Marine Models: Volume 11, Number 8 – November 1938

SS G Ye RW SHO SS \ WMA Z, wy” N Ss Yili tisiitittitittes W/V GWIMMIMUMSS LILES S07 itis Mju YY YY” \ Nx SH Wy Y VMI, ey; ii ~ S SSN MQAAAHAMHHAHHQO9 WO NN SS VHIAQ HYSSIS ne WO aOR: . SSS S SV DQOOAAN RS N SS. S S N S N NDE N SS SN G TILL Lf \N yy INCORPORATING MODEL YACHTSMAN NOVEMBER, 1938. Sevenpence | Vol. XI, No. 8. THE Y WOON SN = MARINE MODELS PUBLICATIONS LTD., 52, FETTER LANE, LONDON, E.C.4 ALEXANDER THE GREAT SALE With a view to the encouraging and extension of Model Yachting, we are offering the following liberal discounts on orders received during November. On orders under £2—a reduction of 2/- in the £ On £2—a reduction of 3/- in the £ orders over NOTE.—Owing to the high cost of Aircraft Material we are unable to reduce the cost of Alexalight Spars. All our Goods are guaranteed to be J. unsurpassed ALEXANDER & in finish and value SONS, VICTORIA PARADE, ASHTON, PRESTON, LANCS. PHONE A Waterproof Glue Model Yachting Association Also Heat and Acid Proof. No more sewing joints. The Association has for Sale the following Official Publications : A permanent and Solid Waterproof Craft. Breaking strain in wooden joints, moist Sailing Rules and General and normal, over 1,100 Ibs. per sq. inch. Rating Regulations RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or 4 Ib. 2/1, post free, from GALEN WORKS, DINGWALL ROAD, CROYDON. Trade Enquiries Invited. ALL TYPES OF POWER BOAT AND RACING YACHT HULLS built from finest quality yellow-pine planks to your drawings Designs in stock include : *“ Marblehead ”’ Class, Six-Metre Class, Etc. This month’ s bargain—** Model Engineering Exhibition’”’ Model, new and unused, 36” Restricted Class Yacht, yellow-pine planked, silver plated fittings, 2 suits 7 ~ and spinnaker, bright varnish finish – + £410 . \1/- f{ post free. Rating Rules. Anglo-American Pharmaceutical Co., Ltd., Phone: Croydon 3118. 6689 0 TERMS ARRANGED FOR ANY HULL Workshop : H. V. ROTHON, 180, Bury St., Edmonton, N.9 A Class… se 10-Rater Class… .. .. Marblehead Class ae 9d. each or J 8/- per doz. 6d. each. Score Cards (20 boats) … 3/6 per 100. Score Books 1/6 each. Lai – A Class … LY.R.U. Classes… = … 10-Rater Class… se“ Certificates. Marblehead Class Ft 36 in. Restricted Class … (2d. JS each, Gd. per doz. Remittance and Postage with all orders from: Mr. A. W. LITTLEJOHN, 94, St. Dunstan’s Avenue, Acton, W.3W. J. E. PIKE, Hon. Sec., 248, Burrage Road, Plumstead, S.E.18. When replying to Advertisers please mention MARINE MODELS. ull] WY os esensery HUODUDUUDUNSNIDDDDDOD/NS PTO DDI FTI NWN} NNULie se sanubannane vhs es f} a TECHNICAL Published on the Seventh of each Month November, 1938 EDITORIAL WING to pressure on our space last month, we were unable to include an Editorial. As our local A.R.P. Warden called during the time we were getting our October number ready for press, and fitted us with a gas mask, it is probably as well that we had no opportunity to express our thoughts in print. We have also decided not to inflict a photograph of the Editor wearing his gas mask on long-suffering readers. And so, breathing a sigh of relief that the horrors of a World War are spared us for the present, at all events, we can carry on with our normal and lawful occupations. During the summer months so much of our space has to be given up to club reports and accounts of regattas, that towards the end of the season we find ourselves with an accumulation of Correspondence, and all sorts of articles waiting publication. An instance of the manner in which matter gets held up was an article which we published very recently. This article, of cons:derable interest to the model yacht builder and others, had been waiting its turn for just over a year! During the summer months club secretaries and others who send us regatta reports have what might be described as a “ privileged ticket “’; we ask them now to give other contributors a chance, and during the winter months, keep reports down to reasonable dimensions. This Magazine is not as other magazines are, unfortunately, as we have only a very small advertising revenue, and depend almost entirely on our sales. This Magazine is a very important link in the organisation of model yachting and power-boating, so we ask all club secretaries and officials to help us by getting members of clubs to subscribe. With 100 per cent. (or even 75 per cent.) support from model yacht and powerboat clubs, we could improve this Magazine out of all recognition. Readers often send us suggestions for improving MarRINE MODELS, but they never suggest how these improvements can be financed. We have plenty of ideas ourselves, but not the circulation to warrant the expense involved. It is our endeavour to vary the fare provided for our readers and give them articles that cover the full gamut of marine modelling. The average marine modeller, though he may be primarily addicted to one particular branch of the hobby, takes an intelligent interest in all things nautical, and though he would possibly prefer the whole of this Magazine de- voted to his own particular branch, can yet read with pleasure about other aspects of marine models. The present issue contains a letter from a reader in Montevideo and an interesting report of the progress of model yachting in New South Wales. Model yachting and powerboating indeed has its votaries all over the world, and this Magazine can justly claim a world-wide circulation. 208 MARINE MODELS THE NORFOLK WHERRY By G. COLMAN GREEN, MLR.S.T. (Continued from page 185.) T HE trading wherry was essentially utilitarian and all her gear was simple and practical. When under way, the only loose gear about the decks were the two quants—lying one on each side—ready at a moment’s notice for use to give the head a ‘set’ round from the lee shore when coming about. In order to be able to lower the mast, to negotiate fixed road bridges, the mast is swung in a massive tabernacle standing about 3ft. 6in. above the deck, being pivoted on a stout iron pin. In general, the construction of the tabernacle will be plain from the various drawings. The cheeks of the tabernacle measured 12in. by 44in., and were usually painted red. The lower ends of the tabernacle cheeks stood either side of the keelson, being notched to fit over one of the timbers. The cheeks were supported on the after side by the main beam, and had _ heavy “inner ’’ and “outer” knees. The terms “inner” and “ outer” knees may be confusing to those unfamiliar with wherry construction, and they imply the upper and lower knees supporting the tabernacle. The back of the tabernacle was open. When the mast was up, it was held in position by what was known as a “ spider iron” (otherwise “ latchet” or “ gate”). This consisted of a stout iron strap going round the Tabernacle TABERNACLE AND HEEL OF MAST WHEN LOWERED tabernacle, and binding it. The forward side of this was hinged and could be opened by taking out a pin on the port side. It was fixed at a height to take on the mast just above the counterpoise weight on the mast. The mast was made from an Oregon or pitch pine stick, large enough to give a 12in. square Note: An alternative To using Two spends as shown 1s Sor The Sull length of the joint to be enclosed ina copper sheath, Rnown as “gunter? Jaws Fixed with Two “Spends”(tron bands) ‘also through rivetted. “Surprise” 40 tons. Outer Encl of Gasf ENLARGED DETAILS OF GAFF a VEZ a ltd iiacggy Gill mull) p QW YN DNTISTSYIDDDD DYDD: »)))s Sy) 20) NANA At os sneeeannns INCORPORATING THE MODEL YACHTSMAN Vol. XI, No. 8. Published on the Seventh of each Month November, 1938 EDITORIAL WING to pressure on our space last month, we were unable to include an Editorial. As our local A.R.P. Warden called during the time we were getting our October number ready for press, and fitted us with a gas mask, it is probably as well that we had no opportunity to express our thoughts in print. We have also decided not to inflict a photograph of the Editor wearing his gas mask on long-suffering readers. And so, breathing a sigh of relief that the horrors of a World War are spared us for the present, at all events, we can carry on with our normal and lawful occupations. During the summer months so much of our space has to be given uf to club reports and accounts of regattas, that towards the end of the season we find ourselves with an accumulation of Correspondence, and all sorts of articles waiting publication. An instance of the manner in which matter gets held up was an article which we published very recently. This article, of considerable interest to the model yacht builder and others, had been waiting its turn for just over a year! During the summer imonths club secretaries and others who send us regatta reports have what might be described as a “ privileged ticket “; we ask them now to give other contributors a chance, and during the winter months, keep reports down to reasonable dimensions. This Magazine is not as other magazines are, unfortunately, as we have only a very small advertising revenue, and depend almost entirely on our sales. This Magazine is a very important link in the organisation of model yachting and power-boating, so we ask all club secretaries and officials to help us by getting members of clubs to subscribe. With 100 per cent. (or even 75 per cent.) support from model yacht and powerboat clubs, we could improve this Magazine out of all recognition. Readers often send us suggestions for improving MarINE MOpDELS, but they never suggest how these improvements can be financed. We have plenty of ideas ourselves, but not the circulation to warrant the expense involved. It is our endeavour to vary the fare provided for our readers and give them articles that cover the full gamut of marine modelling. The average marine modeller, though he may be primarily addicted to one particular branch. of the hobby, takes an intelligent interest in all things nautical, and though he would pos- » sibly prefer the whole of this Magazine devoted to his own particular branch, can yet read with pleasure about other aspects of marine models. The present issue contains a letter from a reader in Montevideo and an interesting report of the progress of model yachting in New South Wales. Model yachting and powerboating indeed has its votaries all over the world, and this Magazine can justly claim a world-wide circulation. 208 MARINE MODELS THE NORFOLK WHERRY By G. COLMAN GREEN, M.R.S.T. (Continued from page 185.) HE trading wherry was essentially utili- fii tarian and all her gear was simple and practical. When under way, the only loose gear about the decks were the two quants—lying one on each side—ready at a moment’s notice for use to give the head a “set round from the lee shore when coming about. In order to be able to lower the mast, to negotiate fixed road bridges, the mast is swung in a massive tabernacle standing about 3ft. 6in. above the deck, being pivoted on a stout iron pin. In general, the construction of the tabernacle will be plain from the various drawings. The cheeks of the tabernacle measured 12in. by 44in., and were usually painted red. The lower ends of the tabernacle cheeks stood either side of the keel- son, being notched to fit over one of the tim- : bers. The cheeks were supported on the after _side by the main beam, and had heavy “inner” and “outer” knees. ARS Z es Tabernacle EE — The terms = {apERNACLE AND HEEL OF MAST WHEN “inner” and “ outer’ knees may be confusing to those unfamiliar with wherry construction, and they imply the upper and lower knees supporting the tabernacle. The back of the tabernacle was open. When the mast was up, it was held in position by what was known as a “ spider iron” (otherwise “ latchet ” or “ gate”). This consisted of a stout iron strap going round the LOWERED tabernacle, and binding it. The forward side of this was hinged and could be opened by taking out a pin on the port side. It was fixed at a height to take on the mast just above the counterpoise weight on the mast. The mast was made from an Oregon or pitch pine stick, large enough to give a 12in. square Note: An alternative To using Two spends as shown is for The Full length of the joint to be enclosed ina copper sheath, Rnown as “gunter: Gass 35 gt. long. ae ‘Surprise’ 40 tons. 7 Outer Enc of a wise Jaws fixed with two “Spends”(tron bands) also through rivetfed. Gasf ENLARGED DETAILS OF GAFF a MARINE at the base, and was a solid pole mast. The squared part extended to just above the tabernacle, but above that it was round and tapered up to the halliard sheeve where it developed flattened cheeks. The sheeve-hole was, for some reason, known as the “herring hole.” Above this come the hounds, and thence the mast tapered to the top rapidly. On the mast just below the herring hole were two or three 3in. bands of coloured paint for decorative and distinguishing purposes. The mast of a wherry had to be very strong, since there was no standing rigging except the forestay, but although such a strong, heavy spar, it was quite an easy job to raise and lower it by means of the forestay, since a heavy counterpoise weight of 20 to 25 cwt. or even 30 cwt. of lead was used to balance it. As will be seen in the various drawings, the lead counterpoise was fitted to the mast heel in several different ways. The gaff was also a stout spar, made of spruce and fitted with hardwood jaws. The jaws had a “ parling”’ (more usually called a parrel) fitted with the usual wooden “beads” or balls, round or barrel shape). The gaff and great mainsail of heavy tanned flax were a great weight to get up and down, and the wherry’s single halliard therefore led to the winch. The winch was a perfectly simple type of gallows winch, and could be unshipped and swung aside (to starboard) when it was desired to lower the mast. It should be mentioned that when the mast was lowered, the curlingway hatch was stood on edge on the port side of the opening resting against the starboard winch stanchion, on two slight battens to protect the deck. It used to be a fine sight to see a wherry approaching a fixed road bridge in a strong breeze with the tide under her. Along she SwiPe or Box PuMPe Anglo Saxon: Swipian = fo move swif ly yr Complete length of this pump for small wherry 6 Feel 209 MODELS * Stern & Cabin of Wherry 7’6″ “Wonder” (No Cockpit) (ae Horse EER ‘ 2’9″ Yellow! Some large Wherries had Flush Toop Decks came at a tremendous speed dead towards the centre of the bridge, and just when disaster seemed inevitable, down came the great sail, rapidly followed by the mast, and, without losing her way, she shot the bridge in great style. As soon as she was through, up went the mast. Then clank, clank went the winch and almost leisurely the great sail ascended. As the throat went up, the sheet blocks rattled, and when the lofty sail was once more peaked, the wherry swept away round the bend of the river with never a falter in her stride. The manoeuvre was always beautifully executed and most inspiring to witness. The wherry’s single halliard was one of the most interesting things about her from a sailor’s point of view, and many people find it difficult to follow the lead, so I will explain it in detail. 210 MARINE There were two spans on the gaff to distribute the weight. The outer span was at the extreme peak, and the inner span (locally known as the “inner spen”) in the middle of the spar. There was a travelling ring on each span, and a bridle (known as the “ martingale ”) shackled to the travelling rings. The peak block (“ spen” or “ spend ”’ block) hooked or shackled to a travelling ring on the martingale. The single halliard was a remarkably combined throat and peak halliard. The end of the halliard was shackled to a lug on the gaff at the throat, thence it led through one sheeve of the peak halliard block, through the spen block and back to the other sheeve of the peak halliard block, then through the single throat block and finally through the mast sheeve, the fall being led down to the winch. An alternative to the above rig was when, on very large sails, three spans were used. In addition to the outer and inner spans mentioned, a throat span was used on the inner end of the gaff in place of the lug to which the extreme end of the halliard was shackled. Like the other blocks, all halliard blocks were painted red and varnished. The sail was heavy tanned flax, the cloths, which were usually about 12in. wide, being parallel to the after leach. It was roped on luff and head, and also on the after leach, but not on the foot. There were three rows of reef points which were set on the seams, The first reef took off a depth equal to the bonnet, the second and third reefs rather less. With three reefs down the area of the sail was reduced by about one-third. Wherries had a bonnet laced to the foot of the sail, the bonnet being what an Irishman once described as “a topsail set at the bottom of the mainsail.” The bonnet was, in fact, a strip of canvas set along the bottom of the mainsail (to which it was laced with a continuous lacing), to give extra sail area in fine weather. The sail was laced to the gaff with a continuous lacing, the lacing holes being spaced on the seams of the cloths. The tack was shackled to a lug on the mast, and the throat to a lug on the gaff. The peak had a lacing rove through a cleat on the gaff. As a rule [L block lo sfop fe Sinking 1S” iron shoe in mud MODELS the mast hoops were wooden, but iron hoops were used on some vessels engaged in coal carrying. The halliard was tarred hemp, but for the mainsheet the wherryman preferred cotton rope if obtainable. The peak line (vang line) was 4in. diameter halliard line. This was used for getting the gaff inboard when lowering, and for gybing. When the sail was ‘‘ dowsed “’ (i.e., partially lowered to ease the helm when running in a heavy wind with frequent gybes), the peak line was hitched to the cleat in the cockpit to save excessive gybing. The spens were wire, or sometimes light chain. The forestay was wire with a hemp tackle. The most used appurtenances of a wherry’s gear were her mainsheet blocks. They were large wooden double-sheeved blocks, and travelled on a horse. As the mainsheet was 80ft. to 100ft. long, the sheeves were continually on the move. These blocks also were painted red and varnished. The straps, eyes and hooks are all painted black in contrast. One of the most characteristic fittings of a wherry was her masthead “ vang.” This was a gate-flag, half-vane arrangement. On the masthead was an egg-cup shaped fitting, generally gilded, into which was shipped the spindle of the vang. These vangs had various devices embodied. Some had sailors dancing hornpipes, gladiators, maltese crosses, stars, anchors, stags, and so forth, but my memory fails me to enumerate them all. By far the most numerous and popular symbol was the ‘Jenny Morgan,” and the wherry’s vang (whether bearing this device or not) was known as a “Jenny Morgan.” The original Jenny Morgan was carried by the wherry ‘Jenny Morgan,” which first sported a dancing woman, holding a bunch of forget-menots. This device took the wherryman’s fancy, and soon became quite a vogue. Nowadays, there are only as many original Jenny Morgans as could be counted on the fingers of one hand. The writer has the good fortune to be the owner of one of these, and it is now on loan to a well-known local museum. (To be concluded.) Shoulder 24’0: piece Sse C= , Full-sized “Quant, —i MARINE MODELS 21 (Continued from page 189.) ET’S start this month’s article with a little woodworking tip. When making screw holes in thin wooden decks, as, for instance, when screwing down a deck fitting, a pointed triangular or square-sectioned bradawl is far less liable to split the wood than the usual chisel-pointed type. If, however, you are using one of the latter, insert it with the chisel point at right angles across the grain. In this way it cuts across the fibres, instead of forcing them apart with the risk of splitting the wood. For making round holes for such things as a row of portholes, a very useful gadget is a little tubular drill. This can easily be made up from an end of tube. For wood, even a bit of brass tube will suffice. The end is bevelled to a sharp chisel edge on the inside. In order to prevent the tool skidding about before it gets a grip, the end can be pressed firmly into the wood. It is used in a hand drill and revolved smoothly, care being taken to hold it steady and square to the hole. Looking back over the season that has just ended, one notices a general improvement in boats and plants, but there are still far too many haphazard boats about. Some of these have perfectly horrible hulls, which show not the slightest pretence of naval architecture, being pot-bellied and crude to a degree. Well, that comes of not working to proper plans, and, even if proper plans are not available for any particular ship, it should not be impossible to work out a tolerable looking hull instead of a monstrosity. Another very common fault revealed in the straight-running events was (if I may be pardoned an Irishism) the lack of straight running. One critic has described some of these boats as being built “like a banana.” It can only be ascribed to lack of proper care in building, trusting to the eye instead of using a jig and lining up properly in the case of metal hulls, and hewing by eye out of a log instead of using proper methods in a wooden hull. Many of these inferior boats have quite nice upper works and good enginerooms. Well, here’s the winter coming on, and it is an excellent time to build a new hull. I have already given the methods of hull building in these pages, and the subject is also very thoroughly dealt with in How to Build a Model Steamer, so I will not say more about this matter here, except to suggest a new hull to those whose boats fail them in the matter of straight running. This season has seen large increases in the various club fleets round London, and I have noticed how popular cabin-cruisers are becoming. This is an excellent type to model, as, the prototype being small, the scale can be large, which means sturdy deck fittings and not too many details for the builder to do justice to. A nice prototype which one seldom sees modelled is a motor lifeboat. One of these would make a very nice club model, and I think the Royal National Lifeboat Institution are quite amenable to give modellers information. Trawlers and drifters again make fine models. There are some good models of these types in the Midlands, but round London they do not seem so popular. In London, tugs are great favourites, but this is not to be wondered at since the tug is such a familiar craft on the ‘London River.” With many builders painting is a very weak point. In fact,it is the exception rather than the rule to see a well-painted boat, and however well a boat is built, and however good the work put in, poor painting will make even a nice job look crude. It is not so much a 212 MARINE question of a shiny surface as smooth, evenly applied, thin coats, instead of thick, common paint daubed on anyhow. And as for the wobbly waterlines! Well, painting is largely a matter of preparing the surface beforehand, applying a number of thin coats and rubbing down after each. It takes a bit of practice but is worth while taking pains over. While I was at Dudleyport for the West Midlands S.M.E. Opening Regatta, I noticed a large fleet of admirable miniature working models. On a small lake, these have a most realistic appearance, but they are only suitable for small sheltered waters. Where they are suitable, they are interesting little boats to build. . This season quite a few prototype models have appeared powered with I.C. engines. If these are used in prototype models, it is essential for them to be silenced properly, and vibration reduced to a minimum. It is all wrong for a model liner to be vibrating like a speedboat and making a noise like a motor cycle. If the noise and vibration were eliminated, I.C. engines would be useful in many prototype models, but it is not sufficient to propel the boat, the prototype model must aim at giving the impression of the full-sized ship. For my own part, anyhow, I am not at all sure that steam-driven boats are not the more interesting to run. Many models are still too tender. This is often due either to excessively heavy or overhigh upper works. A model running with a permanent list looks ridiculous, and those whose boats suffer in this way, have their winter’s work plainly mapped out for them in advance. It is a mistake to scrap a good boat before one has got her to the utmost pitch of perfection, but it is equally wrong to persevere with a thoroughly bad boat, when the cure is to break her up, keeping anything of use, and build afresh. These remarks are in the nature of generalities, but naturally in making these criticisms one cannot particularise, and must leave those readers to whose boats they apply to take them to heart. Possibly some readers will start their winter’s work with a few improvements to their workshop and equipment. Most of us work late at night and as far as possible noise should be eliminated to avoid complaints by neighbours. It is worth while bearing this point in mind, and in many cases a good deal can MODELS be done by the use of a little common sense. A hollow floor or walls will magnify the slightest noise, and at night quite a small noise sounds terrific. In my tool-kit I have a dentist’s drill with the usual flexible drive and chuck your dentist produces when he gaily tells you, ‘* Now this won’t hurt you a bit!” I do not like the sight of this implement in my dentist’s surgery (or “ dental parlour,” as our transatlantic friends style it), but in my own workshop it is areal friend. To drive this I have a +x h.p. electric motor, which provides more than enough power. If one knows a dentist, he is always pleased to give one handfuls of old dental burrs, worn out for dentistry, but eminently serviceable for model makers, and one can get a large variety of dental tools, including polishing mops, carborundum wheels of various grades, brass and steel scratch brushes, etc., besides drills, milling cutters, etc. This is not a very expensive outfit to buy. I got mine a few years ago, and, from memory, the dental drill cost something under £3. The motor was extra, of course, and this requires a variable resistance to be able to vary the speed as required. If any reader is buying one of these, he should remember to get a motor that does not interfere with wireless reception, or he will soon be very unpopular with his neighbours. It requires a little practice to make the best use of this tool, but I personally should hate to be without mine. Mine gets very hard work and stands up to it well. Spare parts are always obtainable and are interchangeable, which is a great boon. Of course the chuck requires taking down and cleaning occasionally, and should be kept oiled with thin oil, but otherwise it is no trouble and always useful for many awkward jobs. In order to minimise noise from this little motor, I have mounted it on a board with four Sorbo rubber balls at the corners. Here is a suggestion recently made to me, which I have not tried personally, but should imagine quite useful to those whose spare cash is limited. It is suggested that a hand grinder might easily be converted to foot power by the use of a cycle free-wheel, a length of cycle chain, a return spring and a hinged footboard. The free-wheel would have to be mounted on the spindle of the grinder, and the rest of the construction is obvious. With an old cycle to rob, the chain wheel and right-hand crank and pedal could MARINE also be pressed into service, and would gear the speed up nicely. Of course an electric motor is a far better arrangement, but then it costs more, and there are, unfortunately, houses still without electricity. For those who can afford it there are a number of useful little drilling machines on the market at about £4. Of course this involves the purchase of an electric motor specially to drive it, but for those who have a few pounds to spend, this is a most useful tool, and increases the worker’s capacity for fine work. These drilling machines are not exactly precision tools, but they are an excellent substitute. There are certain modellers who take a pride in the paucity of their equipment. A poor workman will never be able to do good work even with the most elaborate equipment, but the capacity of a good craftsman for fine work will be vastly increased by having the proper tools for the job in hand. Money spent on tools is never wasted, provided it 1s spent with discretion. ~ Good tools should be looked after, and for lathes and small machine tools a good lubricant is essential. I have found nothing to equal ordinary Singer sewing machine oil. It is easily obtainable and for the quantities the modeller uses it is not expensive. Tools should be kept clean and it is worse than useless to wash a lot of gritty dust into bearings when lubricating. Grit is what does the damage, so to get good service, keep tools clean and look after them. If you strop your razor and keep it in good condition, you get a good shave, but if you neglect it, it is an agony to shave. And your tools are just the same. Look after them and you will find them a pleasure to use. It is worth while to think about the lighting of your workshop before starting the serious work of the winter. Lights should be placed to shine on the work, and not in the worker’s eyes. A good light, properly placed, makes all the difference. It makes for better work and saves the eyes. A portable lamp or two is extremely useful, not merely an ordinary wandering lead, but a lamp that will stand on the floor or bench and be adjustable to any desired angle or position. A small cone-shaped shade is excellent, as it concentrates the light. In a workshop it is the greatest mistake to use cheap “ flex.” Heavy, strong cords should be used, although they are much more expensive. MODELS 213 During the winter, particularly, those who have small workshops in the garden have a good deal to contend with. It is extremely difficult to keep tools in good condition under these circumstances owing to damp, and the condensation brought about by changes of temperature. If the worker simply puts a stove on when he goes to work, everything gets cold between whiles, and the air gets damp. The secret is, of course, an even temperature. A little garage heater or greenhouse lamp is not expensive, and costs very little to run, and will do a great deal to overcome this trouble. To grease my tools, I use a little spray made up from an old barber’s spray. In this I use a mixture of petrol and oil. It only takes a few minutes to grease up all the tools I have been using, and it forms a nice, thin oily film. The petrol, of course, evaporates, leaving the oil behind. The vapour from this spray is, of course, very inflammable, and must be treated with respect. Instead of the usual rubber bulb of the spray, I have fitted one of those little all-metal bellows, used by watchmakers for blowing dust out of watches and clocks, since rubber disintegrates if used for this purpose. Next month | shall be writing on the sub- ject of blowlamps, which seem to be a source of trouble to many model steamer builders. (To be continued.) WEST MIDLAND (WOLVERHAMPTON M.E.S, BRANCH) The inaugural meeting of the above branch was held on September 30. Mr. R. Thomas, Chairman, addressed members, outlining the advantages offered by the Society, including the Pool and Locomotive track. Meetings will be held on Wednesday even- fr at 8 p.m., at the Coach and Horses Hotel, Snow Hill. All model engineers in Wolverhampton are invited to attend. G. BUTLER, Chairman & Secretary. ** Zelorna,’’ Codsall Road, Wolverhampton. A CORRECTION N our report of the M.P.B.A. Regatta, published | last month, we stated that the quant on Mr. W. Thornton Parry’s model of a Broads Motor Cabin Cruiser was incorrect. The owner has pointed out to us that this is a boathook and absolutely correct to the one carried by the prototype. We apologise for this error. Evidently the boathook in question must be one of those hybrid affairs answering a dual purpose, which are sometimes found on Broads motor cruisers. A drawing of a quant will be found on page 210. 214 | _ MARINE PETROL ENGINE MODELS & HYDROPLANE TOPICS By KENNETH G, WILLIAMS — (Continued from page 192.) (yu more I had not sufficient space last month to tell readers all I had to say, and so I must again refer to the double plate of diagrams included with the September number of MARINE MopELs. We will now clew up the subject of gear wheels. When plain bearings are used for the camshaft or for the idler shaft in a train of three gears, then the running centres can be brought closer together and smaller gears used. The only information needed by a firm of gear cutters to produce pinions for you is the diametrical pitch, the number of teeth on each wheel, the width of face, and the smallest hole you can allow through the centre. A firm I can recommend you to is Messrs. Biddle & Mumford, 281, Goswell Road, London. The approximate cost of a pair of the sizes mentioned would be 6s. 6d., or for a train of three, 9s. With the data obtained from these calculations we can now start to draw out our general arrangement of the lower part of the engine to scale. Do try to make your own working drawings, however elementary they may be, for in laying-out the job on paper you can visualise parts so much better and get the hang of how they go together. One important advantage in making scale drawings is that you may be sure that the job can be assembled after the individual parts have been made. This point must be kept in mind when laying-out a design, and it is also necessary to design for your production facilities; as each component is drawn, think at the same time how you are going to make it, and this plan will avoid much bad finish from makeshift methods afterwards. So much for the bottom half of the engine. The next item to consider is the cylinder, which should be one of the most robust components of the whole unit. Cast-iron is the best all-round material to use, although a castiron liner with aluminium fins cast or shrunk on has been used satisfactorily. If the light alloy fins are used, it is best to use, also, through bolting from the cylinder head right down to the crankcase, using the aluminium portion merely as a distance piece in compression. The cylinder should register in the crankcase and the head by means of a spigot. When a base bolting flange as shown in Fig. 17 is used, the spigot should have at least 4” thickness of wall to resist side thrust from the piston pressure; a somewhat thinner spigot will stand up to the load when it enters deeply, as in Fig. 18, used in conjunction with a crankcase having the cylinder seat brought high up, as in Fig. 6, In regard to cylinder holding down bolts or studs tapped into a light alloy crankcase, a coarse-pitch thread, such as standard Whitworth, should be employed, as it offers much greater resistance to stripping out than fine threads, such as B.A., or the MLE. fine threads. The top fin of the cylinder, whether tapped for short top studs or through bolted, should be at least ;%;” thick, when only four studs are used to hold the head down, and when the flange faces are used to make the compression joint. It may sound a tall story, but on more than one occasion I have: had a top flange of 4” thickness spring badly between the four studs, and definite gas blowing has taken place even when the faces have been 3” broad, and ground together. In this case only the broad flanges were in contact. It is better to make contact at the top of the spigot itself, leaving a gap of not more than .003” between the flange faces. A joint made in this manner is least liable to leakage from distortion. If you decide to make contact on the flanges and give clearance to the end of the spigot, then the holding-down bolts must be spaced on a bigger pitch circle to provide sufficient width of flange face inside the bolt holes to seal the pressure safely. The cylinder wall at the waist and the fin roots should be at least 4” thick radially, preferably a little more. The cylinder is one part of the engine that should never be skimped for strength and rigidity. The section of the fins must be thick at the roots and start with a generous radius, then they may taper to practically a knife edge. I believe the theoretically correct taper for fins is somewhere about an included angle of 7°. The root portion has to conduct heat ‘out to the tips in addition to doing its own share MARINE of radiating, and the ideal condition is to have a uniform temperature throughout the whole of the barrel, to avoid distortion from unequal expansion; this may lead you to reduce the diameter of the lower fins. It is difficult to over-fin a cylinder of the sizes we use. Racing motor-cycle engines of to-day carry an enormous fin area, and one probable advantage, in addition to heat dissipation, is the increased stiffness obtained thereby. This question of stiffness keeps on cropping up, and engineers are realising its tremendous importance in obtaining large power outputs from internal combustion engines. We must now consider a most important component, the cylinder head. MODELS 215 It is best to shape the ports so that the gas expands as it flows, and this means that the inlet port face will have a smaller diameter than the valve seat, and the exhaust port face will be larger. Fig. 1 shows the “ bare bones” of this lay-out and the sweep of the ports. Now let us digress here for a moment because I want to explain to you the meaning of the terms * turbulence” and “ flame rate,” which you have probably heard used, and may wonder what they are. Extensive research some years ago showed that if the mixture in the cylinder can be given a vigorous swirling motion, much greater power and higher engine speeds could be obtained. The term “ turbulence’ was given to this effect. It was thought at first that the power increase re- Figure |. The cylinder head 1s really the power producer, and the greatest care should be given to its design. It was mentioned in connection with development tuning that the combustion space must be kept compact with the minimum surface area; now the smallest area enclosing a given volume is provided by a sphere, so let the shape of the cylinder-head be a hemisphere, which is the nearest approach we can make. This form offers us a further advantage, in that it will accommodate the largest diameter valves for a given cylinder bore, when they are disposed at 45° to the vertical centreline, and the ports can be arranged with easy curves to provide a nearly straight line flow for the gas. This lay-out is adopted in nearly all modern high-efficiency engines, and we shall not go far wrong if we follow it. Experience has shown that a “down draught” inlet port has certain advantages; a point to watch if the forts are to be fore and aft is that the rearwards tilting or “ rake’ of the engine, when installed in the hull, will bring the port downwards towards the horizontal again, so due allowance for this must be made. Figure 2. sulted from more complete combustion, due to the more thorough mixing of the live charge in the cylinder, but more recent research has revealed that the gain is brought about by a different cause. The manner in which combustion takes place in a cylinder is rather interesting. The flame is initiated by the spark passing the plug points, and the effect is to raise the temperature of the particles of fuel surrounding it to the flash-point of the fuel, which is the temperature at which combustion will occur spon- 216 MARINE MODELS taneously if there is present the necessary oxygen to combine with. The heat of the combustion raises the temperature of a thin layer of mixture surrounding the nucleus until that ignites also, and so the flame spreads in all directions, continually outwards, heating the surrounding mixture progressively until it burns in its turn. The effect is exactly like the ripples spreading from a stone thrown into flame rate. The action of compression feeds the surrounding mixture on to the flame, causing a very rapid increase in the rate of in one plane. Turbulence may be set up by means of an off-set or tangential inlet port or may be produced by shaping the piston top or cylinderhead, so that a “squirt” of mixture is projected on to the sparking plug as the piston rises on the compression stroke. a pond, but in three dimensions and not just This subject is bound up with “ pinking,” which has been very much to the fore lately in the fuel companies’ advertisements. When we increase the pressure on a gas, its temperature rises as evidence of the work done on it, as you will find, possibly to your discomfort, if you work a bicycle pump vigorously while holding a finger tightly over the nozzle. Thus, as the “ flame spread ”’ proceeds in the cylinder the pressure rises steadily, and the temperature rises, too; not only at the flame front from the heat of combustion, but also throughout ‘the whole of the live mixture because it is subjected to the same pressure. Now it is quite easy to see that a small local hot spot somewhere in the cylinder, possibly an overheated exhaust valve, may provide sufficient extra heat to ignite part of the mixture before its proper turn. Then we have two flame fronts advancing on each other and the gas shock, when they meet, causes the well-known metallic * clink,” which indicates pre-ignition or knocking. When this occurs the. pressure rises almost instantaneously, and the propulsive effort on the piston becomes lost; this accounts for why the power falls off when pinking develops. It is usually large cylinders which are prone to this phenomenon, under conditions of labouring at low speed and wide throttle openings; I have never heard our small engines in trouble from it. The foregoing description explains why we sometimes see hydroplanes continue to run after the ignition switch has been cut. It happens when the plug, or some part in the cylinder, runs so hot that the increase in temperature due to compression is sufficient to cause auto-ignition; the remedy is to use a “harder” plug or provide increased cooling. In an ignitable mixture of petrol and air at atmospheric pressure, the flame spreads at a constant rate of 74ft. per second, which is miles below our piston speeds, so, obviously, something must occur which accelerates the burning, and the effect is accentuated by turbulence, or swirling of the mixture. You will appreciate that the combustion is progressive, with the cylinder pressure building up at the same time, and that the term explosion, when applied to an internal combustion engine, is not strictly accurate. When we are getting down to the design of a cylinder-head I feel it is important to understand what happens inside so that we are not working in the dark, and the features we adopt may be based on definite reasons; that is why I have dwelt on the nature of combustion at some length. We have now settled the form of the combustion chamber and the shape of the ports, so the next step is to put the meat on the bones, and Fig. 2 shows how we proceed to do this. The cross-section shows the thickness of metal allowed, the way the valve guides are inserted, the arrangement of the valve springs, and position of the sparking plug. The view of the inlet port does not show a true section but has been given in this manner to avoid complication at this stage. The plan view illustrates the skewing of the inlet- port, while the circle represents the diameter of the cylinder fins. The tricky part now follows, and that is arranging the fins over the surface. According to whether the exhaust port faces forwards or to the side, so we must dispose the fins to lie parallel to the direction of cooling draught. I favour using one large horizontal fin completely surrounding the base of the combustion chamber, forming the flange carrying the spigot for attachment to the cylinder. The vertical fins may rise directly from this base fin and should present as large a cooling surface area as possible to the draught. The base fin must be made of sufficient thickness to conduct heat out of the combustion chamber into the roots of the vertical fins, otherwise the latter will be simply excess weight and will serve no useful purpose. Various cutaways will be necessary to give clearance for (Continued at foot of opposite page.) MARINE MODELS 217 MODEL YACHT SAILING FOR BEGINNERS By Y. Z. (Continued from page 196.) ESUMING the subject of the use of the beating guy from last month, we had just got our guy shipped ready to experiment in its use for tacking the model. Now put the boat off a good full but not too wide on the starboard tack. Gradually the rubber brings the boomin, and as it does so, this brings the boat closer-hauled when she heads up until she is head to wind, but meanwhile she has made a nice offing. Now the mainsail becomes a back-sail and continues to push the boat’s head round past the headto-wind position. Finally, the jib fills on the port tack and the boat is away again, but this time on the port tackin proper trim with the mainsheet pulling on the horse in the normal way and the guy lying idle to leeward of the sail. Well, that is how it should be if everything goes right, but quite likely it won’t—the first time, at all events. Now we can assist the action of the mainsail with the jib. Modern models are usually fitted with a jib horse with a three-eyed jockey (runner). When we were sailing legand-leg, we hooked the jib sheet onto the centre eye of the jockey so that the sheet was the same length on each tack. We are PETROL ENGINE & HYDROPLANE TOPICS (Continued from page 216.) the valve guides, springs and sparking plug. It is generally beneficial to provide greater fin area at the exhaust port side than at the inlet, in order to radiate the heat absorbed by the port from the exhaust gases. The same conditions of uniform temperature through the head should be aimed at, in the same way as for cylinders, and this accounts for the heads of some engines being practically devoid of fins just round the inlet port. There should be thick sections of metal around the combustion chamber to give good thermal conductivity, and to avoid local overheating which would occur at thin spots. My preference for one large horizontal fin surrounding the combustion chamber is based on this idea, and | believe it helps to prevent distortion. (To be continued.) now sailing a short and a long leg, and if we hook the sheet onto the leeward (port) eye, it will be slightly easier on the starboard tack than on the port. Having an easier head sheet on the short leg will make it easier for the guy to bring the boat round on the mainsail, and the slightly tighter sheet on the long leg will help the jib to fill the boat away smartly and keep going. If your fore horse has not a three-eyed jockey, a little piece of cork can be put under the horse to limit the sheet travel on the desired side. Suppose our boat slams round too quickly, being about almost before she has left the pole and making no offing. It is possible that she has been put off either too broad to the wind, or too violently. Alternatively, our guy may be too tight or of too heavy rubber. In light winds quite a light guy can be used. A little experiment should soon tell us what is the trouble, and enable us to find a suitable adjustment. On the other hand, we may find the boat simply disregards the guy and goes galloping across the lake on the starboard tack without coming about. Possibly the guy wants tightening, or heavier rubber. It is possible, however, that the rubber is functioning and hauling the boom a-weather, but the trouble (and this is particularly prevalent with high, narrow sails) is that the boom rises and permits the after-leach of the mainsail to spill the wind, thus losing the driving power that should be causing the boat to turn. At this point there are several things that are worth trying. The simplest is to tighten the kicking strap (under the fore end of the boom). This may be effective but if overdone often tends to stun the boat and make her slow instead of lively. An alternative is to put a second screweye in the weather gunwale, about opposite (or even a shade aft of) the boom end. Then lengthen the cord tail of the guy and arrange it to lead from the after screweye, through the hook on the boom, and back to the forward screweye. If it can be made to function properly, the rubber guy is more gentlein its action than the rudder guy, and is. more easily controllable to gain a good offing. On the other hand, the rudder guy is more positive and 218 MARINE certain in action, but may be found difficult to control as it often brings the yacht about too rapidly before she has gained sufficient offing. With very high, narrow sail plans, especially on big, heavy boats in hard winds, it is, however, the only safe thing to use in match sailing. Now for the rudder guy. This consists of a rubber cord with a cord tail. In this case, also, the rubber goes next the boom. There is a pulley at the gunwale through which the cord tail passes, and thence to the tail of the quadrant, to which it is hooked. The gunwale screweye in this case can be about opposite the boom end. The tension slide is used to control the power of the guy. When the boat is on the long leg, no pull whatsoever must come onto the guy, as otherwise helm will be given. This is very important. Actually the writer recommends fitting both pinrack and tension slides to a model, and if so, both can be used to check the movement of the rudder. Sometimes a rudder guy has the screweye in the gunwale in the same position as for a rubber guy, and leads to the weather arm of the quadrant, but this will depend on the exact shape of the quadrant and arrangement of the deck. Yet another arrangement is to use two screweyes as mentioned for a rubber guy when the boom tends to rise. Having found his weather trims, I advise the novice to practise assiduously with the guy until he can more or less make his boat tack just where he wants. Now a word as to match sailing to windward. Suppose you are sailing the course leg-and-leg, let your mate take the windward shore (i.e., in this case the shore which the yacht leaves when she comes onto the long leg) and take the leeward side yourself. Hook the guy onto the boat, but slack out till it is absolutely idle. Now suppose, on one of her long legs, she comes ashore to you within a short distance of the finishing line: all you have to do is to stop the boat, tighten the guy to bring it into operation, and put the boat off. She will then guy short (tack quickly) and sail across the finishing line insteacl of sailing the full width of the course before your mate can put her about. Similarly, by using the guy, you can sail part of a windward board leg-and-leg, and part in short tacks, and so avoid a big bay in a lake or a calm spot, and thus make the best of MODELS the course. Careful observation will enable you to decide what is to be done for the best. If you can just sail the course in one leg, the guy should be shipped on the lee side, but adjusted so that if the boat gets headed by a puff and accidentally put about, the guy will take charge of her and bring her round onto the correct tack again. And even if a heading wind prevents her going the full distance in one leg, you are then ready to make a short leg without a lengthy stop for readjustment. Some boats are inclined to stick in stays and either take a long time to fill on the new tack or absolutely refuse todo so. This fault can be cured by the use of a “ Liverpool Boy.” This is a light elastic hooked onto the jibclub (or boom) on the opposite side to the guy. The Boy is thus idle on the off-shore tack. As soon as the action of guy has brought the boat head to wind, the Boy itself comes into action and backs the jib (holds it aweather) on the new tack, and thus boxes the head off in the required direction. As the elastic of the Boy is very light, it stretches out until the sail is pulling on the sheet in the usual way, and will not have any further effect unless the boat accidentally luffs. Sailing very close-hauled on the edge of the wind to make a course in one leg, the Boy can at times be useful, but under such circumstances requires using with discretion, as, if too strong in effect, it may interfere with the yacht’s pointing. The beginner is not advised to use it for this purpose until he becomes expert enough to judge its effects for himself. Having dealt with true windward work at some length, let us consider other points of sailing. With the wind just a shade free of an absolute close-haul, the yacht should require her sheets started (eased out) just a little and still be capable of sailing the course without rudder. In such circumstances the skipper should beware of getting to leeward of his course since this will probably mean making an unnecessary tack. Given a true wind all over the lake, it is far easier to free off a little from the weather shore and go for the line a roaring full. However, it often happens in such circumstances that there is a calm patch along the weather shore, or peculiar wind eddies and swirls in the lee of some obstacle. Under these conditions the skipper should sail for the leeward bank even if an additional short tack is involved. The guy should, of course, MARINE ell be on the lee side of the boat in case a tack is required. If wind swirls tend to luff the boat into calm patches on the weather bank, helm can be used to keep the boat away, and if she fetches the lee shore it can be instantly cut out by closing the tension slide right up. If, however, you do get set up into a calm patch, or the wind eddies along a windward bank, don’t waste time, but free the mainsheet right off. Concentrate on getting down into the true wind rather than crawling for the line. If. you fetch the leeward bank with the sheets well started, the boat will probably draw off if they are hauled right in. If you haul in and she still refuses to claw off and returns to you, lose no more time, but tack her immediately. With the wind one or two points ahead of the beam, many boats like a tickle of jib steering to keep them sailing full in preference to mainsail steering. If so, hook your jib sheet to the leeward eye of the traveller, and only hook on the jib steering on the weather side. If you have to go about onto the guy, you will not then get helm to negative the effects of the guy. If, on the other hand, you merely want to cut out the steering, it only takes a second to unhook, or closing the tension slides right up will do the trick. Fore reaching (with the wind just ahead of the beam) should be the fastest point of sailing, as all sails are drawing full and the yacht using her full sailing length. With the wind abeam, the sails have to be eased off further, no guy is carried, and the beating sheet unhooked. The yacht will require a certain amount of helm. Use mainsail steering and disconnect the jib steering. To try to use jib and mainsail steering together will be found disastrous when reaching. In using the Braine gear, there are two ways to control the tension—the bowser on the centring line and the slides. Generally, you should use the bowser adjustments for trims, and keep the slides as far as possible for retrims. Always have the tension slides in such a position that there is room for movement either way (i.e., not at the ends of the slides). Reaching jibs are double-edged weapons, and best left to the very expert. They may gain points by using these sails, or they may lose them. The beginner should, however, not attempt to use them. Now to trim the sails for reaching, hold the boat up as if she was sailing her course, MODELS 219 and ease out till the sail flaps. Haul the sheets in until the canvas is just drawing really well, and that’s your trim. Do not forget, however, that sails are not like a board or rigid like an aeroplane wing, but pliant, and the leach takes a curve so that the upper part of the sail is at a wider angle to the wind than the foot. When the upper part is drawing a good full, the lower part is really rather too close. In reaching, the jib is most important, and, if correctly trimmed, should “ pull like steam.” Reaching and running, you are relying on your steering gear to keep you on the course. To windward, sail trim has to steer the boat. Some notes on the Braine gear are given later, but at the moment we are more concerned with sail trims. As we come to deal with winds further aft, the sails are eased off more until the mainsail is out as square as it can go without the boom taking on the shrouds and interfering with the pull of the sail on the running lines. This, of course, is the trim for a dead run. When the mainsail in eased out, and the wind is more aft, the jib does less and less work, until in a dead run it is right behind the mainsail—idle and completely blanketed. The novice will be well advised not to use a spinnaker, particularly in shifty winds, until he gains more experience, but a few notes on its use are included in the next instalment of these articles. I shall also have something to say about the use of the Braine steering gear. (To be continued.) HOW TO BUILD A MODEL YACHT By W. J. DanieLs & H. B. TUCKER Price 2s. 6d., postage 3d. HEN, some years ago, we published our little WV handbook, Build Your Boy a Model Yacht, general opinion concurred in saying that no better description of the building of a bread-andbutter hull had ever been written, and it was suggested that its scope should be extended to cover not only a small-sized model suitable for beginners and juniors, but all sizes of models. When the time for reprinting this handbook arrived, these suggestions were borne in mind, and the necessary alterations and additions were made to make this little volume a complete handbook on the building of bread-and-butter models. Although the book is still based on the building of a 30in. model, the instructions given have been modified in such a way as to apply to all designs and sizes of model yachts up to an A-class. Additional chapters have been added on reading plans, with instructions for laying off designs, fittings for larger models, etc. This. is now by a long way the best cheap handbook on model yachting ever published. 220 MARINE MODELS MOULDING PLAN OF SHIP OF 400 TONS MARINE MODELS 221 Drawn by G. W. Munro rad bit ‘ 8 Be eee eee ho a ee ee ee re bm am ae ns ee af I teas as thggye ck a8 ni onl a ae = ee as Se ‘ wh ’ ‘ in ‘ 74 ‘ ee oe 4 ‘ i i 1 i} sy | / Pa ane Wee On A, eaey wees Lam Ye ‘ bre dof ey ++ wipe a $6 Sok oa eee tit i! ‘ ETE: Re Seer ‘ F. 1 y y/ 4 AD gees or Sy R hiiey Seah df LY Se tee Stee ar ee en H det eet iia abhor te eae wee a 5 ee yk 7 ‘/ Sf fy e eee eek o. SS Copia 7 f ee a 4 a = bee === = ies Nace Dimensions: Length of Keel Do. for Tonnage 108’ 0” N N 4 aie 2a Breadth of Frame Do. 96’ 5” for Tonnage Depth of Hold 28’ 34” 28’ 94” 20’ 2” 222 MARINE A MERCHANT MODELS SHIP OF 4oo TONS By G. W. Munro (Continued from page 195.) Je before continuing with the scantlings of our 400-ton ship, I should like to point out to the reader one or two interesting points about the design of the ship. In the first place, the sheer plan shows a rail on the fo’c’sle. I cannot remember ever seeing a rail on the fo’c’sle of a ship prior to the clippers. I have not given this very much attention, but I have from time to time wondered why the raised fo’c’sle was not railed in for the men working the head sails. The only suggestion I have to make is that the vessels of the pre-clipper days were short and full, and would rise to the sea more readily. The clipper bow put the vessel through the sea rather than over it. Another point worth noting is the great carrying capacity of this ship. She has all the chief points of the later steel four-masters. She was probably a very slow sailer, but. as a deadweight carrier the design is a long way in advance of anything I have illustrated in these pages. The deck plan, which will be given in due course, also shows stiffeningin the way of the beams rather more in keeping with a navy ship. Altogether, I think the serious student of naval construction will find many points of interest in the design. We now revert to the scantlings and material. The pawl bitt is to be 14in. sided and 153in. moulded of good oak. The windlass is to be 194in. in diameter, and the windlass bitts are to be 63in. sided. The breadth or moulding way of the windlass bitts is to be 194in. The spindles are to be 3xsin. diameter in the round. The windlass is also to be fitted with patent cast-iron wheel and pawls, with cross rail and belfry The beams of the fo’c’sle are to be 7in. sided and 6in. moulded with a round up the same as the deck. They are to be double kneed as far as can be managed, with knees in proportion to the moulding of the beams. The deck plank is to be double nailed and each not broader than 84in. and 2in. thick. The waterways of the poop are to be of English oak. The beams of the poop abaft are to be 7in. sided and 6in. moulded. The round up is to be the same as for the main deck. They are all to be double kneed with knees in propor-, tion to the moulding of the beams; the deck plank is to be of Memel fir; each plank is not to be broader than 6in. and 1|3in. thick. The waterways are to be 3in. thick English oak and 6in. in breadth. The catheads are to be of sufficient length and strength, as shown on the plan. The topsail sheet bitts are likewise to be of sufficient dimensions. The capstan is to be of sufficient size, with all the necessary parts, etc. The stanchions for the main rail are to be 7in. in breadth at the gunwale and 5in. at the rail. The thickness at these parts is to be 5in. and 4in., respectively. | Where the stanchions are to be intended to serve as timber heads they are to be as large as necessary. The stanchions on the fore poop, and on the after poop, are to be 5in. broad at the gunwale and 44in. at the rail. They are to be 34in. and 24in. thick at the gunwale and rail, respectively. (It should be noted from the foregoing that in the original builder’s specification what we should “call a raised fo’c’sle is referred to as the fore poop.) The main covering board is to be 44in. thick English oak, and to be bolted down to the waterways and plank sheer with in. diameter iron bolts, and to have a bolt passing through every stanchion and timber head; the bolts to be 3in. diameter and clenched. The covering boards on the poop deck are also to be of sufficient breadth and 3in. thick. They are to be fastened down in the same manner as the covering boards on the main gunwale; but the bolts which pass through the stanchions and timber heads are to be in. diameter, and those for fixing them down to the waterways and plank sheer are to be Zin. diameter. The main rail is to be lft. broad American elm and 5in. thick, and is to have mouldings on both edges. The rail on the after and the forward poop must be 6in. broad American elm and 3in. thick. The taffrail is to be of oak, and 1ft. 2in. in breadth at the middle, and 1ft. lin. at the side rail, and be 5in. thick throughout. As it will be difficult to procure plank of the breadth specified above, a piece of proportional size may be bolted on the after edge to make up the (Continued at foot of opposite page.) MARINE MODELS 223 MMP _— gee igs = i,Ciba ey T GOUTY BUT GAME From an Original Drawing by H. Hood A MERCHANT SHIP OF 400 TONS (Continued from page 223.) round of the rails according to the round aft of the stern. The height of all the rails is to be the same as is represented on the plan. i the taffrails are to be kneed to the side CASEIN GLUE N modelmaking of all kinds, casein glue is in- | valuable, but one or two hints on its use may be of value to the beginner. The glue is in the form of a fine, white powder, and must always be kept in an airtight tin to avoid deterioration. As it does not keep from day to day, only suffi- rails. cient for the job in hand should be mixed, and any The vessel is to be fitted with complete channel wales and chain work, with all other eyebolts, plates, rings, and iron work of every description that is attached to the hull of the vessel, and which is connected with the carpentry work necessary for the completion of the vessel. left over should be thrown away. (To be continued.) All joints should be kept under pressure during drying, and a minimum of 12 hours, but preferably a full 24 hours, allowed before the work is touched. A joint made with casein glue will actually be stronger than the wood itself. If casein glue stains wood that is to be varnished, the stain can be removed with a weak solution of oxalic acid. — 224 MARINE MODELS e (OG 4 = —_- ARO“4 << —ao [As the space available for Club News and Racing Reports is limited, Club Secretaries are requested to make their reports brief and to the point.—EpDITOR, CLAPHAM M.Y.C. In view of the fact that the Clapham Club holds no races during August, and no event of importance during early September, it might be assumed that we would refrain from publishing any notes this month, and so leave other contributors a little more space. But, alas for your hopes, Mr. Editor, and for yours, Mr. Patient Reader; we propose to continue to impose upon you our usual quota of script,* for at Clapham we can as easily talk about nothing as we can about any other subject. In fact, having nothing which it is our duty to report, we consider we are free to discourse on_any subject, and we therefore propose to give a ‘‘Clapham Commentary’”’ on current topics, and to hand out a few bouquets, and also some brickbats, which we have been storing up, awaiting an opportunity for use. Bouquets first, and we hand ourselves one, before the supply runs out, for the following successes in three recent open events :— Hove Corporation Cup—Second place. Surbiton Shield (September 10)—First place; also second place. Greville Cup (September 11)—First place. Bouquets also to both competitors in the so-called ** International ”’ regatta at Gosport—to the winner, for a fine display of consistently good sailing, and to the plucky Swedish competitor, who is to be complimented on such an excellent boat. (We hope he will not be induced by the regatta reports to use too many of those hawsers next time—we tried them on our 10-rater, which we hope to salvage next Tuesday.) And here our first brickbat is issued to those re- sponsible for organising the Intetnational. Clapham refuses to believe that a better event could not have been achieved; a little more goodwill, with less officiousness, would have gone far to swell the entry. It has been mentioned to us that the Y.M. Cup conditions have affected the situation this year —if so, and these conditions are likely to prejudice future regattas, then we are better off without the Cup. After all, it is the racing, and not the prize, which attracts sportsmen. We feel it is due to all model yachtsmen, on whose contributions to the sport, directly or indirectly, the ‘‘ International ’’ depends, that a full statement on the subject of the 1938 regatta be published in MARINE MODELS without delay, and also a statement of policy regarding the running of future International races, if any. Opinion in our club is that International model yachting, if continued on its present basis, is likely [*This report was received for our October issue, but as we pointed out in our September issue, we had an immense amount of matter in hand and were obliged to hold up this report, as well as others, till the present issue,—ED., MARINE MODELS.] to die out, and it therefore appears necessary to have the organisation of these events placed on a new and better footing. Certainly, when such an event is staged in Great Britain, the whole organisation should be at least controlled, if not entirely carried out, by the M.Y.A. Further brickbats are, we feel, merited by those responsible for compiling reports of National Championship regattas for publication in this Journal. Those published this year have served only to give MARINE MODELS a bad name (undeserved) and to offset to a large extent the noble efforts of our Editor (for which we gladly hand out another bouquet) to make this a first-class magazine. It appears to be the clear duty of the M.Y.A., who run these events, to see that a proper report on them is published; again we say it is due to the rank and file of model yachtsmen, on whose support the events depend, to have a well-written and accurate report published on each in the official journal. Our last remaining bouquet we bestow upon the Forest Gate Club, old friends of ours, for a fine rally in the third round of the Stanton Cup series, and for a victory in the Coronation Cup event. A return to its old strength by this club will do much to stimulate interest in inter-club racing in London —in recent years, results have, we fear, been largely a foregone conclusion, especially in the case of the Stanton Cup, and interest has, in consequence, tended to decline. Carry on, Forest Gate, but watch out for the Clapham Champions in the ioe ee GUILDFORD M.Y. & P.B.C. The club rose another step to fame by winning the Leader Cup competition at Littlehampton, on August 29. Three boats were entered by Guildford: **Merope’’ (Mr. May), ‘‘Imshi II’’ (Mr. Prior), and ** Peschito ’’ (Mr. Sparrow). Racing started at noon in a very light breeze, which freshened later. Racing was close, and, towards the end, a Littlehampton boat, skippered by Mr. Cutler, and ** Merope,”’ were scoring neck and neck. When points were added up, it was found that they had tied with 29 points each. The two then sailed a deciding board to windward, which** Merope ’’ won by a comfortable margin. A notable feature of+the victory was the fact that the Guildford entrants, who have no proper pond for practice, were successful against boats belonging to clubs which are well equipped in this respect. On September 18 the Guildford club sailed their return match with the Clapham M.Y.C., at Elstead. A deluge of rain met the teams at Elstead, but it cleared by 11.30 a.m., and enabled the teams to get afloat. Racing was started in a light breeze, which enabled three heats to be sailed before lunch, the score at this stage being: Clapham MARINE 38, Guildford 82. With a freshening breeze after lunch, some splendid sailing was witnessed by a large crowd, and Guildford won the match by a large margin, the final scores being: Clapham 106, . Guildford 214. After the sailing the teams and friends were entertained to tea at the Golden Fleece. Mr. Love, the Guildford Secretary, paid a tribute to Clapham’s sportsmanship in coming to a rough and ready pond. He then presented three prizes. That for top score was won by “ Imshi II ’’ (Mr. Prior, Guildford). |The prize for Clapham’s top score went to ‘* Wasp’ (Mr. Knight), and that to Clapham’s bottom score was awarded to ‘* Lu-peLu ”’ (Mr. Manston). MODELS 225 The day which gave the yachtsmen their greatest pleasure was a visit of six Fleetwood boats. After a stiff struggle in a really good breeze, Fleetwood won by the small margin of seven points. NELSON GARDENS BOURNVILLE M.Y. & P.B.C. On September 17, Salford Park Club, always welcome visitors to Valley Pool, opposed Bournville in a team race with 10-raters. ‘‘ Mistrel,’’ for the winners, and *‘ Lady Edith,’’ for the visitors, were outstanding. Scores: Bournville-—‘* Mistrel ’’ (H. Ray) 15, ** Blackbird '’ (H. Cole) 12, ** Lady Mary ”’ (F. Broscomb) 10, ** Recovery *’ (C. Speak) 9. Total 46. Salford Park—‘* Lady Edith’’ (W. Ball) 13, ** Valiant ’’ (F. Riley) 12, ** Duga *’ (D. Spriggs) 6, ** Lady Gay "’ (L. Allen) 3. Total 34. The popular Sanderson Trophy, for 6-m., was the attraction to the Bournville Club on October 1, and was deservedly. won by “ Dixie,’’ in the capable hands of C. Speak. Result: Ist, *‘ Dixie ”’ (C. Speak) 20; 2nd, ** Athol ’’ (H. Cole) 15; 3rd, ‘*Mist’’ (D. Turner) 13. H. R. BLACKBURN & DISTRICT M.Y. & P.B.C. Friday evening, October 7, saw a pleasing cere- mony performed at the monthly meeting of the above club at the Y.M.C.A. Mr. Duxbury was presented with the Commodore Cup, won by him with his 36in. Restricted class yacht ‘* Scylla,’’ by the Commodore, W. Fisher, Esq. Mr. Fisher said he was glad the two days had been very good for the racing, and congratulated Mr. Duxbury on his success. Mr. Duxbury, in reply, said that, naturally, he was pleased to have won such a handsome trophy for his first Cup in the sphere of model yachting. He was sorry that Mr. Hayhurst was unable to take part in the second day’s sailing, after making such a good performance on the first day. The scores for the first day were: Mr. Aspin, 31 points; Mr. Duxbury, 30; Mr. Hayhurst, 29. The final scores at the end of the second day were: Mr. Duxbury, 50; Mr. Aspin, 49; Mr. Haworth, 43; Master J. Parker, 38; Mr. Crossley, 29; Master J. Duxbury, 28; Mr. Lister, 25. Master J. Parker's score of 38 points deserves special mention; for a junior member to make 38 points when he has only been sailing a matter of 12 months is a first-class performance, and promises well for the future. Mr. Duxbury’s boat is from the lines of Mr. Howard-Nash, of London; Mr. Aspin’s boat is ‘* Eudora,’’ beamed out to 9in.; Mr. Haworth’s is ‘* Challenger,’’ altered to fin and © skeg, and in other ways; J. Parker’s and J. Duxbury’s are ‘* Eudoras ’’; Mr. Crossley’s is an ‘‘Alexander,’’ and Mr. Lister’s ‘* Challenger.’’ This season has been Blackburn's best so far. Conditions at the lake at Whitebink have been good; seldom have we lacked wind, and the powerboat men have had some ideal days for their sport. Our visit to Fleetwood, whilst every bit as enjoyable, is ‘“* another story,’’ one point of which was greatly appreciated, for after making out a blackboard showing the respective teams, Fleetwood tactfully forgot to put in the respective scores. Although the season is over, informal sailing will go on all the winter at Blackburn, such is the keenness of the members. BACKSTAY. M.Y.C. (GT. YARMOUTH) The race for the Eastern Area 36in. Restricted Championship took place at Nelson Gardens on September 25. The home club, being the winners last year, entertained the Norwich and Norfolk, Felixstowe, and Cambridge Clubs. Twelve boats sailed under M.Y.A. rules. Racing commenced at 11.15, and four boards were sailed before the lunch interval; after lunch the remaining boards were sailed, and ‘* Silver Spray,’ of the Cambridge Club, proved the winner with 38 points. The winning team were Norwich and Norfolk Club, with a total of 87 points. The race attracted a large crowd of spectators, among whom were two of the Gt. Yarmouth Councillors, this being the first time an event had been held on the Yarmouth pond on a Sunday. The wind and weather were very unkind to the competitors, and made sailing both tiresome and difficult, as almost a flat calm prevailed the whole day, intermixed with showers, so the race resolved itself into a ‘* drifting ’’ match rather than sailing. The team scores were as follows: Norfolk and Norwich 87 points, Cambridge 82, Nelson Gardens 76, Felixstowe 52. It was seen that in such light airs the 36in. Restricted class carried an extremely large spread of canvas of 1,000in. or more with great effect, and had a fair wind been blowing, the results may have been different, but we have to rely on the fickle elements that control our sport. The winner (Mr. Burling) was presented at the close of the race with a pewter tankard, and the winning team each with a case containing a fountain pen and pencil, by the Commodore of the home club. P. G. R. Birp, Hon. Sec. ST. ALBANS M.Y. & P.B.C. The above club held its second annual regatta at Verulamium Lake, St. Albans, on Saturday, October 8. There was a strong wind, in contrast to last year, and accurate sailing was difficult because of the surrounding trees. Five boats started for the F. P. Sparrow Cup in the 36in. Restricted class, and the winner was “ Katrine,’’ built and skippered by A. Wilson. Rain fell heavily as this class was completed, and it was decided to race the 10-raters on the following day. Conditions were again tricky, and, after some close races, R. E. Buxton’s ** Mar’’ won the C. W. Slater Cup, the donor's tham ‘* Mercedes I ’’ being runner-up, one point behind. Mr. A. V. Poulton acted as Starter, and Mr. C. W. Pitts was O.0.D. C. W. Pitts, Hon. Secretary. o 226 MARINE BURY M.Y.C. Having now completed our inter-club matches for the season, our efforts during the winter months will have to be devoted to improvement in some of our craft. Much has been learned by meeting members of other clubs, and no doubt they also have benefited. Since our last report our 10-rater team have met Fleetwood away, where we were heavily defeated, the scores being Fleetwood, 1774 points, Bury 674. We did, however, manage to defeat the Platt M.Y.C. team at Bury on October 8, Bury gaining 744 points, Platt M.Y.C. 504. With our 36in. Restricted class yachts our team has de- feated Burnley and Blackburn clubs at Bury during the past month. Our ‘* Open ”’ 10-rater event on September i7, attracted 14 entries from Bradford, Huddersfield, Fleetwood, Platt, South Manchester, and Bury clubs. Some good sailing was witnessed, resulting in Fleetwood taking the first three prizes with ‘‘ Sadie,’’ ‘*‘ Venture’ and ‘* Advance "’; ‘** Lassie,’’ of South Manchester, being fourth. We wind up our sailing season on November 5, when the Conimodore’s team meet the Secretary’s team, followed by a ** Hot-pot '’ tea provided by our good friends the ladies, ending with a display of fireworks, J. H. RYDE M.Y.C. (ISLE OF WIGHT) The annual meeting, supper and presentation of prizes took place on October 6. The accounts showed a slightly increased favourable balance over last year. The Committee’s annual report stressed the rapidly increasing popularity of the M-class, not only in the local club, but elsewhere. Racing during the past season had passed all previous records. For the various competitions, no fewer than 119 entries had been received, and a total of 452 races sailed. The most popular form of sport appeared to be the scratch free-for-all races in which the winner re- ceived a teaspoon for the evening’s prize. The Cup racing events were very keenly contested; while the individual skill in handling the models showed a very marked improvement over previous seasons. Some 30 M-class models were now in the club, and of these 19 had been registered. The results of the election of officers were: Commodore, A. Kerridge; Vice-Commodore, F. King; Rear-Commodore, F. Searle; Lt.-Commander Jackson continuing as Hon. Secretary, andin addition taking over the duties of Racing Secretary for the ensuing year at any rate. The supper was catered for by Mr. Gurd, and the table decorations arranged by the lady honorary members. Some 40 members and their wives sat down, with Mrs. Bayliss as the guest of honour. Mr. D. H. Hair, the retiring Commodore, acted as M.C., and Mrs. Hair presented the Cups and prizes. Winter racing—Rhodes Cup, G. L. Matthews; Handicap Class Chiverton Cup, G. Dove. Summer Racing—-Jubilee Town Cup, T. H. S. Jackson; Commodore’s Cup for Handicap Class, W. Arnold; Bayliss Cup, Steering Competition, A. Kerridge for the second year in succession; Club Championship Cup, open to all classes, entrants to enter all events open to their class, the award being for the highest total percentage of points, G. L. Matthews with 48.7 per cent. D. H. Hair, the retiring Commodore, was presented with an engraved paper weight in the form of a racing yacht from the Racing Committee, Mrs, MODELS Hair receiving a Spanish Lady ornament. The Hon, Secretary, Lt.-Comdr. Jackson, was presented with an embossed leather pocket wallet, and his good lady with a set of plated: fire-irons. The M.C. reported that serious allegations had been made from time to time throughout the year regarding Messrs. Roach and Sothcott. They were accused of smoking the vilest pipes in the Isle of Wight, and accordingly were each presented with a new pipe and a packet of pipe cleaners, in the hope that they would both endeavour to mend their ways. Included in the toast list was the health of Mr. Roy Clough, of Marblehead, Massachusetts, U.S.A., the originator of the 50/800 class. Mr. Kerridge, responding, told the company that he would certainly write and tell Mr. Clough of the occasion. A very enjoyable evening was concluded with Auld Lang Syne and God Save the King. ye Is, NEWS FROM GERMANY MODEL YACHT RACING AT HAMBURG The last annual regatta of the M.Y.C. of the Segler-Vereinigung Niederelbe took place at Hamburg on the Alster on October 16. The race was open for the German Junior classes G and F, the half- square-metre Sharpie class, and the Marblehead class. Twenty-three boats were entered from four M.Y. clubs of Hamburg. They sailed in six fleets. The wind, being light and steady from the South-East, gave excellent sailing conditions, and so a splendid day’s sailing was enjoyed. After the matches the teams and visitors adjourned to the club-house, where the S.V.N. Jubilee Trophy and the prizes were presented to the winning skippers. The results were as follows :— German Jumor G-class : pel); 2nd, ** Lene’ " (Stein). Ist, ‘* Duewel ’’ (Strem- German Junior F-class— ist prizes: ‘‘ Knirps ’’ (Wark),** Min Hoeg ”’ (Burg- hardt). _ Half-“Square-metre Sharpie class—lst prizes: ‘*Hai’’ (Cordts), ‘* Forelle ’’ (Joergensen); 2nd prizes: ‘* Stur’’ (Fricke), ‘* Lachs ’’ (Langhof). Marblehead class: \st, ** Peter ’’ (Schupp). S.V.N. Jubilee Trophy: ‘* Stummel ’’ (Langhof). H. F. WARK. MESSRS. ALEXANDER’S SALE Rv Alex will be interested to see that Messrs. J. Alexander & Sons, the well-known model yacht suppliers, have decided to hold an end of season sale. The goods included in the sale are not remnants or odds and ends, but include all their usual stock lines with the exception of Alexalite Spars. It is impossible to reduce the price of these at the present time owing to the great demand for these metals for aeroplane construction work. | This is a real chance to buy next season’s requtrements at discounts of 10 to 15 per cent. MARINE E are somewhat surprised to see the pro- W posal to adopt the ** wee six ’’ as an addi- tional racing class, by the M.Y.R.A. of America, apparently met with considerable opposition. No doubt there are at present few representatives of the class in America, but we are convinced the numbers will increase very quickly once the merit of the rating is demonstrated there. Possibly the Robertson Cup race may be instrumental in causing an awakening. From the report in our last issue, however, there would appear to be a fundamental difference in the angle of view. In Scotland at least, the general opinion is in favour of prototype models to International rule, and the ** complicated "’ measurements certainly make for greater interest in designing and building. There is also the satisfaction of knowing that real yachis, in miniature, are the instruments of our sport. In this respect the 6-m. (scale 14in.=Ift.) provides the most accurate scale to which models work. For the purpose of initiation into model yachting there is something to be said for the simplified 24in. and 36in. rules applied to Juniors, and, if you like, the ‘“M”’ rule for colder aspirants, but we are more than astonished to find any prominent and experienced model yachtsman advocating still another class on the grounds of * simplicity '" alone. We may as well revert to the ‘* plank-on-edge ’’ and be done with it at once. As it is, neither the A-class nor the M-class are model yachts in the strict sense of the term, as’ understood here. All of which illustrates the wide difference of view existing. On the other hand, the M-class seems to be meeting with a certain amount of success in England, and we now hear of quite a few projected, or already in course of construction, in Scotland. While we do not conceive the class will progress beyond a limited scope, it is quite possible we may eventuaily require to modify our present opinion. Meantime, however, the 6-m. is the popular class, and we rather imagine will continue to increase its appeal for some time to come. Referring to the Robertson Cup race proposal. Unless the present far from clear International political situation ends by bringing us all into a chaotic holocaust ere then, it is definitely decided that this race will be offered to our American friends by the West of Scotland Club, for 1939, as a gesture ot goodwill and fraternity, and we have no doubt it will be accepted in the same spirit. Practically no restrictions or conditions will be imposed, except that the Cup shall be returned to Scotland for the 1940 race, irrespective of wherever the 1939 winner hails from, and that it be open for the 6-m. (14in. scale), world-wide to any National Association club member. Every other detail will be left to the American Association, with the expression of a wish that the venue chosen shall be the most convenient possible for Canadian entries. We have heard Detroit mentioned. With the Exhibition at New York there are ex- MODELS 227 pected to be reduced fare trips from this side next year. We hope this will induce some of our leading sailing men to make the voyage, and, of course, take their models with them. Oh, boy, would we like to make it! Are there any millionaire patrons of the sport wishful to give an honest but poor ‘buddy ’’ a thrillP Don’t all speak at once, we have a weak heart. Seriously, who knows what may happen? And would we go to Baltimore, and Irvington—({where is it, by the way?)—if we could? But, on second thoughts, perhaps not. They appear to be too mighty tough there for an old rooster. More sinews to their muscle. It is desirable to make the position regarding crew weight *’ quite clear, as evidently there is some misunderstanding, although to our mind there is no dubiety at all. If crew weight is claimed, it ae must be declared after measurement, added to the certificate, and fixed into position.* It is not permissible to remove the crew weight once declared and fixed; it must be left in position permanently during the currency of the certificate covering it. Well, the season is wearing awa’ to an end, has in fact all but gone, apart from another essay to settle the M.Y.A. 12-m. Championship on October 22. This will be the third attempt, the two former being rendered abortive by lack of wind, and we hope it will meet with a better fate. Queen's Park reports that the M-class is favoured for new building this winter, and remarks that ‘* whatever arguments may be adduced pro or con the class, it will serve a useful purpose if it only creates interest in building.’’ With which we agree. Past events included an “ invitation to all ’’ race on October 1, which, unfortunately, met with a poor response, only two A-class and two 6-m. coming forward from outside sources. Notwithstanding, an enjoyable day’s sailing ensued, with races arranged for the A-class, 12-m., and 6-m. classes. Prizes for top boat in each class went to: A-class, ‘‘ Glenur- guhart'’ (D. McClure, Scottish A-class club); 6-m., “Rita ’’ (H. _ Morris, Scotstoun Miniatures); 1!2-m., ‘* Glenmore’’ (Queen’s Park). Someone complains there are not enough “‘ Articles ’’ on Model Yachting in the Magazine. Well, well, we must even try to write one—some day. The Scottish A-class club closed its season on October 15, with the Lilian Cup race. Six models competed and the winner was foundin ** Rita ’’ (H. Morris), 18 points, which, in addition to the Cup, took a box of prime hadd:ies as first prize. * Ceredig ’’ (P. Buchan), and‘* Dock Boys "’ (N. Beaton) each returned 17 points, and a final for second and third prizes went in favour of the former.* Mr. Buchan came up from Fraserburgh specially for the [*The actual measurement of the boat is done without crew, the crew weight checked by the Measurer, and fixed into the boat. It must not be embodied in the keel. cate.—EbDIToR, M.M.] It is noted on the Certifi- 228 MARINE race, bringing the ‘* haddies’’ with him, and the Bonnar cat was not in evidence up to the time we left. The West of Scotland Club had a visiting team of six ‘* wee sixes "’ from Greenock, at Whiteinch, on October 15, and a moderately fresh breeze made for fast footing. The Home team returned 80 points to 40 for Greenock, but this does not flatter the losers, as many boards were only won by a narrow margin. In fact, Greenock are to be congratulated on a good showing, seeing they were up against the acknowledged *‘ cracks "’ of the West, and, in addition, were handicapped by the tricky conditions set up on the pond by winds from the Southern quarter. Top scores were: ‘* Violet ’’ (A. W. K. Rodrick) 20, for the West, and *‘ Bluebell ’’ (J. Watt) 13, for Greenock. With the return of the 6-m. ‘* Circe’ to her Home port, carrying the Sewanhaka Cup in her MODELS notable features to be found in Chinese craft are clearly illustrated. various types of Chinese craft, holds an undoubted appeal for the seaman, the ship-lover and the artist alike. ing vessels for varying needs, which possess both beauty and excellent sea-going qualities. MODEL SAILING CRAFT eminence as a yachting centre. As** Goose’’ had been proclaimed the fastest 6-m. yacht afloat by the * Circe,’’ so Scottish yachtsmen in general, and the Clyde district in particular, are justifiably jubilant —till the tables are turned. As the credit of organising and carrying to a successful conclusion the first International model race for the same class is also Scottish, the affinity between prototype and model is enhanced. It now remains for our American cousins to challenge this supremacy, and we hope to see strenuous efforts made to deprive us of the distinction, with the models as with their big sisters. Scotland throws down the gauntlet fearlessly to all comers. ‘* Wha’s like us? "’ And so, to comply with our Editor’s wishes, and also because we are tired, Good-night! SCOTICUS. A COLLECTION OF CHINESE JUNK MODELS Presented to the Science Museum, South Kensington, by Sir Frederick Maze, K.B.E. N this magnificent series of accurate and beautiful scale models of Chinese junks and sampans, Sir Frederick Maze has_ given to the nation a record, in three dimensions, of some of the more important types of craft peculiar to the waters of China. The preservation of such a recordis particularly welcome in view of the now rapid disappearance of many of these vessels, due to the advent of mechanical propulsion and other causes. All the models have been built on a large scale, in China, by Chinese craftsmen. The greatest care has been taken to ensure accuracy both of form and detail. Thus it has been possible to reproduce faithfully all the minutiz of construction, rigging and decoration. Chinese craft may be divided into two main types : Northern and Southern. The Northern type has a swim-headed, bluff bow combined with a flat bottom. This form of hull has been adopted for the reason that the ports, to which these vessels usually trade, are situated up rivers’ where grounding is of frequent occurrence on shallows and sandbanks. In Southern China, where deep water harbours are more usual, we find a hull which has a sharp bow, finer lines and deeper draught. Many of the Here one may examine in all completeness the full development of the skill and craft of the Chinese shipbuilders, who have succeededin perfect- locker, the Clyde has once again justified its pre- Americans, it is obvious the palm now lies with Of these may be mentioned, the sub-division into compartments by water-tight bulkheads; the use of leeboards, either in the form of dagger keels as in the Hainan junk, or more frequently a long rudder, which may be hoisted or lowered by means of a winch; self-reefing, battened sails; multiple sheets, which trim the upper part of the sail as well as the lower; a distinct advantage when sailing close to the wind. This unique collection, representative of the By W. J. DaNIELS AND H. B. TUCKER T HE First Edition of Model Sailing Craft being entirely sold out, a Second Edition has been put in hand andis now in course of prepara- tion. The new edition has been revised and brought up to date, many sections having been entirely rewritten, and much new matter included. New designs are included to the 36in. Restricted, Marblehead, 10-rater, 6-m., and A classes. It is intended to publish the new edition at the reduced price of 15s. MARINE MODELS HANDBOOKS How To BuILD A MODEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) Useful to Builders of any size model How To BUILD A MODEL STEAMER By J. VINES (with 4 large scale Designs) Full of information for Novice and Expert Price: 2s. 6d. each, postage 3d. HOW TO SAIL YOUR MODEL YACHT (Hints to the Young Price: 4d., postage Novice) 4d. Trade Terms on Application MARINE MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. MARINE MODELS AMERICAN 229 NEWS By C. O. BROOK Jie received letters from California, Ohio, New Jersey and Connecticut, from model yachtsmen who want to get into the game. Evidently clubs do not do much in the way of local advertising of their events, or, when they do, never think to place their Secretary’s address handy. From K. J. Samuels, of 1338, 8th Street, Alameda, California, comes the begging request for information on the A-class and M-class. Richard R. Scarlett, of 1336, Woodland Avenue, Toledo, Ohio, wants to join or organise a club. Charles F. Petschke, of Lincoln Terrace, Bloomfield, Connecticut, wants to build an M-class and needs plans and fittings, and John Hinternhoff, of 591, Bergenline Avenue, Union City, New Jersey, wants to organise a club and to build racing models. Readers are asked to contact those near them. And there’s that chap Bill Bithell again. Congratu- lations, etc., Bill. Again he takes the National Championship event in the A-class. Just can’t seem to hold him down (Next stop England?). According to Tex Foster, of the Long Island M.Y.C., who was one of the Delegates at the National Meeting of the M.Y.R.A.A., there was not much in the way of wind—from 2 to 10 miles for the four days of racing. We find 11 entries, with the result as follows: ‘* Fortuna "’ (Bill Bithell, Boston M.Y.C.), 149 points; *‘ Detroiter ’’ (G. Steinbracher, Detroit), 134; **Madam "’ (A. W. Greely, Washington), 123; ** Columbia ”’ (Bill Topping, Columbia), 114; ‘* Glenshee *’ (J. McKinney, Ogden Park), 107; *‘Elwynne "’ (W. C. Schaefer, Washington), 106; ‘‘ Starlight ” (T. Battenberg, Grand Rapids), 102; ‘‘ Tom Boy ” (T. Malloy, Chicago), 85; ‘* Maen’’ (L. Troger, Chicago), 77; ‘* Regret " (P. Oley, Grand Pee 59; *‘ Aloris II’’ (Tom Rolfe, Cleveland), We learn too that the Grand Rapids ee Department are working on the pond for the local club, removing trees and shrubs, guarding the walk around the pond, and making this one of the finest ponds in this country. In our own club, the Deeper Hudson M.Y.C., the gangling young offspring does what Pop has failed to do. In a contest of sail-setting, taking all day, with 22 entries, the worrysome daughter proceeds to win first prize, a beautiful trophy in silver and black. Another young lady took second place, while one of our infrequent skippers took third place. We who sail like nitwits every Sunday, regardless of the weather, made a rather poor showing (maybe we sail too much). Anyway, not being too good a sport, I believe they had better luck, or at least more of it, and now we must listen to the ** crowing ’’ of the daughter for many months to come. I am starting a lap-straked model, another M-class (my fortieth model since 1930), only this will be different, planked with .020 semi-hard aluminium, each plank riveted to the adjoining one. Unless my figuring is wrong, this should be a bit lighter than wood, with greater strength. It will be finished bright, with chromium spars and fittings, bronze keel, chrome-plated and _ silver-coloured silk sails. She may not sail, but I vow it will dazzle the optics on sunny days. And we still have the same officers in the M.Y.R.A.A. Well, they have done a good job in the past, and we now, as in the past, wish them every possible success during their present administration. Having been treated to a hurricane the past week, which wiped out many miles of this fair land, we think, even through the many unfortunate happenings, that those model yachtsmen who continually lament the absence of sufficient wind, certainly had enough to satisfy the most exacting. And I'll bet not one went sailing in it—and a sweet breeze that ranged from 60 to 104 miles per hour. What a whale of a breeze for us skiff sailors! We weep with the Editor on the unfortunate absence of entries in the International contest. Can it be that such a contest is going by the board because of the expense? Rather, I think, it is because there is not enough effort put behind the skippersin various countries for such a contest. We realise the difficulty of some of the Nations with a small number of skippers to arouse enthusiasm sufficient to gather the money for such an expenditure, especially since the unpléasant conditions existing among the working-class people, with little or no work, etc. And yet, each could put just a mite aside each week for such a fund that wouldinsure their countsy being represented. So few realise the value to the future of the sport that International Racing bears. We have little to talk of without it. Big Boat Racing, Tennis, Golf and what-not owe much of their success to this International phase. Let's hope 1939 gives the U.S. a berth on the next International A-class at least. There has been a tremendous drop in the registrations of A-class models—little more than 50 being registered this year—while the M-class are jumping ahead at a surprising rate. Many find that from three days to one week of racing becomes a tough ordeal rather than a pleasure, and lay the A-class aside. Personally, the A-class is the boat—the Mclass are a nice little job, and it is rare that the so-called ‘* freak’’ design is seen. Yet, what an armful of boat we do have with the beautiful (and restricted) A-class model. Hard to build? Well, that depends on how we approach the job; even sleeping is hard if we don't want to sleep. The September issue of MARINE MODELS is a book to behold. Certainly if any skipper in the sport does not subscribe and read this valuable Magazine, he misses half the sport of model yachting. As a reference library, as a record of events and clubs, it is top. I think it lacks subscribers in the sport only because the average skipper does not realise what he is missing. Certainly every phase of the sport is covered, and the supplement pages of designs make a fine portfolio or even a book. I am setting all mine aside with the intention of putting them into book-form with a reference sheet to show which issue carries the article of each design. There is a fine array of decorative and sailing models, both power and sail, and much of interesé is to be learned from a study of them. (This is an unsolicited boost, because the truth needs no soliciting.)* And that’s that until next issue. [* Thank you very much, C.O.—EDITOR, M.M.] 230 MARINE MODELS CANADIAN NEWS By Wm. F. CHoatT, Publicity Secretary, fis at the Canadian National Exhibition, under HE following is a report of the Regattas held the auspices of the Association, the course being an open water one sailed from skiffs. Junior Regatta, August 19 The Juniors (up to 18 years) sailed in breezes up to five knots. There were 37 entries in the three recognised classes (36in. Unrestricted, M, and Open Handicap). The O.0.D. was Vernon Osborne (Oshawa). After three preliminary heats, the finals resulted: Ist, ‘* Britannia’’ (Joe Wright, Lagoon M.Y.C.); 2nd, ‘* Zip ’’ (D. Ferguson, Lagoon); 3rd, ‘* Ditto’’ (L. Hilfman, Mimico M.Y.C.). For the first time this race was honoured by an entry from Detroit in ‘* Jean ’’ (Angus McLaughlan). She won the first heat, but became blanketed under the breakwater in the final and was unplaced. We me to see him again next year with some of his pals. The M-class. has now grown to 11! entries, and resulted: Ist, ‘‘Flash’’ (D. Griffith); 2nd, ** Emerald ’’ (P. Pangman); 3rd, ‘* Comet "’ (B. Austin). The winner was only launched the day before the race. The open class, with 13 entries, still continued of interest in spite of the impossibility of finding a fair method of handicapping. Incidentally, does any- one know of a method for handicapping models ranging from [6in. to 48in. L.W.L., and 300 to 1,700 sq. in. of sail? I would greatly appreciate suggestions. The Racing Committee this year were assisted by Bill Gooderham, who knew the performances of the five yachts from the Lagoon M.Y.C., Toronto. Members of this club are sons of members of the Royal Canadian Y.C. in that city. The final was four times round a course of {-mile, and resulted: Ist, ‘* Black Arrow *’ (Bob Black); 2nd, ** Monitor ’’ (Clare Johnson); 3rd, ** Flight "’ (J. Austin). As in the Senior events, the Canadian National Exhibition provided three large shields for each event—gold for Ist, silver for 2nd, and bronze for 3rd Senior Regatta, September 3 Forty-four entries were received for the four recognised classes. Mr. Lawrence Bateman (Official Measurer, C.M.Y.R.A.) acted as O.0.D., ably assisted by Ed. Cousins, who brought his own artillery and acted as Starter. The 6-m. started first in an almost flat calm, but after they had drifted about 50ft. in 20 minutes, a 5-knot breeze sprang up. The course was 4-mile, and the race resulted: Ist, ‘* Heather ’’ (A. Arroll, Cadillac M.Y.C., Detroit); 2nd, ** Athlone ’’ (A. Collins, Westmount); 3rd, ‘‘ Scotia ’’ (J. Mitchell, Westmount). All entries in this event came from outside Toronto, and included Messrs. Matheson and Orr, of Montreal, and W. Robertson, from Detroit. The first heats of the M-class event were sailed before the lunch interval, and the final after. There were 18 entries, including two out-of-town members of the C.M.Y.R.A., Messrs. J. Marr (Guelph, Ont.), and F. Young (Elora, Ont.), but both were handicapped by being unaccustomed to open-water racing. The final resulted: Ist, ** Thistle ’’ (A. Arroll); 2nd, Canadian M.Y.R.A. ** Eleanor "’ (Roy Jones); 3rd, ** Zephyr ’’ (A. Taylor). The skippers of second and third boats are members of the Toronto S.M.E., and Roy Jones is a Junior. The Cayley Trophy Race for the M-class followed, being the Dominion Championship for the class. It is open only to members of the C.M.Y.R.A., and each entrant pays 10 cents entry fee, the purpose of the fund being to pay transport charges on any model that comes a great distance to compete. So far it has not been necessary to use this, but if any yachtsman next year wishes to send his model from a greater distance than 300 miles, the Association will be glad to help defray the transportation if necessary. The final resulted in a win for your humble scribe with ** Mac ’’ (C. O. Brook, please note that a scribe did win a Cup!), with * Sally IL (Lovel Lowman) second. The course was 4-mile, and the wind 10 knots. By the time the A-class was under way the wind was a good 15 knots, so the going was pretty strenuous. There were 12 entries, run in three heats, and a final. Results were: Ist, *‘ Sunrise "’ (Tom Honey); 2nd, ** Stuckley '’ (M. Fiegehen); 3rd, ** Ventura III’? (W. F. Choat), all being members of the T.S.M.E. The Open Class Handicap came next, and it was blowing harder than ever and starting to rain. As Sam King was not back from his trip abroad, Commodore Bill Jones and his son, Roy, handled his big schooner “* Belle,’’ and finished Ist, with ** Live Canadian II ’’ (Buddy Austin) 2nd, and *‘ Arrow II "’ (R. Black) 3rd. Due to rain and high winds it was decided to cancel the Ladies’ Race, for which there were six entries. The C.N.E. very generously provided an excellent dinner, and this and the entertainment that followed, was much enjoyed by all hands. President Bill Cayley asks me to remind members that there will be an Annual Meeting of the Association in November, and anyone with any matter for inclusion in the Agenda should drop a note to the Secretary, Mr. John T. Harris, 906, Manning Avenue, Toronto. I hear from John Harris that the Vancouver gang held races on Harrison Lake, with the result that A. Watson with ** Quest ’’ won the Harrison Hotel trophy for the A-class outright by winning it three times in succession. Mr. Clark with *‘ Zerifa ’’ won the M-class event. On August 7 four clubs—Vancouver, Maple Leaf (Vancouver), Bellingham, and Seattle—had a tournament, with the result that Bellingham won the Aclass race, and Mr. Clark (Vancouver) the M-class. Glad to hear there is a club flourishingin Winnipeg, with 15 active members, and seven not quite so active, but definitely interested. Would be glad to hear further from Mr. Geo. E. Goode, 1500, Valour Road, Winnipeg, Manitoba. At the invitation of the Wellington M.Y.C., recently formed by Messrs. Frank and Bob Young, of Elora, Ontario, and Jack Marr, of Guelph, Ontario, six members of the Toronto S.M.E. motored 70 miles on September 24, and had, for some of us, a (Continued on page 232.) MARINE 231 MODELS AUSTRALIAN MODEL YACHTING It is some time since you received news of the Model Yachting world *‘ down under ”’ or, as you put it, ‘‘ from the Antipodes,’’ in the MARINE MODELS issue of March, 1937. On that occasion appeared a review of the doings of the New South Wales (Australia) Model Yacht Club, with a description and photographs of the B-class yacht adapted for competition. It might interest readers to learn that ‘* Dawn,”’ of which plans were published in that issue, has proved herself a most able craft in all weathers, annexing the Club Championship from a very strong fleet in 1936-37, and was leading by a small margin of one point from ‘‘ Vin,’’ of the same design, in the first round of the Championship this year. I did not sail in the succeeding rounds and ‘* Vin ’’ finished up the winner by a handsome margin of points. The keenness among model yachtsmen is not confined to the City of Sydney, and is spreading to other coastal centres and to the ‘‘ out back "’; this in spite of the dry conditions usually associated with the inland districts of New South Wales. Evidence of this was forthcoming when our club received a warm invitation to attend a model regatta to be held in Forbes, a township with a population of less than 10,000 people, situated in the mid-west some 300 miles from the coast. Unfortunately the date fixed for the regatta clashed with our own club’s sailing programme, and whilst members in a body were keen to make the trip, it could not conveniently be arranged. However, being due for a vacation, I decided to forgo the competitions for the remainder of the season .and accept the warm invitation of Mr. E. C. Dearman, President of the Mid-Western Engineer- ing Societ#, to be his guest and participate in the club’s function. Having previously arranged a month’s motor tour and camping holiday, the itinerary was altered to include Forbes. An improvised carrier was attached to the running board of the car to support *‘ Sunlit,”’ a B-class model 54in. O.A., for her long trip of 1,500 miles. Then, in the wee small hours of a day in March last, our heavily laden car, accompanied by my wife, who is as keenly interested in the sport as I, with my youngest son, who acts as mate in more ways than one, and self as driver, set out on our long trek. I don’t intend to bore you with a lengthy descrip- tion of that enjoyable tour, but to briefly record those incidents of interest to model yachtsmen. En route the model attracted much attention, particularly in those towns where sailing water was available, or would have been had drought not prevailed. These conditions, unfortunately for the Forbes Club, militated to some extent against the success of the regatta, being reflected in the unusually low level of the magnificent natural lagoon used. Warmly welcomed on arrival in Forbes by the President (Mr. E. C. Dearman) and the Hon. Secretary (Mr. C. Woods), our first impression of the town and its people was most friendly, heightened later by the evident interest displayed by the club members at an impromptu reception held in the club’s workshop, where numerous models of powerdriven craft and yachts were being given the final touches for the display. The moving spirit is in the person of Mr. Dear- man, who has placed his home garage, complete w.th equipment and machinery, including power- SOME OF THE CRAFT BUILT BY MEMBERS OF THE FORBES CLUB, WITH ** SUNLIT ”’ IN THE BACKGROUND 232 MARINE driven lathe, saw and drills, at the convenience of members, and is encouraging a splendid spirit of camaraderie among all the members of the club, which will go far to develop the latent mechanical talent of many young men, which would be destined otherwise to be neglected on leaving school. The local Municipal Council is whole-heartedly behind the movement, and is now improving the margin of the lagoon, providing wooden stages and earth-works to facilitate the sport and the club’s development. Dead calm prevailed for ** the day,’’ the yachts remained more or less stationary, much to the annoyance of those whose interest lay in sails, but, on the other hand, furnished ideal conditions for the power-men, who revelled in their job, displaying skill in the management of their craft to the delight of those present. The following details of the fleet that participated might be of interest as an indication of what has been actually accomplished in construction in the short space of 16 months since the inauguration of the club in March, 1937:— 30 c.c. petrol-engined speedboat, 4ft. 6in. O.A.; steam yacht ‘‘Nahlin,’’ 5ft. O.A.; steam naval sloop, 4ft. 6in. O.A.; two electrically driven cabin cruisers, 4ft. O.A.; eight yachts, 36in. Restricted class—one of which is fitted with the Braine gear; one Port Jackson dinghy, 12in. O.A., and an assortment of steam engines. There are also under construction two plank-built N.S.W. B-class racing yachts to the design of ‘* Dawn.”’ The workshop equipment of the Mid-Western Engineering Society comprises a 4ft. screw-cutting lathe, power bench drill, disc grinder, circular saw, and a most comprehensive range of metal- and woodworking tools. Power is supplied from a 4 h.p. electric motor. It is interesting to note that the whole outfit was financed by means of £1 and 10s. debentures issued to club members. In the event of the resignation of a member, the club funds are used to purchase the share or shares, and thus eventually the whole equipment becomes club property. With the good wishes of the club members to accompany us, we continued on our way, marvelling at the interest displayed in things aquatic so far removed from the salt sea breezes. Our next port of call was the little township of Burrinjuck, located on the steep and rugged slopes that help to imprison, with the aid of the mighty mass of concrete, the Burrinjuck Dam, an area of water equal in extent to that of Sydney Harbour. The engineer-in-charge (Mr. Stewart) made us most welcome, placing a power launch at our disposal for sight-seeing purposes, and to assist in the demonstration of sailing which ‘* Sunlit ’’ gave to the whole township—the local schoolmaster and pupils taking full time off to enjoy the spectacle for the first time of a yacht on the waters of Burrinjuck, and to discuss the sailing qualities of the little ship and the control exercised by the Vane gear. With visions of a seaside camp urging us on, we MODELS man or artist, and very soon * Sunlit,’’ none the worse for her long overland journey, was in her element, heeling gracefully as she revelled on the thrash to windward with North-Easters true from the tumbling surf of the Pacific Ocean, divided from the water of the lake by a flat, sandy beach. It was realised that all good things come to an end as we packed our tents and silently stole away, carrying with us memories of a delightful holiday, and of friendships to be cemented by another visit in the near future. CANADIAN NEWS (Continued from page 230.) first experience of pond sailing, when six Marbleheads were in competition all the afternoon in the Model Yacht Pond at the Ontario Reformatory, near Guelph. As the pond is about 750ft. long by about 300ft. wide, it was possible to sail windward board, and then reaching the length of the pond. The wind to 20 knots, and fairly steady. Racing a leeward and course almost was about 15 was conducted the conclusion of the day’s sailing, and then pre- on the inter-club style, three models from the Wellington Club matched against the three from the T.S.M.E., and the final result after 11 boards was T.S.M.E. 34 points and Wellington 32. The hosts very kindly gave the visitors a four-course meal at sented Commodore Bill Jones, of the T.S.M.E., with an innovation in the way of trophies, namely, a beautiful solid walnut trophy with suitable engraving on it. (We believe the excellence of the walnut is due to the fact that some of our hosts are in the furniture business in the district.) Anyway, Toronto are already making plans as to when they can repeat the visit, see us. or have the Wellington crowd come to (The name Wellington is derived from the name of the county in which both Guelph and Elora are situated.) The Wellington M.Y.C. is planning to affiliate with the C.M.Y.R.A. WM. F. CHoat. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. REVISED EDITION. With new Designs to Racing Classes. commenced the return journey of some 500 miles to the coast, via the Federal capital, Canberra, the garden city of the Commonwealth. Crossing the Great Dividing Range, we followed the winding trail through the fertile Araluen Valley to the coastal district, and finally reached Lake Tabourie, where permanent camp was made. A place to delight the heart of any yachtsman, fisher- V.R. BLACKET. Sydney, N.S.W. Now in course of preparation. Order your copy in advance from : Marine Models Publications, 52, Fetter Lane, London, Ltd., E.C.4 MARINE MODELS 233 _ Letterst intouded: for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opimions expressed by Correspondents. A HANDSOME MODEL BARQUE Dear Sir,—In your issue of MARINE MODELS, Vol. VIll, No. 6, September, 1935, you kindly gave details of *‘ Archibald Russell,’’ and I now send you a photograph of a working model, which I have just com aleted, scale tin.=Ift. The model cost about hd to make, and has been a great source of enjoyment, and is now. Only the chain halliards and chain stays were bought, also the rail stanchions. The remainder was made of odds and ends, the hull being carved from Western Red Cedar. Hoping this may be of interest to the many readers of your paper, which has been the means of my pleasantly spending my spare time during the last two years. Yours truly, S. F. SPINKS. Patterdown House, Chippenham. | SAILING MODEL OF BARQUE ** ARCHIBALD RUSSELL ”’ Built by S. F. SPINKS (see letter.) SPECULATION ABOUT SAIL PLANS Sir,—I read with great interest the fine article * Speculation on Sail Plans,’’ by Amateur Designer. I have experimented myself some years ago with ** sails ’’ of the rigid type. Following the instruc- tions contained in a book on Model Airplanes, I built a ** wing-sail,’’ which I used on a model yacht. This contraption pivoted on the centre of its luff, and, naturally, had to be turned round for obvious reasons, every time the boat was tacked. As a head-sail I used a similar wing of equal hoist, which could be moved in its fore-and-aft position, so as to be able to study the famous “ slot-effect.’ I could not proceed with this interesting experiment, due to lack of time, but the results I arrived at during the early stages, were truly amazing. Unfortunately, I did not have two models of the same design, so I had to try her out against another boat of the same rating class, fitted with a modern 234 MARINE Bermudan rig. (As I knew the performances of both models under normal rigs, I had a fair scale of comparison.) The ** wing sail’’ was superior by far when beating, under any weather conditions— the boat pointed higher and probably even footed faster. The performance when reaching and running of the *‘ wing-sail’’ was very poor; I never could beat the boat with the normal rig. This proves that it is sail area and not shape of sailplan that counts, MODELS EDITOR’S NOTE We must apologise to Mr. S. F. ee and Mr. F. A. Rabe for not having been able to publish their most interesting letters in a previous issue. The problem is worth while experimenting with. I believe better results may be obtained if hulls are modified to suit these very narrow sail plans, which easily attain aspect-ratios of 6:1. Shapes of wings are, undoubtedly, of great importance, too. Probably biped-masts are more effective, for aerodynamical reasons, than the single mast I used. I cannot make definite assertions, but I had the impression that heeling angles were much smaller than I expected them to be from the high position of the centre of effort. If my observation is true, less ballast would be required. It is a pity that most of the rating rules bar these innovations, as the value of new ideas is proven only when competing against other craft. It is true, these wings look hideous, but I still remember the protests of sailors when the first Bermuda rigs appeared! But why limit experimenting to sail plans only? There are hulls which have possibilities which, to my knowledge, have never been tried out: to cite but one example, the Polynesian outrigger, which is said to attain speeds that seem incredible to us who are used to craft relying purely on ballast for purposes of stability. No doubt there are immense possibilities for research in this field; what is needed are men who are willing to do the work, plus the money to pay .for it! If we look backwards over the last 10 years we must agree that model sailing is responsible for many discoveries which are now applied by naval architectsin their designs. I often wonder whether naval architects had definite ideas about the balance of a hull when heeled, and the importance of it. In fact, one must doubt it, when one finds the matter dismissed with a few lines in otherwise excellent books like those written by the late Norman L. Skene and Howard Irving Chapelle. The wish-bone rig, to my knowledge, was first tried out on a model ketch by Fred. A. Fenger, and the double spinnakers originated in the same way. You will pardon me, dear Mr. Editor, for having discoursed quite excessively on my_ favourite subject, but people with whom I might discuss these matters are rare here. That is the reason why I anxiously await the arrival of my copy of MarRINE MODELS every month; it contains so much of interest to our sport! I confess that I even read the Section ‘* News of the Little Ships,’’ though I shall probably never see them in my life, nor the fine sportsmen who sail them! Yours very faithfully, Calie Misiones 1487, Montevideo. Fritz A. RABE. 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 Contributions, Correspondence and Club News for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not undertake to publish all matter received. Where a nom-de-plumeis used, cor- rect name and address of sender must be enclosed. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU Queries involving technical matters will be 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. ADVERTISEMENTS Terms on application. Special rates for Club Announcements of Regattas, etc. SMALL PREPAID ADVERTISEMENTS Private advertisements for our For. Sale and Wanted Column charged Id. per word. Minimum 2s. _ Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Advertisements must be teceived at our Offices not later than the 16th of month prior to publication. OFFER TO CLUB COMMITTEES We offer to provide Club Secretaries with 1,000 sheets of good quality quarto notepaper, printed with the club’s heading in one colour, for 14s., or 500 sheets for 10s., providing we may add one line of type at the foot advertising MARINE MOpr Ls. — a me Published by the Proprigtors, Maxine Mopets Pustications, Lrp., at 52, Fetter Lane, Londen, E.C.4 Printed by C. Arthur Sanders, 7, Portugal Street. London, W.C. MARINE MODELS 233 Letters intended for publication must be written on one side of paper only and bear the signatures of writers (not necessarily for publication). Letters should not exceed 300 words in length, if possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opimons expressed by Correspondents. A HANDSOME MODEL SPECULATION ABOUT SAIL PLANS BARQUE Dear Sir,—In your issue of MARINE MODELS, Vol. VIII, No. 6, September, 1935, you kindly gave details of *‘ Archibald Russell,’’ and I now send you a photograph of a working model, which | have just com peel. scale jin.=lft. The model cost about 35s, to make, and has been a great source of enjoyment, and is now. Only the chain halliards and chain stays were bought, also the rail stanchions. ends, the Cedar. Hoping The remainder was made of odds and hull being carved from Western Red this may be of interest to the many readers of your paper, which has been the means of my pleasantly spending my spare time during the last two years. ; Yours truly, Patterdown House, Chippenham. S. F. SPINKS. Sir,—I read with great interest the fine article ‘* Speculation on Sail Plans,’’ by Amateur Designer. I have experimented myself some years ago with ** sails ’’ of the rigid type. Following the instructions contained in a book on Model Airplanes, I built a ‘* wing-sail,’” which I used on a model yacht. This contraption pivoted on the centre of its luff, and, naturally, had to be turned round for obvious reasons, every time the boat was tacked. As a head-sail I used a similar wing of equal hoist, which could be moved in its fore-and-aft position, so as to be able to study the famous “‘ slot-effect.”’ I could not proceed with this interesting experiment, due to lack of time, but the results I arrived at during the early stages, were truly amazing. Unfortunately, I did not have two models of the same design, so I had to try her out against another boat of the same rating class, fitted with a modern | SAILING MODEL OF BARQUE ** ARCHIBALD RUSSELL ”’ Built by S. F. SPINKS (see letter.) 234 MARINE Bermudan rig. (As I knew the performances of both models under normal rigs, I had a fair scale of comparison.) The ‘* wing sail'’ was superior by far when beating, under any weather conditions— the boat pointed higher and probably even footed faster. The performance when reaching and running of the *‘ wing-sail’’ was very poor; I never could beat the boat with the normal rig. This proves that it is sail area and not shape of sailplan that counts. The problem is worth while experimenting with. I believe better results may be obtained if hulls are modified to suit these very narrow sail plans, which easily attain aspect-ratios of 6:1. Shapes of wings are, undoubtedly, of great importance, too. Probably biped-masts are more effective, for aerodynamical reasons, than the single mast I used. I cannot make definite assertions, but I had the impression that heeling angles were much smaller than I expected them to be from the high position of the centre of effort. If my observation is true, less ballast would be required. It is a pity that most of the rating rules bar these innovations, as the value of new ideas is proven only when competing against other craft. It is true, these wings look hideous, but I still remember the protests of sailors when the first Bermuda rigs appeared! But why limit experimenting to sail plans only? There are hulls which -have possibilities which, to my knowledge, have never been tried out: to cite _ but one example, the Polynesian outrigger, which is said to attain speeds that seem incredible to us who are used to craft relying purely on ballast for purposes of stability. No doubt there are immense possibilities for research in this field; what is needed are men who are willing to do the work, plus the money to pay for it! If we look backwards over the last 10 years we must agree that model sailing is responsible for many discoveries which are now applied by naval architects in their designs. I often wonder whether naval architects had definite ideas about the balance of a hull when heeled, and the importance of it. In fact, one must doubt it, when one finds the matter dismissed with a few lines in otherwise excellent books like those written by the late Norman L. Skene and Howard Irving Chapelle. The wish-bone rig, to my knowledge, was first tried out on a model ketch by Fred. A. Fenger, and the double spinnakers originated in the same way. You will pardon me, dear Mr. Editor, for having discoursed quite excessively on my _ favourite subject, but people with whom I might discuss these matters are rare here. That is the reason why I anxiously await the arrival of my copy of MaRINE MODELS every month; it contains so much of interest to our sport! I confess that I even read the Section *‘ News of the Little Ships,’’ though I shall probably never see them in my life, ner the fine sportsmen who sail them! Yours very faithfully, Fritz A. RABE. Calie Misiones 1487, Montevideo. MODELS EDITOR’S NOTE We must apologise to Mr. S. F. Spinks and Mr. F. A. Rabe for not having been able to publish their most interesting letters in a previous issue. Editorial and Publishing Offices : 52, FETTER LANE, LONDON, E.C.4. Telephone: Central 9914. SUBSCRIPTION RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. Overseas, 8s. 6d.; EDITORIAL Contributions, Correspondence and Club News for publication must reach our Offices not later than the 16th of month previous to publication. The Editor does not undertake to publish all matter received. Where a nom-de-plumeis used, correct name and address of sender must be enclosed. The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we will endeavour to return same if postage is enclosed. TECHNICAL ENQUIRY BUREAU Queries involving technical matters will be referred to the experts in charge of various departments of this Magazine. 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STATION: EARL’S COURT WORLD CHAMPIONSHIP WON WITH SAILS for MADE OF Christmas X.IL. SATLCLOTRH WATERPROOF : UNSTRETCHABLE UNSHRINKABLE THE Definitely faster and points higher. Lasts out many ordinary sails. ‘ENDEAVOUR’ A Few “A” Class X.L. Results : International Championship, 1935, 1st ; 2nd ; 1937, 1st. 1936, Allen 1935, Forbes Trophy (International), 1936, 1937, all 1st Wing and Wing Cup (!nternational), 1937, 1st Scandinavian International, 1934, 1935, 1936, all 1st U.S.A. Eastern Championship, 1937, 2nd 1936, U.S.A. Mid-West Championship, 1937, 1st ; 1st And many less important events. Used all New over British Isles, India, Australia, Zealand, Canada, S. Africa, U.S.A., Norway, Sweden, Belgium, Denmark, France. Sails made le at ordinary rates. Ww. G. PERKS, CAERNARVONSHIRE YACHT These new Yachts are the latest thing for fast racing work. All of the hulls are hand made in best yellow pine. The two largest Yachts are fitted with Braine type automatic steering. Painted Pale Blue. Cabin Skylight extra. Prices : 17 in. Yacht with automatic rudder... 21 in. Yacht with automatic rudder... oes a 27 in. Yacht with Braine type steering 36 in. Yacht with Braine type steering ay is see au asks A... 12/18/6 39/6 75/- Carriage extra. SEND 6d. FOR BOND’S GENERAL CATALOGUE. Its 202 pages are sure to interest you. BOND’S 357, O’EUSTON EUSTON "Phone: ROAD, ROAD LONDON, EUSton 5441-2 LTD. N.W.1 Est. 1887 <> —SAILS— <= ee & SON ee CHAS. DROWN — Model Yacht Sail Specialists A World-wide Turkey Red Sails Reputation for nearly a a Speciality : Fittings and Quarter of a Century Accessories to Order : Sail Cloth : Sail Plans Send stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS.