheon arrangements were equal to those one would meet with in a good hotel. In the absence of the Mayor (Ald. Sawyer), Coun. Leach presented the prizes. Again, may I thank personally Mr. Davey, of Birmingham, and Capt. Ingham, of Fleetwood, for their hearty support given to me during this regatta. G. Hancock, O0.0.D. (See also page 98.) ** VENTURE ’’—WINNER NATIONAL Left to Right—V. F. Wade (Commodore, Fleetwood M.Y. 10-RATER CHAMPIONSHIP & P.B.C.), E. G. Wade, and G. Hancock, 0.0.D. Photo. reproduced by Again the heavier boats showed their superiority, but even so, they did not have everything their own way. Sailing finished at 4.15 p.m., and we then cleared up resails, finally finishing about 5.45 p.m. We then checked scores, and the results were as follows :— Championship—lIst prize, Geoffrey Wade with ‘*Venture,”’ 77 points; 2nd, *‘ Atalanta “’ (F. C. Hirst, Bradford) 76; 3rd, ‘* Blackbird *’ (J. Pember- courtesy of the Blackpool Gazette & Herald. MARINE MODELS SAIL AND RIGGING PLAN Lf FOR BRIG “HOPE” A U ai) \\ ~ N 4 Ht pil ” ! ! ! > S Drawn by G. W. Munro [ol f ~s – } es — Se > —— rary ——— ————— — SSS SS 7 SSS —=— Se we \ \ ” \ Sc QV es ec ems a i a a es Ys se Ss Om ~~. ~ 98 MARINE MODELS PONDSIDE REPAIRS AT THE NATIONAL 10-R. CHAMPIONSHIP Mrs. T. H. Robertson supervises a minor adjustment to Photo: ‘*‘ Cordon D. A. Bleu ”’ Macdonald. THE M.Y.A. NORTHERN DISTRICTS 10-RATER NATIONAL REGATTA This year this event took place on the waters of the Birkenhead Model Yacht and Power Club at Gautby Road, on Saturday, June 18. It was intended to start the race at 2.30 p.m., but owing to lack of wind the start was held back. As no wind had sprung up by 3.30 we all adjourned to the boat-house, which was gaily decorated with flags, and were given refreshments by Mrs. Carpenter and her many helpers, which were greatly enjoyed by skippers, mates and spectators. On returning to the lake we found a nice full-sail breeze blowing from the South-South-East, which gave a beat and a run, so the O.0.D., Mr. W. M. Carpenter, called the 11 skippers and mates together and decided to make a start, boat against boat, and, as the breeze strengthened, we managed to complete the race and resails by 8.45, a bit late for our Bradford, Huddersfield and Nottingham friends to get home, but * Sailors don’t care,’’ and after a most enjoyable race with some very fine sailing, the results were as follows :— “ Regina ’* (J. Smith, Stanley Park, Liverpool) 41 points, ‘‘Faro’’ (J. Edwards, Birkenhead) 35, ** Auderny ’’ (A. R. Andrew, Birkenhead) 31, ‘* Suprema ’’ (E. Blackshaw, Birkenhead) 28, ** Chance ”’ (J. Davies, Stanley Park) 27, ‘‘Atalanta’’ (F. Hirst, Bradford) 25, ** L.N.’’ (J. Pemberton, Stanley Park) 23, ‘‘ Maggie ’’ (J. Lapsley, Notting- ham) 214, ‘* Celestion ’’ (J. Roberts, South Manchester) 204, ‘‘ Raven ’’ (G. Kitchen, Bradford) 16, ‘* Bonito ’’ (L. Mitchell, Huddersfield) 7. At the conclusion, the O.0.D. thanked the Starters, Scorers and Judges for their assistance in making the race a success, and asked Mrs. Mount- ford to present the prizes, after which Mr. Hirst proposed a hearty vote of thanks to the ladies for their attention to the inner man. A. R. ANDREW. CORRESPONDENCE 10-RATER NATIONAL CHAMPIONSHIP, FLEETWOOD, 1938 Sir,—Other articles in this month’s MARINE MODELS will deal with the National Championship, and I will not risk repetition by describing Fae event, but, while it is still fresh in our minds, I wish to express my thanks to all those who assisted in making this year’s championship such a success. The Committee, composed of Mr. T. H. Robertson and Mr. D. A. Macdonald, assisted me in every possible way, and our co-opted member, Mr. V. F. Wade, of Fleetwood, to whom fell the task of making arrangements for officers and catering, proved to be a veritable tower of strength. The O.0.D., Mr. G. Hancock, tackled a very difficult job in such an efficient way that 24 yachts were sailed under full tournament system, and the race completed in little over 24 racing hours. On a water the size of the Fleetwood Lake, and with so large a fleet, this was undoubtedly a great achievement. Added to this, Mr. Hancock’s decisions were made so rapidly, and so rigidly were they kept, that a large number of us have learned how an O.O.D. should act. With Mr. Hancock we must thank his corps of assistants, whose energy was boundless. The competitors, whose keen sailing and cheerful company made the event so pleasant. Lastly, but not least by far, those folk who assisted financially in making the event a success. To all these people are due the thanks of everyone who has the well-being of model yachting at heart, for it is such events as the 10-rater Championship proved to be this Whitsun, that add lustre to our sport. JOHN H. YorsTon, Hon. Sec., Nat. 10-R. Championship Committee. MARINE 99 MODELS ~~ ( ( ( = 4, Nae a ee ee ‘ 4 2 A [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the pomnt.—EDITOR, MARINE MODELS.] BLACKHEATH M.Y.C. I believe this is the first occasion the above club has tried to creep into print in MARINE MODELS. We feel that, having been instrumental in wearing away some of the grass near the Long Pond, Clapham, and planting our little club on the map, a few words will allow other clubs to go to bed isan the fear of that growing bogey—Clapham oe The fixture between these two clubs of 36in. Restricted class took place on Sunday, June 19, ending in a victory for Blackheath by one point. The leading scores were: ‘* Wolf’ (Mr. Norris, B.Y.C.) 21 points, ** Ibex ’’ (Mr. Rooke, C.Y.C.) 20, ** Kingfisher ’’ (Mr. Ballam, B.Y.C.) 19, ** Violet ”’ (Mr. D. Earl, B.Y.C.) 19. Total scores, six boats a-side: Blackheath 904, Clapham 894. We must record the very sportsmanlike way in which Mr. Bryant, of Clapham (with the lowest score on their side, 8) took his defeats—his losers being by inches only. There was an excellent second suit breeze, SouthWest by West, which, for the Long Pond, is about the best quarter. Unfortunately, owing to the South London trams being so well sprung, our best boat had its rudder broken as the tram swung round a bend, thus losing and suffered accordingly. Scores: Ist, ‘* Mavis ”’ (A. Brown) 16; 2nd, ‘* Margaret ‘’ (S. Hopper, Bury) 14; 3rd, ‘* Red Rose ’’ (H. Short) 12; 4th, ‘‘Melinki’’ (K. V. Chadwick, donor of the Cup) and ‘‘Neptune”’ (E. A. Farrar) 10; 6th, ** Valiant ’’ (J. Edmonds) 0. 0.0.D., J. P. Clapham, assisted by H. Chadwick and J. Ruecraft. Vernon Dawson 6-m. Cup, June Il. Scores: Ist, ‘*Pennine,’’ after resail with ‘*‘ Red Admiral ”’ (Geo. Snow) 15; 3rd, ** Bluebird ** (G. Kitchen) 12; 4th, ‘‘ Challenge ‘’ (E. North) 6, and ‘‘ Greta ’’ (J. P. Clapham), 2. O.0.D., E. Roberts, assisted by Mrs. W. Roberts and W. Roberts. The Inter-Club Race with Manchester on May 29 resulted in a win by Manchester with 94 points Individual scores: Manchester— against our 86. ‘* Silver Spray ’’ (F. G. Marsahll) 13, ‘* Lassie ’” (F. Foulds) 23, ** Fantasy ’’ (D. Hellewell) 18, ** Iris °’ (W. Jones) 13, ‘‘ Scamew”’ (F. Parr) 19, and ** Celestion ’’ (J. Roberts) 8. Total, 94. Home Team—* Rosebud “’ (H. Short) 20, ** Atalanta “’ (F. C. Hirst) 17, ‘‘ Bonito ’’ (L. J. Mitchell) 14, ‘‘ Winsome ’’ (A. Brown) 14, ‘‘ Waveney ”’ (J. P. Clapham) 11, and ‘* Surprise ‘’ (H. Chadwick) Total, 86 points. O.O.D., Mr. F. Gill, assisted 10. by E. Roberts and J. Altoft. J. P. CLAPHAM. us a few more points. The two clubs sat down to an excellent tea after the event, which was a very convivial affair throughout. Mr. Macdonald, at the close, then presented the prizes. We have a return fixture with Clapham on October 30, on our own little puddle at Blackheath, and we are hoping the weather will be fine and warm, so that the residents in the houses which run along the South side of the water will keep their windows open back and front, to allow the breeze to do the boats justice. F. J. BALLAM, Racing Sec. BRADFORD M.Y.C. Mirfield Cup, 10-rater, May 21. Scores: Ist, ** Bonito “’ (L. J. Mitchell) 25; 2nd, *‘ Lady Grey ”’ (W. B. Waddington) and ‘* Renée *’ (Edie Turner) 20; 4th, ** Atalanta “’ (F. C. Hirst) 17; 5th, ‘‘Raven’’ (G. Kitchen) and ** Winsome ’’ (A. Brown) 10; 7th, ** Waveney ”’ (J. P. Clapham) 3. O.0.D., E. North, assisted by Mrs. Snow and E. Roberts. Victor Cup, 36in. Restricted class, Open race, June 5. This race, unfortunately, clashed with the big 10-rater event at Fleetwood—at least seven boats expected being absent. We were glad, however, to see several Bury and other Lancashire friends. including Mr. T. Trueman, who promised to say something to his absent pals for their failure to materialise at Larkfield. However, a very close race was run, though J. Edmonds, with his new ** Valiant,’” had not had time to tune up his boat, BOURNVILLE M.Y. & P.B.C. 10-rater Test Race. This fixture was arranged for May 14, in preparation for the National ChamInteresting boards were sailed, and it pionship. was necessary to have a deciding windward board for first place. Scores: ‘‘ Recovery ’’ (F. J. Broscombe) 11 points, ‘*Caradoc’’ (C. Taylor) 8, ‘*Moonbeam *’ (E. Mason) 6. Team Race—Sailing Section versus Powerboat Section—6-m. models. Ten boats competed on May 21, and in the opening heats the issue was in doubt, then the regular skippers asserted their superior seamanship, with the following results :— Sailing Section—** Stella ’’ (I. Sheldon) 6 points, ‘* Helen ’’ (Dr. Thompson) 16, ‘* Athol ’’ (H. Cole) 21, ‘* Una ”’ (H. Ray) 12, ‘* Mist ’”’ (D. Turner) 19. Total 74. Powerboat Section—** Pop-eye ’’ (B. Cottrill) 13 points, ** Ethel ’’ (E. Wakeman) 13, ‘* Lady Jane ’’ (C. Butson) 8, *‘ Elvira ’’ (M. Picknell) 12, ‘* Dixie ’’ (L. Wakeman) 5. Total 51. Florence Ratcliffe Junior Trophy, 36in. Restricted class) On May 28 six yachts were trimmed and made ready an hour before the starting time of the first race, by enthusiastic young skippers and mates. Highly creditable performances were displayed by all competitors, greater success going to those with a little more experience. The winner of the Trophy, L. Wakeman, maintained a consistent standard of yachtsmanship, and received, with applause, the Cup which was pre- i Re ee 100 MARINE sented by Mr. F. J. Broscombe on behalf of Dr. and Mrs. J. Ratcliffe. It had been necessary to decide second and third winners by an extra race to windward, this close- ness of sailing being a feature of the contest and proof of the keenness of the junior sailors. Scores: Ist, ‘* Elf ’’ (L. Wakeman) 19 points; 2nd, ** Firefay ’’ (A. Harlow) 18; 3rd, *‘ Ariel ’’ (J. Lewis) 18; ** Alpha me le Rays 10; ‘* Bisto *’ (F. Cottrill) 5; “ * Brota ’’ (E. Ra Whitsuntide ete: The opening event, on Saturday, June 4, was the 6-m. contest for the Harry Hackett Championship Cup. Sailing conditions were excellent, and provided most enjoyable sport for the 11 entrants. Dr. Thompson, sailing ** Helen,’’ gave a really remarkable display, and was warmly congratulated on winning the Cup. Leading scores: Ist, *‘ Helen ’’ (Dr. Thompson) 30 points; 2nd, ** Una ”’ (H. Ray) 28; 3rd, **Dainty”’ (E. Wakeman) 26; 4th, ‘* Elvira ’’ (A. Harlow, Jnr.) and *‘ Pop-eye ”’ (B. Cottrill) 24. O.0.D., C. Butson; Scorer, F. Kettle. 36in. Restricted and Unrestricted Yachts—A. J. Turner Rose-bowl. A large entry marked this contest, on June 11, as the popular annual event that it is. Wind was variable in strength and tricky. It was necessary to sail an extra board to decide second and third places. Leading scores: — Ist, ‘* Dragon’’ (H. Cole) 35 points; 2nd, ‘* Sagitta ”’ (E. B. Savage) 34; 3rd, ‘* Argo ’’ (C. Rastall) 34; ‘* Ariel ’’ (J. Lewis) and ‘‘ Brota’’ (H. Ray) 27; ‘* Elf’’ (L. Wakeman) 25, ‘* Mab I”’ (D. Turner) 24., O.0.D., C. Butson; Scorer, D. Jenkins. _ Umpires, B. Cottrill and E. Mason. Glasgow Exhibition. All those connected with the club were very pleased to know that at the request of the Secretary of the Scottish Model Yacht Association, Mr. will be on show. Davey’s A-class boat ‘* Dawn ”’ It will be recalled that ** Dawn ”’ represented Great Britain in Chicago in 1933 at the World’s Fair. == CLAPHAM M.Y.C. Our first duty this month must be to acknowledge all the greetings, good wishes, quips, wisecracks and what-all bestowed on the Clapham M.Y.C. by various contributors to Juneissue. First, friendly greetings to our fellow-Caledonian of the Scottish Page; we hope his inspiration runs each month to lines as numerous as those of our beloved Junction. Second, from the club bard, to Dr. Houk, whose assurance that the ‘* Queen Mary ’’ would make a satisfactory A-class leaves us, we fear, still somewhat uneasy as to the future. Thirdly, to Forest Gate, who, stalwart champions of the teapot as they are, can yet praise our humble efforts at Clapham. Too bad that inter-club rivalry in tea-drinking has led to water shortage at Forest Gate, and the consequent cancellation of three regattas. At Clapham, we still use our pond for sailing, and have held the following events since our last report was submitted to our patient Editor. First, the club championship for 10-raters, the second round of which also occupied two Sundays, to wit, May 15 and 22. Wind on the first day was from the South-South-East, a moderate “* first-suiter.’’ Under these conditions both ‘‘ Sieglinde ’’ (D. A. Macdonald) and ‘* Molly ’’ (N. D. Hatfield) performed well, and ‘‘ Onaway “’ (C. H. Chandler) re- MODELS gained some ground. The following Sunday gave us a very light wind from the North-East—a very difficult wind for the Long Pond, and, as was expected, the lighter boats began to pick up a number of points. Notably ‘‘ Regina’’ (D. Knight) and “* Corsair ’’ (A. J. Keam-George), the latter being able to defeat the leading boat,*‘ Sieglinde,’’ quite easily both ways, as she did under similar condi- tions in the previous round. ‘ Cordon Bleu “’ (T. H. Robertson) was somewhat “ off colour ’’ during this round, and lost much ground: she evidently requires some tuning-up under her new sail plan. Several boats had difficulty in pointing to windward in the light air at the north end of the lake, and both ‘* Dainty Lady “’ and “** Sieglinde “’ gained several points through their opponents’ wanderings. The result at the end of the second round showed ‘‘Sieglinde’’ to have increased her lead to 11 points with a score of 104; ‘* Molly ’’ to have risen to second place with 93, and ** Cordon Bleu “’ now lying third with 89. With such close scoring, interest in the next round (to be held in October) is expected to run high. On May 29, the 36in. Restricted section entertained the Guildford M.Y.C., who brought along a fine team of eight boats to compete with eight from the home club’s fleet. An excellent wind, necessitating second suits, made a fine race of it, and the visiting team were easily able to assert their superiority, and won the day by 226 points to 94. After the event, the competitors and officials enjoyed tea at the Polygon Café, and our genial O.0.D., Mr. G. Harris, gave us one of his -characteristically humorous speeches, which at once won the favour of all present. The whole affair was extremely enjoyable, and the return match at Guildford in September is an event to which we look forward with much interest. At a General Meeting on May 31, which was well attended by members and friends, a presentation of a silver cigarette-case was made to Mr. C. V. Hooper, who served the club as Secretary from 1933-37, and worked hard in the interests of members during his term of office. At the same meeting, four new 10-rater members were elected, and one honorary member, thus bringing the 10-rater section up to 40; we understand that several new members of the 36in. Restricted section are shortly to be enrolled, so making the total membership of the club something over 60. The steady increase in strength is most gratifying, a feature being the keenness of members to take part in inter-club events, as witness the fact that for a regatta at Hove next September (for which two boats are to be sent) the Secretary has received already six applications from members who want to enter for it. Our only regret is that similar enthusiasm in other clubs does not bring us support for our own inter-club events. For example, for the Wyvenhoe Bowl, which is one of the best-known trophies in model yachting, and which was raced for on June 12, only five entries from outside the club were received. So poor an entry for an event of this nature is very discouraging, and leads one to wonder whether the sport is not actually losing popularity in London and Southern England. (That is, of course, excepting the Clapham Common.) high-pressure area around The event was carried through, however, under Mr. T. H. Robertson as O.0.D., and resulted in a win for Mr. A. Luker, of the South-Western Club, MARINE with Mr. J. Yorston (Forest Gate) second, and Mr. F. H. Fitzjohn (Clapham) third. It is to be hoped that a larger entry will be forthcoming for the Sir John Leigh Cup, on October 3. What about it, South Coast clubs? M. A. C. EASTBOURNE A-CLASS CUP—JUNE 4 & 6 The race for this Cup was held on this date. There were originally 10 entries, but only seven faced the starter. Three rounds were sailed—one on the Saturday, and the other two on the Monday. The round sailed on Saturday started as a reach both ways, but by Monday the wind had shifted and a beat and run were possible. The winner was *‘ Nestling *’ (H. Payne, Eastbourne M.Y.C.) 63 points. Mr. Payne has had many attempts at winning the Cup, and last year was well in the running when, unfortunately, he dropped his boat and damaged the keel, and, although Mr. Payne made heroic and hasty repairs, they were too late. This time Mr. Payne has won. Congratulations! The second prize went to Col. Sparrow’s ‘* White Heather ’’ (Eastbourne M.Y.C.) with 49 points. ‘* White Heather ’’ was sailed by M. Greenslade. The 3rd prize was secured by ‘* Patience’’ (Major Lee, Eastbourne M.Y.C.) with scores were: (W. Filley) 46 points. Other ‘Osprey’ ” (C. Whitmore) 43, ‘‘Laveer’’ 43, ** Nancy”’ (Y. Veness) 28, and ** Tolanthe ”’ (A, Bouitsce) 20. It is to be regretted that this year there were no competitors from other clubs. W. J. E. PIKE, O.0.D. FLEETWOOD M.Y. & P.B.C. The outstanding event of the month was, of course, the National 10-rater Regatta, on June 4, 5 and 6. As a full report of that event is being made elsewhere by the O.0.D. (Mr. Geo. Hancock), I will not refer to it except to say that the club hope that the competitors enjoyed their visit to Fleetwood, and that they found the club’s arrangements satisfactory. On the day following the close of the National 10-rater event, the Fleetwood Club opened their Whit-week regatta which there were ally chosen so that 10-rater could, by with an open 10-rater race, for 17 entries. The day was specivisitors entering for the National staying one extra day, be sure of another good day’s sport. A number did stay on, and an entry of 17 was rather more than was expected. An excellent South-West wind of about 25 m.p.h. was blowing at the time of starting, and it was disappointing that a Surbiton Club entry was scratched on the grounds that such a wind was likely to lead to damaged boats. The scratching of that entry would have caused a ‘‘ bye’’ had not Mr. E. C. Taylor, sailing from Llandudno Club, very kindly entered a second boat he had brought with him to try out. It was noticeable that those competitors who had been sailing in the national event were somewhat tired after their three strenuous days, and none of those competitors was placed in the club event. The Mayor’s Cup for this race was lifted by J. Alexander with‘* Heather Dew,’’ and A. Smith’s ** Regina ’’ and E. C. Taylor’s ‘‘ Moonbeam ”’ were second and third. Conditions for the Mayor’s Cup for 36in. Restricted boats were easier, and the Cup went to MODELS 101 J. Edwards, with A. Wright and J. H. Catterall a close second and third. The sailing section of the week closed with a two-day A-class race, which attracted 12 entries. A very popular win was secured by J. Bailey, with his new boat, ‘* Embassy II.’’ Mr. Bailey has, perhaps, turned out as many boats as anyone in the club, but he has not been very fortunate with his previous efforts. ‘*‘ Embassy II’ sailed consistently well throughout the two days, and her running before a heavy wind was a positive joy to behold. Given a fair breeze, she is a boat that will be sure to put up a good show at Gosport in July. Congratulations are also due to Mrs. Bailey, who so ably mated her husband throughout the race. Arnold’s ** Water Wagtail ’’ was, unfortunately, damaged early in the race, and had to be withdrawn, but Mr. Arnold pluckily carried on with a boat lent to him by Mr. R. G. Pearson. J. H. Catterall, with ** White “Heather VII,’’ was second, and J. Alex- ander, with‘* Heather Glen,’’ third. The week finished with a powerboat regatta on the Sunday. This last event attracted several hundred spectators, and from the public point of view there is no doubt that the powerboat competitions are the most popular. Mr. G. Wilson, of the Fleetwood Club, was O.O.D. During the whole week the Ladies’ Committee were in attendance and carried on a running buffet from early morning to late each day. On WhitMonday, 64 competitors and officials were supplied with a full-course lunch, at one sitting, in the club premises. Visitors from other clubs did yeoman service, especially Mr. Hancock, who acted as O0.0.D. for the National and Club 10-rater events; Mr. Gale, of Manchester, who was O.O.D. for the 36in. Restricted event; Mr. W. H. Davey, who was O.0.D. for the A-class, and an official all the week, and the visitors who took spells of Umpire duty. On Sunday, June 19, a team of six Fleetwood A-class boats visited the Windermere Club for a race on Windermere Lake. A stiffish breeze was blowing, making heavy work for the skiff handlers. The course was over four miles, and, although Mr. Albert Wright, of the Fleetwood Club, put up the fastest time with ‘* Vanity,’ the total scores were: Windermere 25 points, Fleetwood 13. The Fleet- wood Club always look forward to the visit to Windermere, and a return match at Fleetwood has been fixed for July 3. GUILDFORD M.Y. V.F. W. & P.B.C. For the second of their inter-club events of the season, Guildford M.Y.C. journeyed by motor coach to the Long Pond, Clapham, with a team of eight boats, to sail against the Clapham M.Y.C. in the 36in. Restricted class, on May 29. The weather was fine when sailing was started, with a strong wind blowing straight down the pond. The Guildford boats obtained a substantial lead in the first heat, and, subsequently, improved their position. All of the craft behaved splendidly in the rough water. The Clapham Club provided three prizes for the highest scores of the day, and these were all awarded to the visitors. Final scores were: Guildford 226 points, and Clapham 94. The first three highest scorers for Guildford were: Mr. Sparrow’s ‘‘Pesheto’’ 34; Mr. Belcher’s ‘*Pharyne ’’ 34; Mr. Shackleton’s *‘ Zara ’’ 33. 102 MARINE The powerboat section of the Guildford M.Y.C. took part in a regatta‘at Malden, held by the Malden M.P.B.C. Mr. A. Todd gained honour for Guildford by securing third place in the steering competition with his steam yacht** Braemar.’ MODELS Cook) 15, ** Patricia ’’ (W. Hart) 11, ‘* Scout ’’ (C. Cockerill) 8, ‘*‘ Pamela ’’’ (W. Pawley) 7. The club visit the Norfolk and Norwich Club at Eaton Park for a match with 10-raters and 36in. Restricted shortly. : P. G. R. BirD, Hon Sec. HOVE AND BRIGHTON M.Y.C. Hon. Secretaries and others are requested to note that the address of Mr. E. Tizard, Hon. Secretary of the above club, is 34, Worcester Villas, Hove, and not 43, as stated in the M.Y.A. Fixture List. E. TIZARD, Hon. Sec. LONDON M.Y. LEAGUE There have not been any further rounds of the Stanton Cup since the report published in the June number of MARINE MOopDELsS, but the League clubs have been busy with inter-club work. The Southern Districts 10-rater Regatta at Hove saw the Metropolitan clubs in fine fettle, three of the four prizes being brought back to Town—one each by Clapham, Highgate and M.Y.S.A. Lack of water at Forest Gate has caused that club’ S open events to be postponed to the ** backend,’’ and we have, for the time being, been deprived of the good sailing that the events there usually bring. The Surbiton Cup saw representatives of all the League clubs present, barring M.Y.S.A., Highgate securing the Cup and the second prize. What really gladdened the Secretary’s heart, however, was the fact that all five clubs were represented at the 10-rater Championship, Fleetwood. Though not gaining any prizes, they put up a very good show, Forest Gate being fifth, only seven points behind the winner. This is the first time that all the London clubs have been represented at the Championship since it has been sailed on its present scale, and, in view of the fact that Fleetwood is a good deal farther North than the event has ever been, before, it gives a fair indication of the enthusiasm of the London clubs. It is always with great interest that I read C. O. Brook’s articles, and his remarks about MARINE MOobDELs in the June issue have hit the nail right on the head. How on earth the Editor sorts out the interesting stuff, as he does, from the garbage that reaches him, I really don’t know. The trouble is, we are all so touchy; if we write an article we want it published. I know I could wring his neck when he leaves any of mine out; and the wonder is, that in keeping out the ** padding ’’ he doesn’t put all his contributors in a huff. Here’s more power to his pen, anyway, and weel may his lum reek. J. H. Y. NELSON GARDENS M.Y.C. (GT. YARMOUTH) The annual race for the 36in. Restricted class Trophy, presented by Mr. E. P. Bird, was sailed on Saturday, June Il, in a very light air. Eight boats lined up for the starter’s gun, and some very close races were witnessed, as the score shows. ** Pilot ’’ (C. Barkham) tied with ‘* Marjorie ’’ (C. Adams), last year’s winner, but on the resail ‘*Pilot’’ just finished a boat’s length ahead. The scores were as follows: ** Pilot ’’ (C. Barkham), 27 points, ** Marjorie ’’ (C. Adams) 27, ‘*‘ Nippy ’’ (P. Bird) 22, “‘Fi-Fi’’ (C. Fuller) 22, *‘ Hop-a-long ’’ (S. NOTTINGHAM M.Y.C. A special meeting was held on June A, to make a presentation to our Commodore, Mr. P. M. MacColl, who is leaving Nottingham to reside in the Cambridge district. Mr. MacColl is well known in the city, particularly for his long association with the General Hospital, which extended over 31 years. For 19 years, until his retirement on May 31 this year, he was House Governor and Secretary. Appointed Vice-Commodore of the club in 1933, Mr. MacColl became Commodore the following year, which position he still retains. He is now to become the first Vice-President of the club. The presentation took the form of a bedside reading lamp representing a model yacht, the mast being the lamp. The gift was handed over to the Commodore by Mr. A. H. Marrow (a former Secretary of the club) on behalf of the members. In replying to the expressions of goodwill and wishes for his future happiness and long life, Mr. MacColl mentioned that he had built and sailed over 50 boats, and said that when one lived on a big river shipping got into one’s blood and so was a part of one’s very life. (He is a native of *‘ the bonny banks ”’ of Clyde.) We are losing a valued member and friend, and we wish him ** bon voyage ’’ and good sailing to his new ‘** Port of Registry ’’—Cambridge. The Hon. Secretary of the above club is now Mr. J. S. McKeag, 6, Dorking Road, Radford, Nottingham. ** SHERWOOD FORESTER.”’ PAIGNTON & DISTRICT M.Y.C. It may be of interest to any readers who may be thinking of taking their holidays in this part of the country to know that the above club welcomes visitors, and can give them some excellent and safe open-water racing. Racing is carried out in Torbay on Thursday evenings every week, and the classes for which the club caters are: 10-raters, Marblehead, and 36in. Re- stricted. I shall be pleased to give information on the subject to any visitor who is thinking of bringing a boat down here. There is also racing on Goodrington Lake on Sun- days, and we have a club hut at Goodrington, where boats can be safely stored. RoseRT F. B. STUDDY, President. ** Middleton,’’ Waterside Road, Paignton, Devon. SALFORD PARK (BIRMINGHAM) M.Y.C. The first round for the club’s championship Cup for 10-raters was won by ‘‘ Lady Gay” (L. T. Allen), *‘ Reginga ‘’ (R. G. Ingram), and ‘‘Mischief’’ (N. Stansfield) tied for second place, ‘* Valiant ”’ (F. W. Riley) third. First round for the Championship Cup for 6-m.: ‘Tris ’’ (S. Langford) and *‘ Silvia’? (D. Spriggs) tied for first place, *‘ Freda’’ (F. W. Riley) was MARINE MODELS second, ‘* Thistle’? (W. R. Dibbs) third. Only two points divided the first three boats. Two of these were designed and built by their skippers. 0.0.D., Mr. J. G. Skews; Scorer, a friend from Birmingham, to whom I must apologise for not hav- ing asked his name, being so busy as O.O0.D. and Secretary. May 22 saw the Wicksteed M.Y. & P.B. Club once again on the water, when they held their first 10-rater competition of the season for the ‘* Allan Timpson’’ Trophy. This was run First round for the Championship Cup for 36in. Restricted class: Ist, ‘‘Morning Star’’ (F. W. Eley} 2nd, ** Micky ”’ (S. Langford); 3rd, ‘‘ Cub’’ (W. E Edwards); 4th, ‘‘ Dennys “’ (A. H. Thorneycroft). Second round for this class was won by * ‘Micky”’ (S. Langford); 2nd, ‘* Morning Star’’ (F. W. Riley); (and beat) on the large baling lake by kind per- 3rd, ‘‘ Cub’? (W. E. Edwards); followed 4 mission and arrangement with the Wicksteed Village Trust. This particular competition, which, by the way, is open to all England (Secretaries, please ** Dennys “’ (A. H. Thorneycroft), ‘* Tahiti ’’ (B. E. Gough) and ‘‘ Margaret Ann’ (F. Eades). We experienced an exciting time during our Whitsuntide programme. Rough, squally winds made sailing difficult, and, although several boats went down, all were rescued, and no serious damage was done. note!) had been previously held later in the season, but owing to very light winds and masses of weed, had rarely been a success, that is, from a sailing. point of view. It was decided therefore to open the racing season with this competition. It certainly ** Reginga ’’ (R. G. Ingram) won the President’s Trophy (Dr. P. Thornton) for the second time; 2nd, ** Valiant ‘’ (F. W. Riley); 3rd, *‘ Jugua ’’ (P. Pearson); ‘* Mischief ’’ (N. Stansfield), and ‘‘ Susie ’’ (J. Easton). There was an excellent display of decorated boats at the annual regatta to commemorate the anniversary of the club’s formation, and it was a very pretty sight to see the boats upon the water. Prizes awarded for the best-decorated boats were won by: Ist, ‘‘Lady Theresa’ (L. T. Allen); 2nd, ‘‘Morning Star ’’ (F. W. Riley): 3rd, ‘** Wilbende ’’ (W. D. Creese). The Secretary’s Challenge Race for all classes always attracts a large entry. The first prize was won by ‘ Mischief ’’ (N. Stansfield); 2nd, “‘ Iris’ (S. Langford); 3rd, ‘* Freda ’’ (F. W. oy The judges of the decorated boats were Mrs. L. T. Allen and Mr. J. Jones (known as ** The Yachts- man’s Fisherman ’’), who also presented the prizes. ** Micky ’’ (S. Langford) represented the clubs at Bournville in the Bournville Shield for 36in. Restricted class, open to Midland clubs, and, putting up a really good display, obtained second place. ‘** Duga “’ bb. Spriggs) was fourth in the National 10-rater Championship at Fleetwood. OLE BILL CREESE, Hon. Sec. WICKSTEED M.Y. & P.B.C. On June 12 a 36in. Restricted competition was held, and, much to everyone’s delight, fair weather prevailed. There were times, however, when the wind failed, and then one or other of the boats would gybe—result, collision. There was one boat, in particular, which was doing its best to knock others out of the race, but, thanks to that friendly spirit which always prevails when Newnham (Bedford), Birmingham and Wicksteed meet, did in nowise disturb the rival skippers’ equilibrium. How pleasing it is to sail with those who find the greater pleasure in getting the best out of their boat, not for the sake of the pot, but just to try and prove they have the better boat. The results were: — ‘*Foam”’ (Dr. H. B. Padwick), 36 points; ‘*Whitewing *’ (S. J. Marston) 32, *‘ Faith ’’ (Miss R. Pad- wick) 30, ** Mona’’ (Master Fuller) 25, ‘* Moonshine ’’ (E. Law) 22, *‘ Cambria ‘’ (Master C. Holden) 19, **‘ Hawk ”’ (Master M. Cardew) 18, ‘‘Spray”’ (Master P. Padwick) 18, *‘ Mabs ’’ (Master J. G. P. Skews) 17, *‘ Viking ’’ (Master J. Wilkins) 8. The prizes were given and presented by Mr. R. L. Whitworth after tea, which was held in the Wicksteed pavilion, after which the various amenities which Wicksteed Park has to offer were enjoyed by all. 103 – proved that the Committee were quite justified in making the change, for the weather was more favourable, and there were no weeds. True, the wind, being variable from a North-North-East direction, made sailing rather tricky, particularly on the beat, but nevertheless we sailed*through the card, with the exception of one board, when one of the boats bolted. So as not to hold up the racing, this one was held by, and as this did not affect the placing of the first two it was decided not to hold this board. There was one occasion when we had quite a thrill, that was when a Newnham (Bedford) boat and a Birmingham one made a dead-heat on one of the beats. We were pleased to see our friends from Birmingham and Bedford, and only wish we could have welcomed new friends from other clubs; however, that is a pleasure we hope is in store for us another year. The results were as follows: ‘* Margaret ‘’ (E. Law, Wicksteed) 31, *‘ Curlew ’’ (S.J. Marston, Birmingham) 304, *‘ Undine ”’ (L. Toseland, Wicksteed) 25, ‘**‘ Maydwell’’ (T. H. Carr, Wicksteed) 21, ‘* Drake ’’ (—. Norwood, Bedford) 184, ‘* Cynthia ”’ (A. J. Haddan, Bedford) 16 (holder), ‘* Elsie ’’ (B. Jewers, sailed by A. Blissett, Wicksteed) 15, ‘‘Iona’’ (Major Cardew, Bedford) 10, *‘ Snowdrop” (R. L. Whitworth, Bedford) 6. ** Margaret,’’ *‘ Undine “‘ and *‘ Maydwell ”’ were built by their owners from the lines of ‘* Leonora,”’ and ‘* Curlew’’ from ‘‘ Evadne’’ fitted with a straight mast rig, as now supplied with this design. G. S. Y.M.6-m.0.A. (SURBITON) The high-light of the month’s sailing at the Rick Pond was, undoubtedly, the team race with the Eastbourne Club. This took place on May 29, and the visiting club was able to bring seven A-class boats. The race was originally intended to be for eight boats a-side, and, so that no one should be disappointed, the visitors borrowed a boat and skipper from the home club. They had no reason to be disappointed with their substitute, for Mr. C. H. Chandler made the second highest score for the Eastbourne Club. A splendid day’s sailing was enjoyed in a fresh breeze, veering from West to North-West, with plenty of weight in it. Conditions seemed ideal for the visitors, accustomed as they are to the frequent high winds of a seaside lake, but perhaps local knowledge of the tricks of the wind to be expected from the various obstructions in the form of certain well-known trees along our North bank more than outweighed their experience of ‘* true’ 104 winds—if MARINE such are to be found anywhere. At least the final score, as is so often the case in team matches, showed a substantial balance of points in favour of the home club, though we like to think, and do most certainly believe, that in the matter of the enjoyment of a fine day’s sailing, of good sport and good sportsmanship there was nothing © choose between the teams at the close of the ay. Here we would like (with the Editor’s permission) to say a word in favour of the team race as opposed to the ‘* Cup’ or ** Open’ race. In these latter events, where two or three skippers are representing their club against all comers, the predominant ‘note is the will to win. Racing becomes strenuous, and the utmost keenness is essential if one is to continue to represent the club in future events. This is as it should be. Model yacht racing is a strenuous sport. But too often, unfortunately, keenness becomes over-keenness, if not positively ‘sharp ’’ practice, and the will to win by fair means is supplemented by the will to resail by foul. By contrast, the atmosphere at a team match is —we neatly wrote ‘like a Peace Conference,’’ but that would be much too militant. One and all strive to give the visitors a good time, and in so doing cannot fail to have a good time themselves. Everyone seems more than willing to make the utmost concession to his opponent that the rules allow, and the task of the officials running the race becomes simplicity itself. Further, the enjoyment of inter-club racing is not then confined to one or two experts who claim to represent the club on _every possible occasion. An eight-boat match means that the club has to find eight skippers and eight mates for the day, and it is by manning such a fleet and putting up a good show on a strange water that the real strength of a club is proved rather than by a series of individual successes in open events. CongtAtalatians: Eastbourne, and better luck next year | The Association had two representatives in the Nyria Cup at Gosport on June 18, when ** Actinia ”’ (Capt. Isles) put up a fine performance until the wind fell light towards the end of the race. Then ** Rhapsody ’’ (Mr. Howard Nash) took up the running, and, beating practically -all her opponents, finished second, reaching a total only four points behind the winner, a local boat. We are pleased to record a return to form of ** Naiad.’’ She finished second in a very fine race on June 19, being but a single point behind ** Actinia,’’ with a score of 33 points out of 40. The club was nearly at full strength for this race, with the exception of ** Barika,’’ *‘ Janet ’’ and ‘* Fantasy.’’ Remarking on her gratifying performance to Col. Holden, he replied: ‘‘ Oh, yes, it’s aes how she perks up under her new suit of sails.’’ CALEDON. MODELS AMENDMENTS TO THE “YACHTING MONTHLY” CUP CONDITIONS AND A-CLASS RATING RULE The following amendment has been made to the Y.M. Cup Conditions. Rule | (page 5) now reads:— The competition shall be open to Model Yacht Clubs of all Nations recognised by the International Yacht Racing Union, and to Model Yacht Clubs of the United States of America. A Dominion, Possession or Colony of any Nation recognised by the International Model Yacht Racing Union shall be recognised as a separate country for the purpose of making entry of a challenge for the ‘Yachting Monthly *’ Challenge Cup. Provided that the yacht for which the challenge is made has been designed, built, owned and will be sailed by a citizen of the Dominion, Possession or Colony represented in the challenge. Mates may be of any nationality. The expression ** National Authority ’’ shall, so 7? far as Great Btain is concerned, mean the Model Yachting Association. The lols amendments have been made in the A-class Rating Rule :— Limits and Penalties, Clause (a) now reads :— There shall be no limit to the displacement of models, but the cube root of the Displacement (%/D) as used in the measurement formula shall never exceed one-fifth of the L.W.L. (in inches) +1, but in the event of it being less than onefifth of the L.W.L. (in inches) + .4, then the amount equal to the deficit up to the value of ”D shall be deducted from the actual cube root for use in the measurement formula. The following have been added to the Sail Area measurement ch MAXIMUM HEIGHT OF FORE-TRIANGLE The maximum height of the fore-triangle shall not exceed 64 inches (i.e., 75 per cent. of the height of sail plan allowed). LIMIT OF SIZE OF SPINNAKERS The length of luff and leach shall not exceed the height of the fore-triangle, plus 6 inches. The maximum width of the spinnaker shall not exceed twice ‘* J.” The spinnaker shall be set at a height not ex- ceeding that of the fore-triangle, where the foretriangle is less than the maximum allowed. GARBOARD RESTRICTION IN THE M-CLASS (MARBLEHEAD) Quite a few boats were built in this country before this restriction was known. The rule is that the hollow of the garboard at the midship section shall not be less than a lin. radius. The best way to check this is by cutting a disc 2in. in diameter and offering it to the garboard at the centre of the L.W.L. If it is found that the boat does not comply with this restriction, it is quite easy to amend matters. Strip the hull down to the woodin the garboards, and proceed to build up with plastic wood, check- ing with the disc, and being careful to fair off nicely for the full length of the garboard. Remember that plastic wood shrinks as it dries, and leave a little proud for a few days before finally rubbing down. This alteration will have little or no effect on the sailing powers of the model. MARINE E have just returned from a belated visit WV to the Scottish Association stand at the Empire Exhibition and our admiration for the general design, lay-out and equipment is confirmed and enhanced. It would scarcely seem possible to improve it, but still, while we were there, the Scottish Secretary was busy preparing further embellishments of details. The stand itself is designed to convey the impression of the bow of a ship, complete with wheelhouse. Regulation navigation lights are carried to port and starboard, and, of course, the ship’s bell occupies its proper place. A searchlight is installed on the deckhouse top, and other nautical necessities—anchors, lifebelts, patent log, and ventilators, even the traditional ** spit and polish ’’ accessories: canvas bucket, mop, etc.—are at hand. An accommodation ladder invites visitors to come aboard, and the gleaming models themselves, fit examples of beautiful design and craftsmanship, are an abiding lure to anyone, old and young alike, with the salty flavour of the sea in their blood, and which of us Britons has not? The result is a great public interest, and thousands inspect the stand every day. On view are the A-class ,model ‘* Cymru,’’ representing Wales, loaned by our friend of the leek, Len Smart. Eire is well to the fore, the 6-m. ‘‘ Fredith ”’ worthily upholding the prestige of Mr. W. F. le Fluffy, dear ould Paddy fra’ Cork. Mr. W. H. Davey, Bournville, has sent his A-class ‘* Dawn,”’ to show our English visitors a vision of Home. Scotland has the Reg. Lance design A-class ** Etta,”’ by courtesy of Mr. D. Leggatt. There are two Marblehead examples, an unnamed craft from the late Lt.-Col. Jain Dennistoun, and ‘* Blue Streak,”’ from far Vancouver, to represent the Dominions, by favour of her owner, Mr. Norman Ellison. The foregoing complete the recognised class models. From Shanghai comes a model schooner, ‘*Yangtse,”’ to represent China, the product of Capt. W. Gibb, Marine Superintendent of the Indo-China Steam Navigation Co., at Shanghai. A Dixon Kemp 20rater, ‘‘ Dragon,’’ designed, built and owned by Peter Carse, provides a striking contrast to the modern designs. She is 44 years old, but spick and span, and as sound as the day she was launched. To complete the catalogue a ship ** Sovereign of the Seas,’’ model of a 17th or 18th century man-ofwar, which took Dr. J. McVae, Ayr, two years to construct, provides the appropriate Navy touch. Various designs and flags are also displaved. As to previously stated, the whole stand is a credit its creators. This is a Scottish stand, but with single characteristic modest unselfishness, not a_ Scottish-designed model is shown! We are afraid this is carrying generosity too far, and Scottish designers, of which there are many clever expo- nents, have been somewhat scurvily treated. It goes against the grain to introduce any criticism of an otherwise notable achievement, but this is a serious blemish, and should be removed. A Scot- MODELS 105 tish Association stand with not a single example of purely Scottish production throughout is disappointing, and we hope this blunder will be rectified at the earliest possible moment. We have heard a good deal of comment regarding this matter, and not only from Scotsmen. An open regatta for 6-m. class was run by the Paisley club at Barshaw Park, on May 21, and brought out a fleet of 16, representing five clubs. Intermittent light rain, eventually becoming persistent, detracted from the pleasure of the race in some respects, but compensation was found in keenly contested boards and close finishes. A steady, light breeze, giving a beating course out with run home, allowed six heats to be completed. First prize went to ‘* Venus’ (J. Cairns, Victoria) with a card of 26 points. ‘‘ Sheena’’ (M. McMillan, Queen’s Park) had 25 points and second prize, while the third prize was taken by ‘* Margaret ’’ (R. Lawson, Miniatures) 24 points. A very close race. Mrs. Cunningham, wife of the wellknown Victoria Club enthusiast, gracefully presented the prizes. The same venue was the scene of the Inter-Shire ** Rita ’’’ Trophy race on June 11, open to clubs in Renfrew, Lanark and Dumbarton shires, each club represented by a 6m. and a 12-m. class model, and the Trophy going to the team with the highest combined points. Six clubs entered—Clydebank, Paisley, Greenock, Port Glasgow, Kilmarnock, and Saltcoats—and the event was one of the happiest we have attended for some time, redolent of real goodwill and sporting friendliness. We were happy to renew association with a number of old friends, some of whom we had not seen for a long time, and thoroughly enjoyed our visit, as also in nowise less the welcome tea provided by our hosts to complete the afternoon. Paisley, with a score of 33, secured the Trophy. Saltcoats, with 32 points, made it a near thing, and Greenock, 30, was well up as third. The individual prizes were taken by ** Sail Ho” (G. Curdie, Kilmarnock) 20, in the j2-m. section, and ‘** Nancy “’ (J. Taylor, Paisley), also 20 points, in the 6-m. division. Port Bannatyne has been very busy and its businesslike and competent Lady Commodore, Miss M. C. Miller, is winning golden plaudits for her control of the racing, and amply justifying her choice for this onerous post. – The first race of the season, for the club championship, which extends over three races, took place on May 21, with a fairly good breeze, but accompanied by heavy rain, which made the conditions extremely unpleasant. At the close of racing the leading positions were held by ** Sheena *’ (Jas. Stewart), ‘* Marjorie ”’ (j. Alexander), and ** Janet ’’ (R. H. Malcolm), in that order. An inter-club match with the West of Scotland was the attraction on May 28, the visitors bringing five 6m. interesting with them. events of the This is year, one of the particularly to most the 106 MARINE West, unaccustomed to open-water sailing, and the present occasion upheld the reputation for keen and pleasant sport, and enjoyable conditions generally. A card of 30 points gave premier place to the Port against the 24 points returned by the West, but the hospitable welcome was more than sufficient to counteract any disappointment, and the margin was a good deal less than has obtained on some previous occasions. Sent away on a long course, which occupied two hours’ continuous sailing, the fleet was led out by ** Edna ’’ (V. Rodrick) and ** Zephyr ’’ (W. Brock), both West boats, to the first mark. In reaching to the second mark, **Junita ’’ (G. W. Munro, West) drew out with a good lead, but got into difficulties on the turn to windward, and gave way to ‘** Marjorie ’’ (J. Alexander, Port), with ** Violet ’’ (A. W. K. Rodrick, West) close astern. These two had a ding-dong struggle to the weather mark, first one and then the other drawing clear, but ‘* Marjorie ’’ was not to be denied, and eventually got the winning gun with her rival on her heels. A fine race! The McAndrew Cup race was inaugurated by Port Bannatyne on June 4 under very disagreeable weather conditions, and competitors were glad to get it over as it rained, and rained, and rained, and still rained, in that determined manner peculiar to open seaside places, all the time. Present positions: ** Ruby ’” (M. McMillan), ‘* Marjorie ’’ (J. Alexander), and *‘ Janet ’’ (R. H. Malcolm), first, second and third. On June 7 a fresh wind gave fast times to the models, and a good stiff pull to the attendant oarsmen. ‘* Ruby ”’ took the prize, with ‘* Flossie ”’ (W. Loch) second, and * Britannia’? (W. Macausland) third. All these Port Bannatyne reports refer to 6m. class models. And is Port Bannatyne popular this season? The Miniature Yacht Club conducted an open 6-m. regatta at Whiteinch on June 4, and had a turn-out of 36 competitors, comprising entries from seven clubs, the largest this year so far. Three heats were overtaken, and the race completed in 34 hours, which means good going for such a large number of boats. Three competitors returned cards of 13 oints: ‘*Kelvin’’ (W. Brown, Dennistoun), ‘*Maya’’ Alex. Young, Victoria), and ‘‘ Venus ”’ (J. Cairns, Victoria), the deciding board giving them the order stated. Mr. Jackie Livingstone was in command; Mr. R. Winder acted as Starter, and Mr. T. Glen as Judge. The West of Scotland McAndrew Cup race, 6-m. class, had nine competitors, and required two sessions. Started on Saturday, June 11, it was finished on Wednesday evening following. The opening heats were run under a steady Westerly breeze, and the concluding boards had a strong gusty wind to contend with, and made fast running. f the 40 points possible, Mr. J. A. Stewart’s veteran crack ‘* Clutha’’ returned 33, and again puts her name on the Trophy. Mr. P. J. McGregor’s latest design, ‘** Wendy,’’ sustained the favourable impression created on her first appearance and was a good second with 30 points, while ** Violet ’’ (A. W. K. Rodrick) with 24, took third prize. ‘* Charmee ’’ (C. F. Arthur) 22, ran fourth. It is a matter of interest to hear that a new McGruer design for a 6-m. class racer is to be built as a model, and turned over to the West of Scotland Club for extended test before being carried into prototype form. MODELS In our notes for last month we were under a misapprehension, when we ascribed the Vancouver model on the Exhibition stand to the 6-m. class. It is, in fact, a Marblehead, the ‘* Blue Streak.’’ Would it not be possible to pit her against some of the Old Country’s models of that class in a few races before she sails for home, and see if she streaks away from them? Campbeltown, Kintyre, which, incidentally, is our birthplace, but more famous, at least until recent years, as the biggest producer of the native substitute for the milder ** tea’’ of the South (Clapham champions not eligible, please note), and some other activities of minor import, and to-day, as ever, the centre of some of the loveliest scenery on earth, is discussing the construction of a model yacht pond, and, as the district has always been famous (Clapham again!) for skilled sailors and boat builders— the most graceful steamers that ever sailed the Clyde came from a Campeltown yard (alas! now no more)—we hope there is some prospect of the scheme coming to fruition. Model yachting has always been indulged in on the open waters of the loch, and the provision of a pond for the purpose should quickly result in the formation of a strong local club. It would, without doubt, also enhance the amenities of the town, which nowadays is developing into a popular summer resort. And now we will hie us away to our anchorage. It is only 3.30 a.m. (how hard we do work for sport), but, fortunately, our superior officer is away, so we can cook the log and escape (perhaps) the otherwise inevitable consequences. ‘‘ But, my dear, look at the marvellous sunrise and think of our poor brothers, condemned eternally only to see it set.”’. Kamerad! Kamerad! SCOTICUS. BROADCAST ON MODEL YACHTING Sir,—I wonder how many model yachtsmen heard your talk on Model Yachting, broadcast in the National Programme on Wednesday, fae 1. Your talk contained much valuable advice to wouldbe Model Yachtsmen, and should prove to those who think otherwise that our sport is anything but the ‘children’s game’’ some’ would have us believe. Our numbers should increase as a result of this publicity, even though the talk was given at an hour when most men would be at business. Do not think I am laying the blame for the time of the broadcast on you, Sir; on the contrary, I am well aware that the B.B.C. must fit these talks in without cutting into the evening pro- grammes. You are speaking a truth when you say it 1s difficult to stop a model yachtsman talking ** boats ‘’—it’s more than difficult though, it’s impossible! Like yourself, I—and I think most of us —could talk ** boats ’’ for ever, and even then the subject would not be exhausted. Congratulations, Sir, and let’s hope (as ‘*Scoticus’’ might | say) ‘* Model Yachting will be popular this year. Yours faithfully, J. W. METCALF, Nottingham M.Y.C. _CThank you, Mr. Metcalf, for this nice appreciation of our efforts. As a matter of fact we have received quite a few enquiries about books on building, plans, etc., as a result of our talk, and we hope it will help our sport along.—Epitor, M.M.] MARINE MODELS 107 THE MODEL POWER BOAT ASSOCIATION’S INTERNATIONAL HE M.P.B.A. International Regatta, held on fa June 26, at Victoria Park, was the first event on the reconstructed Victoria Park Lake, and the club are to be congratulated on having such-a fine and convenient water. The old lake has been cut into three sections. At the far end is a paddle-boat lake for the children, with some of the usual little motor-boats as well as paddleboats. The second section is the paddling pool for children, and the third the model lake. If any members of the L.C.C. were present on the day of the regatta, their hearts must have been gladdened to see how their good work in every section was appreciated. Every craft on the paddle-boat lake was taken, and large numbers of children surrounded the water. In the paddling-lake children innumerable enjoyed themselves, and on the model lake the International regatta was in_ progress before a crowd of possibly 3,000 interested spectators. It was a wonderful summer’s day, the heat tempered by a pleasant breeze. The water in the lake was clear and clean, and entirely free from all floating debris. In fact, conditions were ideal. Under the circumstances it was very disappointing that better performances were not accomplished. M. Suzor was present, but alas! without a boat. He said that his new engine was not altogether a success so far, but promised a warm competitor next year, so our model powerboat enthusiasts must not expect a walk-over next International. But to return to the present regatta. In extenuation of the poor performances put up, it must be remembered that this season has so far been a very disastrous one, and practically all the crack performers have had serious mishaps, and in some cases had not been able to get repairs done in time, while others had worked almost to the REGATTA last minute to be able to run at all. Well, now for the tale of events :— The first event on the programme was the International event, open to the 30 c.c. I.C.-engined class, over a 500 yards’ course round the pole. Without M. Suzor, this event lost much of its significance. The first away was Mr. Vallin’s ‘*‘ Toni,’’ running for Blackheath. She ran steadily and put up a time of 36.99 secs. (27.6 m.p.h.). She was followed by ‘‘ Faro ’’ (Mr. Williams, Bournville) with 34.52 secs. (29.6 m.p.h.). We have seen his boat do much better, but considering that she had ‘blown her pot off’’ at Wicksteed only a week before, it says much for her owner’s application that he had her repaired and running in such a short time. Mr. Rea, of Kingston-on-Hull, followed, but was very slow. Mr. Pinder, whose hull had been holed at Wicksteed, had reinstalled his engine in an old hull, and the result was not very satisfactory, as the engine was too powerful for it, and she dived before reaching the 4-lap mark. The next to run was Mr. Clark (Victoria) with ‘* Tiny V.’’ She was troublesome at the start, but eventually got away quite nicely, and then failed on her fourth lap. Mr. Kirby’s ‘* Cochrane ’’ (Maldon), powered with a water-cooled two-stroke, seemed overloaded, and stopped on her first lap. Mr. Pinder then had his second start, but stopped. Mr. Dawson (Portsmouth), with ‘* Drumacrieve,’’ stopped after one fairly good lap. ‘‘ Oigh Alba ’’ (Mr. Rankine, Glasgow) then livened things up with a good run in 28.98 secs. (35.5 m.p.h.). Then came the best run of the day, by Messrs. Innocent, with ‘* Betty,’’ in 24.47 secs., equalling 41 m.p.h. The first round concluded with Mr. Parris (South London), who ran steadily at 35.7 m.p.h., taking 28.62 secs. THE LAKE AT VICTORIA PARK, on JUNE 26. Note the great crowd of spectators The boat running s *‘ Faro’’ (Mr. K. G. Williams, Bourneville) Photo: J. Vines. 108 MARINE MODELS The other side of the Lake— “BETTY ”’ (Messrs. Innocent Bros., Victoria), putting up the best run of the day Photo: J. Vines. Mr. Vallins then took his second run, but ‘‘Toni”’ capsized on her second lap.** Faro’’ (Mr. Williams) was not running so well, and took 38.42 secs. Mr. Pinder’s boat again capsized in the first 10 yards. Mr. Clark then ran, and just lasted out the five laps, taking 39.02 secs. Mr. Hastings again failed to get going, and a Bratley failed before reaching the 4-lap mark. Dawson failed on the first Mr. French then took his second run, but took 37.68 secs. He seemed to have difficulty with his carburation. Mr. Taylor did not finish his second run, and Mr. Innes took 23.26 secs. Messrs. Buss, Ripper, Wraith and Westbury then ran, but failed to improve on their first runs. Mr. Martin started rather slowly, but, getting going, improved to 22.3 secs. Alba ’’ started very well, but eased up in the last two laps, taking 29.32 secs. for the distance. The last run of this competition was a nice steady run Result: Ist, Mr. 3rd, Mr. Martin. lap, and was felinwed by Mr. Rankine. ‘* Oigh by Mr. Parris in 28.72 secs. Result: Ist, Messrs. Innocent Parris; 3rd, Mr. Rankine. Bros.; 2nd, Mr. Owing to the slow starting of almost all the competitors in the first event, the lunch interval was much curtailed, and the second race, for the 15 c.c. class and steamers not exceeding 7 lb. weight, followed over a 300 yards course. Mr. Heath, with his new ** Derive,’’ was first away, but only managed to clock 38.8 secs., though she had run excellently the previous day. Mr. Taylor, of Victoria, followed with 46.74 secs. Mr. Innes, of Altrincham, then made a nice little run in 22.02 secs (28 m.p.h.). Mr. French’s ** Little Star ’’ (South London) was not running up to her usual form, and took 30.76 secs. *‘ Suzy I’ (Mr. T. Buss, Victoria) took 32.6 secs., and, after a false start, ‘‘ Happy Days II ’’ (Mr. Ripper, South London) clocked 33.26 secs. Mr. H. Wraith (Altrinc- ham) showed better form with 25.78 secs. (24.5 m.p.h.), but his effort was capped by Mr. E. Westbury with ** Golly,’’ which covered the course in 20.46 secs. (30.07 m. P. h.), the best run of the day in the small class. ‘* Tornado IV,’’ Mr. Mar- tin’s steamer from Southampton, took 24.06 secs. (25.55 m.p.h.). ** Pal-o’-Mine’’ (Mr. Jepson, Blackheath) failed to finish. E. Westbury; 2nd, Mr. Innes; The final event, the 30 c.c. Speed Championship (also open to flash steamers not exceeding 16 lb. weight) was not exactly a testimonial to the reliability of model speedboats, since only four out of 11 starters managed to complete the course successfully. Of these, Mr. Fort got round in 33.8 secs. Mr. Rowe, with the best run of the event, took Ay secs. Mr. Miles, with ‘* Black Magic,’’ took 27.26 secs., and Mr. Williams took 23.72 secs. On hare second runs none of these improved on their times except Mr. Miles, who ran into second place with a time of 22.9 secs. Result: Ist, Mr. Rowe; 2nd, Mr. Miles; 3rd, Mr. Williams. We are sorry ning in this travelling another that event very victim as well, of Mr. the his but, Cockman new was “*TIfit’’ unfortunately, season’s mishaps. not run- has been she We is do not remember a season when so many crack boats have met with accidents. However, we must hope for better luck for the Grand Regatta. After the regatta, prizes were presented by Mr. Suzor, who congratulated the club on their new lake and said that his only regret was that he had been obliged to come over without a boat on this occasion. MARINE WITH HE POWER BOAT 109 MODELS Speed Prizes, 15 c.c. engines, 300 yards: Ist, ** Satellite Iii’’ (Mr. D. Innes, Altrincham) 32.31 m.p.h.; 2nd, *‘ Golly *’ (Mr. Westbury, South London) 25.89 m.p.h.; 3rd, ‘* Little Audrey ’’ (Mr. Taylor, Victoria) 21.65 m.p.h. Nomination Race: Ist, ‘* Golly ’’ (Mr. Westbury, South London); 2nd, ** Little Audrey ’’ (Mr. Taylor, Victoria). lop esc WICKSTEED M.Y. & P.B.C. The M.P.B.A. Regatta at Wicksteed, on June 19, was BOURNVILLE M.Y. & P.B.C. Whit-Monday. Model Powerboat Association, Open Event. Despite high winds and rough water, successful contests were completed in speed and steering, the chief trophies being the Bournville Coronation Speed Trophy and the New Bournville Steering Trophy. Reserved enclosures for competitors and friends from various parts of the country were full, and people lined the banks of Valley Pool to watch the efforts of cleverly-made models and engines. Hydroplanes speeding at 30 to 40 m.p.h. occasionally met a gust of wind and a wave and leapt up into the air to turn somersaults before diving with a splash. These incidents were rather more amusing to spectators than to competitors. All events decided, everyone seemed to be in happy mood when the prizes were presented by the ladies of the Social Committee, who had so successfully catered for the bodily needs of the visitors. Results : — Coronation Speed Trophy, 30 c.c. engines, 500 yards: Ist, ‘* Betty ’’ (Messrs. Innocent Bros., Victoria, London), 40.91 m.p.h.; 2nd, ‘* Yum-Yum ”’ Mr. K. Tryhorn, Bournville), 32.73 m.p.h.; 3rd, ** Tf It 6’? (Mr. Cockman, Victoria), 31.45 m.p.h. Bournville Steering Trophy: Ist, ‘‘ Cheerio ”’ (Mr. Buck, North Staffs.); 2nd, ** Ackland Cross ”’ (Mr. Waterton, Altrincham); 3rd, ‘* Gadfly ’’ (Mr. M. Pickwell, Bournville). a great success. The weather was excellent, and the regatta drew a great crowd of spectators. The first event on the card was a 500 yards roundthe-pole race for the 30 c.c. class, which attracted a dozen entries. **Rumba,’” Mr. Rowe’s wellknown flier, was the first away, followed by three local boats: ‘* Bric-a-Brac’’ (Mr. Ward), ‘‘ Miss Fire ’’ and ‘* Scintilla’’ (Mr. Burdett). Then followed Mr. Cockman’s steamer ** Ifit VI,’ which put up the best run of the day at 43.3 m.p.h. This is practically on a par with the figures set up by ** Chatterbox ‘’ many years ago, and one looks forward to seeing Mr. Cockman considerably increasing his speeds. Mr. Brightwell, of the home club, followed with a nice run at 36.5 m.p.h. ‘* Oigh Alba *’ (Mr. Rankin) came next, but was disappointing. ‘* Betty “’ (Messrs. Innocent Bros.) failed to reproduce her best form, but her speed of 38 m.p.h. was good enough to give her third place. Messrs. Barrow Bros. of Altrincham, with their ‘* Spitfire.’’ Mr. Pinder’s boat put up a fine run at 39.8 m.p.h., securing was second unlucky, as place. Mr. ‘* Faro’’ Williams, capsized Bournville, and wrecked her cylinder-head, when travelling well. The little 15 c.c. followed over 300 yards. Wraith, of Altrincham, led off with ‘‘ Mrs. Mr. Frequently,”” in 29.3 secs., which secured third place. ‘* Roberty ’’ (Mr. Hutton) came next, followed by ‘* Golly ’’ (Mr. E. Westbury, South London), which gained second place, with 24.5 secs. ‘* Tha’’ (Mr. Stalham, Norwich) was followed by ‘‘Satellite III ”’ THE M.P.B.A. REGATTA AT WICKSTEED Photo: ee eee a — a fe Vines. 110 MARINE MODELS (Mr. Innes), which put up a fine run of 21.7 secs., to win the event. Norwich, *‘ Imp ’’ Mr. Duffield’s ‘** Lynn ‘” from (Mr. Tomkinson) and “ Little Audrey ’’ (Messrs. Taylor, Victoria) ous the event to a close. The third race was a long-distance event over 1,000 yards, open to all classes. ‘‘ Ifit VI’’ started off splendidly, but came to a full-stop with a twisted crankshaft in her second lap. Mr. Brightwell’s boat started off well, but leapt clean out of the water like a salmon before bringing her career to a close. Messrs. Barrow Bros. added to the number of casualties by breaking their propellershaft in the eighth lap. The result was: Ist, ** Rumba ”’ 62.9 Secs.; 2nd, ‘* Oigh Alba II ”’ 67.8 secs.; 3rd, *‘ Betty ’’ 74.2 secs. The last event of the day was a Steering Competition, but this was not very well supported. The winner, however, made very good shooting with three good bulls. Result: Ist, Mr. Buck, North Staffs.; 2nd, Mr. Pinder, South London. An interesting competitor in this event was a little model belonging to Mr. Southam, powered by a tiny 3.5 c.c. engine. This model has a gearbox on the forward side of the engine, giving a ratio of 5 to 4. She ran very well and scored a bull on one of her runs. Her hull is built on the lines of one of the new R.A.F. tenders, and has a nice appearance on the water. Ji Vs MODEL YACHTING MONTEVIDEO IN We hear from a subscriber in Montevideo that there are quite a few model yachting enthusiasts, and endeavours are now being made to organise a club. It is expected that the Marblehead class will be adopted. Certain model yachtsmen there sail R-class models to the American Universal Rule. These boats are no longer used in the States where the A-class and M-class are now practically universal. The model illustrated below is 641in. overall, with 2 an of 423in., beam 13in., and displacement Ib. 1.3 NEWS FROM BELGIUM The Ostend Model Yacht Club, only one year old, organised at Whitsun a very interesting exhibition of all kinds of model yachts made by their members. This exhibition was opened on Sunday, May 29, by Mr. Henry De Vos, General Director of the Belgian Marine and Honorary President of the Belgian Federation of M.Y. Clubs. Amongst those who were present at the ceremony we noticed: Mr. Ed. Moreaux, Burgomaster of Ostend; Commander H. Coteaux, Director of the State Marine School and Hon. President of the M.Y.C. of Ostend; Mr. G. Heydt, President of the M.Y.C. of Antwerp and *‘ father ’’ of model yachting in Belgium; Mr. Geo. Franchomme, Hon. President, and Mr. Louis Dalle, President of the M.Y.C. of Blankenberghe; Mr. Edmund Templer, British Vice-Consul; Messrs. John Bauwens and Lucien Decrop, prominent Ostend shipowners and members of the Ostend M.Y.C. Mr. John Monteyne, President of the M.Y.C. of Ostend, read an address to Mr. Henry De Vos, mentioning how the Ostend Club—which already existed before the Great War—was reorganised last year, and thanking him for his support. Mr. De Vos replied thanking the members for the splendid exhibition which has been put up by the Ostend amateurs. This exhibition lasted 12 days and was visited by nearly 12,000 people. No doubt that this event will greatly help this new club. Amongst the many models exhibited, we have noticed two A-class models, eight models of 10raters) plus fivein course of construction), five models of 36in. Restricted class, six historical vessels, eight waterline models, 12 sailing yachts, schooners and smacks of various sizes, one model of a 60 cm. model yacht for boys, various trawlers, sailing ships, etc., plus 16 yachts and historical vessels exhibited by the M.Y.C. of Blankenberghe. This exhibition was so important that the Mayor suggested to the Ostend Club to exhibit some of the finest modelsin the Kursaal during the summer season, which will no doubt be done. MODEL YACHTING IN MONTEVIDEO An Model in R-class Sailing picturesque surroundings Photo: F. A. Rabe, MARINE MODELS CORRESPONDENCE FORE-TRIANGLE MEASUREMENT Sir,—May I, through your columns, thank Mr. Davidson for bringing up an instance of the absurdity of fore-triangle measurement for the 10-rater class. I am in complete agreement with his remark, ‘*‘ Measure the actual cloth that there is and let the skipper do what he likes with it.’’ The introduction of F.T. measurement has resulted in a reduction of foresail area, making it out of all proportion to the mainsail, the object being a larger unmeasured area in the latter—and yet a triangular foresail is said to be the more efficient sail, area for area. A well-known yacht designer on the South Coast has said that for efficiency the foresail cannot be set too far away from the main. I find it is distinctly advantageous to move the whole sail area forward or aft, depending on force of wind and course. I am pleased to note the 36in. rule is now back in its original form, and would welcome a similar return to original simplicity in the 10-rater rule. Yours faithfully, C. M. SEARLS. 48, St. Albans Avenue, Bournemouth. SAIL PLANS, BATTENS, ETC. Sir,—Your ancient but estimable contributor has evidently not devoted much of his 35 years’ experience to the perusal of the M.Y.A. and other rules. Had he done so he would be aware of the fact that battens are allowed, under M.Y.A. rules, to be more than four in number, and of any length, but if they are more and longer than set forth in the limits, then any extra area obtained by the use of a much-roached leach is included in the total area of the sail. I notice that he refers to the Chinese lug sail as being very efficient, and, no doubt, a good deal of this efficiency can be put down to the somewhat complicated but very effective multiple sheet with which these sails are fitted. There are many good models of Chinese craft in the Science Museum, and any model yachtsman who is hankering after a little more pull from his high and narrow sail plan would do well to study these sheets. Battens are also useful in that when carried right across the sail they prevent the annoying habit the triangular mainsail has of blowing forward and wrapping itself round the spreaders. Like your contributor, I am ancient enough to remember the close-windedness of some of the old plank-on-edge type of craft, and it is interesting to remember in this connection that the late Marquess of Ailsa’s ** Bloodhound ’’ was greatly improved by a slight heightening of her sail plan and a concentration of her ballast. No doubt, with a modern triangular sail, she would have been even better. *“* ANOTHER ANCIENT MARINER.”’ 111 BUOYS N races under M.Y.A. rules there are no buoys to get round, but some people prefer races in which buoys are used; and on some waters, especially the smaller courses, they are still frequently seen. Moreover, the practice of getting round buoys makes one neater in handling a model. When there are buoys in a race, the man who can sail round straight away, as it were, without thinking, has a great advantage. In these races, the most important point is to make sure that the boat will come to hand. Nothing can be more unsatisfactory, or look more unskilful, than for a boat to start making circles, each time getting farther away, while one’s opponent wins at leisure. The second point, is to get round the buoys quickly. The third, is to make a good board. Too often one notices that the opposite order is adopted in learning to manage a boat. Therefore remember : — 1. ‘‘ A loose sail with, and a tight sail against, the wind,’’ wherever the wind at that exact moment happens to blow from. It is true that you cannot help a puff of wind; it is equally true that you can let a puff of wind help you. 2. You can often get a boat round without trimming the sails; but if you do not trim, you cannot be sure that the boat will return to hand. So it does not pay to neglect the sail trim. 3. The action of a guy is not so definite as that of the tiller, but it may be set so as to bring the boat round later than the tiller would. The angle at which the boat is put off is most important, if the boat is to take the curve required. 4. With a full sail the boat will not usually turn until she has luffed; nor with a tight sail until the wind pushes her over. 5. The jib may be used to act with or against the mainsail, according as it is desired to quicken or delay its action. When the jib is loose it helps to pull the boat round. 6. Slow boards may be atoned for by neatly rounding the buoy, followed by a quick getaway. But it is useless to make a clean board, and lose the race through a fumbled buoy; i.e., it pays better to get round the buoys well than to sail well between the buoys. It may be that this is one reason why M.Y.A. does not recognise races round buoys. But, at any rate, it is clear that it is foolish to enter for such races until, by practice, you have got skill in getting the boat round, literally, at your finger ends, HERBERT DRAKE. GOSPORT REGATTA FUND N appeal has been launched by the A-class Regatta Committee for funds to run the British A-class Championship and _Inter- national Races. To run an event of this magni- tude costs about £75, which is entirely defrayed out of a special fund, no charge being made on the general funds of the Association. Donations can be sent to the Hon. Secretary of the M.Y.A., or one of the other gentlemen in various parts of the country, who are making themselves responsible for collecting the money. An early response will assist the Committee to complete the necessary arrangements for the regatta. EIR sme se pet pe na 112 lem MARINE a ati MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) FLASH! UNITED STATES CHALLENGER INTERNATIONAL TRIALS vi Boston M.Y.C., there will be a Challenge for HROUGH the efforts of Fred Pigeon, of the the Yachting Monthly Cup this year. The races that were scheduled for April fell flatter than the well-known pancake, with only two entries, namely, Fred Pigeon and Bill Bithell, both quite well known to our friends in England. Nothing seemed right for the event: officers failed to materialise; entries failed to show up, and, since there seemed a sad lack of enthusiasm, the M.Y.R.A.A. officials called the event off, and even though several were willing to pay their own expenses it was decided to have no entry abroad for 1938. This made a lot of the A-class men stammer and stutter, and make demands and complaints, but it remained for Fred to start something. So, taking the matter up with some of the men who were keen to continue the International aspect of model yacht racing, it has been decided to hold a Challenger race on June 9-10-11 at Boston, and there will be no entrance fee, which should be a big drawing card. The challenge to the forthcoming International races has already been sent in by Fred Pigeon. The expenses of the trip will be defrayed by funds raised about the City of Boston, and very likely borne in great part by a few from the Boston M.Y.C. But the U.S. will carry on and, we hope, this year bring home the trophy. For those in America, as well as in other countries, who feel that International races are too expensive and should be forgotten, so that the funds so used can be diverted to further the sport at home, this humble scribe’s opinion is that no greater impetus can be given this or any sport than that gained by showing the general public that it 1s an International sport and not just a local hobby. The International aspect is our greatest selling point. People in every walk of life open their eyes in wonder when they are told that models are taken to England for the Championship of the World. Let’s keep it going, always. Let us not forget to keep hammering for space on the programme of the 1940 Olympics. Let those officials of the M.Y.R.A.A. keep after the officials of the World’s Fair and the San Francisco Fair to make model yacht racing one of their major attractions. From my experience at ponds, I am convinced it is a lot harder to win a race by superior sailing than it is to build the most intricate display at any Fair. If those who build these very delicate and amazing mechanical devices doubt what I say, I shall be most happy to lend them the wonderful ** Sea Fawn IV ”’ and give them a chance to sail it against any of our top-notchers. So the I.M.Y.R.U. can be doubly glad that 1938 will find the U.S. in the line-up at the International races. They can be glad America has Fred Pigeon to scrap for the sport, and glad that whoever goes over this year will bring the Cup on this side of the Atlantic. I dare not say who will go over, but be assured whoever it is has a burden to carry. He has got to convince the American model yachtsmen who are opposed to International races that we have got real skippers and boats, and he has certainly got to make good Fred Pigeon’s boast that we can make the grade. Our British friends (I hope) will be bidding a fond farewell to their long-held Trophy. At least, here’s to the best skipper, no matter what country he hails from. 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. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU Queries involving technical matters will be re- ferred to the experts in charge of various departments of this Magazine. Long technical replies cannot be given unless a fee of 2s. 6d. is sent. Enquiries necessitating an answer by post cannot receive attention unless accompanied by stamped addressed envelope for reply. ADVERTISEMENTS Terms on application. Special Announcements of Regattas, etc. rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged Id. per word. Minimum 2s. Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Advertisements must be teceived at our Offices not later than the 16th of month prior to publication. Published by the Proprietors, MARINE MoDELs PuBLIcaTions, LTp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street, London, W.C. aN FOR SALE A Waterproof Glue Also Heat and Acid Proof. No more sewing joints. ““A”’ Class. A permanent and suits of sails by Drown ; a first-class performer. Record to date in club racing : 7 starts, 6 firsts, 1 third. In first-rate condition, £8. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” 10-Rater sharpie, ‘“ Estella.” Daniels. An excellent boat in chromium-plated fittings, three whole in first-class condition and containing 2 oz. 8d., or 4 lb. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., M.M. “ Stella’’ design by moderate to .strong winds, suits sails by Drown; the a winner in club racing. £5. Reasonable offers near the above prices will Major Handford, Guyers, Corsham, Wilts. GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. An excellent boat in 10-Rater ‘‘ Witch.’’ M.M. ‘ Evadne”’ design, plank built in cedar by F. E. Mathews, varnished, chromium fittings, four Solid Waterproof Craft. Tin ‘*‘ Miss South Africa.’’ light to moderate weather, very suitable for inland waters. Designed by J. G. Feltwell. Chromium fittings, five suits sails by Drown, in excellent condition ; winner of many prizes. £8. be considered. Trade Enquiries Invited. A-Class, Feltwell Design. Chrom. fittings, 3 suits sails, good all-round fast boat, det. keel. Sacrifice £15, near offer.—Below. A-Class, modern design. Daniels’ sails, oak ribs, planked cedar, all screws, det. keel. A real fast boat, brand new. £15, near offer.—Below. MODEL SAILING CRAFT 10-Rater. Rib and plank, det. keel, 3 suits sails, prize winner, £3 10s., near offer. All above 3 boats must be sold, don’t By W.J. DANIELS and H. B. TUCKER. hesitate. Meads, Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Lane, London, by appointment, Kent. ‘ Tirol,” Long ** Hemera ’’—‘‘ A’ Class Runner-up, Empire Championship, 1933, Plank built mahogany, Turner designed. Very similar to ‘‘ Naiad.” Complete with full sail inventory. £15. ORDER YOUR “COPY FROM: Fetter view Wells, For particulars, write J.S. Paul, 4, Heathfield Court, W.4. The Best Textbook for Model Yachtsmen. 52, to 10-Raters and 18-Footers For Sale. Daniels design, perfect condition. 2 suits sails. ea at purchaser’s convenience Price 25/-, postage 9d. Marine Models Publications, Write Tunbridge ** Hermione ’’ — ‘‘A’’ Class International Champion, Fong most beautifully built model. Planked mahogany. Ltd., The Both models seen at Club House, Rick Road, Surbiton. Aoely: E.C.4 Dr. Greville, 39, Sheldon Avenue, London, N.6. MARINE MODELS HANDBOOKS BUILD YOUR BOY A MODEL By W. J. DANIELS and H. B. TUCKER YACHT (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 Full of information for Novice and Expert (with 4 large scale Designs) Price: 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT Price: (Hints to the Young Novice) TRADE TERMS MARINE MODELS PUBLICATIONS ON 4d. postage 4d. APPLICATION LTD., 52, FETTER LANE, LONDON, E.C.4 St When replying to Advertisers please mention MARINE MODELS. — a Ww. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For all Classes. To DECORATIVE, WATER LINE, order SHIP only. MODELS AND HALF MODELS BUILT AND RESTORED. Workshops BUS – – SERVICES: 512, KING’S ROAD, 11, 22, 31. CHELSEA, NEAREST WORLD CHAMPIONSHIP RUDDERS Best quality, polished § \Y | i Cc iE © fT IH : UNSTRETCHABLE UNSHRINKABLE Definitely faster and ‘points higher. Lasts out many ordinary sails. “6 A Few A ” Class XL. Results International Championship, 1935, 1st ; 2nd ; 1937, 1st. 1936, Allen 1935, ane , rae Scandinavian International, 1934, 1935, 1936, all 1st Championship, U.S.A. Eastern U.S.A. Mid-West Championship, 1937, 37, 1936, 1st ; 2n eng : eer, mi sobig ty “4 wt eee Sweden, Denmark, France. rway, eaiand, anada, .A., Sails made at ordinary rates. z= Prices 3/6 4/8 each =) PIPES a VENTILATORS Ys 4 Best venti- latore,silvered pS pete quality ummy Ideal for the yachstman and all : nt a Pricesmee 7strand ent 042” Boe diam. dicen.7id.yd, 6d. yd. Height 1” rie? Each. 2/»3/«3/6 4/All prices plus postage. jn Taal 2 Send for Bond’s 1938 Catalogue, price 64d., it contains a full range of Ships’ Fittings and Boat Plants, ” ” also all Tools and Materials. a we BOND S 0 Euston Road, Ltd. ‘ WwW. G. PERK ’ CAERNARVONSHIRE CHAS. bse a ES ot (g Complete with shield, Midis in two’varts, silvered Gab. a a pipe: rf aay) 1st And many less important events. ——_—— e 30″ Boats… 2/> each a TOs = Ala ca meee 3) : o\ wae Pri . ») = with tiller bar. Suitable for ’ Wing and Wing Cup (!nternational), 1937, 1st —s | brass finish, complete on —A HAWSE! é: EARL’S COURT BOND’ Ss Neo ie yd yA. WATERPROOF LONDON, S.W.10 STATION: 357, EUSTON ROAD, LONDON, N.W.1 —_—_— Telephones: EUSton 5441-2. Established 1887 DROWN & SON Model Yacht Sail Specialists A World-wide Turkey Red Sails Reputation for nearly a a Speciality : Fittings and Quarter of a Accessories to Order : Century 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.