Marine Models: Volume 11, Number 5 – August 1938

NS S Y VME Ny Yo N N N “lp WLULLUILLSI 10 x N \ Y (2 N N XV N N SWS \ SSS WH\ = Uss/Ls, : Z WOs NS N SSAA AAA NN Ye SSS N N GY . EE WS S Wi, » WS SS LyyyWt : GZ . Yh SSS OAM NN ~ Yj S WG S SS s SS SS Was \. SSS THE INCORPORATING Vol. XI, YACHTSMAN Sevenpence AUGUST, 1938. No.5. ANS | \’ y \ Ul \| — S| oe TD LRM 7, MODELS 7 — | AAD a” (er UE) — i= f : =e \ hs | tl | i HE As \\ \ ie | if i MARINE MODEL s OW SON He PUBLICATIONS = my 3) LTD., 52. FETTER. LANE. LONDON, E.C.4 OUR SPECIAL sida sind OFFER The Cargo Boat has long figured in the history of Shipping, and knowing how model enthusiasts love to build, we have produced a set of parts for this model Cargo Boat, and during the month of August we are making a special reduction of | gn. on these, and other super-detail sets we have in stock, as follows : Cargo Boat, special price, 6 gns. Oil Tanker, 6 gns. Cross Channel Packet ‘* Isle of Sark,’’ 10 gns. Exploration Ship, 6 gns. Barnet (Stromness) Motor Lifeboat, 5 gns. Full details of the finished boats and sets of parts in BASSETT-LOWKE, LTD., NORTHAM PTON iinscnorter: 20; corporationot, S.5 New MODEL SHIP CATALOGUE, 6d. post free WHITE HEATHER Racing Model Yachts Model Yachting Association FORTHCOMING EVENTS August 20th. National 6-metre Championship J. ALEXANDER & SONS at 10.30 a.m. Barshaw Park, Paisley. Two Boats per Club. 26, Victoria Paradé, Ashton, Preston, Lancs. Expert Model Yacht Builders September 24th. National 12-metre Championship at 10.30 a.m. Victoria Park, Whiteinch, Glasgow. (30 years’ experience) FITTINGS SPECIALISTS “ Alexalight ’? Metal Spars. Practical Sail Makers. Accessories. Power Boat Hulls. Send Stamp for Lists Racing Model Yachts WHITE E HEATHER MODEL SAILING CRAFT Two Boats per Club. Entries for these events to be sent to the Hon. Racing Secretary, Mr. O. Steinberger, Jr., 142, Queens Road, Peckham, S.E.15, 14 days prior to the date of the event. 36 in. Restricted Class. The attention of all Club Secretaries and Official Measurers is directed to the fact that after August Ist,- 1938, rating certificates will be necessary for this class. The certificates are now in the printer’s hands, and may be obtained from the Publications Secretary, Mr. A. W. Littlejohn, 94, St. Dunstan’s Avenue, Acton, W.3, price 6d. per dozen. Boats registered before this date may use their registration cards until that registration expires. W. J. E. PIKE, Hon. Sec. A Waterproof Glue Also Heat and Acid Proof. By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. No more sewing joints. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. ORDER YOUR COPY Fetter Lane, When London, RECOMMENDED BY “MARINE MODELS.” Tin FROM: Marine Models Publications, 52, A permanent and Solid Waterproof Craft. Ltd., E.C.4 containing 2 oz. 8d., or 4 lb. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. replying to Advertisers please mention MARINE Trade Enquiries Invited. MODELS. COZ Vol. XI, No. 5. Published on the Seventh of each Month August, 1938 EDITORIAL AST month we received so many club i to include an extra four pages to racing reports that we were obliged accommodate them, and this in spite of hold- ing over articles and correspondence to make more room. We hope this policy will meet with the approval of readers. It must be remembered, however, that we cannot always do this since we have to cater for many others besides club members, and also the size of this Magazine is strictly limited by our circulation. We have often drawn attention to the desirability of popularising model yachting and model powerboating, and in this connection we were greatly struck by the remarks of a gentleman with whom we discussed the matter. He pointed out that the construction of lakes is entirely financed out of public moneys, and that local authorities like to show a return of some kind to the ratepayers for expenditure. Ifa lake is built and let to a contractor to hire out paddleboats for children, etc., a direct cash return is apparent in the accounts. Likewise a swimming pool shows a cask return. But a model lake is an asset of a different kind since it shows no cash return, but its value lies in its use by adults and juveniles alike for healthy recreation. When any public authority permits a club to have the sole use of a water at a specified time for a regatta, it is very important that this event should be so organised as to give pleasure not only to those participating, but to onlookers also. And it must be remembered that only a small minority of the general public are initiated into the niceties of our sport. By means of loud-speakers, large scoreboards, etc., it is quite an_ easy matter to keep’ onlookers in _ touch with the proceedings. Programmes should be arranged with an eye to their appeal to the public, and slower, smaller boats should never come after faster, larger craft. Moreover, everything should be run to time, as slick as possible, and competitors should come to the line without delays. Many competitors take an undue time in getting ready, and it requires a very firm starter to deal with them. This should, however, be taken in the proper spirit by competitors since it is for the good of all, and of the sport generally. We are pleased to inform readers that we have arranged for Mr. Kenneth G. Williams to carry on our “ Petrol Engine and Hydroplane Topics” pages. Mr. Williams is a member of the Bournville M.Y. & P.B.C. and his performances with his 30 c.c. hydroplane “ Faro” have often been chronicled in regatta reports appearing in MARINE MODELS. Mr. Williams has kindly agreed to answer inquiries from readers, and we are sure that they will find his assistance of the utmost value. A new series of articles on ‘* Model Yacht Sailing for Beginners’ commences in this issue of MARINE MopELs. It approaches the subject in a rather unusual manner. SLE SOE LILILIA EES D4 11 ESS PSS5iZ a) at / ‘e ; . / ‘ ‘ ‘ , ‘ ’ nh) Ki Wi) Ys bey N Y oem fe » eK ae ‘ A ‘ + Vy; , a {3 S sys ,/ 4/ ‘ t F,P / \ \ =e eer / / / ‘ . ra’ ‘ \ ae Soe eey Fa SN N SS ~ Vi) ‘ y) x i) N qeepesstssse oa N es No attend 7) Fig. 26 The photograph is of a 14-ton yacht cruising off the Shetlands, the C.Q.R. anchor has a weight of approximately 35 1b., while the Fisherman’s type anchor is 75 lb. It is interesting master to was note so that on impressed this with cruise the the C.Q.R. anchor that he left the Fisherman’s anchor ashore on his next trip. From the copious and clear pictures of the C.Q.R. anchor and its hawse-pipe contained in last month’s article and this in MARINE MobELs, the model-maker engaged upon a model of the very latest type vessel could incorporate a C.Q.R. model anchor, and should have little difficulty with modelling this fitting. Having worked out MODELS 115 rial lends itself to our old friend, the soldering iron, without which we model-makers would be in sore straits. Finish by painting with good quality aluminium paint to represent galvanised ironwork, or, for a very smart motor cruiser or yacht, polish the metal well after cleaning off surplus solder, and lacquer with a colourless lacquer. In’ concluding this series of articles on ships’ anchors, and, as a contrast to the C.Q.R., is a sketch of a hand-forged Chinese anchor, in the possession of the writer (see page 116). This is from a big sea-going Chinese junk, a three-master, probably the biggest type in use. Note the position of the stock down the shank, and the shape of the arms. It may be thought that the palms have been strained to the position indicated, but the writer does not think so, as both are exactly, or near enough, alike. The shackle ring is not as good-looking as in the sketch, and also appears to have been somewhat roughly hand-forged. It does not give one an impression of much strength, but neither do the arms nor crown; maybe a stronger ring would come up without the anchor. > ef: MARINE the scale-size of an ordinary anchor to suit the model, if a C.Q.R. is made about half this size, or, per- haps, a little more than half, the proportion would be about right. _ There is no need to give detailed instructions for the actual making. It would, of course, be made up from odd pieces from the scrap-box, and brass is recommended for the anchor and also for the pipe, since this mate- The whole contraption is rather puzzling, but will, no doubt, be of interest to anyone modelling a junk. In this connection it must be remembered that these ships are very shallow draft, but extraordinarily good and fast sailers, and also extremely picturesque. It would be interesting to see such a model under sail at a club event, and duly reported in MARINE MODELS. (The End.) 116 MARINE Pr: aS % ees Pe ) ad uA te YS A> a oh ¥ ve eu gS % pa We ee : Cs St Py i s we b nen xe Eh MODELS 4 ep Sia wat 5 + x! Mc Fy 4 cer Bs es ae Se 2 Ke fn] ~ nae “33 % <5) A an she * aee . fx Re “ Sp Sproat see ee Aer 3 t 4 z wet wae, ae ta yey AR " ti! aes oy ap A iS Sats s (Continued from page 89.) | NDER the Merchant Shipping Act of 1932, it is compulsory for all British ships to be marked with load lines, excepting sailing ships under 80 tons register, employed in the coasting trade, passenger ships plying within restricted limits, fishing vessels, and pleasure yachts. Certain other steamers and motor vessels under 80 tons are also exempted, provided they do not carry cargo. These include tugs and_ salvage steamers, steamers surveying harbours and their approaches, steam hopper barges and dredgers, passenger excursion steamers plying within authorised limits. The loadline marks, which are usually known as “ Plimsoll marks,” after the name of their introducer, Samuel Plimsoll, consist of a disc with a horizontal line running through the centre and extending somewhat each side of the circle. Just above the ends of the circle are letters ‘* L.R.” (Lloyd’s Register), ‘ B.V.” (Bureau Veritas), etc., according to the authority assigning the loadline to the particular ship in question. In addition to the above, there are on steamers and motorships a number of lines at right angles to a perpendicular indicating the loading limits for different seasons of the year, fresh water, etc. As will be seen from the diagram “ T.F.” (Tropical Fresh Water) is the deepest load limit, with “ T ” (Tropical) next, slightly deeper than “ F ” (Fresh Water). TF Ss — w WNA LOAD LINE (‘* PLIMSOLL ’’) MARKS CHINESE ANCHOR owned by A. P. ISARD (See previous page.) Nee ee yw MARINE MODELS 117 The “S” (Summer) limit is considerably deeper than “ W ” (Winter), while ‘“ W.N.A.” (Winter North Atlantic) is lightest of all. The latter (** W.N.A.”) is not required on ships over 330ft. in length, with the exception of tankers and certain special service vessels. peas i aa In addition to the Plimsoll marks, a ship has figures down the stem and aft showing the draught. The “mean draught,” as en- tered in a ship’s log, is the average of the figures as read from the bow and stern. I have lately been proceeding with a number of fittings. None of these is particularly novel, but there are one or two little points that might be useful to others. I had, amongst other things, to make up a couple of Rogers’ folding anchors. In a recent article my colleague, Mr. Isard, gave the correct method of striking the shape for the arms, etc., to get the proper curves and proportions. I advise anyone with a similar job in hand to refresh his memory and re-read Mr. Isard on “ Ships’ Anchors.” I found it most useful. Well, in the course of making these anchors, I had to make some very small anchor shackles. I planted a small, very fine pin firmly in a block of wood. Round this I bent a piece of wire of the right gauge to form one of the eyes for the shackle pin. A complete circle or a little over was bent, and the surplus cut off. This left the eye open side- ways, just like a turn from a spring. It was then closed up with the pliers. The other was then made similarly. Finally the U of the shackle was bent up. One of the fine little pins was used for the shackle pin, cut to length and riveted over lightly. It is often rather difficult to get these very fine, stiff steel pins, but they can be obtained from a naturalist’s shop, being used for mounting butterflies and the like. Naturally, they are pretty expensive as pins go, but for the quantity a modelmaker uses this is of no consequence, as a few pennyworth will last a lifetime. I wanted a short piece of very fine chain, and | mention this to show that for the small quantity a modelmaker wants, price does not really matter much. I had great difficulty in getting anything fine enough. Ultimately, | got about four or five inches of 9-carat gold chain for a shilling! I recently made up a remarkably useful ov SMALL SELF-BLOWING GAS BLOWPIPE WITH SECTION THROUGH NOZZLE little self-blowing gas blowpipe. This is not an original thing, but is, I believe, very little known, and costs next to nothing to make up. It took me in all an evening to make up, and I wish I had done so previously I think there is a self-blowing blowpipe, slightly different in construction, which is marketed, but it must not be confused with this little gadget, the great advantage of which is that it gives a small tongue of flame, but intensely hot, and therefore just what the modelmaker wants to put his bits and pieces together. The whole thing is very simple. The body of the tool consists of a piece of brass tube—mine happens to be jin. diameter, but any suitable piece of tube could be used. The tube is between 6in. and 8in. long—mine is actually 74in., and is quite convenient. This tube is bent 2in. from the business end to an angle of about 45 degrees, and the business end 1s threaded to take a nozzle. The other end has a few grooves turned in to prevent the rubber gaspipe slipping off. The essential part of the thing, however, is the by-pass. On the underside of the bend in the body a small pipe—about 1/16th is a good size—is soldered into the main pipe and carried along parallel to it. This by-pass pipe is carried to a point ahead of the main nozzle, and turned upward, so that the point of the by-pass flame just impinges into the stream of gas from the main nozzle. If the size of the by-pass jet and its distance from the main nozzle are correctly arranged, the blowpipe will burn (rather noisily, it is true) with a nice pencil of really hot flame, all of which is ahead of the by-pass flame. It is the gas-pressure which actually does the blowing for itself, and the gap between the by-pass and the main nozzle (in which there is no flame) provides the air mixture. The reader who makes up one of these 118 ' MARINE gadgets must be prepared to spend a little time experimenting with different sized holes to his nozzles (and may well decide to keep a couple of different sizes for different types of job), and different distances from the nozzle for the by-pass, as these things are in direct relation to each other. At the same time these adjustments are not highly critical, and there is plenty of latitude in adjustments. Now for a few hints as to the actual making. As the pipa never gets really hot, there is no need to use any special materials. At the same time it is worth while to use a piece of stout gauge pipe. What | had, happened to be 18 gauge, and will last a lifetime. I made the external part of my nozzles about jin. The whole nozzle is about 1 in. long, including the threaded bit, which screws into the pipe. The hole inside the nozzle is tapered to about jin. from the end. From there it is drilled through with a fine drill, and the size of the hole finally adjusted by means of a little jet broach. It should be about 1 /32in. Externally, the nozzle has little bit of hexagon to take a spanner, and beyond that it tapers nicely to about {in. diameter. None of these measurements are critical, and are given simply to give a general idea of what to aim for. The only other point about the nozzle is the internal taper. The hole was first drilled out with decreasing sizes of drills, leaving a stepped hole terminating in the tiny hole of the nozzle itself. The steps were then removed by means of a tapered _half-round reamer, which I made up specially for the job. This is a useful little tool to have, and so I will later give the method of making it. Now for the by-pass. The tube forming this was soldered into the main tube. About din. protrudes into the main tube, which prevented any solder running into the by-pass tube. The little by-pass tube was soldered along the under-side of the main type for the sake of strength. The distance between the nozzle and the by-pass is about 4in., but it should be made sufficiently long to permit adjustment in tuning up the blowpipe. The end of the by-pass has to be closed up to give a small fine pencil of flame. It can be nipped up with a piece of very fine wire inside, and the wire subsequently pulled out, leaving a fine hole, say, 8 to 10 thou. In practice, | opened one of the nozzles J MODELS made more than I afterwards found necessary, and so | spun it up a bit to close it. I mention this, as it saved making a new nozzle. One little point which I omitted to mention when writing of the main pipe, was that the stout gauge of tube used enabled me to bend it to a nice radius without loading, which was a saving of trouble. Now about the little half-round reamer: this was made froma little piece of silver steel about a couple of inches long. This was chucked and a taper of about | in 34 put on it, coming to a Fine point. Half the metal was then filed away on the tapered part, leaving a half-round. This caution is unnecessary for the experienced worker, but the beginner should be careful not to press too hard in filing, otherwise the point i the tool may be bent. If the worker has not got a micrometer he can gauge his depth of cut by using calipers and a piece of square or flat metal half the thickness of his silver steel. Thus, if the silver steel is tin. a piece of din. square will act as a gauge. The cutting edge of the tool should be relieved. To do this, file a small flat, having one side exactly on the cutting edge, but be careful not to impair this. Finally, the tool should be nicel stoned up after being hardened and nae 4 There are no end of uses for this little blowlamp, as it will be found handy for local work on small fittings, etc., for soldering or silver soldering, or even small brazing. In the course of my experiments | found that without the by-pass a small pencil of blue flame is obtained direct from the nozzle, while a tiny bunsen flame only 4in. long can be got from the by-pass by itself. This simply means bending the by-pass pipe to one side, and a few experiments will soon show the full possibilities. One little point about the distance of the by-pass flame from the nozzle: the farther from the nozzle, the weaker the flame becomes, until it just be- comes a ghost flame. The nearer it is, the more critical the flame is, and the more prone to light back. Somewhere between is a position where it will work admirably. It is therefore wise to make the by-pass tube of ample length at first. It can be bent gradually back until the correct length is found, and then shortened to a suitable length. If a great loopis left below the tool, it is prone to get bent out of adjustment too easily. A little loop fitted to the pipe to hang it i or some sort of little stand is easily con- MARINE trived, and will add to the usefulness. I have at present an idea of making up a special small size of these blowlamps, without a by-pass, for tiny jobs. The sort of thing I have in mind is something about the size of the ordinary propelling pencil but about an inch longer. However, I have not tried this out yet, and my idea is at present based on the nice little pencils of flame I got when I tried the jets from the nozzle and by-pass . jets out separately. I am afraid that so far I have not said much about steamboats this month, but, still, you will find one of these blowlamps useful. I have noticed this season that there are still many boats about that very obviously lack stability. It is a sign of this when models heel either from propeller torque or under the influence of beam winds. I have repeatedly stressed the importance of keeping weights low in the boat and making upper works as light as possible, but in many cases a very great improvement could be effected by the use of a different form, or, at all events, a differently proportioned boiler. Of course, many owners think that the addition of ballast is the cure, and put their boats down below their marks, but this is a cure which is very nearly as bad as the disease, and a boat without freeboard, running obviously overloaded and like a half-tide rock, is not a pretty picture. The object of a working model is to give the appearance of the prototype under way. Now the boiler with the water it contains is decidedly the heaviest single item in the boat, and even then it must be remembered that the water moves about inside the boiler, and when the ship heels the water goes to leeward. From the point of view of steaming, boilers with water-tubes below the drums are undoubtedly very efficient, and therefore popular, but, except in very tubby, sturdy models, | venture to suggest they are entirely out of place, owing to the high centre of gravity. In other words, their disadvantages far outweigh their advantages, and in the majority of cases a change-over to a type of boiler with a lower centre of gravity would be highly beneficial. The marine boiler, as used in the prototype, is a high, short type, but this is no guide to the modeller, since on the prototype there are (in all except very small vessels) a number of boilers, and each is so relatively small in proportion to the size of the ship MODELS 119 that the whole thing is practically below the waterline. For most prototype models there is nothing to beat what is known as the marine centreflue type of model boiler, though actually the flue is below the middle of the boiler. This type does not steam as fast as the external water tube type, but, nevertheless, is capable of good work, and, what is all-important, has a low centre of gravity. Of the external water-tube boilers, the three-drum type is next best as regards height of the centre of gravity, and this has an advantage of its own in that the water in the two lower drums cannot move from side to side. The choice of boilers is similar to most things in boats, in that what is best from one point of view is most disadvantageous from another, and the only way is to look at the boat as a whole unit. I have at different times given particulars of various boilers and instructions for making them, and the present notes are more on the choice of a suitable boiler for any given hull. If a model is below her marks and run at true scale speed, obviously the result must be unsatisfactory, since the model is then dragging a disproportionate underbody, and has a disproportionate displacement. On the other hand, with certain types of vessels it is essential to increase the scale displacement in order to get sufficient stability and displacement for the model. If, however, this is done with due regard to the principles of naval architecture involved, the result is all that can be desired. The Speed-Length ratio has often been given in these pages, but here it is once more : — V_VL where V=Speed in knots and L=Length in feet A nautical mile=6,080 feet, and a land mile =5,280 feet. A nautical mile=1.151 land miles. There is no difficulty therefore in working out the relative speed for the model of any given prototype. Here are a few examples worked out. An express liner, 600ft. long, has a speed of 25 knots (28.79 m.p.h.), the speed of a 6ft. model should be 2.88 m.p.h. A destroyer of 300ft. has a speed of 35 knots (40.3 m.p.h.), the speed of a 6ft. model should be 5.69 m.p.h. A 100ft. yacht has a speed of 124 knots (14.39 m.p.h.), a 6ft. model should have a speed of 3.53 m.p.h., and a 4ft. model 2.88 m.p.h. (Continued on page 125.) MARINE 120 MODELS PETROL ENGINE & HYDROPLANE TOPICS By KENNETH G. WILLIAMS HE Editor of MarINE MopELs has paid T me the compliment of asking me to make a regular contribution to these pages on Petrol Engine and Hydroplane topics. While my active participation in the sport of racing these craft extends only a little over three years, it is a matter of great enthusiasm with me, and I hope to be able to provide interesting subjects for our readers. There is one way in which readers can make it very much easier for contributors to a magazine like MARINE MODELS, and at the same time increase their own enjoyment of these pages, and that is by giving some indication of what aspects they would like to hear about regarding design or construction of engines, and the various accessories connected with the power plant and hulls, or handling a racing boat. The Editor and I would welcome correspondence with those interested on the subject, and I will try to provide any helpful information which may be required. MarINE MobEts has a world-wide circulation, and we should very much like to hear from fellow-enthusiasts overseas as well as those nearer home. PETROL ENGINE DEVELOPMENT This month let us see what can be done to improve the power output of our engines. First of all we must be sure that the engine is mechanically sound and sturdy enough to stand tuning for high power, for to ginger up a flimsy job is like the proverbial putting new wine into old bottles—it is simply asking for a blow-up. We will assume that the mechanical parts of the engine have already been overhauled, and that all running parts are perfectly free; that there is no binding anywhere, and yet no shake; that the main shafts run true; the crankpin is parallel to the mainshafts, and the big and little ends of the con’ rod are parallel to each other. Another important point to check is, that the cylinder base flange is parallel to the axis of the crankshaft, so that no straining of the con’ rod occurs when running. Our problem is actually this: we have to introduce the maximum possible weight of air into the cylinder, and get the correct proportion of fuel to combine with it, leaving no excess of either, and then use the pressure from combustion on the piston to push our crankshaft round, and this must happen as . many times a second as possible. To many people the first idea for increasing power is raising the compression ratio’ for this will increase the final cylinder pressure from combustion and give a stronger push on the piston, but I think the logical method of approach is to be sure first of all that we are getting as much mixture into the cylinder as we can before we start compressing it. To this end it is as well to attend to the pump first, that is the cylinder, piston and rings, and be sure they are doing their job properly. Any scores in the cylinder should be removed or reduced as much as possible by lapping, and new rings used if the old ones do not fit the cylinder all round, or show rough patches, or if the gap has become unduly wide. Next, check up on the joint between the inlet port face and the carburettor for a crossed joint if you have a bolted flange attachment, or a step in a stub and clipped tube fitting. The surfaces inside should be carefully faired off to each other, and any rough places or sharp angles in the port smoothed away as much as possible; while you are doing this you can polish the surfaces with advantage. Then the width of the inlet valve seat should be reduced to not more than 1/32in., and this may allow increasing the port throat diameter if the valve head size will permit. The inlet valve guide need not project into the port, but the length of the bearing surface for the valve stem should be at least four times its diameter; if there is any projection it should be well rounded off and streamlined to the direction of flow through the port. Now when the pump is right and any flow restrictions in the port removed let us see that, having got the mixture into the cylinder, it stays in. It is surprising how many engines blow fuel back through the inlet port and carburettor, and this may even be visible as a white plume of spray, often some inches long, out of the air intake. All of this means loss of power. The cause of this loss is gener- MARINE ally valve bounce at closing. Sometimes the tappet will make a series of hops down the closing flank of the cam, and the spring surge set up can make the valve rebound from its seat, when it should stay closed. The piston is now rising rapidly on the compression stroke and, of course, a quantity of mixture is pushed back along the inlet tract. An increase of spring strength will help to overcome this defect, but the proper cure is to modify the cam contour so that the tappet has a chance to keep contact all down the closing flank, and so that the valve may be returned onto its seat without shock. Reliable springs are rather difficult to get hold of, but I have come across one that is of very suitable strength and dimensions for our purpose. It is ldin. long free, 33/64in. outside diameter, and has strengths of 15 lb. compressed to 13/16in., 24 lb. at 3in., and 274 lb. at 9/16in. The length fully closed is 17 /32in. This ought to cover almost any requirements. The spring is used in the small Burman motor cycle clutch, type M, and the stock number is 280 x Mark I. The cost is 4d. each, and you will find they are made to pretty close limits for strength. If you plot a curve of strength to compressed leng.n on squared paper you will find it follows a straight line, so you can arrive at intermediate values for yourselves. Now the vexed question of valve timing. We will consider the inlet valve first since we are on the subject of getting the mixture into the cylinder. Firstly, early opening and delayed closing is all based on the fact that both air and fuel have weight, and, consequently, inertia, therefore the mixture takes a definite time to get moving through the inlet port into the cylinder. At the moment when we want to open the inlet valve there is a column of exhaust gas rushing out of the cylinder down the exhaust pipe, at very high velocity, and this exerts a strong pull in its wake, tending to leave a negative pressure in the cylinder, so if we open the inlet valve even before the piston has reached top dead centre, this pull will start the mixture moving in the inlet port and will help the suction stroke to do its work. By the time the piston has reached bottom dead centre the mixture is rushing into the cylinder at really high speed, and its inertia causes it to overshoot and continue filling the cylinder even when the piston has started to rise on the compression stroke. A point arrives when the inertia of the in- MODELS , 121 coming mixture and the pressure from the rising piston balance out, and this is when the inlet valve should close completely. It should close comparatively gently to slow down the tail end of the mixture through the port, and avoid coming abruptly to a_ deadend, with the consequent rebound which would disturb the mixture flow for the next inlet stroke. It is evident from the behaviour of gas flow through the ports that the freer the flow, the more valve lead.and lag may be used with advantage to get cylinder filling. A similar action takes place in the exhaust port. We open the valve after the expanded gas has exerted most of its useful work on the piston but well before B.D.C., so that much of the gas is self-expelled by residual pressure in the cylinder. This is followed up by the piston push on the exhaust stroke, and the tail end of outgoing gas helps to draw in the new mixture for the next power stroke. We delay closing the exhaust valve till well past T.D.C. to get the full effect. A small amount of new mixture goes down the exhaust pipe after the spent gas, but in racing engines we are not troubled with considerations of fuel economy. A point to take note of is that a long straight through exhaust pipe is necessary to set up this extractor effect and that it operates in conjunction with a valve timing overlap. It is not unusual to find the exhaust valve in a racing engine opening as early as 80° before B.D.C. and it may not close until 30° or more after T.D.C. The inlet valve may open up to about 45° before T.D.C. and close up to about 65° after B.D.C. In my opinion the inlet closing point is much more critical than the opening because the increasing angle represents much greater piston travel per degree than at a point nearer the dead centre. The figures given here for valve timing are about the limit which can be used, and I strongly advise not jumping to them straight away. It is much better to work up gradually although you will probably have to make several sets of cams to do so, but you will be gaining valuable experience in engine performance in the meanwhile. Try to keep records of all the various changes you make and the results obtained, as such notes are most useful for future reference. Let us now refer to the diagrams; from MARINE 122 t+ ¢ 3 Ye ‘6 Ey ° o> \ / \ 2 5~. 5 TY Stroke We Stroke / \ i Fig. 1. MODELS | Relation of Piston Travel to Crankshaft Rotation. Fig. 1 we shall see that a crankshaft rotation of say 30° from T. or B.D.C. is equal to 3/32” —about 7.2°/, of the stroke, so that a total overlap of 60° does not represent such a large overlap in terms of piston travel as the angles might suggest. Fig. 2 shows diagrammatically an exhaust valve opening at 80° before B.D.C. This does not mean that 80/180 of useful work is being wasted, because the maximum torque 1s point where the con’ rod is at developed at a 90° to the crank which is at about 78° after T.D.C., and not at half-stroke. When the exhaust valve is opened the torque is rapidly falling off because the crank leverage and the cylinder pressure are both diminishing. These diagrams were made for a 30 c.c. engine having a stroke of 1 5-16” and a con’ rod with centres of 3”, and are reproduced The angle shown in Fig. 2 for half-size. maximum torque varies for different con’ rod lengths. As regards the shape of cams, in my opinion an inlet should open the valve quickly with the object of getting the mixture in motion as fast as possible, and close fairly» slowly to avoid valve bounce and gas shock An exhaust should open in the inlet port. quickly to give the spent gas every chance of getting out and reduce the pressure in the cylinder as fast as possible, then it should close fairly quickly to prevent exhaust gas being drawn back into the cylinder on the suction stroke, but still keeping the avoidance of bounce in mind. The valve spring has to move the spring collar, the split collets or whatever fixing is used, the push rods and rockers on an O.H.V. engine, and the tappets, so all these parts must be kept as light as possible while still being strong enough for their job. The s\ Max Torque 90″ f LZ i best way to keep the valve itself light with sufficient strength is to use the best steel obtainable for the purpose. I personally use K.E. 965, which I obtain in the form of old motor cycle engine valves. Some of these are stamped on the head with the specification number of the steel used, and a roughand-ready test for this steel is that it is nonmagnetic. It is very tough to machine and needs a slow cutting speed with plenty of cutting coolant. The peak pressure developed in the cylinder by combustion is dependent on the initial compression pressure, so the next step is to increase our compression ratio. This may be done by removing metal from the top or bottom flange faces of the cylinder, the top of the crank case or the bottom of the cylinder head flange, or by using a longer con’ rod or a piston with a higher domed top to reduce the remaining internal capacity of the cylinder head at T.D.C. A point to watch for is that the piston does not foul the cylinder head at any place at T.D.C. and that it does not touch the valves when they open. It may be necessary to cut pockets or flats on the piston top opposite the valves to give sufficient clearance. The thing to aim at is to produce a combustion chamber formed at the top of the piston stroke as compact as possible, so as to present the least possible surface area to the burning gases. The greatest proportion of propulsive effort on the piston is derived from simple thermal expansion of gas by the high temperature of combustion and the smaller area of metal in contact with the flame, the less will be our power losses through MARINE 123 MODELS Photo: J. Vines GROUP OF COMPETITORS AT THE WEST this channel. The only limits to the compression ratio we can use in these little cylinders are imposed by the requisite valve clearance with the piston and the difficulty of bouncing the engine over compression with the starting cord or strap in general use; the smaller the cylinder capacity the higher compression ratio that may be used with any given fuel. (To be continued.) WEST LONDON M.P.B.C. The West London Regatta at the Round Pond, Kensington, on July 3 produced a very good turnout, and was witnessed by a large crowd of interested spectators. The events comprised a Nomination Event, a Steering Competition and a Round-the-Pond Race. In the Nomination event the winner was Mr. H. Harris, of the home club, with 0.71 per cent. difference, the runner-up being Mr. W. Hillman, Jnr., with 2.14 per cent. error. The Steering Competition was held after lunch, and was won by Mr. H. H. Smith with his new launch, 8 points, the runner-up being Mr. E. Vanner (S. London), 7. The Round-the-Pond race did not draw as many entrants as the other events. It resulted in a win for Mr. W. Hillman, Jnr., in 7 min. 10 sec., Mr. R. Beard being second in 9 min. 20 sec. Members have been very busy during the winter, and quite a few new boats are in evidence, and we hear there are more to come yet. There is quite a vogue at Kensington for cabin cruisers, and several are in evidence in the above photograph taken on July 3. LONDON M.P.B. REGATTA, JULY 3 SOUTH LONDON E. & M.B.C. The M.P.B.A. Regatta at Brockwell Park on July 17 was favoured with lovely weather, and proceedings were watched by a large crowd of spectators. The first event was a Nomination Competition for free-running boats straight up the lake. Competitors were required to declare their times beforehand, and the one with the smallest error was the winner. Mr. Walker, of the home club, proved the winner, as his launch ran the course with an error of only 4/5 sec. Mr. Benson (Blackheath) was second, and Mr. Wollacott (Maldon) third. The next event was a three-lap race for the 15 c.c. Mr. Edgar Westbury’s ‘* Golly ’’ ran very well, and put up the best time, 21.8 secs. (approx. 28 m.p.h.). Mr. Martin’s flash steamer ‘* Tornado III’ (Southampton) was not far behind with 22 secs. Third was Mr. Scammell (Salisbury). The third event was a Steering Competition for the M.P.B.A. Cup. The Brockwell course is not an easy one, but the steering was exceptionally good, and scoring very high. The two top scorers were Mr. Mew (Maldon) and Mr. Denyer (Croydon), who tied for first place. No less than three re-runs were necessary before Mr. Denyer fell from grace, leaving Mr. Mew the winner. Third place was filled by Mr. Wollacott. This was followed by a 600 yards race for the 30 c.c. class. Here, again, one flash steamer competed, and was also among the leaders. It is very unusual for a dead-heat to be recorded in pole racing, but Mr. Rowe and Mr. Parris tied. On the run-off Mr. Rowe’s boat was missing badly and Mr. Parris was the winner. The results were: Mr. cae (S. London) 32.6 secs. (approx. 37.5 m.p.h.), Rowe (Victoria), Mr. Marsh (Southampton). The final event was a relay race for teams of three boats per club, and this was won by South London, whose team was Messrs. Walker, Vanner and Curtis. 124 MARINE MODELS A MERCHANT SHIP OF 4oo TONS By G. W. MuNRO B Y way of a change from the smaller craft, such as Brigs, Smacks, and Schooners, I shall now give the details of a few Ships. To start with we shall consider the very ordinary vessel of 400 tons—an average sized merchantman of just over a century ago. I do not know if this vessel was ever built, but the reader will find her scantlings and other details useful when comparing figures of various ships of different periods and classes. Moreover, I think it may be claimed as a bit exceptional to be able to give the plans and details of merchant vessels of this class, as nearly all of our data on old-time vessels are based on fighting ships of one kind or another. As our readers are doubtless aware, it is the practice of MARINE MODELS to have a special number for September. For that number I have a very handsome little ship to be given in full detail. These two vessels, with the one to follow, should help to fill the gap of which model shipbuilders are always complaining. The plans for the present ship will appear in our October number. The specification of the general dimensions is as follows: — The length of the keel, from the after side of the sternpost to the fore part, is 96ft. Sin. The fore rake of the stem is 11ft. 7in.; the length for tonnage is therefore 108ft. The length of the main deck, from the rabbet of the hoods at the hawse-holes to the after side of sternpost at the deck is 109ft. 8in. The length overall, from the after side of the taffrail to the fore part of the figure is 131ft. 7in. The breadth of frame is 28ft. 34in. The breadth for tonnage is 28ft. 94in. The depth of hold, from the under side of the main-deck to the ceiling plank, next to the limber boards, is 20ft. 2in. The height of the wing transom, from the upper edge of the keel, is 17ft. 7in. And now we can deal with the dimensions of the materials, or scantlings, as they are called. The main keel, of Scottish beech or English elm, is to be 124in. sided and 14in. moulded throughout the whole length, and to be in not more than three pieces—the length of the scarphs to be 5ft. 5in.; each scarph is to be tabled and bolted with eight lin. bolts. The false keel is to be 6in. deep English elm, bolted to the main keel with 3in. bolts every two feet. The main stem is to be 124in. sided and 15in. moulded British oak in three pieces, with 3ft. 9in. long scarphs, secured by six gin. bolts. The foot of the main stem is to be boxed into the keel, three inches below the rabbet (as will be shown on the plan), and be bolted with six in. bolts. The apron and stomach piece is to be sided the same as the stem and moulded to come fair with the inside planking, fastened to the stem with |tin. bolts every 20 inches. The sternpost is to be in one piece from the keel to the top, of British oak, 14in. moulded at the top, 25in. at the keel, and 124in. sided. The inner post is to be of the best quality of British oak, reaching from the keel to the wing transom. The deadwoods are all to be of oak, of sufficient length to cover the scarph of the after keel, and height for stepping the cant timbers. The berth and space of the floors is to be 14in. The floor timbers are to be 13in. sided and 144in. moulded oak. They are to be I lin. moulded at the sirmark. The first futtocks are to be 114in. sided, and moulded to answer the size of the floor at the sirmark, and be regularly tapered from that upwards to 54in. at the main gunwale, and no shifting of timbers to be less than 4ft. Yin. The floors are to be bolted with 14in. bolts. Every other floor is to be framed, and the frame timbers are to be bolted together with two lin. bolts on each side of the joint. Knight head timbers are to be 104in. square British oak at the head. The hawse pieces are to be three on each side, 154in. in breadth and moulded the same thickness as the knightheads. All the floorheads, and heels of the second futtocks are to be properly fixed with 3ft. Qin. long cross chocks, the points of which are to be let in 2in. into the floorheads and second futtocks. And all the joints of the different timbers which compose the frame of the vessel are to be done in the same manner. No floor or first futtock head is to be moulded thinner than 4 of its proper thickness; and all the short top timbers are to be scarphed to MARINE the heads of the second futtock with 1ft. 8in. scarphs, having 2in. thick points, and fastened with two 3in. bolts. No chocks must be required higher than the heads of the first fut- tocks. The whole of the timber above the first futtock head, fore and aft, generally of British oak, with the exception of the second futtocks, which may be white Hamburg oak amidships. The timber should be all properly squared, and free from sap, having no less at any place than4 of the proper breadth of the timber clear of every defect. The wing transom is to be 13in. sided British oak, and moulded as strong as the midship floors. The berth and space of the transoms is to be the same as the floors. All the transoms, with the exception of the wing transom, are to be 10in. sided, and moulded as strong as the midship floors. All the transoms are to be bolted with |4in. copper bolts, passing through all, and be clenched on the after side of the main sternpost—the wing transom to have two |tin. bolts. The heel knee is to be of the proper size British oak, having five I4in. bolts. The wing transom is to be secured at the ends to the side of the vessel by fore and aft knees, either of wood or iron, as may be found most convenient for the accommodation jf the cabin. The quarter timbers are to be in two pieces, lft. sided and moulded at the foot, Ilin. at the arch board, 9in. at the height of the main gunwale, 8in. at the taffrail, and the scarphs are to be 3ft. in length, and secured with six 3in. bolts. |The quarter timbers are to be secured to the ends of the wing transom with upright knees at each end, and be bolted down with four Zin. bolts to the transom. The bolts through the upright arm are to be the same size. The vessel is to have a piece of good timber fitted down to the top oe the wing transom, between the ends of the upright knees, and against the heels of the timbers in the counter, and this piece is to be well-bolted down to the transom, through the sternpost and heels of the stern or counter timbers; also a false transom or beam fitted inside the counter timbers, as high as can be managed for the sternpost, with notching a small portion out of each, and this beam is to be secured at the ends to the sides of the vessel by diagonal knees, either of wood or iron, as may be found most convenient, and the knees are to be well-bolted through the side and MODELS 125 stern timbers; also all the ends of the bottom plank, which come into the counter, bolted through the transom mentioned; likewise a strong bolt through the sternpost, which, with all the others, must be clenched. Every other timber abaft the aftermost floor is to be stepped 2in. into the deadwood, and secured with two liin. bolts, which are to pass through both timbers and deadwood. Every other timber, abaft the aftermost, and before the foremost square frame, is to be formed into a regular cant frame. The fashion timberis to be in two pieces, Qin. sided and moulded as large as required. The stern timbers are to be Qin. sided at the counter and 8in. at the top; 104in. moulded at the counter and 8in. at the top. This completes the framework of the hull generally, and we are now ready to go on with the outside plank work. (To be continued.) THE ENGINEROOM (Continued from page 119.) The comparison between the liner model and the 4ft. yacht is interesting. The prototype liner is six times as big as the yacht, but the model is only 14 times. The liner model is on a scale of 1/100 and the yacht 1/25. The liner’s speed is double that of the yacht, and the two models have the same speed. In other words, the speed of the models varies as the square root of the scale, that of the liner model being 1/10 of the scale of the prototype, and that of the yacht 1/5. This is, of course, easier to figure out, as, unless we have a table of square roots, a slide rule, or logarithm tables, few of us like calculations involving square roots. By taking the scale, however, one can easily get a close approximation. For instance, one knows the square roots of 4, 9, 25, 36, 49, etc., up to 144, and for a 1/50 scale model 49 will be near enough, and the model’s speed should be 1/7th of that of the prototype (allowing for the difference in knots and m.p.h., since we are all land sailors and work in m.p.h.). If a model is run at correct scale speed, and is correct as to her hull lines, the result should be very pleasing, as the model will then have an action and wave throw exactly like the prototype ship. If she does not get this correct motion through the water, then either the hull is incorrect or the speed is not scale. (To be continued.) 126 MARINE MODELS MODEL YACHT SAILING FOR BEGINNERS By Y. Z. HE novice at model yachting is often at T a loss to understand the various points of sailing, and so for a start let us consider the mariner’s compass. The complete circle of the compass is 360 points, from North through East, South and West back to North, or vice-versa. The 32 points of the compass are: N., N. by E., N.N.E., N.E. by N., N.E., N.E. by E., E.N.E., E. by N.; E., E. by S., E.S.E., S.E. by E., 5.B.55.E. by S., S.S.E., S, by Es S., S. by W., S.S.W., SW. by S- S.W., “SW. by W., W.S.W., W. by S.; ,W. by N., W.N.W., N.W. by W., NW.N.W. by N., N.N.W., N. by W. As these are 32 points of the compass, each point equals 114 degrees. Thus from N. to E. or N. to W. is a right-angle (or 90 degrees), and from S. to S.W. or S. to S.E. is 45 degrees. When you can say the points off in proper order and answer questions on the compass card you are said to be able to “ box the compass.” You may ask what that has to do with sailing a model yacht, and the answer is, “Very little,” but if you get the above into your head it makes it much easier for anyone instructing you to explain himself; so please take a piece of paper and jot it down. Now suppose the wind is North, and the course to be made good is N. No vessel can sail dead to windward, and the best she can do is to sail about 4 points (45 degrees) off the wind. The nearest she can manage is therefore to sail N.W. or N.E. Neither of these courses will bring her to her destination, which is dead to North’ard of her starting point, but by sailing equal distances alternately to the N.W. and N.E. she can work to windward and thus arrive at the desired goal. This is known as tacking to windward, and as the two courses (to N.W. and N.E.) are equal in length and take the craft an equal distance to windward, the wind is said to be ** dead ahead,” and the course is “right in the wind’s eye,” while the vessel is sailing “ leg and leg.” The leg to the N.W. is known as the “ port tack,” since the wind is on the port (or left) side of the yacht, and the leg to the N.E. as the “ starboard tack,” since the wind is on the starboard (or right) side of the yacht. When on the port tack, the wind is on the port side so the boom is to starboard, and on the starboard tack, the wind is on the starboard side and the boom out to port. This is very elementary but most important, so please, Mr. Beginner, get these points into your head. Having considered when the course is dead to windward, let us consider a wind anywhere between, say, N. by E. and N.E. by N, or N. by W., or N.W. by N. The course to be made good is still due N. It will be un- necessary to take every one of these different winds, as the same principle applies, and we will take a single instance—a wind N.W. by N. With a wind N.W. by N, the best course we can make on the port tack is N. by E., and on the starboard tack W. by N. Now if we sail an equal distance (over the ground) on the two tacks we shall find ourselves a long way to the W. of our objective, so the port tack is lengthened and the starboard tack shortened, and_ the course becomes “a long and a_ short leg.” The long leg is the winning or gaining leg, and the short the losing leg. The losing leg is, in fact, almost athwart the course, and really serves simply to give us sufficient offing (i.e., put us sufficiently far to windward) to sail down to our objective. When the wind is N.E. or N.W., the course still being due N., and provided our yacht can sail close hauled four points off the wind, she will just be able to “lay the course” without tacking. With a N.E. wind she will be close-hauled on the starboard tack, and with a N.W. on the port tack. Any wind with which a vessel can lay her course closehauled is a “ leading wind.” Any wind from N.W. to N. or from N. to N.E. is a ‘ head wind,” and can be classified as windward work when the course is N, and as such scores three points under M.Y.A. Sailing Rules. All other courses score two points. This will be referred to again later on. Now if the ‘wind is a point free,” the course being still N., it will be blowing from either N.W. by W. or N.E. by E. If, however, the wind is due W. or E. it will be “ on the beam.”’ Winds between N.W. by W. and W. by N., or N.E. by E and E. by N., are ‘ahead of the beam.” A wind W. by N. MARINE or E. by N. is “ one point ahead of the beam,” and a wind W.N.W. or E.N.E. “ two points ahead of the beam.” If the wind is on the beam (W. or E,), the yacht is “on a reach”; from W. by N. to N.W. by W., or E. by N. to N.E. by E., the course is a “close reach.” So far all instances given have been for a N. course, and winds from W. to N. and N. to E. have been dealt with, but we will now take a S. course and go through the same set of wind directions. Now if the course is S. and the wind due N., the course is a “‘ dead run.” Under these circumstances the boom can be carried either side, but the side opposite that on which the mainboom is carried is considered to be the windward (or weather) side. Thus a yacht running with her boom to starboard (to the right) is considered to be on the port gybe (have the wind on the left side), and viceversa. With the wind anywhere from N. by W. to N.W. or N. by E. to N.E., the course being S., the wind is “on the quarter.” With the wind from N.W. by W. to W. by N. or N.E. by E. to E. by N., the course being S., the yacht is said to be on a “ free reach,” or “ free reaching.” At this point, if the novice has not got the compass points in his head, the writer advises him to get a piece of paper and draw a compass, and then work out the various wind directions given until he is sure which is a beat, reach and run for a N. and S. course. Then, after a bit, he will get it for any given wind and course. If he is to learn to sail properly he must instantly appreciate what sort of a course he has to trim for, and how he has to sail it. The point to grasp is the angle the wind is blowing in relation to the course to be sailed. Now let us sum up, taking a pond with its axis due N. and S. Starting with a wind due W. or E., we see we have a reach either way at the same angle but on opposite sides of the ship. If the wind is W. on the N. course, the boom is to starboard, wind to port, so she is reaching on the port tack; on the S. course, the boom is to port, wind to starboard, and she is reaching on the starboard tack. If the wind is E., the exact opposite is the case. As the yacht is reaching both ways the scoring under M.Y.A. rules is two points each way. Next, take a wind anywhere from W. by N. MODELS 127 to N.W. by W. On the N. course the yacht is on a close reach on the port tack, and on the S. course she is on a free reach on the starboard tack. With the wind anywhere from E. by N. to N.E. by E., the case is similar except that she is on the opposite tacks. As the boat is reaching both ways the M.Y.A. scoring is two points each way. The final condition to consider is with a wind from N. to N.W. or N. to N.E. On the N. course, with a wind from N. to N.W. or N. to N.E., the boat will have a head wind, and on the S. course she will be running with a free wind. Under these circumstances the M.Y.A. scoring will be three points for the N. course (“* windward board ”’) and two points for the S. course (“ leeward board ”’). In parenthesis, it should be noted that the term “ board” implies a course the length of the lake. Two boards (i.e., out and home) equal one “ heat.” We therefore see that in matches sailed in reaching winds the scoring is two and two (four points per heat), but when it is a beat and a run the scoring is three and two (five points per heat). _If, therefore, a competitor won all his weather boards, he would score 60 per cent. of possible points, even if he lost all his leeward boards. This is a most important point to remember, and the novice will do well to concentrate on windward sailing first, more especially as this is a long way the easiest point of sailing, as will be apparent in the course of this article. In full-scale yachting, sailing to windward is the most difficult point of handling, but in model yachting it is the easiest. In the fullsized yacht, the helmsman has to exercise his judgment continually, edging his boat up to windward, luffing to puffs and bearing away to lulls and breaks in the wind. In the model once the most favourable trim for windward work has been found, all the skipper has to do is to put his sheet bowsers on the marked places. All modern racing models have a series of calibrations on the booms, and by setting the sheet bowsers to given numbers the same trim can be reproduced time after time. Thus an absolute tyro can purchase a model from one of our crack builders, and if the builder gives him a note of the weather trims at the same time, our novice can straight away reproduce his model’s best form to windward. In order that shrinkage of sheets through wet may not prevent the mechanical 128 MARINE reproduction of windward trims, many crack boats even have fine chain sheets so as to be impervious to damp! No helm is used to windward and once the correct rake of the mast, balance and trims have been ascertained, all that is requisite is to reproduce these mechanically ad infinitum. Suppose, however, that we have a new boat, either having built her ourselves, or that the builder in handing over has omitted to advise us of the number on main and jib sheets that give best results, how do we set about matters to tune the yacht up? Start by putting the mast in the designed position (as per plans) and at the exact rake. Set up the shrouds medium tight by means of lanyards or bottle screws. The writer actually prefers cord lanyards owing to the slight give (or spring) in the cord lanyard. It seems to make a boat more lively. As the preventer backstay has to withstand the forward pull of the jib stay (and fore stay, if one is used), this must be strong and set up pretty hard. A slight give here is not usually beneficial, so this should be rigid. Many skippers, using tall, narrow rigs, prefer separate back stays (one each side) from the position of the jib hoist. If a jenny is used to stiffen the upper part of the mast, a preventer stay, clear of the sail to the counter, will do all that is needful, and save complications. The chain plates for the main shrouds should be a little abaft the mast, but not so far as to interfere with the sail being eased well off. The hounds for the main shrouds should be at the jib hoist. The topmast shrouds should be the usual diamond pattern, i.e., from mast head over’ a spreader back to mast at gooseneck. These and the jenny can be set up fairly hard. The width of the spreaders can be half to two-thirds of the beam. It will add to the stiffness and also help to keep the mainsail clear of the spreaders if the arms of these are staggered forward about 20 degrees instead of dead ‘thwart- MODELS OBITUARY MR. JAMES HERBERT SCRUTTON E very much regret to report the death of Mr. J. H. Scrutton, at Cirencester, on June 29, aged 79 years. Mr. Scrutton was President of the Model Yachting Association since its reconstitution after the War in 1922. He was a keen yachtsman and took a great interest in model yachting. He was a generous patron of the sport, and presented the Association with several Cups, the most important of which is the handsome British A-class Championship Cup. In 1884 Mr. Scrutton became a partner in the well-known firm of West Indian merchants and shipowners, Scrutton, Song & Co., which had been founded by his grandfather. In 1905 he was elected Chairman of the General Shipowners Society, and in the same year he joined the Committee of Lloyd’s Register of Shipping. In 1916 Mr. Scrutton became Vice-Chairman of the Chamber of Shipping of the United Kingdom, and in 1922 he became Chairman of Lloyd’s Register, holding that important office until 1925. On behalf of model yachtsmen we beg to tender our sincere sympathy to his family. OUR SEPTEMBER NUMBER S usual, our Special September Number will A be priced at Is. 6d. It will contain many additional features for all sections of our readers. These will include: Illustrated account of Gosport A-class Regatta; A-class Design, ‘* Mollihawk,’” by A. W. Littlejohn; Ship Design, by G. W. Munro; The Norfolk Wherry, by G. Colman Green; Designing Engines and Hulls of Racing Model Hydroplanes, by K. G. Williams; Model Yacht Sailing for Beginners (continued), and many other interesting articles. Order your copy now to avoid disappointment. HUDDERSFIELD S.MLE. AUGUST 28th Start 11-30 a.m. HENSHAW CUP RACE 36” Rest. Class at GT. ships. WESTERN, STANDEDGE, MARSDEN. (To be continued.) Entry fee 2/- per boat, received up till 11-0 a.m. day Lunch provided. Waders necessary. of Race. Bring your 36” to one of the finest waters (600 yds. x 450 yds.) in the country. 1,200ft. a.s.l. and no obstructions! Hon. Sec. : F. C. Hirst, Broom Field, Longwood, Huddersfield. MARINE MODELS == | ‘Ser an C= — eh > — —— = J Th se i PS <8 129 yy AN 2 IAN RI eA Wsde OS [As the space available for Club News and Racing Reports ts limited, Club Secretaries are requested to make their reports brief and to the point.—EDITOR, BOURNVILLE M.Y. & P.B. CLUB Yachts from various clubs competed on June 18 for Mr. and Mrs. Edward Cadbury’s Silver Yacht Trophy for 10-raters. A light breeze caused sailing to be prolonged until the fourth heat, when, the wind, springing up from South-East, freshened. Fast and close racing ensued, and leading scores were : — Ist, *‘ Recovery’’’ (F. J. Broscombe, Bournville) 28 points; 2nd, ‘* Reginga’’ (R. Ingram, Salford Park) 24; 3rd, ‘* Caradoc ’’ (E. C. Taylor, Llandudno) 19; ‘* Moonbeam "’ (E. Nason, Bournville) 18; *‘ Neresse ’’ (R. Harrison, Derby) 16; ** Annette ’’ (H. Cole, Bournville) 15. 0.0.D., A. H. Harlow; Starter, D. Jenkins; Scorer, H. Ray; Umpires, W. H. Davey and C. Rastall. A Silver and Bronze Medal Contest for Juniors with the 36in. Restricted class was held on July 2. Tony Clack sailed ‘* Alpha ”’ cleverly, and well deserved premier honours, whilst Laurie Wakeman with ‘* Elf ’’ was a good and close second. Scores: ** Alpha’? (A. W. Clack) 16 points, ‘‘ Elf ’’ (L. Wakeman) 15, ** Bisto’’ (F. Cottrell) 7, ‘* Ariel ’’ (J. Lewis) 7, ** Nike ’’ (N. Newey) 5. 0.0.D., H. Ray; Scorer, F. Kettle. In the 36in. Restricted Class National Championship on. July 2 at Wicksteed, two Bournville boats, ‘* Argo ’’ and “‘ Eros,’’ reached the final heat. In the tie for first place ** Argo,”’ sailed with a high degree of skill by Colin Rastall, lost the deciding board by a matter of inches only. We heartily congratulate Colin, who is not yet 16 years of age, on a very fine performance. A team race of 6-m. was sailed between Bournville and Salford Park, Birmingham, at Bournville, on July 9, in ideal conditions. The home fleet won decisively from the Salford sailers, who were not so familiar with Valley Pool. Scores:— Bournville: ‘‘ Una’’ (H. Ray) 15 points; ** Elinore ’’ (L. Wakeman) 13, ‘* Dixie ’’ (C. Speak) 22, ** Athol ’’ (H. Cole) 19, ** Helen ’’ (E. Nason) 12— Total 81. Salford Park: ‘* Silvia ’’ (D. Spriggs) 11, ** Thistle ’’ (W. R. Dibbs) 5, ‘ Iris ’’ (S. Langford) 12, ‘* Babs ’’ (N. Stansfield) 5, ‘* Freda '’ (F. Riley) 11—Total 44. H. R. BRADFORD M.Y.C. The Sydney Carter Cup was sailed for by the ‘‘A"’ Class models, the results being as follows: 1, ‘‘ Emperia’’ (H. Mower), 12 points; ** Juno ’’ (Geo. Snow, sailed by L. J. Mitchell), 10 points; 3, ‘‘ Suffolk '’ (F. C. Hirst), 8 points; 4, ** Silver Cloud '’ (W. Roberts); and 5, ‘* Ensign "’ (W. H. Porter). O.0.D., H. Short, assisted by S. Roo and J. Ruecroft. MARINE MODELS.] The ‘* Atkinson ’’ Trophy was sailed for on wy 2, the first three yachts being: 1. ** Ensign ”’ W. H. Porter), 14; 2 Water Wagtail ’’ (A. Arnold), 12; and 3, ** Emperia ’’ (H. Mower, sailed by H. Altoft), 4. Great disappointment is felt by local clubs due to the decision of the powers that be to hold the International ‘* A ’’ Class event ‘* way down South,’’ especially as it is an open secret that the present holder of the Y.M. Cup had expressed a desire for the Fleetwood water. The great distance will prevent very many of the Midlands, North England and Scottish members from being present, and it is to. be hoped that, should we be fortunate in regaining the Cup this year, a more central water will be chosen for the 1939 event. J. P. CLAPHAM. BURY M.Y.C. June 18 was a bad day for sailing until late in the afternoon, and the race with 10-rater yachts for the Alexander Cup could not be commenced until about 5 p.m., when a light breeze sprang up enabling a start to be made, and doubts of finishing the race that day were dispelled when a full-suit wind came along. Some good racing resulted as follows: Ist, ‘* Babette’? (H. V. Hoyle) 29; 2nd, ‘* Ida "’ (S. Hopper) 25; 3rd, ** Elite ’’’ (S. L. Lat- ham) 23; 4th, ‘* Calshot ’’ (H. Chadwick) and (H. Duckworth) 22 each; 6th,‘* Fremar II ”’ (T. S. Shepherd) 20; 7th, ‘* Blue Tit’’ (G. Freemantle) 15; 8th, ‘* Ameroy "’ (J. Hoyle) 14; 9th, ‘* Bett Spriggs ”’ (F. Partington) 10. Saturday, July 9, the Smith Cup was competed for in squally weather, resulting in Mr. F. H. Shep- herd, with*‘ Marion,’’ taking the Trophy for the second year in succession; Mr. E. A. Farrar taking the second prize, presented by Mr. S. L. Latham. The scores were: ‘Marion’’ (F. H. Shepherd) 17 points,‘‘ Neptune "’ (E. A. Farrar) 15, ‘‘Rosalie’’ (G. Freemantle) 8, ‘‘ Margaret ’’ (S. Hopper) 8, ** Jason ’’ (H. Chadwick) 2 CLAPHAM It is the custom at J. HoyLe, Secretary. M.Y.C. Clapham to indulge from time to time in what is known locally as a *‘ do.”’ In local parlance, a *‘ do '’ may mean one of many things: for example, a tea-fight, dinner party, film show, model-yachting contest (yes, Mr. Editor, we do find time for these now and again)—anything, in fact, which constitutes a red-letter day in the Clapham calendar is known as a “‘ do.’’ A most excellent ‘‘ do’’ took place on June 25; this time it was a race for 10-raters, the prizes being a couple of handsome medals, for which we are indebted to the Paris Model Yacht Club. The race was followed by a tea party, at which 30 guests were 130 MARINE present, and the event was made the occasion for a presentation to Mr. A. J. Hugo, our chairman, who is shortly to leave Clapham to take up residence in Cornwall. The race attracted 17 entries, and we were fortunate in having a strong South-West wind, necessitating second, and, in some cases, third suits. The race provided excellent sport and many surprises, all the leading boats in the club championship being well down in the scoring list; only one, ** Onaway *’ (C. H. Chandler) qualifying for a prize. The first three were: (1) ‘* Ariel ’’ (R. Burton, Jnr.), (2) ‘‘Onaway’’ (C. H. Chandler), (3) ‘*Raven’’ (J. F. Thorner). Congratulations are due to the winner, whois one of the club’s youngest members. His victory was well deserved, for he handled his craft under difficult conditions with a skill that would do credit to any of our most experienced members. We should like to take the opportunity which these notes offer us to pay a tribute to the great work of our retiring chairman, both for this club and for the sport generally. To him we owe the foundation of the club in 1932, and its continued progress in the years that followed. In its short life, the club has weathered one or two storms, but the man at the helm has brought us safely through each time, and the club has continued to grow in strength under his guidance. It is the hope of every member that Mr. Hugo will enjoy every happiness and good fortune in his new home, and that his barometer (we made this the subject of the presentation) will always be at ‘* set fair."’ The club entertained the Blackheath M.Y.C. on June 19, for a race for the 36in. Restricted class, and were pleased to welcome a strong team of six, all of whom put up a good performance. The home team was somewhat below strength, and at one time looked like losing badly, but recovered to some extent later. The match ended with Blackheath the victors by the narrow margin of one point. A good South-West wind made sailing very keen and enjoyable, and after the event, competitors and officials adjourned to the Polygon Restaurant for tea, where prizes were presented to the top-scoring skippers. It had been hoped, Mr. Scoticus, to publish this month a brilliant effort by our tame photographer, entitled ‘* Dawn breaks over Clapham,”’ but it will, we fear, have to wait for a later issue. That alarm clock still fails us. FELIXSTOWE M. A. C. M.Y.C. The club has now a membership of over 100, who have over 100 boats between them. Of these, some 75 have been made by members themselves. The local classes sailed are 5-, 10- and 15-raters, and this year we have started a 36in. Restricted class. Eleven boats were entered for the Hibbard Shield (15-rater class) on June 25, sailed under modified M.Y.A. conditions (each boat sailing against every other once round the pond). Three boats, all of them A-class, tied with seven wins each. The final resail resulted in a win for ‘* Da Shetlan’ Lass ’’ (W. Shackleton), with ** Faun ”’ (S. Swinyard) second, and ** Esmé ’’ (R. W. Blundell) third. Lt.-Colonel Fernier’s Cup for 36in. Restricted, made and sailed by the same member, was won on MODELS June 19 by *‘Mona”’ (R. W. Blundell) with ** Moonyean ’’ (G. Swinyard) second. The first round of the annual match against Dovercourt was held on June 21, on their water, and resultedin a win for Dovercourt by 5—4. The return match takes place on our pond on September 17, and as the Quickfall Trophy goes to the side having the greatest aggregate of wins in the two matches, we still have strong hopes of retaining it. On June 1I, J. Cutler won the Ralph Cup (10- rater) with ** Judith,’’ and on the next Saturday, he won the Walker Cup (5-rater) with‘* Lady Mary.”’ On September 3 next, we are holding at Felixstowe an Open Competition for the 36in. Restricted class, under M.Y.A. rules. We hope to see some visitors on this occasion, so if anyone can come over and bring their boat, will they consider this to be an invitation? The entrance fee will be 2s. 6d. per boat, which should be sent with entries to the Hon. Sec., F.M.Y.C., 41, Looe Road, Felixstowe, Suffolk, before August 30. R. W. BLUNDELL, Hon. Sec. HUDDERSFIELD S.M.E. Only poor wind conditions (for a change) were enjoyed on Saturday, July 23, for the Walshaw Trophy 36in. Restricted regatta. The wind, after dying out altogether, at one time veered round from North-West to South-East. Mr. H. Crowther with ‘* Mayflo’’ scored 25 points, won the Trophy, sailing throughout in fine style. He only lost one board to the previous holder of the Trophy, Mr. F. C. Hirst with ** Thistle,’ who scored 24 points. Other scores were: ‘‘Elma’’ (H. WHunnybell) 17, ‘* White Nymph ”’ (J. Tolson) 13, ‘* Bess II ’’ (L. J. Mitchel) 10, ** Sheila '’ (E. Mitchel) 9, ** Beth ’’ (G. N. Sutcliffe) 5. Mr. Marsden carried out the duties of 0.0.D. and Scorer. F. C. H. FLEETWOOD M.Y. & P.B.C. As Gosport at the end of July is the Mecca of all true ** A’’ Class yachtsmen and, I being no exception to the rule, reports this month must be submitted early. Itis to be hoped that fuller reports of the Gosport Regatta will be submitted than were submitted of the National 10-Rater Regatta. Certainly the lack of technical reports in that case was due to a misunderstanding as to who was writing a report, but surely it was up to the National Authority to see that adequate reports were made. The fact that there were 24 entries and that they were well fed is of little interest to overseas and away readers, but we would have thought that proper provi- sion would have been made for a full description of all the boats entered. On Sunday, July 3, a team of six Windermere ‘*A’’ boats visited Fleetwood and a strong Westerly wind gave an enjoyable day’s racing. Windermere Club do not usually use spinnakers, so to gain experience they used them at Fleetwood. Their results were, however, not too good and the race resulted in a score of 134 Fleetwood, 46 for Windermere. July 2 was the first of the two days allocated to *‘A’’ Class boats competing for the Beesley Cup. The race was to have been completed on MARINE the following Saturday, but for the first time for many years racing was not possible on the second day. A 50 mile-an-hour gale was blowing right down the lake and those who did make an attempt to sail either damaged their boats or themselves. To stop a boat on the run at the East end of the lake was almost an impossibility. A very successful Juniors race for the Turner Cup (36in. Restricted boats) was sailed on the even- ing of June 29. Raymond Bell’s ‘‘ Minx ”’ put up an excellent performance and scored a ** possible ”’ 25 points. The owner skipper is to be congratulated upon his handling of the boat. V.F. W. LONDON M.Y. LEAGUE The third of the five rounds for the Stanton Cup was sailed at Highgate on Sunday, June 26. We were all disappointed at the absence of Mr. Hood, who is, to many of us, synonymous with the Highgate Club. His was not the only face that we missed, for many of the stalwarts of the club were apparently engaged elsewhere. However, those of the ‘‘Younger-end’’ who were present carried the race through in a very able manner. Particularly must we thank Mr. Whitehead, the O.O.D. The wind was very variable, both in strength and direction, being mainly South-Westerly, and at the close of the match it was found that the scoring had been fairly well distributed, three competitors tieing for first place with 20 points, viz., Mr. Hatfield (Clapham), Mr. Harris (M.Y.S.A.), and Mr. Carter (Highgate). Mr. T. H. Robertson was a very good runner-up for Clapham with a score of 19. One person we were all glad to see sailing once more was Mr. (Hughie) Wake, of the M.Y.S.A. His long defection had caused much comment and speculation, and it is hoped that he will be more in evidence in the future. The aggregate club scores are now: M.Y.S.A. 1234, Clapham M.Y.C. 112, Highgate M.Y.C. 107, Forest Gate M.Y.C. 1034, South-Western M.Y.C. 74. The Highgate Club entertained the visitors to tea at the conclusion of the event, but as the Tea Competition has now been declared taboo, as far as publicity is concerned, we must say no more, except that, as the next round is to be at Forest Gate, on September 3, it is hoped that sufficient water will be left for the sailing of the match. ** Caledon’s ’’ remarks on team matches as against ordinary inter-club events, are very interesting. A series of team matches between the Metropolitan clubs and Northern or Midland clubs would be extremely helpful in cementing friendship between the areas. A three-cornered match between representatives of the North, the Midlands and the Metropolis, staged at a central point, should appeal to quite a few folk. How about it? J. Hi. ¥, NEWCASTLE M.Y.C. The series racing for the various classes for season 1938-39 began on May 19 with the International **M’’ Class. It is interesting to note that, although the class started only about eighteen months ago, it is now the strongest class in the Club. Leading at present is the Commodore’s ‘* Ena’’ (MARINE MODELS design ‘* Pocahontas "’), followed by Mr. Bucknall’s *‘ Quo Vadis,’’ the winner of last sea- MODELS 131 son’s series. It may be of interest to mention that ** Quo Vadis ’’ is a sharpie designed and beautifully built by her owner before news of the “‘ garboard rule ’’ reached these parts. She has proved herself capable of holding more than her own with boats of conventional design, and, being a most reliable craft in all weathers, she is called upon to act as trial horse not only for tuning up boats of her own class, but 10-raters and ‘*A’’ Class as well. Officially she will receive no _ recognition from ‘‘M"’ Class, but we are certainly fortunate to have her in the Club. The racing in this class is more keen and interesting than in any of the others. In the 10-Rater Class ‘‘ Defiance ’’ (H. Jobling) has established a fairly good lead. Certainly worth mentioning is the fact that Mr. Jobling completed ** Flying Cloud ’’ (MARINE Mope ts 10-Rater design ** Beroe ’’) and rigged her up only just in time to compete with the 15-Raters on June 12. She completed the round without losing a single board either on the beat or on the run. The other competitions are being keenly contested—more particularly that for the Junior Silver Cup. We look forward with eager anticipation to a visit from Darlington Club with their 10-Raters, which is being arranged for the near future. RYDE M.LY.C. (I. OF W.) The second National Championshipfor the Inter- national M-class was held at Ryde on June 25, under the auspices of the M.Y.A. There was a dull overcast sky, with a strong Southerly wind. There were 10 entries representing five clubs. The Canoe Lake at Ryde runs approximately East and West, and is situated in rather a deep hollow. At the East end on the South side rather high banks and tall trees provide a fairly close shelter. Under conditions prevailing, three distinct sailing conditions in different parts of the lake taxed the skill of all the skippers. At about 10.30 a.m., the Mayor, Alderman F. A. Wright, after welcoming visiting competitors started the first board. On the whole, sailing was of a high order, finishes close, and resails very few. The event attracted a large crowd of spectators, so much that at times they proved embarrassing to officials and competitors. As the day wore on, although the sun did break through, the wind increased and became squally. Second suits became general, and also wet feet. During the luncheon interval some 40 competitors and officials sat down to the very excellent lunch provided by the ladies of the Ryde Club in the somewhat small boathouse. Later, this number swelled to nearer 60, the overflow being accommodated outside on the lakeside. Competitors seemed to compete not only in sailing but in observing the spirit as well as the letter of the M.Y.A. sailing rules. By 5 p.m., when tea was served, a complete round had been sailed, and a check-up on scores revealed that ** Thistle ’’ and ‘* Kittiwake ’’ were leading the fleet with scores of 31 points each, with ‘* Micky Doolan "’ a good third, only a point behind. After tea, a very exciting windward board between the two leaders gave the victory to Mr. A. Littlejohn by three seconds. In the opinion of many observers, Mr. Taylor would have won had he made 132 MARINE MODELS use of a guy at the finish. However, none will gainsay that the combination of Mr. Littlejohn, with his charming wife as mate, and ** Kittiwake ’ is very formidable. The winners were: Ist,*‘ Kittiwake’’ (A. W. Littlejohn, M.Y.S.A., Kensington) Coronation Town Cup and a rose bowl, 31 points; 2nd, ** Thistle ’’ (E. C. Taylor, Llandudno M.Y.C.), plated tea service, 31; 3rd, ** Micky Doolan ’’ (G. L. Mathews, Ryde M.Y.C.) 30. Other scores were: ‘‘Fenella ”’ (E. T. Scovell, Ryde M.Y.C.) 28; *‘ Die-of-Fright ’’ (H. Hawkins, M.Y.S.A.) 22; ** Vectis ’’ (A. Ls Pragnell, Clapham M.Y.C.) 21; ‘‘ Bett-Ann’’ (Lt.Cmdr. T. H. S. Jackson, R.N.R.) 20; ‘* Tubby ”’ (R. Harris, M.Y.S.A.) 18; —— (A. E. Ward, Hastings & St. Leonards M.Y.C.) 17; —— (G. Adams, Hastings & St. Leonards M.Y.C.) 4. The O.0.D. was Mr. A. Kerridge; Starters, Messrs. H. L. Ash and R. B. Roach; Judges, Messrs. D. H. Hair and A. Feltham; Umpires, Messrs. F. King, N. Hair, H. C. Sothcott, F. Seale, W. Arnold and E. Newnham. The Mayor, after presenting the prizes, mentioned that the Ryde Borough Arms represented the schooner *‘ Cambria ’’ winning the Ryde Cup off Ryde Pier many years ago, and said he would like to see a similar trophy from Ryde for the Marblehead class, and would do his best in this matter. In reply for the visitors, Mr. Taylor stressed the fact that the sport was growing rapidly, and that many towns gave facilities for it every day, and suggested that Ryde, with its reputation as a yachting centre, should consider increasing model yachting facilities for visitors. TT. ALS: i SKETCH CovRse SovTWH oF inh BAY Scarseoro SCARBOROUGH M.Y.C. On Thursday, June 30, the Scarborough Model Yacht Club held their first annual race on the open sea, in the South Bay. Mr. A. Gee, of Cleethorpes, kindly presented a silver cup to the club last year, and we decided to name it the Neptune Cup and use it as the trophy for this occasion. The race was held over a triangular course, two yachts having been anchored to act as buoys. The wind was Sou'west, veering West, and the first leg was out to sea from the West Pier, in a Sou’easterly direction, making a broad reach. The tide was almost full and there was a strong outset known to all skippers using the harbours, which had the effect of carrying the boats broadside to leeward until well clear of the seawall. This carried some of the boats considerably off the course. The second leg was a dead beat to wind’ard, where the second buoy was anchored near the Spa wall. Several long tacks were necessary to make this leg and gave the boats an opportunity of showing their ability for wind’ard work. As the wind was off the land, the cliffs and the valley gap made the wind very patchy. The last leg was a good run home with the wind on the port quarter, and with the run of the tide. All the boats carried full suits and presented a fine sight to the large number of interested spectators. Five 10-raters took part, ‘* Falcon’? (W. M. Bolder, club skipper) started first, then ‘Iris’? (G. R. Bolder) and *‘ Spring ’’ (J. Brunt) started five minutes later, to be followed by ‘‘Raven’’ (T. Vitty) and ‘* Sinner’ (A. Davison) five minutes later. The course was approximately 24 miles and the times were:— ** Spring ’’ 41 mins., ‘* Falcon ’’ 42, ** Sinner ”’ 424, ** Raven’’ 52, ‘Iris’? 53. The experiment was highly interesting as the conditions were different from anything on inland water. All the arrangements were made by Mr. W. M. Bolder, Club Captain, who solicited the services of the Scarborough Sailing Club, to whom we are very much indebted. J. BRUNT, Hon. Secretary. SALFORD PARK (BIRMINGHAM) M.Y.C. With conditions favourable, some excellent sport was witnessed in the second round for the Cham- pionship Trophy for 10-raters. The winner was ** Dragon Fly ’’ (J. Easton); 2nd, ‘‘ Reginga ”’ (R. G. Ingram); 3rd, ** Valiant ’’ (F. W. Riley); 4th, ** Lady Gay’ (L. T. Allen) and ** Duga’’ (D. Spriggs), tied; 6th, ** Mischief ’’ (N. Stansfield). The second round for the Championship Trophy for A-class boats was won by ‘‘ Lady Winifred ’” (L. T. Allen); 2nd, ‘* Flying Foam ’’ (F. Eades); 3rd, ** Will-De-Ceive ’’ (W. D. Creese); 4th, ‘* Miss Bedford ’’ (J. Easton). The Triple Alliance Trophy for three classes of boats, sailed over a triangular course, resulted: 10-raters—Ist, *‘ Mischief ’’ (N. Stansfield); 2nd, ‘“‘Trene ’’ (J. S. Harvey). 6-m.—Ist, ‘' Sylvia ’” (D. Spriggs); 2nd, ‘* Freda ’’ (F. W. Riley). 36in. Restricted—lIst, ‘* Jupiter’ (E. W. Hague); 2nd, ** Nimbus ”’ (E. Eades). MARINE ‘* Freda ’’ (F. W. Riley) 6-m., and ‘* Mischief ”’ (N. Stansfield) meeting in final, resulted in *‘Freda’’ winning the Trophy. Medals were awarded to the winners and seconds of each class, also to the finalists, which were presented by Mrs. W. D. Creese. The Evans Trophy for 36in. Restricted was won by *‘ Morning Star ’’ (F. W. Riley); 2nd, *‘ Cub ”’ (W. E. Edwards); 3rd, ** Mickey ’’ (S. Langford); 4th, ‘‘Dennys’’ (A. N. Thorneycroft); 5th, ‘*Tahiti’’ (B. E. Gough); 6th, *‘ Margaret Ann ’’ (F. Eades). ‘*Cub ’’ having held the Trophy for two years, failed to beat ** Morning Star ’’ (F. W. Riley), who maintained a consistent standard of yachtsmanship through the race. OLE BILL CREESE, Hon. Sec. NATIONAL 10-RATER CHAMPIONSHIP A. COMPETITOR’S IMPRESSIONS M I wrong in saying ‘‘ competitor,’’ or does A the term cover a mate? In any case, what ever his share in the event, any visitor to Fleetwood this Whitsuntide must have been greatly impressed by many aspects of this, the greatest 10-rater event ever staged. Perhaps the size of the entry was the most re- markable feature; 24 entries representing 24 clubs, and it appears certain that had each club been allowed to enter two or three boats (as is the case with the A-class trials), an entry of 40 or more boats would have been received. This testifies to the strength in number and popularity of the 10-rater class, particularly when it is remembered that some of our strongest 133 weight '’ entered the struggle, namely ‘‘ Devon,’ from Bury, and far from being submersed, as one might expect, in the rough going, she seemed to do her best work when the wind blew at its hardest. We fear that this contest will leave the great and burning question, ‘* What is the best type of 10, rater? ’’ still unanswered. Still less can we gain from a study of the prize-winners—see how they differ : — ‘* Venture,’’ an abbreviated A-class type—35 lb. displacement, high sailplan, short overhangs. ** Atalanta,’’ one of W. J. Daniels’ largest 10raters—long L.W.L., fairly high displacement, long overhangs. ** L.N.,’’ Simonsen designed, 55in. L.W.L., un’ usually short overhangs, moderate sailplan; a tiny boat in appearance, but what a goer! ‘* Duga,’” a MARINE MODELS “ Stella ’’ sharpie— long overhangs, light displacement, moderate sailplan. . What an assortment—yet all performed well during the whole race, on light and heavy reaching winds, and a whole day of second-suit-beat-and-run sailing, which delighted everyone. And what amused us most at Fleetwood? Well, that is hard to say, for we seem to have had some- thing to laugh over most of the time, even if only our own ill-fortunes. Possibly it was Mr. Catterall and colleague who entertained us with song and dance while we waited for resails at 8 a.m. Or, was it the fun fair at Blackpool, where we found the Bradford contingent trying conclusions with the ghost train? Anyhow, it was a great week-end, worth travelling 300 miles for (How's that for distance, Mr. C. O. Brook?), and if it is to be held at Fleetwood again (and every Southern competitor hopes it will), we certainly shall be there. SOUTHERNER. 10-rater clubs (including City of Birmingham and Eastbourne) were not represented. We were much impressed by the organising strength of the Fleetwood Club, who handled this event with an efficiency that at times became almost formidable. So well were we provided with officials that sailing rules could be enforced in the way all model-yachtsmen want to see them enforced, with the strictness and impartiality that alone can ensure fair sailing. The 10-rater enthusiast unaccustomed to competing with clubs from the opposite end of the country found interesting comparisons to be made between the types of craft favoured ‘* up North ”’ and those used *‘ down South.’’ Among the former, heavy-weather craft were certainly the order of the day: the champion, ** Venture,’’ an A-class type of model, MODELS with more than a passing resem- ’’ (or, should I say, to the blance to ‘‘ Crusader lower parts of ‘‘ Crusader’’); ‘‘ Lady Grey,” ‘** Stella Maris,’’ and others, characterised by ample displacement and generous beam; the Black-andwhat-you-will Alexander boats, also of ample proportions, particularly as to beam, and all showing excellent performances in high winds and rough water. The Southern boats seemed to favour length rather than displacement; for example, ‘* Advance,”’ of Brighton, and ‘‘Jeanne,’’ of Kensington, the latter displacing about 26 lb., and the former still less, and both long in relation to their beam—these were sleek-looking craft, carrying their canvas well in a strong blow, but somewhat upset in the rough water by their long overhangs. Only one ** light- CORRESPONDENCE NATIONAL 10-RATER CHAMPIONSHIP Sir,—I would like to voice the disappointment of many model yachtsmen on the 10-rater National Championship report. Apart from weather conditions, which, incidentally, were almost ideal, and the first-class manner in which the Fleetwood Club and the 10-rater Committee organised the regatta, very few details were given. We are continually being reminded about the popularity and publicity needed for our sport, yet this record entry of 24 clubs for a race in this country only four are mentioned! In previous years the progress each day was reported, and a full analysis of scores given. The club reports elsewhere in that issue are almost too comprehensive in marked contrast to this important event. May I therefore appeal to those responsible in future National events to give us more details. Yours, etc., ** MODEL YACHTSMAN.”” — [The report was published exactly as sent to us. —EpiTor, M.M.] (Other Correspondence appears on page 140.) MARINE MODELS eT TTT UOTLALA tee natees — de Robertson Cup race on August 6 will be a thing of the past when this matter appears, and, perhaps, more correctly, comment should be withheld until our subsequent issue. However, as the race has now become the most important emanating from Scotland, we may be forgiven if we express satisfaction at the fact that on this occasion it will be really International in scope, the first such to be held here. In addition to Mr. Sam King, from Toronto, we just hear that our old friend, John Black, has entered a new model, *‘ Kilty ’’ (the name is a subtle compliment, which we appreciate), and is bringing it over personally. We are delighted to hear it, and it will - be a pleasure to renew acquaintance with a good fellow and genuine sport, which, after all, is one and the same thing. Digressing from our proper function, may we pass a few remarks regarding recent experience watching prototype racing during the Clyde fortnight? Mainly, we desire to express admiration at the wonderful sailing merits of the metre classes. It was a lovely sight to see how easily all these classes—12-m., 8-m., and 6-m.—slipped along, mak- ing no fuss about it, although travelling at a high rate of speed, and, when we saw them, under a good weight of wind and through broken water. The 30-square metre class, with comparatively a small spread of cloth relative to the hull, were also impressive, and it came into our mind that here was a real class to be translated into model form, and one that would give scope for some experiment and valuable experience, to say nothing of great sport, if adopted as a model class. While we are not mentioning the other classes, it is not from any sense of their inferiority, but want of space (and a tardy consciousness of imposing on Mr. Editor’s well-known good nature). [Honey! Ep. M.M.] As a matter of fact they were all good, and a delightful spectacle under bright sunshine (yes, we do get some occasionally) and a good sailing wind. The Golfhill Shield race at Alexandra Park, on June 18, was carried through with all flags at halfmast, owing to the recent death of Col. Ian Dennistoun, the donor of the trophy. Poor wind conditions considerably delayed the start and were a drawback throughout. Eventually, the marvellous old ‘* Adapta ’’ (T. Porter, Scottish A-class Club) returned 304 points, and took the trophy. ‘‘Anona’’ (H. Kerr, Dennistoun) had second prize with 26, and** Saskia ** (A. S. L. Young, Victoria) the third, 23 points. A new model, *‘ Juanita ’’ (T. Cattell, Alexandra), designed and built by her owner, put up a very consistent showing during the initial heats, but fell away later, partly due to inexperienced handling by her mate. She has the making of a serious rival to any of the existing “* sixes,’” when in proper trim, and should be heard from anon. An inter-club race between Greenock and West of Scotland, on the waters of the former, on June 18, proved a most enjoyable event. Teams of six 6-m represented each club, and Greenock won handsomely by 99 points to 51. This is the more meritorious as Greenock has only recently taken up the ‘‘ sixes,’"” and the West are not easily beaten as a rule. We congratulate Greenock on this success. The leading boats in each team were: ‘* The Modern Miss ’’ (hitting it this time), D. McGillvray, 23, for Greenock, and ‘* Nike ”’ (not stealing much), P. J. McGregor, 13, for the West. As the lowest pointed of the Greenock team had 13 points, it is obvious that the West had*‘ missed ’’all right. But the sport and spirit throughout were good, and there are no regrets—quite the contrary. Tea was served in the boathouse, Commodore Watt, Greenock, presiding, and an exchange of complimentary remarks by Mr. A. W. K. Rodrick, of the West, and Mr. D. Thomson Wilson, on behalf of the hosts, cemented the atmosphere of good fellowship prevailing. Messrs. R. Dobbin and A. McGillvray controlled the racing, and prizes were presented by Mrs. G. W. Munro in her own inimit- able style. At Home to Saltcoats on July 2, the West of Scotland Club put up a more strenuous fight and took the honours with 88 points to 50. Teams of seven 6-m. participated, and the actual score does not flatter the visitors as many of the heats were exciting and only won by narrow margins. A new model, ** Pride of Saltcoats,’’ (T. Robinson) led the Saltcoats division with 16 points, and the wellknown ‘** Clutha’’ (J. A. Stewart) with 18 points, was at the head of the West’s card. Again, the utmost pleasure was obtained from the racing by the cordial atmosphere. In passing, we may remark that this has been the experience with all inter-club matches seem destined open regattas. to staged this completely season, replace and the they old-time The A-class club race for the Morris Quaich at Alexandra Park, on June 25, produced a very disappointing entry. Hard conditions prevailed and the models, all carrying full suits, had difficulty in standing up to the canvas. L. McLean, 17 points, carried away the trophy, with ‘‘ Heather Bell.’’ ** Scotian ’’ (I. McPherson) had 144, and ** Dock’s Boys "’ (N. Beaton), 8 points. The Scottish A-class Championship, carried through at Saltcoats, on July 2, had a moderate W. wind, and a double tournament was sailed. Mr. H. Miller, Saltcoats, was leading on completion of the-first round, but fell away badly iin the second, as is shown by the final results: ‘* Scotian’ (I. McPherson) 35, ** Rualtag ’’ (R. Russell) 32, **Flo’’ (H. Miller) 24 points. By way of contrast, the entry for the Harry Kemp Shield, for 6-m., on July 9, brought a fleet of 19, representing 12 clubs, to the line. The models engaged had to face a breeze that imposed a severe test on gear, and necessitated reefing down to third suits. It continued throughout, although moderating somewhat during the middle stages, and et co MARINE the race was once again a tribute to the capabilities of this fine class. Included in the entry was ** Sandy "’ (we are flattered at the Scottish flavour of the name), Mr. Sam King, Toronto, but she had only arrived with her owner the previous day, and her performance was obviously below her best. Ten heats were overtaken, and the card gave *‘ Charmée ’’ (C, F. Arthur, West of Scotland), a clear lead with a total of 45 points of a possible 50. Thisis a noteworthy showing, considering the severe weather conditions and the high class of the competition, and she maintained the consistent grip of the *‘ West ’’ on this trophy. ‘‘ Silver Crest ’’ (H. Morris, Scottish A-class Club) also put up a great performance, taking second prize with 40 points. This model is an experimental design, a narrow beam, fin-keel boat, with an auxiliary weighted rudder mounted on the fin and controlled by a low tension tiller acting entirely independently of the usual ‘* Braine ’’ geared rudder aft. This was only her second outing, and it will be more than interesting to watch her career. Third prize went to Port Bannatyne with ** Janet ’’ (R. H. Malcolm), 36 points. For the fourth prize three competitors, ** Violet'’ (A. W. K. Rodrick, West), Kelvin a (W. Brown, Dennistoun), and ‘‘ Gladys’ (Port Bannatyne), all with 35 points, sailed a deciding board to windward, which resulted in favour of ** Kelvin’’ after a close race. Belated news comes from Kilmarnock regarding the Walker Cup race, held on June 2. Open to Ayrshire clubs and for the 12-m. class, there were seven entrants. A strong South-East breeze was in evidence and fast passages, many of them ex- citingly close, resulted. ‘* Neupon ” (H. Miller, Saltcoats) continued this owner’s winning habit by returning the highest card, 26 points. Kilmarnock had second prize with Geo. Curdie’s ‘* Sail Ho! ”’, and also the third, taken by ‘* Onward ”’ (Wm. Ross). On June 18, a visiting team of 6-m. models” came from Saltcoats and 14 craft indulged in an interclub match. Poor wind conditions ushered in the & — start, but gradually freshened, and ultimately provided a good afternoon’s sport. The Kilmarnock team put up a return of 103 points as against 72, with *‘Gen"’ (G. Curdie) 21, and ‘* Jean’”’ (T. Love) 19, as leaders, and the best scores for Salicoats were 15 by *‘ Whaup"’ (Mr. Gilfinnan), and 13 by ‘* Glenesk '’ (Mr. Buchanan). The competitors were entertained to tea in the boathouse on completion of the match. Queen’s Park returns for June advise that the race for Viscount Weir's prize, on June 11, brought six |2-m. models under orders, and * * Vashti A | McDowell) led the fleet with 20 points. ‘* Ardnamurchan ’’ (Capt. McDonald), ‘*‘ Glenmore’ (R. Thomson), and ‘‘ Frigate Bird ’’ all returned 15 points, and the consequent deciding board gave second and third prizes to the first-named two. On June 25 the first Midsummer (?) Regatta took place, in a howling gale, with 20 entries. Three sections were engaged. Twelve-metres racing for Sir John Gilmour’ s prize, gave ‘* Ardnamurchan "’ 25 points, * Glenmore ’’ 21, and ‘* Sezu ’’ (O. L. Dawson) 21, the first three places. The 6-m. section trophy was the Sir Thos. Dunlop prize (are we aristocratic at Queen’s Park, ain't us?), won by ‘ Sheena’ (M. McMillan)’ with ‘* Mohawk ’’ (R. Thomson) and ** Ant ’’ (O. Logan) second and third, respectively. 135 MODELS The high-light of the meeting was provided by an open Unrestricted class race wherein the boats were sent off in two divisions, and the winners in each division sailed a final. In the first division the A-class ‘* Glenurquhart ’’ (Ex. ‘* Nolag ’’), D. McClure, beat nine other craft, and the second division were led home by‘‘ Glenmore,’’ a 12-m. The final went in favour of the A-class boat. This type of race is very popular with the general public, which is able to follow the simpler racing easier than when the conventional form is operating. Two A-class models held a private match of their own, but as the owners were acting officials they had no time to give it proper attention. And that is all for now. [Thank goodness.— Ep., M.M.] SCOTICUS. Y.M. 6M. O.A. (SURBITON) With the approach of the National Championship the thoughts of all the A-class boatmen naturally turn towards the Gosport Regatta. Although for various reasons it appears that this year the International Race will be but a shadow of the great races of the past three years, the competition for the honour of representing Great Britain seems to be as keen as ever. If the actual number of entrants for the British A-class Championship shows a slight decrease, we feel sure that the shortage is more than made up in the quality of the boats entered. Preparations have been going steadily forward at the Rick Pond, and Mr. G. Howard Nash and Mr. Johnston have been consistent competitors in the club races held each week-end. They will be at Gosport under the Associations burgee with Capt. Inglis as the third competitor. After winning a very fine race on June 26, ** Actinia’’ has been withdrawn from active racing for some weeks, so that it 1s possible that her skipper is preparing a surprise packet for his Gosport rivals. Possibly, however, it is merely another change in the colour scheme! ‘* Barika,"’ also, has not been sailing lately, so that her current form is not known, but she is entered under the flag of the Bristol Club, and is sure to give a good account of herself without further tuning-up. Racing has been confined in the last few weeks to ‘‘ spoon *’ races on the handicap system, and winds have been on the average pretty fair for the summer months, but low water and tall weeds have hampered the boats a good deal, so that taking conditions all round, one wonders if it would not be wiser to build in the summer months and sail in the winter. At the last Annual General Meeting the excellent idea was suggested of having a dinghy at the pondside to rescue yachts hopelessly entangled in weed, but although it was approved, and the necessary funds subsequently voted by the Committee, we have not yet seen the *‘ lifeboat ’’ at work. If the weed gets much worse, the ‘‘ crew ’’ will require a scythe as well as oars to reach the prisoner. CALEDON. od .' 136 MARINE MODELS AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) ] SEE where the cruiser-type 50-800, designed by J. B. Duncan, N.A., of the Staten Island M.Y.C., has given her many critics quite a surprise, proving fast and able in any sailing conditions. As the photo shows, it is a husky-looking job, and, as I stated in an earlier issue, resembles somewhat the American motor-sailer. Both models in the photo were built by Alex. Sellers, of the same club, who stands behind the white boat, from Mr. Duncan’s designs. All the models owned by Mr. Sellers bear British military names, such as “* Argyll,’’ ‘* Black Watch,’’ ‘* Dragoon,’’ etc., Mr. Duncan, being a former British Army Officer, has a list of similar names for future models, arranged alphabetically, and I have seen one of his models decorated with an insignia from a British uniform—a loyal son of old Britain. The races at the Warinanco M.Y.C. sailing water the last of this past month, drew 41 entries. R. P. Dezendorf was O.0.D., with C. Lindbloom and S. S. Griffiths as Scorers, and Bob Lowe, A. Davey, J. Braun and W. Sherman as Judges. The principal prize was the Ross Trophy, and there were close on 1,000 spectators for the two-days’ racing. The three high men were N. Cram (Warinanco M.Y.C.) 156, Bill Perfect (Atlantic M.Y.C.) 153, and C. Heisterkamp (Atlantic M.Y.C.) 146. By Clubs, Warinanco led with 6444 points, Atlantic M.Y.C. 528, Long Island M.Y.C. 489, Clove Lake M.Y.C. 4844, Staten Island M.Y.C. 457, South Jersey M.Y.C. 437, Jersey City 391, Irvington M.Y.C. 334, Red Bank M.Y.C. (2 men) 136, Prospect Park M.Y.C. (1 man) 91 points. I am grateful to my good friend Mr. Douglas H. C. Birt, of South Wales, for the extremely fine photo he sent me of his 6-m. yacht, from the design of ‘‘Debutante,’’ which was a winning design, as judged by the internationally famous Chas. Nicholson. . She is a smart-looking craft and worthy of anyone’s pride. Iam pleased also with Mr. Birt’s gift of a copy of the magazine Discovery. These very kind letters from friends abroad. do things to my Adam’s apple. I hope, when we reach the end that all men reach in time, I shall have the pleasure of sailing across the Jordan River with them all (unless my course is over the River Styx!). I see that the Red Bank M.Y.C. took the South Jersey boys (and girls) for a ‘ ride,’’ but, as my Cub Reporter states, Bill Harris, of the South Jersey Club, was top scorer for the event, and he also reports that two of the Red Bank members have met with accidents that have curtailed their activiBee sempepaty: a picnic of the Deeper Hudson more of the skippers overboard. It seems to be fashionable lately to fall out of skiffs; perhaps the skippers are a bit too eager, and become careless, like pounding dynamite with a hammer “* just for a dare.’’ Folly, I call it—and it does skiff sailing no good either. I think our pride is pardonable in several new skiffs we own, nicely varnished, with the sides in ‘ Easter-egg ’’ shades. TWO MARBLEHEAD MODELS designed by J. B, Duncan ** Phyllis,’” Alex. Sellers. race’’ Myc. the first Sunday in June, we found two and built J. B. Duncan, ** Argyll ”’ For the present, by Alex. Sellers at least, MARINE we wash them at the end of each day’s racing, and carefully put them on racks. They are lapstraked on the bottom, and some weigh as little as ae 63 Ib. for a 12ft. skiff of 40in. beam. Some of my American friends will smile when they learn that my personal skiff is bedecked with a polished brass stem-plate, and oar-locks with a universal joint. | can hear them twitter and say, ‘* That's C.O. all right.” But it looks nice, even if it isn’t very useful; and, after all, a little shiny metal makes them ship-shape (so I think), though some of the boys suggest that I put running lights aboard. We have tried in vain to get the scent of the affair at Boston, Mass., relative to the Challenger races, and, while we look with disfavour on un- a ae savoury comment, we must pause to state there is something going on that is holding up the 1938 activities of importance. You officials, we want to learn of it. We are a part of the organisation, and whatever goes on is for all the world to know. After all, our sport is the last wordin freedom from secrecy, so let’s have it. I Will this year find no International A-class event? lament, again and again. ‘* What a pity."’ It is evident that there are a great number who fail to understand the importance of International Racing to make a sport worthy of National recognition. Of course it is expensive. Any sport is when you take it up to its fullest extent. 1 might suggest that each National Association appoint a Committee to function solely as ‘* A Committee for the Good of the Sport.’’ Let their job be only that of devis- ing ways, consistent with finances, to keep the sport advancing, with nothing to do with Racing Committees, etc. Evidently business is picking up. Six more clubs have joined the M.Y.R.A.A. since January. All of the clubs join in welcoming the new members to the flock of skippets now inhabiting the earth. Let us continue, and time will find every home cluttered with model racing yachts of every conceivable shape and size. A man will be selected to rule a Nation, and so on down the line, on his ability to build and sail a yacht. And every street will be like the streets of Venice—no more highways with cars—all cars will be traded in for model racing yachts. There’s a nice thought there. The Olympic Committee decide there are too many sports on their list to consider Model Yacht Racing. Well, why not omit some of the other sports and put in something real and worth while? —like model yacht racing. The Southern California M.Y.A. has its own monthly paper called The Ma:nsheet, a small mimeo- graphed pamphlet. They also have weekly broad- casts, and that’s pushing the sport. We wish them success in their venture. And the Berkley Club sends us a snappy fourcoloured poster of the coming National Championship races in the M-class. It is printed from handdrawn artwork—and very little type set-up. I never hope to represent this country in such a contest, nevertheless, calm judgment points out that in that way lies our success for Community and other Governmental recognition. We have two skippers, Wm. Bithell and Fred Pigeon, both of the Boston M.Y.C., whose fighting spirit for the International Races should be a lesson for everyone. Here are two who make many over- MODELS 137 tures to clubs and M.Y.R.A.A. alike, offering to finance their own way, if only the Internationals will go on. Their constant appeals and generous offers should never have been put aside. Sometimes it is possible for officials to establish a precedent, and this looks like one of those times. At any rate, Bill and Fred can always say, *‘ We tried, anyway. The beautiful Sheldon Clarke Trophy now bears the fingerprints of James MacKinney, of the Ogden Park M.Y.C., with Tullock Malloy, of the Chicago WEY .G.; second, and our old friend George Barron, of the Ogden Park M.Y.C., third. son was O.O.D. in this A-class O. H. Torgen- event, and they sailed in a snappy North-East breeze, ranging from 6 to 15 m.p.h. Well, their oval pond is on the edge of a lake as big as the moon, so they should have some sort of breeze. Over at Port Washington, L.I., N.Y., the boys had a light wind for their chase after the Marblehead Perpetual Cup. A. Downie, of the Jersey City M.Y.C., took this Trophy home with his model ** Swift,”’ so evidently it is well named. A. Mattson, of the Marblehead M.Y.C., was runner-up with ‘* Damfino,’’ while Geo. Lee, Long Island M.Y.C., came into third place. Over at the Warinanco M.Y.C. event they dragged up 42 entries and a 15-mile blow. Noel Cram, of the Warinanco M.Y.C., grabbed first honours with Bill Perfect, of the Atlantic M.Y.C., in second place, and C. Heistercamp, of the Atlantic M.Y.C., in a tie for third place with another member of the club, Cecil Drake. Tex Foster, of the Long Island M.Y.C., and J. Brush, of the Warinanco, were right on the heels of third place, being only two points behind. At the Marblehead invitation race for the 50's they pulled in 28 entries. With a light South-East wind they were able to have their usual two days of fun and sailing. Cecil Drake, of the Atlantic M.Y.C., with *‘ Mintaur "’ took top honours, with Bill Perfect, of the same \glub, as runner-up, and Tex Foster, of the Long Mand M.Y.C., in third place. The boys are certainly having their days of fun. Even those who continually lag along down the score-sheet have a great old time hoping for the future, and what is life (or sailing) without something to hope for. Charles Farley’s Quarterly Report continues to be neat and orderly, and easily understandable. This poor scribe wonders how some of them do it. Were I to attempt a nice technical report of anything, from the stubbing of my toe to the Millennium, methinks I should have a long-winded report making fun of the whole matter. Ah! but life is too short to be serious—for long—and, anyway, the folly makes one appreciate the wisdom. Variety, you know, is the spice in the pudding, or something. Ah! I have found still another friend. Small wonder that the sport appeals so strongly. From far-off corners of the globe we learn that someone reads with pleasure the bits of silly chatter, and like it. Such a letter from Commodore Cecil J. Pratt, of the Vancouver M.Y.C. way, way out on the West Coast of Canada. It took six days to arrive at this tiny ‘‘ wheat-straw ’’ studio, and Friend Cecil was gracious enough to give me a graphic and brief history of their activities, together with a nicely worded bit of praise. Thanks, my friend, 138 I am grateful. MARINE He enclosed a nicely made silk club pennant also, to be placed ‘* Among my Souvenirs.”’ They certainly are an active group. Cecil lauds not his own activities, but rather the entire Canadian fraternity. Starting with five classes of models, from ‘*B’’ to ‘F,’’ ranging in size from 45in. L.O.A. and 650in. of sail up to 75in. L.O.A. with 2,500in. of sail. They have now, as the Commodore puts it, fallen in line and adopted the A-class, of which his club has half a dozen, and a number of 6-m. and 50-800 class models. All are good sailing models, able to give a fine account of themselves in any company, and they will have the privilege of holding the Canadian M.Y.R.A. Championship for the 6-m class, the first on this Continnent in this class. From various photographs enclosed with Commodore Pratt’s letter they sail in typical Canadian country. Pine trees line the lake, and rugged mountains form a beautiful background for any devotee of the sport. What a place to spend a vacation—mountains, wood, a fine lake, and a host of good friends, each with a model to give their guests a chance to sail with them. The world is not such a bad place to live in, is it? We had a nice “‘ chase ”’ recently, like ‘* fox and hounds.’’ While driving through heavy traffic, we saw a car pass with what looked like a fine A-class model aboard. We chased the car for miles, and even though we saw the speedometer dance a jig at the 70-mark, we still failed to make contact. Some modelman was in an awiul hurry to get somewhere. After wriggling through traffic for half an hour, we finally decided our necks would be safer if we let the ** fox ”’ get away. We were so excited we even forgot to get the licence number, so we could trace the ‘* bug ”’ and tell him how we at least tried to buy him a mug of coffee (or something). We should have an International Code for ** tooting ’’ the horn, when we see a model in the offing. Possibly the driver was deliberately trying to escape because we may have seemed like lunatics darting about the road as we did. Can’t blame him at that. oor I see where the South Jersey M.Y.C. had ** their toes stepped on.’’ First the Atlantic M.Y.C. takes them for a nice winning, and then laments one of their members. ‘* That guy, Tex Foster, ran away with first—in fact, the whole Long Island M.Y.C. did it—left us with 58 points to their 120.’’ And he asks, ‘What kind of boats do those guys have?’’ Good boats, I guess; leastwise, this skipper’s models haven't had much luck against them. But wait, we'll take ’em yet—they can’t always win, anyway. Winning the trophies is not the fun, nor seeing a friend in defeat, It’s playing the game the best you can, being glad with the folks you meet, Being able to smile with the one who wins, and hoping he wins again, It’s being a sport in every way whenever you play the game. We haven’t heard from the Eastern Championship event for the 50-800 class, beyond the verbal report that Bill Perfect, of the Atlantic M.Y.C., won the beautiful new National Sportsman’s Trophy. We were supposed to represent our Club at that shindig, and, as often happens in life, the slip came betwixt the cup and the lip, and now we must needs make our excuses and apologies, which we MODELS did most humbly. We know it was held by the Long Island M.Y.C., and that they had fair breezes; we know, too, that everyone had a good time who attended, which is natural with these skippers around the Hempstead State Park, and we know, too, that we missed something that we regret exceedingly, and we regret that space in magazines is limited, else we might chatter on indefinitely, but space is used up, and that’s that until next issue. CANADIAN M.Y.R.A. The following is a brief report of a regatta sponsored by the Oshawa Grads Model Yacht Club, of Oshawa, Ontario, on Saturday, June 11, under the sanction of the Canadian M.Y.R.A. With a brisk wind and calm water all the events were run off in good time. The races were held between the breakwaters of Oshawa’s harbour, and it was a reach both ways over the half-mile stretch. The sailing being open water it was necessary to use skiffs. One of the A-class models owned by Commodore Bill Jones, of the Toronto Society of Model Engineers, attained such speed on the return leg that he was unable to catch it when rowing his punt, and a powerboat in attendance had to take after it and chase it half a mile out into the lake before catching it. Another item of interest was that in the open class race—one of the models carrying too much sail, took in so much water through the uncovered hatch, that it sank. In all the events a total of 35 entries were listed in the four classes, and competition was keen throughout. The following clubs were represented: The Grads M.Y.C., Oshawa; the Oshawa Collegiate Vocational Institute Club; the East York M.Y.C.; and the Model Yacht Section of the Toronto S.M.E. Winners in the Marblehead 50-800 Junior Event included: G. Armstrong with ‘* Mugs,’’ T.S.M.E., in first place; R. Schubert, O.C.Y.I.; B. Gormley, O.C.V.I.; R. Jones, T.S.M.E. Marblehead 50-800 Senior: W. Choat, ** Mae,”’ T.S.M.E.; J. Austin, T.S.M.E.; R. Noakes, O.G.M.Y.C.; R. Willis, T.S.M.E. International A-class: W. F. Choat, ** Ventura Ill,"’ T.S.M.E.; T. Honey, E.Y.M.Y.C.; J. Austin, T.S.M.E.; A. Taylor, T.S.M.E. 6-m. class: S. King, ** Sandy,’’ T.S.M.E.; I. Morrison, O.G.M.Y.C.; R. Conant, O.C.V.I.; C. Johnson, O.C.V.I. Ralph Schofield was O.0.D., with Charlie Thrasher as Starter. George Gibbard was Judge of the Course, with W. E. Cayley, V. Osborne and I. Morrison, Assistants. Following the races, prizes were presented at tea served at the lake. An invitation was extended to the Oshawa gang to a regatta sponsored by the Toronto S.M.E., to be held in the Toronto Bay on Saturday afternoon, June 25. Seven of the Oshawa-ites came down and brought five Marblehead and two A-class models. The course was laid out as a beat and a run, and the results were as follows :— In the Junior Event (Marblehead) there were nine competitors, and Roy Jones of the T.S.M.E. finished first; Bruce Gormley, O.C.V.I., Clare Johnson, T.M.Y.R.A.A., third. second; MARINE In the Senior Marblehead Event juniors were also allowed to compete, and Alex. Taylor, T.S.M.E., finished first; H. Lowman, T.S.M.E., second; J. Austin, T.S.M.E., third. In the A-class Event there were 12 competitors, who sailed twice over the course, with the result that Maurice Fiegehen, T.S.M.E., finished first; J. Austin, T.S.M.E., second, and George Barrett, T.S.M.E., third. At the conclusion of the race the competitors were served with sandwiches and tea, and Commodore Bill Jones, of the T.S.M.E., presented the prizes. Bill Choat and Lawrence Bateman, of the T.S.M.E., officiated. The writer would welcome reports of any other regattas throughout the Dominion during the summer. If they are forwarded, preferably with pictures, publicity. we will see that they are given proper Ws. F. CHoatT. SOUTH AFRICA RAND M.Y.C. (JOHANNESBURG) Our sailing season came to an end at the end of May, when we were obliged to give up owing to increasingly cold weather, and we are now hibernating until the beginning of September. The séason was a very successful one, and, to mark its determination, a social evening was held at the Victoria Hotel, at which the prizes were graciously distributed by the wife of the Commodore. These were as follows : — Club Cup Open—* Forlorn ’’ (M-class) (Owner and skipper, N. Barrett), 101 points. Club Cup Handicap—** Omoya ”’ (M-class) (Owner and skipper, N. Clayton), 131 points. Mr. Livingstone’s Cup (for M-class, 1st)— ** Omoya "’ (Owner and skipper, N. Clayton), 102 points. Mr. Simons’s Cup (for M-class)—** Spindrift ’’ (Owner and skipper, R. E. Simons). Mr. Clayton’s Cup (for yachts not winning any other trophy during the season)—‘*Sonia’’ (10-rater) (Owner and skipper, J. Benson). Mr. Twigg’s Cup (for best record other than Ist throughout the season)—*‘Forlorn’’ (M-class) (Owner and skipper, N. Barrett), 89 points. Mr. Simons’s Prizge—‘* Whitewings *’ (10-rater) (Owner and skipper, R. Worroll). From the above it will be seen that M-class is the most favoured one, and our club is trying to concentrate on these boats in preference to any other class, until such time as we can find sailing water suitable for the International A-class. The first Annual General Meeting of the club was held on July 14, when the following officebearers were elected for next year: Commodore, Mr. W. P. Twigg; Vice-Commodore, Mr. R. Worroll; Secretary, Mr. Noel Clayton, P.O. Box 7882, Johannesburg, S.A. N. CLAYTON, Hon. Sec. MODELS 139 REVIEWS Sailing, by E. F. Knight, revised and brought up to date by J. Scott Hughes. G. Bell & Sons, Ltd., London. Price 3s. 6d. The late E. F. Knight was amongst the greatest and most unassuming of sailormen, and in this little introduction to the sport, one has a book characteristic of its author—simple, unassuming, yet eminently practical, and giving just that information, the novice requires in plain, easily comprehensible terms. Knight’s book was written some years ago, and the date of its first publication is unknown to us. Nevertheless, it obviously required revision in view of the changes that our sport has known in the last few years. In the choice of Mr. J. Scott Hughes to make this revision, the publishers selected just the right man for the job. So well has the revision been done that except for the fact that the subject-matter tells us which are the additions, one cannot determine where Knight’s original matter ends and the new matter begins. One interesting point is that nowhere from start to finish is the ubiquitous auxiliary motor mentioned, but the yachtsman is expected to perform all evolutions under sail. This is entirely as it should be, and in our opinion far too many modern yachtsmen rely on their motor instead of their seamanship to help them in awkward corners, and then one day the engine fails them, with unfortunate results. As an old yachtsman we strongly advise the beginner to start in a boat without an auxiliary, and, even if he has one, to use it as little as pos- sibg. For instance, with a motor it is simple to cepunder way under all conditions, but sailing off méorings in a crowded anchorage requires skill. And the same applies with almost more force in coming to moorings. We recommend this book to anyone thinking of taking up sailing. All about Ships and Shipping, by E. P. Harnach. Faber & Faber, Ltd., London. Price 7s. 6d. The measurements of this little book are 53in. by 4in., and it is l4in. thick, containing nearly 700 pages, besides numerous coloured plates. To attempt to detail the contents of this volume would require more space than we have at our disposal, and in describing it we cannot do better than quote a paragraph from the Foreword by Captain Sir David Wilson Barker, R.D., R.N.R., F.R.S.E., F.R.G.S. :— ** This little book by Edwin O. Harnack presents not only to sailors but to all interested in life at sea an amount of useful information not usually found in the more technical professional manuals. As some knowledge of every subject dealt with here is necessary to seamen, they will find this book handy and convenient for reference.’ As a general reference book this little volume takes a lot of beating, and contains an immense amount of information in a remarkably small compass. One wonders how long it took Mr. Harnack to compile this pocket encyclopedia of nautical matters. He is to be congratulated on the results of his industry. It should be in the possession of all who love ships and the sea. 140 MARINE say, 800 plus 180 sq. in. against a fully battened CORRESPONDENCE FORE-TRIANGLE Sir,—There lug of 800 sq. in. Similarly the fore-triangle measurement is wrong. MEASUREMENT is nothing wrong with the existing fore-triangle measurement, as a_ well-cut foresail fills up about 75 per cent. of the measured triangle. The foresail being good for drawing power and balance, there is no reason why it should be reduced in area. The tendency in the metre models is to have quite a big fore-triangle. A well-cut foresail sheeted to a wide horse may add to the power of the mainsail. If sheeted too far inboard, the foresail may affect the luff of the mainsail and destroy the efficiency of the whole sail plan. Shifting the MODELS whole sail area forward or aft, ac- cording to wind and course, is to be deprecated. Find a good mast position by initial experiments, and stick to it. J. A. S. SPECULATION ABOUT SAIL PLANS Sir,—As the author of the article which appeared under the above heading in your June number, may I suggest that some of your readers have entirely missed one of my most important points. Let me try to explain this more clearly. Take a simple instance, a 10-rater with L.W.L. of 50in., and allowed accordingly 1,200 sq. in. of sail. Suppose, instead of the usual method of sail . Measurement, one was handed a piece of sail-cloth containing exactly 1,200 sq. in. of cloth, would one indulge in battened convex roaches to mainsails? Would one put the jib close to the mast? I doubt it. My implication is that sail area measurement, which allows any free area to be obtained by using certain battens, etc., is all wrong. Likewise the present method of fore-triangle measurement is very stupid since, although the actual sail area one can cram into the space provided is about 85 per cent. of its measurement (just as used for rating by I.Y.R.U.), one cannot put the jib well away from the mast (and mainsail luff) if one wishes to do so, without being heavily penalised. An actual area measurement would force the designer to apply every inch of canvas in the most efficient way, and we should learn something practical. Under present rules, all the designer has to study is how much area he can get away with buckshee, and that is obviously a very different thing. My remarks anent the Chinese lug appear to have been misunderstood also. Take a Bermuda sail for the above 10-rater with a 72in. leach. By the headstick limit of lin. she gets 36 sq. in. extra. By the batten limits of 7in. for two centre battens and 5in. for upper and lower, she will get a roach of at least 3in. This will give her an area of unmeasured sail of 144 sq. in. The total of unmeasured sail area is therefore 180 sq. in. Can any designer afford to disregard this out of a total area of 1,200? Thereis therefore no chance to experiment with fully battened lugs of Chinese or any other pattern, as it would mean pitting a Bermuda of, Suppose the designer decided that his jib would be better 2in. away from the mast. The only way to do this without increasing area is to cut 2in, from the leach. What a system! Yours faithfully, THE WRITER OF THE ARTICLE. LONDON R.N.V.R. NAVY WEEK, 1938 EIGHTH YEAR ONDON R.N.V.R. Navy Week will be held L again this year in H.M.S. “* President ’’ the headquarters and drillship of the London Division, Royal Naval Volunteer Reserve. The ship is moored in King’s Reach, Blackfriars, and is easily accessible by train (Underground Stations —Temple and Blackfriars), tram and bus from all parts of London. The Acting Lord Mayor of London has kindly consented to perform the Opening Ceremony at 3 p.m. on Saturday, August 27, 1938. A guard of R.N.V.R. Ratings and the Bluejacket Band of H.M.S. ‘* Pembroke,’’ will be mounted to receive him on the Embankment opposite the ship. The ship will be open to visitors daily (including Sunday, August 28) from noon to 8.30 p.m., at a charge of 6d. for admission. Navy Week will close at 8.30 p.m. on Sunday, September 4. London R.N.V.R. Navy Week had its origin in 1931, when a drill display of a night attack on the ship was staged. Later, the ship was illuminated, guns’ crews were floodlit, and the searchlights gave a display. This was repeated in 1932 and 1933. In 1934, in lieu of a display of drill, etc., the ship was opened to visitors, exhibits being arranged on the same lines as Navy Week at the Home Ports. The new policy was a conspicuous success, and since 1934 the ship has been visited by 57,729 people during our Navy Weeks, and over £1,000 raised for R.N.V.R. Charities. The whole of the organisation and preparation for the weekis carried out by the officers and men of the London Division R.N.V.R. in the evenings, after their day’s civilian work, with two objects in view :— Firstly, to show the facilities for Naval Volunteering in London, and to create and foster an interest in all things appertaining to the Royal Navy; and Secondly, to aid R.N.V.R. Charities. The principal feature this year will be a historical survey of Naval Volunteering from the time of Nelson to the present day; this will include exhibits from the Dominions and Colonies as well as Great Britain. There will also be ship models, and seamanship, gunnery, torpedo, mining and Ppara- vane exhibits, and a replica of a seaman’s broad- side mess. The ‘' Ceremony of Sunset’’ will be carried out at 8 p.m. each evening. The Bluejacket Band from H.M.S. **Pembroke ”’ will play at intervals daily, and teas and light refreshments, souvenirs, etc., will be obtainable on board at reasonable charges. Published by the Proprietors, MARINE MopEts Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, 27, Portugal Street, London, W.C, MARINE MODELS HANDBOOKS BUILD YOUR BOY A By W. J. DANIELS and MODEL YACHT H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) Useful to HOW TO Builders of any size model BUILD A MODEL (with 4 large scale Designs) Price: STEAMER "El ee for Novice and Expert 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT (Hints to the Young Novice) 4d. postage 3d. TRADE MODELS TERMS PUBLICATIONS soy 7 APPLICATION 52, Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central: 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; Overseas, 8s. 6d.; U.S.A. and Canada, $2. EDITORIAL T= 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-plume is used, correct name and address of sender must be enclosed. FETTER LANE, LONDON, E.C.4 ADVERTISEMENTS Terms on application. Special Announcements of Regattas, etc. A ite >MARINE ON LTD., i MARINE Price: rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged 1d. 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. OFFER TO CLUB COMMITTEES : We offer to provide Club Secretaries with 1,000 tig < a Apert quarto oqienener ponies with colour, the club’s heading in one for 14s., or 500 sheets for 10s., HSE. 6 we may add one line of type at the foot advertising MARINE MOoDELs. 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 referred.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. FOR SALE Steam Yacht. 3ft. 4in. overall. Fully rigged and fitted. Bassett- Lowke fittings. Stuart Engines. Good sailer. Excellent finish and condition. New this year. Cost £17/10/0. What offers? Trevitt, 11, Charlotte Street, Redcar, Nr. Yorks. When replying to Advertisers please mention MARINE MODELS. W. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops BUS - 512, KING’S ROAD, - SERVICES: WORLD CHAMPIONSHIP AGAIN WON WITH SAILS CHELSEA, NEAREST 11, 22, 31. MADE OF : EARL’S COURT Bond’s ‘Simplex’ Petrol Engine 1}” or 1,4.” bore and stroke. Drive can now be taken from timing case end of crankshaft which has {” diam. projection. X.lL. SATLCLOTH WATERPROOF LONDON, S.W.10 STATION: t fm UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. Lasts out many ordinary sails. Water or Air-Cooled. This Engine is fitted with cast-iron head, rocker supports cast in one piece. The cylinder is iron with aluminium jacket shrunk on. The crankcase and piston are cast in Electron metal for ultra lightness. The design follows the latest practice, having car type valve gear, straight push rods, flat head tappets, inclined ports, high compression piston. A Few “ A’”’ Class X.L. Results : ‘International Championship, 1935, 1st ; 1936, 2nd ; 1937, 1st- ; Allen Forbes Trophy (International), 1935, SET OF 1936, 1937, all 1st Wing and Wing Cup (!nternational), 1937, 1st Scandinavian International, 1934, 1935, 1936, CASTINGS ome 8 ae 23/Keerotiade U.S.A. Eastern Set. of castings, with U.S.A. Mid-West Championship, 1937, 1st all 1st ao 1936, 1st; stampings, And many less important events. Used all over British Isles, India, Australia, New Zealand, Canada, U.S.A., Norway, Sweden, Denmark, France. Sails made at ordinary rates. W. G. PERKS, cacanarnvonsHire rings, Send 6d. for Bond’s 1938 Catalogue for full particulars,. It also contains a full list of all types of ship fittings. gears, finished springs and -all materials, with drawing. B35 /q Postaze / BOND’S 0’Euston Road, Ltd. 357, EUSTON ROAD, LONDON, N.W.1 Telephones: EUSton 5441-2. Estab lished 1887 <> —_-SAILS—— <= CHAS. DROWN & SON Model Yacht Sail Specialists A World-wide Turkey Red Reputation for Sails a Speciality nearly a Quarter of a Century Fittings and Accessories to Order Sail Cloth Sail Plans Send stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS.