Marine Models: Volume 12, Number 3 – June 1939

SS MILLLL EELHy ‘8 aaa SSO wo QS MOG MDX8X&’8\8LH HAO XN Sn Uf = NN \ we Z Ss $ N Y SS INCORPORATING No. 3. SOON WWW MODEL THE WSSe SS SS YACHTSMAN JUNE, 1939. Sevenpence oe ey a >We SY SS SS C1 VILL }d/7 714177 VVVLTEEEEL 4A, LAL = ¢ \ S Vol. XII, Moy SSR U/l NN N nna , id 0 0.My \S WI Ny Vitttt N N WS S Gy N ows \YKAM MAS Vit, Annan N N y/ ffl ty 7 WOON S tts td tltitdstttt tts N N Uist N YL Ss Nae > WSL VILL CY, Le s SS » ogee zg N NS SSS BS N N NN ow Z N \ SS N N » N yw” S Z Yj” Hl MMQAHAAAKKHKQA séxKEX A-CLASS MARINE MODELS “SCOTIA N” PUBLICATIONS QUEEN’S PARK LTD., 52, M.Y.C. FETTER LANE, Photo: J. A. STEWART LONDON, E.C. “RYLARD” Acknowledged the World’s best Marine Varnish RYLARD finishes have a beauty which cannot 4 be surpassed LLEWELLYN RYLAND Balsall Heath BIRMINGHAM, Model Yachting Association LTD. Works ENGLAND Ryde Coronation Town Cup (Formerly National ‘* M *’ Championship) The New Edition of LY.R.U. Rules as applied to Model Yachts is now available, price 1/-, post ON Friday, 14th July, 1939 AT free, from: Mr. A. W. Littlejohn, 42, Beechmount Avenue, RYDE, ISLE OF WIGHT Commencing at 10 a.m. Hanwell, W.7. UP TO THREE MARBLEHEAD Please note that the Hon. Secretary’s address is now: MODELS PER AFFILIATED CLUB Entry Fee, 2s. 6d. per boat. “Broadhurst ”’, St. Mary’s Lane, ENTRIES CLOSE ON JULY 3rd. Cranham, Upminster, Essex. JOHN H. YORSTON, Hon. Secretary. All entries and information : Lt.-Comdr. T. H. S. JACKSON, Ingledene, Millward Rd., Ryde, I.0.W. When replying to Advertisers please mention MARINE MODELS. Ht ERD ay sues AAAALKT S UNWIN) Dy) ie 9 ti( SSS TECHNICAL INCORPORATING THE MODEL YACHTSMAN Vol. XII, No. 3 Published on the Seventh of each Month June, 1939 EDITORIAL E recently took advantage of one of VG these very rare—increasingly rare— times when we have a few moments to spare, and glanced through several back numbers of MARINE MODELS, just to see how things had been going on, so to speak. The one big impression that was made was that the powerboat men want technical data and other items of interest, the ship modellers just want plans and the information that goes with them, and model yachtsmen are the only ones with a love of politics, 1.e., pondside politics. There have been not more than two occasions on which ship modellers have shown their teeth in these pages; even then we suspect them of having been artificial dentures. Why is this so? Perhaps it is because model sailing has become organised into a sport and the other two are looked upon as pastimes. Powerboat racing naturally takes its place beside model yachting, but we do not seem to hear any of those warm discussions that one might expect. On the next page you will find a short but very important article by H. B. Tucker, your usual Editor, on class racing and tank tests. There is no doubt whatever that in the good old days it was a case of handsome does if handsome is. Since then we have been educating ourselves into very prettily reciting “Handsome is as handsome does.” Now this is being put by the board, and regimentation is entering realms of yacht racing. It all sounds rather bad, doesn’t it? However, honest confession is good for the soul, and we might as well say here and now that we are still not convinced that designing is a thing of the past. Week after week designs of merchant ships pass through our hands, and it 1s no exaggeration to say that at least 75 per cent. are identifiable by the designer’s likes and dislikes. This applies to the general form as well as the rake and shape of the stem and the stern. In almost every case huge sums of money have been spent on tank tests, with great benefit to the owner, but one can still say with some degree of certainty that this ship was built on the Wear; that on the Tyne; those are from the Clyde, and this one is certainly Swedish. The tank test costs, as given by Mr. Tucker, are interesting, and substantiate our own i1mpression of shipbuildingin the U.S.A. generally. However, it may be of interest to know that a company has been formed in England to facilitate tank tests for yachtsmen, and the average cost is estimated at £100. As we go to press we are pleased to learn of the enthusiasm with which Model Sailing Craft, 2nd Edition, by W. J. Daniels and H. B. Tucker, is being received. We must also point out that this cheaper edition is in no way inferior or in any way abridged. The difference in price has been made possible by the success of the first edition. Those of you who have not already ordered should send in their orders to this office. 59 MARINE MODELS IS THE END OF CLASS RACING IN SIGHT? By H. B. TUCKER RECENT announcement in the Ameri- A can and European Press described Mr. Vanderbilt’s new 12-m, “ Vim,” which has just been launched, as the fastest yacht that it is possible to build under the class. American yachtsmen whom I met in Bermuda during the American-Bermuda 6-m. and Inter-Club team races about a month ago, mentioned that in building a class racer, several times the cost of actual building 1s now spent on preliminary tank experiments, and before the yacht is built her exact performance is known. My American friends went on to say that they doubted whether many more class racers would be built in the States, partly owing to the prohibitive cost (allowing for tank experiment and the number of preliminary designs that are made), and partly owing to the mathematical certainty which robs the sport of the competitive element in designing. _ Instead, owners are turning to various one-design classes, such as the Inter-Clubs, which provide better value for money and are not simply a contest of the depth of the owners’ pockets, especially taking into consideration the extensive sail equipment of a modern racer and the numerous expensive gadgets with which she is fitted to facilitate quick handling. Now there is a great deal of truth in these contentions, and I heard of a 6-m. that cost £2,000 to build and £6,000 for preliminary designs and tank experiments. Of course, this may be an exaggerated or extreme figure, but at £8,000 or even half that amount a 6-m. would be mighty expensive. Of course, no designs based on tank experiments have been published, but no doubt these will be available eventually, and when they are, yacht designing will no longer be an art, but simply a matter of using a slide rule, and all the designer will have to do is to decide on his dimensions and his hull will then be shaped to that prescribed by tank experiment. One can presume that even in deciding the dimensions, the designer will work on average winds for the time of year and place where the race or series of races is being held, for which the yacht is primarily intended. With this data he will be able to calculate the exact proportion of sail and displacement needed for the yacht to sail at her predetermined sailing angle. Some readers will think that I am rather over-drawing the picture, but | think there is no doubt that what I have described will actually take place within a very short period, and that the death knell of class racing as such has already been sounded. The only alternatives to class racing are handicap racing and one-design racing. Of these, the former may be all very well for the owner of a cruiser, who likes to have an occasional race, but is not a satisfactory solution of the problem for the keen racing man. On the other hand, one-design racing gives about the closest racing possible, and the result is entirely dependent on the skill of skippers and crews. It is, however, a fact that in a club one-design class, which races constantly, one boat usually goes to the fore with almost monotonous regularity. Yet on the other hand the onedesign team races I witnessed in Bermuda were so keenly contested that the order changed continually, and at the finish only a very short interval of time separated the first and last boats. Curiously, the American team won this year in Bermudan waters, while last year the Bermuda boats were successful in American waters. Naturally, skippers and crews in a contest of this kind were picked men and well practised together, but in any case it shows that any local knowledge was at a discount. Of course, it may be pointed out that even if hulls become standardised for various classes, it is still open to the designer to vary his sailplan, but here again science is at work, and possibly before long we shall have such complete data on sail design that our sailplans also will become absolutely standardised. The great question for readers of MARINE MOopDELs 1s, How will this affect model yacht racing? Of course, expensive tank tests are beyond the means of most, if not all, model yachtsmen, and we shall have to wait until the results of tank experimentation are available to the general public. This will probably not be for some time, and no doubt for the present we shall carry on as hitherto, but when the time comes, it may result in the adoption of a series of one-design classes of various sizes. (Continued on page 53.) MARINE BUILDING A MODELS PLANKED OL HULL By YARDSTICK (Continued from page 29.) [ is very important to get the angle of the foot of the stem cut correctly, and before fixing in position it should be carefully tested with a set-square. The sternpiece can also be made in a similar way. The fashionpiece ts carved out, marking the after face as it had been vertical, and finishing to the proper rake and curve afterwards. The grain of the fashionpiece should run thwartships to give the proper effect on the transom. The top of the fashionpiece should not be carved to the deck camber, but left straight across for the moment so that it will rest securely on the packing pieces that secure it to the building-board. Make these packing pieces and screw to the fashionpiece. The actual screws that hold the packing pieces to the building-board are put in later outside the boat to permit of easy withdrawal. The sternpiece is checked into the fashionpiece, and glued and screwed. Brass screws should be used throughout the actual construction, but for temporary fastenings holding moulds, etc., iron can be used. Be careful to line up the fashionpiece and sternpiece exactly, both longitudinally, thwartships and horizontally, The rabbet can be marked on the fashionpiece and the rabbet cut. The bearding line falls on the forward face jin. below the surface, and extends part-way across the sternpiece to within tin. of the centreline. The rabbet line can be gauged down the sternpiece as far as the sternpost. As the sternpiece has not been shaped on its underside to the sections, the rabbet line can be cut in with a chisel to about 4in. depth, and the actual cutting of the rabbet left for the moment. The sternpiece can now be fixed in position on the keelson. It will be noticed that there is a gap at the after end between the top of the layer forming the keelson and the sternpiece. This must be filled with a triangular piece of deadwood, as shown in the elevation of the backbone. The stempiece can now be fixed to the keelson. The backbone assembly is now more or less ready to be dropped into position. This should fit into the slots in the moulds, and screws be put through the tab on the foreside of stem and packing pieces on fashionpiece into the building-board, to hold firmly in position. The inwales should be made of yellow pine to the dimensions already given and fixed into position. They should be let into the fashionpiece and butted on the stem, being glued and screwed in position. Remember that the top of these is din. below the top of the sheer strake to allow for the deck being let in, One little point to be observed in construction is that an inner joint should always be covered by an outer member. Thus the slots in the fashionpiece for the transom should not extend to the rabbet line, but finish, say, 1/16in. forward of it. With the backbone in position on the moulds, the builder can see from the contour of the moulds to finish the backbone to its correct shape in any parts that have been left unfinished. The rabbet line can also be drawn in for the full length. In the region of the rudderpost the planking will run onto the deadwoed. Actually a practised builder will complete his backbone and rebate before setting up, but the novice will probably find it easier to leave part until it is actually in position, and he can see exactly what he is doing. The ribs should have at least 3/16in. holding on the keel, and so the rabbet will have to be tin. to cover the end of the rib. The slots for the ribs will have to be sunk, so that the ribs are flush with the bottom of the rabbet. The ribs are to be made of oak or Italian walnut, gin. x din., and if a slip of wood is cut this size, it will serve as a gauge when cutting the slots. One little point that may be mentioned is that, if difficulty is experienced in getting the reverse turn in the planking in the region of the sternpost, it can be dodged by using filler pieces, and either pulling the planking down onto these or putting the rabbet line further forward and carving this part from the solid. Having cut the strips for the ribs (including a few spares in case of breakages in bending), boil these for about an hour or until really pliable. Fasten the bottom end of the rib inte its slot by gluing and screwing. The top 52 MARINE end should be glued and screwed to the inwale. Tack the ribs to the moulds to get their shape, using panel pins, not driven home, so that they can be withdrawn easily with pliers later on. Actually, these pins are left in position until one comes to that part of the boat with the planking, and then withdrawn. Put the ribs on in pairs, first a port rib, and then its opposite number to starboard. Put a starboard rib on next, followed by its port fellow, until all are in position. It will be found convenient to leave the ribs a bit long and trim them down after planking is finished. While the ribs are drying out, additional slots can be cut for the extra ribs that will be bent in half-way between those on the moulds. These ribs are not put in until the boat is planked and off the building-board. The next step is to fair the ribs for planking up. It has already been explained that the ribs in the forepart of the boat will stand proud on their forward edges, and those in the after part on their after edges. In order to permit the planking to fall into place and take properly across the ribs, offer a batten to the moulds, placing in the direction the planking will le. With rasp and file take the forward edges off the forward ribs and the after edges off those in the after part of the boat until the batten touches nicely across the full width of the ribs. If any of the moulds are a little slack, the ribs in question must be packed up with a slip of postcard or shaving between rib and mould. If, on the other hand, any rib stands proud, the mould may have to be reduced a trifle until everything fairs nicely. During the process of fairing the builder should carefully watch for humps or hollows. In parts where diagonals are drawn out to a straight line, or nearly so, a straight edge should be used to test them, and any tendency to hollowness corrected. The preparations for planking have been dealt with at considerable length, since these are the most important part of the job, and on these depends the success of the boat. The great thing is to get the backbone and moulds lined up exactly, and the ribs faired off properly. The keel pattern can now be taken off and sent to the foundry to be cast. Spare pieces of spoke should be inserted in the holes, projecting about an inch each end. These serve as ‘“ cores” and are used to cast the keel with MODELS the holes in correct position. As boring a small hole through lead is a difficult and very tedious job, this is important. We are now ready to start planking. In general, the planks in the upper part of a boat this size will be about 3in. wide at the centre, tapering forward and aft. The sheer plank is made slightly wider than the lower planks, and has less taper. Bearing this in mind, mark on the midsection a space for a group of planks, say, the top four or five, bringing one down to the turn of the bilge. These planks will run out forward about the turn of the stem, and aft at the tuck of the transom. Bend a batten round the boat to pass through these three points and mark the position on every rib. After allowing for the sheer strake (or plank), divide up the space into the required number of planks. With the batten find the bottom of these planks on the intermediate sections. Cut a strip of planking wood about 2in. wide for use as a “ try’ plank (or “ spiling ” plank). Offer to the boat and tack lightly in position. It will be seen that if the centre is in position the ends are low, so the top edge of the plank will have to be cut concave. This curvature is known as the “ sny ” of the plank. Set the dividers to slightly more than the widest part of the gap, where the plank fails to come high enough. Using the top edge of the inwale as a guide, and holding the dividers so that they are exactly parallel to the moulds, prick off on every mould and also half-way between. This process is known as “ spiling.”’ Transfer these spots to the plank from which the strake is to be cut, and draw a line through them. This will give the shape of the upper edge of the sheer strake. For the bottom edge, take the width from the spots on the moulds, remembering that the sheer strake comes in. (the thickness of the deck) above the inwale. Having marked out the plank, cut just outside the lines, and, after offering to the boat to see all is well, trim down exactly to the marked lines. See that good sharp, true edges are left, especially on the bottom, as the fit of the next plank depends on this. When the plank is correctly fitted, make a duplicate for the opposite side of the boat. The planks can now be fixed in position. The ends are glued and screwed in the rabbets, using 4in. No, 0 brass screws. In between, MARINE the planks are glued and nailed to the ribs, using No. 20 copper pins, jin. long. These can be obtained from Messrs. Chamberlain’s, Waterloo Bridge Road, London, S.E., and also, I believe, from Messrs. Bond’s, of Euston Road, N.W. Now, in a nice job of building, the nails should form a regular pattern in neat rows down the boat. In order to make a stronger job and avoid the chance of splitting the wood, the nails are alternately staggered forward and aft, so that there are two rows to every rib. They should be put in with a light hammer, and punched just below the surface of the wood, but not enough to leave them sunk. The nails, if left standing proud, will have their heads rubbed away when the boat is glasspapered, and should be just flush after the glasspapering. In gluing, care must be taken that none runs onto the moulds, or there may be difficulty when the moulds have to be removed. If the builderis too generous with his glue, all danger can be avoided by putting tissue paper between the ribs and the moulds when setting up. (To be concluded.) IS THE END OF CLASS RACING IN SIGHT ? (Concluded from page 50.) One great difficulty that I foresee is that so many men build their own models, and with a large number of amateur builders boats will differ considerably. As no doubt the classes will be designed in the light of the best information available, the less skilful builder will be greatly handicapped. If he is also a somewhat unskilled skipper, he will stand a very poor chance indeed of ever being in the hunt at all. No doubt these tank and sailplan experi ments represent a scientific advance in yacht designing, but I wonder whether to the yachtsman or the model yachtsman this is altogether an unmixed blessing? Ros an MODELS 33 LEGEND By * SITKA” N Hampton Court Park, close by the celebrated Rick Pond, there stands an ancient hollow tree, which has stood against sterms of wind and rain since before the days of the Stuart kings. One day, a prominent model yachtsman (one of those elated beings who frequently deign to hold converse with the Editor on matters of importance) was sailing his latest A-class, when a thunderstorm broke overhead and torrential rain descended upon him. Alas! he was clad for fine weather only, and the homely shelter of the boathouse was at the other end of the pond. What was he to do? At once he saw the old hollow tree, and by dint of much exertion and many contortions he got inside the tree, and was thus completely sheltered from the storm which raged outside. But he forgot one simple scientific fact, one which every model yachtsman should know well, namely, that wood, when soaked with water, swells appreciably. And the hollow tree was soon saturated with rain-water. The wood swelled; the sides of the trunk closed in on the prominent model yachtsman, wedging him firmly inside, and effectively preventing him from making his exit. _-Horrified, he realised he was alone at the pond—no other member would appear now the weather was so bad. It might be that he would have to stay there until the next regatta, before he could escape. Was this to be the end of a brilliant model yachting career? He began to think of his past life, of the mistakes he had made, of the things left undone, such as—yes—that donation to the International Regatta Fund, which ought to have been sent. He had not done so this year, and now his name would not appear on the subscription list. The thought of this made him feel small—very small; so small, in fact, that he found he could walk with ease out of the hollow tree and make his way to the post office to send off his donation. By the way, have you sent yours? 54 MARINE PETROL ENGINE & MODELS HYDROPLANE TOPICS By KENNETH G. WILLIAMS ANY troubles experienced when racing hydroplanes may be traced to insecure engine fixings; one of the most annoying effects being misfiring and erratic running, caused by vibration upsetting the carburation. A useful lesson in this connection may be taken from racing motor cycles, where stout stays brace the cylinder head to the frame to reduce movement of the engine unit’ from torque reaction, and it is interesting to note that the latest practice is to attach the carburettor to the cycle frame while employing a flexible rubber tube to connect the mixing chamber to the inlet port. So rubber engine mountings are not for us in these hydroplanes, and the best method is to make the brackets as solid and rigid as possiblein order to utilise the entire mass of the hull to damp out vibration. Most hulls have a pair of main members extending the whole length of the boat, forming a solid base for our attachments, which should be through bolted by means of metal thread screws and nuts, which can be securely locked. Wood screws are not reliable and should be avoided. The type of bracket used in “Faro” is shown in Fig. 1. At first I used plates | / 16in. thick, cut from bright rolled mild steel sheet, bent over cold and having a brass block riveted under the flange, tapped to take the engine holding screws. These brackets gave continual trouble from fatigue cracks starting at the bend, gradually working right along, until the flange parted from the vertical portion, and this happened nearly always in the bracket put in tension by engine torque reaction. An improvement was made by bending hot and well annealing afterwards, but the eventual cure was foundin using plate not less than jin. thick, bent hot and annealed; the brass block was not necessary, for the thickness of the steel was sufficient for tapping to take the screws. Another method consists of boring a hole in the wood longeron, fitted with a metal plug which may be tapped for the stud or long bolt shown in Fig. 2. Both the foregoing are illustrated carrying a crankcase with integral bolting down lugs, but when these are not embodied in the castings, then brackets held by the crankcase bolts are used, as in Figs. 3 and 4. The former indicates how the brackets can be screwed to small angle plates recessed into the longeron, and the latter shows the bracket bent over to form a foot, secured by a long bolt having its head trapped by a slot in the underside of the longeron to prevent turning when the nut is tightened. Lock washers or wiring of screws should be employed to keep everything from coming adrift. It is usual to drive the transmission shaft through a universal joint at the front end, and this means that the removal of the engine unit can be done most easily by sliding it forwards, so it is evident that screws or bolts are more convenient than studs and nuts, since the latter compel the engine being lifted off its bed in a vertical direction. The most convenient material for the transmission shaft is 3/16in. dia. ground silver steel in the annealed state, which has been proved satisfactory; stainless steel of the same size is also used, but does not take soft solder so well for the attachment of universal joint pieces. At the front end a short length of floating shaft is an advantage; the easiest means of coupling the pieces is to reduce the end of the transmission shaft to a square, which engages with a short sleeve having a square hole drifted right through, and the fit should be somewhat sloppy. The other end of the sleeve receives a short piece of the same sized shaft driven in, while the front end of this shaft is squared and is a sloppy fit in the square hole in the driving nut on the engine crankshaft. This arrangement does not allow true universal movement, but is quite satisfactory for absorbing two or three degrees of misalignment; it is very simple to make and a spot of oil occasionally will prevent wear. A more elaborate form of universal joint may be used if preferred, but shows no advantage in use. The bearing which leads the shaft through the rear plane is best made from a piece of brass tube reamed out to an easy running fit on the shaft, soldered to a brass plate attached to the hull, and having an oil reservoir formed by a piece of the same tube soldered on vertically. (Fig. 12.) Experience shows that no advantageis derived from using a larger tube bushed at both ends, for the clearance at the centre only forms a trap for MARINE MODELS GAUZE FILTER FIN BALL THRUST : rae DOGS SSNPS (Part OF UNIVERSAL JOINT \OIL HOLE ) 7 x HLUSS SS / ” ea PROPELLOR BOSS 56 MARINE water, which rusts the shaft. We may now plan the propeller shaft bearing and bracket, and decide its location. The position under the rear plane shares popular choice with transom mounting; both are equally satisfactory, but if the former is used it is important to fair the fixing plate to the underside of the rear plane, to avoid unnecessary disturbance of the water when running. Fig. 10 indicates a method I have used for making an assembly of this type, and shows the streamline section of the fin with two pegs formed on the top for riveting to the plate, as well as those at the bottom entering the bearing housing by a press fit. These pegs serve to hold everything 1n place for brazing, and when doing this it is as well to build up a nice fillet in the corners to produce a good streamline shape. The same general method can be employed for a transom mounted bracket, but in this case the vertical web is drilled for the pegs formed on the front edge of the fin, which passes through a slot cut in the horizontal plate. (Fig. 11.) This horizontal member is sometimes called an “ anti-cavitation plate,” and of course forms an extension of the rear plane, so it is important to line it up carefully. It should be arranged to cover the propeller, behind which it ought to extend at least 4in. Its purpose is to prevent air being sucked down by the propeller, which would allow cavitation to be set up with the resulting loss of driving efficiency. The fin must be stiff to prevent whipping, and my experience shows that jin. is not too much at the greatest thickness, while the width or chord of the streamline should not be less than I4in., and the length such that the propeller blade tips are immersed at least lin. when running. Bright rolled mild steel is the best material to use, brass being tco soft and liable to damage. Fig. 9 illustrates a simple design of shaft bearing which has been found very satisfactory. The shaft runs in two plain bronze bushes supplemented by a ball thrust race, which can be made by turning two thin grooved washers from silver steel (hardened afterwards) and filling with 1/16in. dia. bearing balls, of stainless steel for preference, or of the ordinary variety, which need special care in oiling after.every run to prevent rusting troubles. This is the proper location for the thrust race; don’t try to absorb the driving force at the front end of the trans- MODELS mission shaft by a thrust block inside the hull, or trouble with bending the shaft will ensue; the long, slender shaft ought to have at least 1/16in. end float and should only be called on to carry torque loading. The end play is necessary because all propeller shaft brackets spring quite a lot under load, and you can verify this point for yourself by simply pushing on the rear end and seeing what happens; if any end thrust is carried through the transmission shaft your speed will suffer, perhaps more than you guess. I strongly favour driving the propeller by means of dogs on the shaft, instead of relying on a screwed boss and locknut. Several clubs have developed their own standards in this respect, so that propellers are interchangeable between members’ boats. In the clubs of which I am a member, we use a tail shaft 3/16in. dia., screwed 2 B.A., with two dogs the same width as the shaft, din. long, and the propeller boss has simply a 3/ 16in. clearance hole with a slot of the same width across the face. The Victoria Park Club members slot the collar which bears against the thrust race with two |/16in. wide grooves, into which are soft soldered two small strips of mild steel, while the propeller boss has a slot of the same width to register. The propeller itself is held in place by an “acorn” nut, or spinner, drilled for a tommy bar made from a cycle spoke, to streamline the boss. The arrangement is quite simple, and, so far as I know, has never given any trouble, provided the nut is properly tightened. The drawing shows a portion of the universal joint, which ts soft soldered to the front end of the propeller shaft; and in regard to universal joints, I cannot do better than refer you to a very comprehensive article by Mr. L. S. Pinder, which appeared in the January, 1938, issue of MARINE MOopELs. Now we come to various accessories which go to complete our hydroplane. As regards fuel supply, it is usual to provide air pressure feed, which is obtained from a rubber bladder, such as is used in small children’s footballs, blown up by the mouth and connected to the tank by a length of tube; quite a low pressure is required, only enough to raise the fuel the 3in. or so to the carburettor. The tank may be constructed from a piece of light gauge brass tube, with ends soldered on, or from a piece of brass sheet or tinplate, folded into a rectangular shape, using a wood block as a former; about 4-pint capacity is MARINE sufficient, unless you contemplate making records for endurance, when the size will be limited by the class weight restrictions for your size of boat. Make good, substantial mounting brackets, or arrange to hold the tank down in place by suitable clips. The tank in a pole boat should always be mounted on the tethering line side of the hull to enable centrifugal force, when running, to assist the fuel flow, and for the same reason the outlet pipe must be taken from the far side of the tank, because the fuel piles up at that end. Let the pipe finish slightly above the extreme bottom of the tank, so that any water or grit which may be there will not be fed to the carburettor. It is always advisable to provide a fine gauze filter to the outlet. One simple type, which J have used, is shown in Fig. 6, and consists of a small bag of fine copper gauze, soldered down the seam and on to the pipe, inserted before the end plate is soldered to the tank. Another method (Fig. 5) is to make a small dished well, into which the fuel pipe is silver soldered, and to attach this to the bottom of the tank by soft soldering. Two or three holes are made to pass the fuel, and the gauze might be sandwiched between the well and the tank bottom. A tap is not really necessary if the carburettor float needle cuts off properly, but a screw-down needle valve may be incorporated in the pipe outlet if desired. When this is done, be sure to fit a spring ratchet or similar locking device to prevent the tap working shut. I use a spring pipe clip of the type used in chemical laboratories and known as a burette clip,” to cut off pressure by pinching the rubber tube from the bladder. The M.P.B.A. regulations specify that suitable means for stopping the boat when required must be provided, and operated by a lever projecting at least 4in. beyond any part of the boat in the same plane. A switch in the ignition primary circuit is employed for this purpose, and it needs to be a robust piece of work, because it gets some hard knocks when operated while the boat is travelling at speed. The contacts must be unaffected by vibration, or erratic running and misfiring will result. The switch on “ Faro” is illustrated in Fig. 7; it has a Tufnol sheet baseplate, on which is mounted a hinge pin for the operating lever, the aluminium eye of which is secured by a shouldered nut tightening down over the hinge pin. The operating lever is a piece of duralumin rod of the type I use MODELS 57 for engine push rods (actually Stratnoid knitting needle), pressed in and pinned; having a short length of copper tube forced on to make the contact piece bridging the two live contact blades. The latter are part of a telephone plug jack, which makes a serviceable and compact unit with soldering tags for the attachment of the low tension wiring. A rubber band is used as a pull-off spring to prevent the lever swinging back into contact after having been opened, while the tips of the fixed blades are slightly closed in to retain the switch in the “on” position. Fig. 8 shows a neat ee to retain the switch bladein either the “ * off” positions; the squared end of ihe blade bears against a small spring-loaded tappet, whichis quite effective for the purpose. If you favour using the moving blade as one pole of the switch, don’t rely on the hinge to carry current, but solder a flexible connection to the blade itself. Many enthusiasts have a desire to make every part of the engine and accessories themselves. This feeling is very commendable, but does not always lead to the best results. One part I have in mind ts the ignition contact breaker; the moving arm is a very highly specialised product, and is the result of many years’ intensive research. The commercial article may be adopted right away with a reasonable assurance of good results. I use the latest pattern Lucas arm mounted on a backplate of my own construction, and do not remember having had any troubles in this quarter. Other standard breaker arms are very good. The special features required are lightness of the moving parts and adequate, but not excessive, spring strength. Most makes of ignition condensers are pretty reliable these days; I use Delco Remy, and find it quite trouble-free. Some of the small ignition coils on the market are said to be unreliable, and very prone to internal breakdown. I don’t deny that many failures have occurred with them, but I hold the belief that these have very often been the fault of the users themselves. These little coils are not fitted with a safety spark gap, and they should never be operated without either a sparking plug or a reasonably small jump gap being coupled to the H.T. side. When this is omitted, sparking takes place inside the coil, generally across the end turns, puncturing the insulation, which never heals up; the coil may subsequently function Te 58 MARINE on light loads with a low compression engine, but fails when the plug gap resistance increases with high compression, and usually makes for difficult starting. A good coil is the one built into the Villiers flywheel magneto, and these may be picked up second-hand at motor cycle dealers for quite a modest sum. In recent years it has been found necessary, on account of improved engine performance, to provide some means of advancing the ignition setting after the boat has got away, for the degree of advance necessary for maximum speed will cause the engine to stall at the start. A small spring-loaded oil dash-pot, about 4in. dia., is suitable for this purpose, and is connected to a lever attached to the contact breaker back plate. Fig. 13 shows a typical cross section; the top cap may be screwed on to the tube, or soldered, in which case a small screw must be added to permit filling with oil. The length of delay may be varied by using oils of different viscosity, and the longest can be obtained by use of glycerine. The illustration shows an alternative to the plain piston, in which a non-return disc valve is incorporated; this allows the piston to be pulled up against only spring pressure, but on the downward stroke the disc valve closes and the oil check comes into operation. A small U-shaped distance piece, with a wire handle affixed, is used to retain the setting in the retard position for starting the engine, and is withdrawn as the boat is released. A five seconds period for the full stroke of the piston is generally found to be about right. An interesting device of this kind is used by Mr. Porter, of the Farnborough Club, on his boat “‘ Crackers “; it consists of a small trigger retaining the plunger and is tripped by finger pressure. The tethering plate does not call for much comment; according to the specification, it should be capable of passing a spring hook 3/16in. dia. with a latch opening tin. When a boat is released on a slack line, as sometimes happens, there is usually a pretty heavy snatch as it tautens, so the attachment should be made in such a way that no straining of the light hull covering can occur, and an effective safeguard is to connect the plate by a stay to either the engine itself, which represents the greatest concentration of weight, or to one of the engine bearers as the next best place. The stay need be only light, a piece of steel wire-—say, 20 S.W.G.—is sufficient. MODELS Everyone who has the interests of our sport at heart, and wishes to extend its popularity, will agree on two points. The first is that encouragement should be given to competitors whose boats are not in the first flight, and secondly, that the interest of the public must be maintained at regattas. Our Editor recently suggested that both these objects might be attained by the wider adoption of the nomination or self-handicap race, in which the boats are sent off in the order of nomination, starting with the slowest, thus providing a crescendo of speed. This would avoid the anti-climax we get by relatively slow boats following an outstandingly good performance, and would give some of the slower boats a chance to win prizes, by putting a premium on reliability. This method is much fairer than any arbitrary method of handicapping, and an unsuccessful competitor has only himself to blame. It is not suggested that these races should supplant the out-and-out speed contests, or the incentive to development of high speed would be sacrificed to consistent running. Both types of race may figure with advantage at most regattas. Novelty races, after the style of the Farnborough towing contest, are always popular and invariably cause some fun. I should like to see greater interest taken in team racing, which would provide competition between individual members to be chosen to represent their club, and subsequent cooperation between members of the team to put up the best aggregate score. Eventually a team league might come into being, and the contests, which could feature as an item at regattas, should add to the attraction of the sport. This is a suggestion which might be debated at club meetings, and I offer it to the M.P.B.A. for what it is worth. It would be interesting to hear readers’ views in our correspondence columns. So, in the words of an old friend of ours: What do you think, chums? Mr. Walker wants to know. A CORRECTION The Hon. Sec. of the S.M.Y.A. has asked for the following correction to be made. On page 19, col. 1, of April MARINE MopELs, he stated that Mr. J. A. Stewart won the British National Championship for 1938 with ‘ Clutha,” whereas the race was actually won by Mr. Rodrick’s * Violet,” of the West of Scotland M.Y.C. MARINE MODELS 59 THE PROPELLING FORCE OF THE WIND By A. C. DAVISON A 1 lb. x 9 sq. ft.=9 Ib. 9 Ib. x 26in. = 234in. Ib. Boats, however, with a side wind do not sail upright, and the area of the sail exposed to the wind diminishes as the cosine of the angle of heel. Taking this at 30°, the area exposed would be 9 sq. ft. x cos. 30° =9 x -86 +300 y, N | Ho 7 | i =73 lb. (Fig. 2). The height h will also diminish in the same proportion and the 26in. x -86=22in. The heeling movebecome 26 ment will therefore be : — 73 x 22in.=170in. Ib. To balance this we have the weight of the boat acting with a leverage equal to the horizontal distance of its centre of gravity from the vertical line through its meta-centre (transverse). Assuming a hull as sketch (Fig. 3) the leverage will be 1, which at any angle of heel will be the meta-centric height G.M. x sine of angle ©, which for 30° is 4. The righting lean is, therefore, 7in.x $= 34in. ite weight of the boat to balance a heeling moment of 170in. lb. will be : — 170 35 = 50 lb. nearly. This shows that for models a wind pressure assumed at | lb. per sq. ft. is too great, and if it were taken at one-half this the weight would come out at 25 lb., which agrees better with practice. ble GREAT deal has been written on theoretical naval architecture, but it has mostly been devoted to the design of steamships, which contain their power of propulsion within themselves and float on an even keel. Very little consideration of a scientific nature has been devoted to sailing vessels, probably because they were made by trial and error and settled into a reasonable form and dimensions long before centres of buoyancy, meta-centric heights, etc., were thought of. One of the most famous yachts, the ‘“‘America,” was the product of a Cornish shipwright nearly 90 years ago, and seems to have defied the efforts of science, if any have been made, to improve on it to this day. About the only thing that one reads about sailing yachts is the method of equilibrating the sail pressure and the righting moment of the hull to ensure a safe angle of heel. To do this the sail is taken as braced fore and aft, and a wind pressure of | lb. per square foot, equal to a wind of 15 miles an hour, is supposed to be applied to it horizontally. The result of this pressure is taken as acting at the combined centre of pressure of the sails, taken as at the centre of gravity of their area, and is supposed to act with a leverage equal to the distance vertically between the centre of effort and the centre of lateral resistance of the hull. That this is right is very doubtful: the boat is acted upon by three forces, the horizontal wind pressure, the vertical effect of its weight acting through its centre of gravity and the reaction of the water, and when three forces are in equilibrium they must meet in a point—and this point must be at the transverse meta-centre, the point about which the boat turns. It does not make a vast deal of difference, but I will take the leverage of the wind force as the height from the centre of pressure to the meta-centre measured vertically. Assuming a 10-rater with 9 sq. ft. of sail and a centre of pressure 26in. above the meta-centre (see Fig. 1), the heeling force would be : — If, therefore, we assume a wind pressure of lb. per sq. ft., a sail area of 9 sq. ft. which 60 MARINE MODELS y / Therefore, with a beam wind, the maximum driving force is when the sails are at 45°. For a general solution, with the wind making any angle to the boat, we proceed as follows : — reduces to 73 sq. ft. when heeled to 30°, and a weight of 25 lb., we will have a boat which will sail at a little less than 30°, since the sail is never drawn right in, with a horizontal wind force of 73 x 4 lb. = 3-8 lb. To find the driving effect of this we must resolve it into several directions. If we take a boat reaching with wind square to the beam and sails at 45° with the centreline the result will be as sketch. Let sail make any angle a with centre-line and let wind pressure (W)= 3-8 lb. (Fig. 4). Resolve W into two components, one normal (i.e., at right-angles) to sail and the other {which does nothing) parallel to its surface. Then N will equal W (3-8) x cos. a. Now resolve N into a forward force F and a lateral force L. The F will be N sin. a, and L will be N Let the angle of the sail be a (Fig. 5) and the angle of the wind to boat be B. Let W be wind pressure as before and resolve it normal (N) to sail as before. Then the angle between W and N will be 90—(B—a)’. And N will be W cos. of 90—(B—a). Resolving N, forward and laterally. F will be W cos. 90—-(B—a) sin. a, and L will be W cos. 90O—(B—a) cos. a. x L aS ay Cos. a. But N= W cos. a. Therefore F will be W. cos. a, sin. a, and L W cos. a, cos. a. Taking a few angles : — Sin. L5? 4 «8258 507 wn!) 6S 40°… — 642 45°… 707 For 15° F=3-8 L -= 3-8 30° F=3-8 L=3-8 40° F=3-8 L == 3:8 45° F= 3-8 L = 3-8 x x x x x x x x -965 -965 -965 -965 -965 -965 -965 -965 x x x x x x x x Cos. ‘965 866 ‘766 ‘707 -258= -94 -965 = 3-53 -258 = 1-64 -965 = 2°85 -258 = 1-86 -965 = 2:22 :258= 1-90 -965 = 1-90 lb. lb. lb. lb. lb. lb. lb. lb. Taking a as 15° and B as 45°, which will represent a boat beating close to the wind : — F will be 3-8—cos. 60, sin. 15= -48 lb. and L will be 3-8—cos. 60, cos. 15 = 1.84 lb. The only other force likely to be useful is the amount depressing the hull in the water. This can be obtained by resolving L the horizontal force into two components at rightangles and parallel to the mast. For example, beating at 30° heel the lateral force L= 1-84 lb. Then D will be 1:84 x sin. 30° = 1-84 x -5= ‘92 lb. This with a water plane of 400 sq. in. would sink the hull about | / 15in. MARINE MODELLING MODELS 61 “BLUE BIRD” By J. VINES (Concluded from page 37.) HE brackets for the boat davits were a T little repetition job, as between the two models I had no less than 16 to make. The upper brackets were simply half-round wire bent to the shape of a split pin, the eye being of a size to accommodate the shank of the davit. The lower brackets were more elaborate, however, and consisted of the socket proper into which the davit stepped with a little trefoil-shaped plate against the side of the boat. The socket part was made of a bit of square brass of the correct size. A peg was put on the end by means of a running down cutter, and this peg not only served to locate the plate, but extended beyond to form a pin for fixing the whole fitting in place. To make the plates,I made up a little punch and die. I made the punch first by filing the end of a bit of iin. square section silver steel to the required trefoil outlined. When finished shaping, the punch was hardened and tempered. [ then made up a body for the die consisting of a piece of flat mild steel for the base with a piece of similar stuff placed vertically on end on it. This was hard-soldered together. Two straps were put on the vertical member to act as guides for the punch. At the point in the base where the die proper was to come, a hole rather larger than the trefoil-shaped plate was drilled out. Now the actual die was made from a disc of suitable sized silver steel. I blacked the die so that it would take the shape of the bottom of the punch. A hole was then drilled through the centre, and partly by filing and partly by pressing the punch down onto the die, the hole was gradually brought to the correct shape. Now it is very important that the top face of the die should be dead flat, so this was skimmed up in the lathe and soldered. In its turn, the die was now hardened and tempered, and afterwards stoned down. It is very important that the cutting edges of both the punch and die should be dead square and sharp so that the metal is cut cleanly. When finished, the die is soldered in position, and a couple of little strips bent up to form guides for the strip brass used for the plates are also soldered into position. Once one of these punches and dies is made it will turn out as many pressings as requisite in very short time, and all exactly alike. QUARTER VIEW OF MODEL OF ** BLUE BIRD ”’ 62 MARINE If a bigger pressing had to be made it might be advisable to cut the punch off at an oblique angle to give a sort of shearing action. One last fitting which might be mentioned is the two little seats that can be seen in one of the photographs on the main deck aft, situated under the shelter of the boat deck. These were slatted, and to get this effect, copper wire was wound right round a flat piece of brass rather wider than the two seats were long. It was put on as tightly as possible and then flattened down in the vyce. Using plenty of flux and sniprets of solder, the whole was sweated together with the blowlamp. Too much solder must not be used, or it will fill up the grooves between the wires forming the slats. When it was all firmly put together in this way, the seat could be cut to size and backs and sides fixed. It must be understood that these seats were very small and that this method of making would not be very suitable on a working model, as weighty tophamper is to be avoided. I may mention that when the designers sent me the plans they suggested that the scale would enable me to use many commercially made fittings, As a matter of fact, even had I wished to do so, it would not have been feasible, since the correct sizes and patterns were not obtainable. Well, I think that is about all that need be detailed as regards the showcase models, but with these excellent plans the builder of working models may well wish to produce a working model of this handsome yacht. Now the lines of “ Blue Bird” are such that she would be very easy to drive and at the same time very buoyant and seaworthy, and make a really excellent prototype for a working model, SKETCH OF WHEELHOUSE MODELS My models were on a scale of tin.= Ift., but this is a little small for a working model unless she is to be run on a very small and sheltered pond. The reproduction in MARINE Mopets of the drawings is on a scale of 1-12in.= ift., so my models were three times the size of the drawings as reproduced. This gave a model just under 26in. L.O.A. As a working model this would only have a displacement of 3.58 lb., which is much too little to be practicable. If made four times the drawings, the model would be approximately 344in. long with a displacement of 8.85 |b., which is still too little. Made five times the size of the drawings, the model would be just over 43in. overall with a displacement of 16.56 ib. This would be a better size, but care would have to be taken not to exceed the weight. A model six times the size of the drawings would be nearly 52in. overall with a displacement of 28.62 1b., and this should make a capital club model. The Centre of Buoyancy is not marked on the plans, but actually falls 4.11lin. from the forward waterline ending on the plans as reproduced. This is an important point, as, to make the model float on her designed waterline and fore-and-aft trim, the displacement must be correct and the Centre of Gravity in the same fore-and-aft position as the Centre of Buoyancy. ; Whether the builder makes his hull of wood or metal is a matter of taste, but if he chooses the former, I advise him to build her bread-and-butter fashion using good first quality pine, which he can get planed to thickness. There is all the difference in the world between carving a hull this way and trying to hew it from a solid baulk of timber. Not only is the work easier and quicker, but the result is greater accuracy, and a better chance of getting the hull with both sides alike, which is most important if she is to run straight. It is also a mistake to use cheap and nasty wood, since the few shillings saved are dead loss compared with the ease and pleasure of working a nice piece of stuff. If a metal hull is being constructed, she should be properly built on a former, and care taken to get the former accurately to the lines. It is worth spending the extra time on this, as it is no use having good plans available unless they are adhered to closely. In this series of articles I have detailed how much of the upper works were made of metal. For working models, however, many of my MARINE fittings would have been far too heavy, though very suitable for a showcase model, where weight either “aloft or alow” was a matter of little consequence. If | was making a working model of “ Blue Bird ” for club use, | should make just a few slight modifications in the upper works. | should omit the spare anchor and davit carried on the port bulwark, also the internal stairway. Then, assuming that the size selected was the 52in. boat referred to on the previous page, I should make the whole of the boatdeck to lift off bodily, which should give a reasonable opening to get at the plant. The high superstructure might be a little awkward in this respect, but it would make a very staunch, seaworthy boat. The way I should arrange this is by having a framework with an angle-piece all round, which would be supported at the sides by the _boat-deck stanchions. The mainmast would have to be socketed into the deck and spring hooks would have to be used for the rigging. The after ladder would remain in position, and would serve to stiffen the angle-piece round the deck. The boats and their davits present a little bit of a problem when the deck has to lift off. One suggestion would be to reduce the number to two—a motorboat and a lifeboat—but MODELS 63 some builders would no doubt prefer to carry the four as in the prototype. One way of dealing with the problem would be to make the davits to work so that the boats could be swung out when it is desired to lift the deck. In order to prevent the davits swinging about, a little disc might be fitted on the davit with a flat on one side. If a little flat spring was arranged to take on this flat, the davit would click into place and stay put when swung inboard. This could all be let into the angle piece out of the way and would not show in an unsightly manner. This*arrangement can be varied, but something of the sort is essential. The springs used should be phosphor-bronze or some non-rusting material, In order to get at the blowlamp it would also be necessary to make a section of the foredeck to lift out, possibly from the breakwater to the mast. It might also be desirable to have the forestays on a spring hook. The windows across the foreside of the deckhouse and those on the flush part of the side should be glazed, but those under the boat-deck might be left open for ventilation. The wheelhouse might also be left open and should admit a good supply of air. Other details would have to be worked out in accordance with the plant being installed, and the purpose for which the boat is being used. In the past I have detailed the making of various fittings, etc., for working models, and oe space forbids my going into all of this again at the moment, but readers who are constructing working models should be careful to keep the weight of tophamper to a minimum, while making it strong enough to stand pondside usage. The modern steam or Diesel engined yacht is a very different type from the fiddle-bowed, counter-sterned craft of pre-War days. Many will regret the demise of these graceful vessels, but in its modernity the up-to-date yacht 1s equally beautiful, and though possibly less ornate, is certainly more workmanlike and sea- worthy. Moreover the vessels are handier and with Diesel engines can keep the seas for longer periods. Yachts make handsome and useful medels, and are becoming increasingly popular as prototypes. ANOTHER VIEW OF THE MODEL ‘Blue Bird” is a beautiful yacht, and | hope in the future we may see some model “Blue Birds” gracing our regattas. 64 MARINE MODELS ww mm LOWER DICK -—— ig Sees wm 3 wel + COE, ~ a a -_—– MARINE MODELS 65 T.S.M.LY. ‘BLUE DECK Kel A BIRD” PLANS ————– Scale: 1/12th inch=1 foot. DIMENSIONS : 95ft. B.P. x 20ft. Md. x 10ft. 6in. Mid. 66 MARINE WOODEN MODELS MERCHANT-SHIP BUILDING By G. W. Munro (Continued from page 41.) OGGING, the bending up of the keel H of a ship by the vertical pressure of the water on the flat part of her bottom, or the falling down from the first position of the stem or bow, and stern, from not being sufficiently supported by the upward pressure of the water on these parts in proportion to their great weight. Hooding-ends, the ends of the planks which butt against the stem and sternposts. Hold, that part of a ship in which the cargo is placed. Hull, the sides, bottom and deck of a vessel. In-and-out, a term sometimes employed when speaking of the scantling or dimensions of the timbers, from the inside to the outside of a vessel. In-board, the inside fastenings and bindings. Intersection, that part where one line cuts ancther. Jugle or Juggle, butting the narrow end of a plank on the bow or quarters into another plank without carrying it round to the rabbet; this plank is sometimes called a Steeler or Stawing-strake. Keel, the principal piece of timber of a ship. It extends from the stem to the sternpost, and in a small vessel it may consist of one piece throughout. For those of a larger size, the keel is formed of two or three pieces, which are scarphed together, and laid on the blocks. The other timbers which compose the vessel are erected on it. Keelson, or Kelson, an internal keel, placed immediately above the floor-timbers, and bolted down through every other floor and the keel. Kevels, a kind of timber-head for belaying to. Key, a kind of slip or wedge made of dry oak, and used for wedging any piece of wood tight into a mortise which is larger than the tenon, Knees, pieces of timber in the form of a right angle; they are sometimes made of iron, and are used for binding the beams to the ship’s sides, the one leg or arm of the knee being bolted to the side-timbers, and the other to the beam. Knight-heads are two timbers bolted to the stem, and between which the bowsprit is fixed; also called Bollard-timbers. Knuckle, or Nipple, a sudden angle made on a timber by a reverse of shape, such as the knuckles of the counter and stern-timbers. Laboursome, a vessel is said to be so when she pitches or rolls very much. Launching, the sliding of one piece of timber upon another. Launching, the act of sliding a ship into the water. Lapsided, signifies that both sides of a ship are not exactly alike. Larboard-side, is the left side of a ship when a person stands with his face to the bow. Laying-off or Laying-down, transferring the plans of the ship from the paper, to the full size on the floor of the moulding-loft. Lean, or Clean, and Full: the first two signify that the ship is sharp—the second, that she is not so. Let-in, to let one piece of wood into another. Level-lines, are lines parallel to the horizon. Limber, an opening between the bottom of the flcor-timbers and the garboard-strake, making a passage to the pumps for the water which gathers in the ship. Lips of scarphs: when the sharp points of the scarph is cut off, it forms a lip, by which there is less chance of the points of the scarphs splitting; as they have a thicker point they will hold firm against the opposite chack in the other piece of timber. Luff of the bow, the part near the cat-head, Magazine, an apartment for holding gunpowder. Main, the principal part or piece, as main-mast, main-stay, etc. Main Breadth, the extreme breadth of the ship. Meta-centre, is that point where a vertical line drawn from the centre of immersion cuts a line passing through the centre of a ship whenever she is heeled over. Middle-line, a line which divides a ship into two equal parts from stem to sternpost. Midship Bend, a name given to the midshipframe. Mortise, a recess or notch made in one piece of timber, to receive a corresponding projection on another; the projecting part is called the tenon, MARINE Moulds, are thin pieces of fir formed to the shape of the timbers. Moulds for drawing the plans of vessels are thin pieces of peartree, of different forms, such as parts of circles, ellipses, etc. Nails, iron pins fastening one piece of wocd to another; they are made of different forms and strengths, according to the purposes for which they are intended. A spike-nail is the largest kind, varying from 4 to 8 or 9 inches in length; ribband-nails are large round nails made with round heads—they are chiefly used for nailing the ribbands to the timbers, or nailing a cleat which requires to be taken off again; clamp-nails are short and thick, and are used for fastening iron plates or the like. The nails which are used for nailing down the deck-plank to the beams are made of copper and tin. Night-heads. (See Knight-heads.) Oakum, a material made of old tope, and used for caulking a vessel. Overhang, is when any part of a vessel rakes out, such as the stern. Overlaunch, to run the end of one plank over that of another. Out-of-winding, is when one part is not twisted from another, or when the surface of a timber is a direct plane. Pawls, are iron or wooden ratchets; they are fixed to the pawl-bitt, and near the capstan, to prevent the windlass or capstan from recoiling or turning round in a_ backward direction. Paint-strake, or Sheer-plank, the uppermost strake of plank on the vessel, terminating the sheer or vertical curve of the top-sides. Partners, thick plank, or other pieces of timber, firmly fixed between the beams, and which form an opening for the mast, or for steadying any upright pieces which pass down through the neck. Pink-sterned, is when the stern is roundedin below, and finished with a very narrow square part above. Pintles, that part of the hinges of the rudder, having a strong pin at the fore-end of the braces, which passes down through a circular hole in the after end of the braces, which are fixed on the sternpost. The pintles are attached to the rudder. Pitch, tar boiled to a harder and more tenacious consistency. When cold, it is quite hard. Pitching, a dangerous rising and falling of a ship’s bow and stern alternately, owing to the swell of the sea. MODELS 67 Plan, a drawing formed by lines bearing positions and proportions to each other in the same ratio as the different parts of the real or intended building do to each other, but drawn to a proper scale. Plane, a surface perfectly straight in every direction. Plank, wood much less in thickness than in breadth is called plank; the act of covering the timbers of a ship with this, is called planking. Plank, Sheer, or Gunwale, a name for the covering-boards. Poop, the uppermost deck at the stern. Ports, openings in a ship’s sides or bulwarks. Preventer-bolt, a bolt driven through the lower edge of the preventer-plate, to secure it, and thereby lessen the strain on the chain-bolt. Preventer-plates, strong iron plates attached to the chains, and bolted to a ship’s side. Prow, the French name for bow of the ship. Quarter, the top-sides of a vessel near the stern end, Quarter-deck, a part of the deck from the stern to the main-mast. Quarter-galleries, a kind of additional cabin projecting without the quarters of a vessel. Quarter-pieces, stout pieces of oak bolted on the outside of the plank-ends at the quartertimbers. Quarter-timbers, timbers in the quarters of a vessel. Quicken, to give a curve or line a quick turn. Quick-work, strakes of plank wrought between the spirkittings and the clamps. Rabbet, or Rebate, a kind of V-groove cut along the upper edge of the keel, for the purpose of receiving the edge or end of any planks that are to fit against it. There is a rabbet cut on each side of the after-edge of the main-stem, and fore-edge of the main sternpest, into which the ends of the planks butt. Raft-port, a large port or hole formed at the breast-hooks in the bow, or transoms at the stern, for taking in or out cargoes of timber. Rag-pointed bolt, or Barb-bolt, a sort of bolt having its point like that of an arrow. They held very fast, and cannot be easily drawn; they are used for bolting, where a common bolt could not be clinched. Rails, any long, narrow pieces of timber put round the deck at a convenient height, to prevent the crew from being washed overThe main-rail reaches from the board. stem to the stern; the taffrail is a continua- 68 MARINE tion of the main-rail across the stern. Rake, the overhanging of the stem or stern beyond the perpendicular line. Ramed, a new vessel is said to be ramed when all the frames are set upon the keel, and the stem and sternpost are also put up. Reconcile, to join one line or curve fair with another, so that no flat or quirked part shall be observable at their junction. Reeming, opening the seams of the plank with iron wedges that the oakum may be properly admitted. Rents, or Shakes, are openings which take place in timber when much exposed to the heat of the sun, sometimes to such an extent as to render it unfit for many purposes. Ribband-line, is one formed by the extreme of a diagonal and longitudinal section of a ship’s bottom. Riders, strong pieces of timber bolted on the inside of a vessel to increase her strength. Rising floors, the floor-timbers near the bow and stern are called rising floors, as they are more curving than the midship floors. Rising line, a line used in the sheer plan. Rolling, the motion of a ship from side to side, occasioned by the action of the wind and waves. This motion is affected in a great measure by the form of the ship and the position in which the cargo is placed. In the theory of the rolling motion, a ship is considered to vibrate round an axis which passes through her centre of gravity. From the action of the water on the cavity of the ship, if the centre of gravity be high, she will be easily overset by the action of the wind or waves; on the contrary, if it be low near the keel the stability will be much increased, although the rolling motion will be increased. (See observations on the rolling motion.) Rudder, a machine used for steering a vessel. Rudder-irons, a name for the braces and pintles or hinges of the rudder. Run, a part of a ship’s bottom, abaft the midship body, and under the water. Saddle, a piece of wood fitted on the masts of smacks to bear up the inner end of the boom. Scale out, is when 2 vessel has an inclination outwards at the bow. Scale, a miniature representation of the measurements of feet, with their divisions into inches, etc. Scantling, the dimensions of a piece of timber. MODELS Scarphing, joining two pieces of timber together by overlapping the end of one piece over the other, but having both points thinned off, so that when joined they appear as an even surface. Scroll, a spiral ornament. Scuppers, lead or copper pipes, passing through the ship’s sides at the decks above water, to allow water to run off the deck. Scuttles, square openings cut through the deck. Seams, the joints of the planks. Seat, the bottom part of a timber; the seat of the floors is that part which rests on the keel. Section, the representation of any solid after it is cut by a plane. The whole art of shipdraughting consists in forming proper sections of a vessel, and reconciling them with each other; the different sections receive their names from the figures which they cut or produce, and from the position of their cutting planes. Thus, a section cutting a vessel perpendicularly, and in the direction of her keel, is called a longitudinal section. If it cuts the vessel perpendicularly, but at right angles to the length, it is called a transverse section, because the former may be considered as the conjugate section, in reference to the conjugate and transverse diameters of an ellipse. A horizontal section is one whose cutting plane is parallel to the horizon; and a diagonal section 1s one formed by a plane which is more or less inclined from any of these former positions. Shank-painter, the name of a chain attached to the bow of a vessel, near the cat-head, to retain the shank and flues of the anchor. Sheathing, thin boards or sheets of copper nailed on the bottom of a vessel, to protect it from worms. Sheer, the curve or bend downwards in the middle of the top-sides, or upper-works of the vessel. (To be continued.) “SELENE” 10-RATER After the final proofs of the supplement in the May Number of MARINE MOopDELs, the lower portion of the plate was, unfortunately, reversed from left to right, thus showing the stern where the stem should be in the plan view.—Epb., M.M. MARINE HOT ADVICE FOR MODELS WATER THE MODEL 69 HINTS YACHTSMAN IN DIFFICiJLTIES By THE EMINENTLY SUCCESSFUL AND HIGHLY UNPOPULAR EXPERT, GENERAL POTT-HUNTER S° many hints for the novice have been given, through the medium of articles in this Journal, by experts whose names (“ X.Y.,” “A.B.,” “Anon.,” etc.) have become household words, that further advice on model yacht sailing might well be deemed superfluous. But since all the hints hitherto given have aimed at instructing the tyro how to avoid getting into difficulties, there still appears to be a need for advice as to what to do when, in spite of the counsel of his elders, the beginner actually does get into difficulties. So I suggest that the novice should copy out these few hints on the back of his score card (underneath hatch-cover, one side of vane gear, etc.), for ready reference in case of need. Let us examine some of the various pitfalls of model-yacht racing and give the correct procedure for each case. Case A. You arrive late for the race, and find that heat number two is already in progress, Procedure : 1. Blame your mate. Either— (a) His watch was wrong. (b) He allowed you to start out without your mast. (c) He should have told you the start was 10.30 not 11.30. 2. Claim resails for boards in heats | and 2. 3. Ask for time to rig-up during heat 3. By now it will be lunch-time (it usually is after heat 3), and you can tune up at your leisure and so be ready to start in the afternoon. Case B. You arrive at the right time but at the wrong pond. Procedure : 1. Blame your mate—he should have had re sense to look at the fixture ist. 2. Blame your club secretary. 3. Blame the M.Y.A. 4. Go home again. Alternatively: Travel to the correct pond, and then proceed as in Case A, above. Case C. You arrive without your mast (spare-kit, sails, lead keel). Procedure : 1. Blame your mate. He should have taken stock before you left home. Ask what is the use of having a mate if he can’t . 2. Beg the loan of gear from the home club’s boathouse. Always take the gear from a boat whose deck is covered with dust. Many useful spares can be acquired in this way during a season. Assuming that all the above difficulties have been either avoided or surmounted, and that you are now ready to start racing, we may proceed with the little snags which occur during the course of an event, and how they are overcome. Case D. Procedure : You lose the toss. 1. Blame your mate. He should have been there to call to the toss—he knows you never have any luck. Alternatively: What right has he to call to the toss, without your authority? Who is skipper of this boat, anyway? 2. When your opponent names his choice of berth, look very cunning and say, “T thought you would—they all choose that berth. I won this event last year through my opponents doing just that.” | When tthe starter calls you up, your opponent will probably change his mind and give you the chosen berth instead. [What a hope! —Ep. ] Case E. board. Procedure : Your boat is slow and loses the 1. Blame the mate. He forgot to remove your repair kit (spare sails, lunch, wading-boots) out of the hull. 2. Explain in a loud voice to all and sundry; (a) What a foul wind. (b) What a rotten pond to race on. (c) How much better you would do if you had your new boat out. 3. Ask the umpire if he does not think 70 MARINE there is an obstruction (floating object, weed, copy of * Daily Liar ”’) round your fin. 4. If all else fails, put a card. Case F. Procedure : ad 0” on the score- You are disqualified. 1. Blame the mate. He must have tampered with your gear. 2. Protest. Explain that collision was due to :— (a) Fluke of wind. (Poor excuse; seldom works.) (Not (b) Unavoidable circumstances. much good either.) (c) Erratic behaviour of your opponent’s boat. It must obviously be crank to swerve into your path like that. (Might work; no harm in trying.) (d) If protest fails, blame M.Y.A. rules, and write strong letter to MARINE MODELS. Case G. Your boat is damaged in collision. Procedure : 1. Blame the mate. He should have kept an eye on the gear before you started the board. What’s the use of having a mate unless… 2. Blame your opponent. If he had trimmed his boat properly, it would not have collided with yours. He ought to pay for the damage. 3. Borrow you opponent’s tool-kit to repair the damage. 4. Claim points for the board. (You were NID on your proper course, and would have won if it had not been for . . .) You might get them. 5. Claim resails for the next two boards, during which you effect repairs. Claim anything else you can think of. . Tell the mate. Why doesn’t he get on with the job of repairing the boat while you are making arrangements (i.e., arguing) with the O.O.D.? Case H. Your boat sinks. Procedure : 1. Blame the mate. Surely it wasn’t too much to expect of him, just to see that you didn’t put off with no hatch cover. 2. Claim a resail for the board. 3, Explain in a loud voice how expensive it was to buy (build) your boat and what the repair bill might be. 4. Hint at the possible legal responsibility MODELS : — of The home club. Your opponent. The local authorities. 5. Decline to go aboard the rescue punt— you can then blame the rescuers for any damage (e.g., it wouldn’t have broken a boom, just by sinking . . .) Case I. You fail to win a prize. Procedure : 1. Blame the mate. If he had had his mind on the job, you wouldn’t have lost points to that old tub in heat five. 2. Declare loudly that the race was no test of a good boat. No properly designed (built, sailed, balanced, trimmed) boat could hope to do well in such a fluky wind. 3. Suggest that if the umpires had had even one eye open for even half the time, they would have disqualified all your opponents for pushing. 4. Declare you more or less expected the result before the race started. The home club always wins this trophy. If the novice has carefully followed all the foregoing directions, there will then remain only one other point on which he will need guidance, namely : — Case J. You are thrown in the pond. 1. Blame the (No, after all, possibly experience will be the best guide in this case.) By the way, | want someone to act as my mate for the next club championship; would any reader volunteer? CORRESPONDENCE (See also page 79.) RESTARTS Sir,—Your correspondent ‘* M.A.C.,’’ in last April’s issue, brings up the question of restarts after a foul at start. In the Stanley Park M.Y.C. (Liverpool) we have adopted this procedure, and used it with satisfaction to the competitors for the last two or three years :— If A and B foul at the start, A having choice of position, then in the restart B is told by the starter that he can either restart as provided in the rules or let A go first. If he chooses the latter he brings his boat up close to A’s, lets A start and then starts as soon as he thinks he can clear A’s stern. The onus to avoid a foul is on B [Rule 13b]. I think that the adoption of such a rule should satisfy ‘** M.A.C.,’’ for if A’s trim really is wrong, B should win in spite of his late start; while, if B’s trim should be wrong, A will get away merrily. NORMAN SMITH, Stanley Park M.Y.C. 52, Holland Street, Liverpool, 7. MARINE MODELS a1 —~ e_- -——_— – “; PRT ea 9, “ ieee D ms < ~aks-.¢, is sf = ——. a hex ———_#R [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.—EDITOR, MARINE MOpELS.] a WICKSTEED M.Y. & P.B.C. The opening of our season saw two members of London club, two from Newnham, Beds., and three belonging to the home club, struggling for the Alan Timpson Yacht Trophy, on Sunday, April 2. We don’t suppose your readers wish to be bored with the recital of our feelings when we found that the wind had decided to take a nap almost at the same moment that the first pair took off. Suffice It to say that the board, which normally should have been sailed over in three minutes, took exactly 41 minutes to complete. _ What your readers may be interested to know is that we have decided to keep our money in our pockets and leave the choosing of berths to the racing secretary to arrange according to W. C. H. This is the second time this system has been used, and as it appears to have given complete satisfaction, will be adopted on all future occasions. To get back to the Timpson Trophy. Afier lunch, the wind apparently was inclined to sympa- thise with us, as she, he or it blew gently, giving us hopes that the day would not be a complete flop. The second race was on April 1, by the Junior President, Mr. H. 10-raters and 36in. Restricted took being twice round the island, and had seven minutes’ start of the 10-raters. The race proved very exciting, the finish being very close. “*Nan,”’ a 10-rater design from Model Sailing Craft, built by a junior and sailed by him (R. Fearn), was first; ‘* Robin,’’ 10-rater (T. Spendlove), second; ** Arden "’ 36in. (F. Handscomb) third; five minutes separated the first and third boats. Winner's time, 27 minutes. Two new trophies have been presented to the club, which will make 16 races this season, a record number of events for the club. In addition to this, a league has been formed by all the members of the club; teams have been formed and we are hoping this will stimulate and help the novices, who will be in the teams with the more experienced. Points will be awarded for each race, and prizes awarded to the team which tops the league at the end of the season. ats Our hopes were to be realised, and, with a slight increase in the strength of the wind, we managed to finish in reasonable time. After tea, which was held in the Wicksteed Park canteen, by special ar- rangements, the prizes were presented by Mr. L. A. Garrett, vice-chairman of the club, who deputised for the president, Mr. Alan Timpson, and Clapham went on their way follows : — ‘* Sieglinde ’* (D. rejoicing, A. the reason Macdonald, being as Clapham), 22 points; ‘* Maydwell ’’ (T. H. Carr, Wicksteed), 184; ** Senga ’’ (R. Evans, Clapham), 16}; ‘‘ Undine ”’ (L. Toseland, Wicksteed), 16; ‘* Hibernia ’’ (J. W. Cardew, Newnham, Beds.), 12; ‘‘ Snowdrop ”’ (R. L. Whitworth, Newnham, Beds.), 12; ‘* Daffodil,”’ (A. Blissett, Wicksteed), 8. I, Gus. DERBY M.Y.C. The above club is looking forward to a very good season, several new members having joined; also some juniors have built 10-raters after sailing 36in. Restricted for two or three years, which, we think, is working on right lines. Some older members, having had to retire, have given their 10raters for competition among the 36in. Restricted sailers; this also has added interest among the young members. A club flag has been made and presented to the club by the juniors’ Vice-President, Mrs. Birkinshaw, who hoisted it for the first tume on March 25, when the first race of the season was sailed. This was for 36in. Restricted boats, and 14 started. The race was twice round the island; it was won by a new member, J. Larkin, with a new boat—a very creditable performance. for prizes given Beswick. Both part, the course the 36in. boats EASTBOURNE M.Y.C. Eastbourne, being the venue of this year’s 10rater National Championship, will be in the minds of many model yachtsmen at this time, and a few words in regard to the club will not come amiss. The Eastbourne M.Y.C. is in possession of a very fine sailing water in Princes Park, situated practically on the sea front at the Eastern end of the town. The club is also blessed in having a local Town Council that takes an interest in all the varying sporting activities of the vicinity. I: is providing the club with a new _boat-house, which, it is hoped, will be officially opened on WhitSaturday as a prelude to the commencement of the 10-rater championship. The Council has also given the club permission to sail on Whit-Sunday, and is making preparations to entertain the many visitors whom this event should attract. It is evident that the Council is determined to make the event a most happy one in every way that it is able. Over the Easter Holiday, the Eastbourne Club held the annual race for the Silver Ship Trophy. For the first time this trophy was won by a representative of a London Club, Mr. D. A. Macdonald, of the Clapham M.Y.C., being the successful skipper. Two members of the local club were joint runners-up and on the sail-off Mr. Greenslade and Mr. Venus secured second and third prizes, respectively. Ouite a large fleet was entered for this event, and it was the unanimous opinion of those present that a more enjoyable race could not have been staged. The O.0.D., Mr. R. J. Hubbard, and his team of assistants, carried through their duties in a most 72 MARINE efficient manner, and contributed in a marked degree to the success of the event. Mr. Hubbard will be the O.0.D. of the 10-rater Championship, and prospective competitors may rest assured that a more capable and efficient officer would be difficult to find. We are hoping that 1939 will definitely put Eastbourne on the map as one of the centres where championships may with confidence be held, and extend a most cordial invitation to all who care to visit us, either at Whitsun or at any other time. NOTTINGHAM M.Y.C. The race for the April spoon saw handicapping introduced. The system adopted appeared to give satisfaction to the competitors. The winner was G. E. Marrow’s ** Vale Royal ”’ with 18 points, handicap 9, corrected total, 27 pts. ife Lapsley’ s ‘* Maggie,”’ 23+1=24, and S. McKeag’s ** Betty,’’ skippered by R. Tilley, 15+9=24, tied for second place. Other entries were: Vic. Hallam’s ‘* Little John,"’ W. H. Close’s ‘* Mavic,’’ and W. & R. Lane’s ** Invader.”’ Six boats of the 10-rater class came under the starter’s orders on Sunday, May 7, when the principal prize was the Snook Trophy. Light, variable winds made sailing difficult, so that although racing commenced at 11.30 a.m., it was not until 6 p.m. that all heats were completed. Five heats in four and a half hours’ sailing! Counting the hour off for lunch, it was six and a half. Makes it even worse! Result: 1, Vic. Hallam’s ** Little John,’’ 13 pts.; 2, G. E. Marrow’s ** Vale Royal,’’ 13; 3, A. E. Noble’s ‘* Will-o’-the-Wisp,’” 12; S. Northrcop’s ** Kenvid ’’ (retired, damaged mast step); R. Lane’s ** Invader '"’; S. McKeag’s ‘* Betty ’’ (skippered by R. Tilley). We were delighted to see our old friend Mr. Noble sailing again after a long absence. In passing, we would mention that Lt.-Commdr. G. J. Mackness has honoured the club by becom- ing its first President. J. W. M. CLAPHAM M.Y.C. Once again we wish to record a month of great activity in inter-club racing.. On April 16 our 36in. Restricted class team visited Blackheath and enjoyed a very pleasant afternoon’s keen sailing. As a result, the Clapham team emerged victorious by a small margin, although the highest individual score was made by a Blackheath member. The Clapham Club, represented by Mr. D. Knight, won the Scrutton Cup this year, our other entrants being placed second and third. This remarkable event, during which four craft‘* foundered through stress of weather,’’ was followed by an equally strenuous day at Hove, when Clapham met the home team for our annual tussle. Weather was cold, and showery at times, conditions which proved trying to officials and spectators and even, at times, to the competitors. The large number of accrued resails made it impossible to complete the tournament, but the O.0.D. justly awarded the race to Clapham on the basis of scores at the close. In spite of the bad weather, the team and their many supporters drove back to Lendon in high spirits, but whether the hilarity indulged in en route was due to the success in racing or to the refreshments partaken of on the way, we are loth to make any committal MODELS statement. The continued spell of inclement weather lasted unfortunately over our 10-rater weekend of April 29-30. On the former day, we staged our round of the Stanton Cup series, and on the following day, our own open Forireviver Cup event. Wind on the Saturday was very variable in strength and direction, and on the Sunday it remained equally variable, though much lighter. Further, it rained steadily all day Sunday, and the proceedings were rather trying to the officials and to those competitors not adequately provided with waterproofs. Although the Clapham representatives had done well on the Saturday, they were completely eclipsed en the Sunday, all three prizes going to other clubs. Results were: —lIst, ‘** Asil ’’ (J. H. Yorston, Highgate), 32 points; 2nd, ** Sieglinde ’’ (D. A. Macdonald, South London), 30; 3rd, (J. Edmonds, Highgate). Mrs. C. H. Chadler presented the prizes, and the winning skipper thanked the home club for organising the event, and in particular, Mr. C. V. Hooper for his good offices as O.O.D. After that we felt quite pleased with ourselves and with Mr. on for winning the Cup. [Great thing, tact!— ED Latest News liems l. The M.Y.S.A. Dacia Cup has been won by a Clapham member for the first time since the for- mation of the present club. Good work, Mr. Fitzjohn. Our commodore has said that he should change the name of his craft from ‘* Dainty Lady ’’ to ‘* Perfect Lady "’; she certainly was well-behaved on May 7. 2. Begorra! and it’s Ould Oireland that’s after having a crack at us, and now we're killed entoirely, for our Hon. Sec. will have to own up to his Irish birth. He has been foisting a pseudo-Caledonian trait on us for some time now, possibly aided and abetted by friend ** Scoticus,’’ and has got quite unpopular by his rude comments on the wide difference between a Sassenach and a Sailor. However, it now seems he will definitely have to carry out his suggestion to take a fellow-member and two 10-raters over there for some sailing on the Lough. But that will not be possible until October. 3. (Late Extra.) Arrival of new edition Model Sailing Craft causes outburst of approval. Hardboiled critics who have scrutinised, criticised and rejected every published 10-rater design so far, can find no faults, but countless virtues, in ** Daffodil.’ Junior section’s opinions on the 36in. Restricted design expressed in gurgles of delight. Writer’s opinion: Everyone interested in the sport should have this book, even if it means selling the boat to buy it. M. A. C. M.Y.S.A. (KENSINGTON) Social Evering.—This was held on Saturday, April 1, at the Catherine Wheel, Church Street, Kensington, when members with their wives and friends had a very enjoyable evening, commencing with popular songs at the piano, light refreshments, piano accordion solos, and dancing at intervals. Jermyn Vincent Hill Cup.—The 18-ftr. and l4rds race for this Cup, postponed from April 8 to allow the Marblehead Championship being sailed on the Round Pond, was sailed the following Saturday, April 15, eight boats entering. A squally Westerly wind caused most boats to sail with third suits. ‘ Chic,’’ 18-ftr. (J. Vincent Hill) retired with a = }— MARINE broken mast. Result: Ist, *‘ Pip,’’ l4rds (L. Fromont, L.M.Y.C.), 27; 2nd, ‘* Nesta,’’ l§rds (—. Bergne, L.M.Y.C.), 25; 3rd, ‘* Kelpie,’’ 18-ftr. (W. C. Morrison, M.Y.S.A.), 20. De Quincey Cup.—This 10-rater event was held on Sunday, April 30, with an entry of eight boats. Weather conditions were unfavourable, with light North-East wind and rain. Result: 1, ‘*‘ Dream Girl ’’ (Y. Becq), 26; 2, ‘* L’Hirondelle '* (—. Normanton), 23; 3, ‘* Jeamne’’ (L. Harris), 21; 4, ** Renaissance "’ (O. Steinberger), 19; 5, ‘* Mal’dor ”’ (—. Fidler), 18; 6, ‘* Gloria’? (A. W. Littlejohn), 12; 7, ** Silver Lining ”’ (E. Langley-Taylor), 11; 8, “* Belveronda ’’ (W. C. Morrison), 9. O.O.D., E. Ambrose, and L. Fromont assisting. Kensington Cup.—l18-ftr. and l4rds race, held on Saturday, May 6. Wind, South-East, changing to West, light and uncertain. Result: 1, *‘ Yvette,”’ l3rds (Y. Becq), 28; 2nd, *‘ Nyria,’’ 18-ftr. (A. W. Littlejohn), 234; 3, ‘* Kelpie,’’ 18-ftr. (W. C. Morrison), 20; 4, ‘‘ Briton,’’ 18-ftr. (R. Hawkes), 18; 5, ** Lyre,”’ 18-ftr. (H. Hawkins), 163; 6, ‘* Pip,” lirds (L. Fromont), 15; 7, lirds (—. Wesiwood), 11; 8, lfrds (E. Langley-Taylor), 8. 0.0.D., F. Mathews, and G. Moribi assisting. Dacia Cup.—10-rater open race (two boats per club) was held on Sunday, May 7, there being nine entries. Racing started at 11 a.m. and continued after an interval for lunch, and in consequence of a very light and failing East to South-East breeze, causing the boats to fall away and foul, a number of resails were necessary. Racing did not finish until 7 p.m., and points for remaining resails were split. Tea was provided in the club-house. Result: 1, ‘* Dainty Lady" (F. H. Fitzjohn, Clapham M.Y.C.), 30; 2, ** Molly ’’ (N. D. Hatfield, South London M.Y.C.), 24; 3, ** Asic’’’ (J. H. Yorston, Highgate M.Y.C.), 23; 4, ‘* Renaissance "’ (O. Stein- berger, M.Y.S.A.), 23; 5, ‘‘ Zephyr "’ (J. Sutherland, South Western M.Y.C.), 224; 6, *‘ Dream Girl ’’ (Y. Becq, M.Y.S.A.), 20; 7, *‘ Sieglade *’ (D. A. McDonald, Clapham M.Y.C.), 20; 8, ** Moureen ’’ (C. Giles, South Western M.Y.C.), 94; 9, *‘ Scud ’’ (F. J. Woolton, Highgate M.Y.C.), 8. O.0.D., E. Ambrose, W.C. M. and F. Mathews and others assisting. BRISTOL M.Y.C. Continuing our programme from last month, on April 15 the M-class turned out for the Jubilee Cup event, which attracted six entries, all carrying first suits although the wind was a very boisterous Easterly, giving a run and a beat. Final scores were: 1, *‘ Pet Roy ’’ (B. F. Leat), 22; 2, ‘* M.C.” (J. T. Jenkins), 21; 3, ‘‘ Dragonfly *’ (E. K. Perdue), 11; 4, ‘* Primrose ’’ (E. H. Longney), 9; 5, *‘ Phan‘‘ Shamrock" (L. A. "’ (J. McGuffie), 7; 6, tasy oa ** Edith Roberts” ... = ~* Lady Ann” ‘Thistle’. 2c; **Milenki”’ ... ** Mayflo”’ ... . | SKIPPER. YACHT. W. Roberts T. Tippings F. C. Hirst i .. | fA. Arnold L~ Ve Crowther Kk. Chadwick \J. H. Yorston yn see aa ... ** Roselyn ”’ ... * Red Rose ” H. Edmondson ... .. .. | fA. Brown ** Aleyone ”’ ... 5 “Bess ID?” .c ‘LH. Short S. Errock . iw OWNER. . W. Roberts T. Tippings F. C. Hirst K. Chadwick H. Crowther H. Edmondson H. Short S. Errock ... L. J. Mitchell .... | L. J. Mitchell MODELS 73 Weston, sailed by J. Lloyd-Davies), 5. L. A. Weston. O.0.D. was Resuming operations on Saturday, April 29, the A-class race for the Patron’s Cup was held in a moderate North-East wind, five boats competing. After some very close races the Cup was eventually secured by ‘‘ Silver Spray ’’ (H. C. Blandford), 16; followed by ‘* Clare "’ (B. F. Leat), 13; ‘* Flora *’ (J. Lloyd-Davies), 7; ‘‘ Wendy ’’ (E. K. Perdue), 7; ** Harmony "’ (J. T. Jenkins), 5. O.0.D. was A. A. Whyatt, assisted by L. A. Weston. ja) Bed Do 1939 NATIONAL CHAMPIONSHIP, 361n. RESTRICTED This race was held on the water of the Bradford M.Y.C., Rawdon, near Leeds, on May 13 and 14. The wind on the first day was light and fluky, tailing off altogether towards the end of the sixth heat. On Sunday, however, a moderate whole-sail breeze prevailed. The scoring on both days was two and three, though the wind veered occasionally and allowed a few one-leg boards each way. The number of entries, nine, being so small, the competitors were called together and unanimously decided to run one race each day. It was found, however, impossible to complete more than 64 heats on Saturday, but on Sunday, due to better conditions, the full race of nine heats was run, together with the cancelled heats and re-sails of the day previous. The table at foot of page shows the scores and positions at the end of each of the races. ‘* Thistle ’’ made a remarkable pull up in position from 5th in the first race to Ist in the second. ‘** Edith Roberts ’’ was designed by Mr. J. W. Edwards, of Liverpool, and was built by the owner. ** Lady Anne "’ was designed by Messrs. T. Tipping and A. Wright, and built by the owner. ‘** Thistle’’ was designed Alexander & Sons. and built by Messrs. The O0.0.D., Mr. W. H. Porter, was assisted by Mrs. Harry Atkinson, and Messrs. H. Chadwick, H. Altoft, H. Atkinson and J. P. Clapham. On the conclusion of the racing on Saturday, most of the competitors and friends adjourned to the club headquarters for an excellent tea. On Sunday, the Cup not having arrived, Mrs. Brown kindly consented to hand over the two prizes to the second and third competitors. The Association Secretary, Mr. J. H. Yorston, having thanked the racing officials for their help, the proceedings terminated by a vote of thanks, moved by Mr. F. C. Hirst, to Mrs. Harry Atkinson and Mrs. Wilfred Roberts for their efforts in the }. #. G, canteen on both days. First Race. CLUB. Bradford ... Fleetwood ... South Yorks Bradford ... Huddersfield Goole Bradford . TOTAL. Srconp Race. Points | Position} Points | Position} Points | Position see ... Huddersfield Huddersfield 33 26 21 24 1 2 5 3 15 6 14 15 Pad 6 7 23 9 + 9 22 28 32 21 184 3 2 1 4 > . 3 4 a ‘ 333 183 15 ) 24 30 7 9 0 _ 18 7 1 2 a5 o4 53 45 7 i” . e 7 9 74 MARINE BRADFORD M.Y.C. The Hirst Cup for 10-raters was April 23. A good breeze gave a Results as follows: 1, *‘ Atalanta designed and built by W. J. ‘* Waveney ”’ (J. P. (W. H. Porter), 10; 4, and ‘* Rosebud ’’ (H. The Brayshaw Cup 10 entries on May 7. The competed beat and ’’ (F. C. Daniels, for on a run. Hirst), 18; 2, Clapham), 13; 3, ‘* Witch ”’ ** Bonito ’’ (L. J. Mitchell), 7, Short), 2. for 36in. Restricted attracted The first three: ‘* Edith Roberts’’ (Wilfred Roberts), designed by Mr. J. W. Edwards and built by the owner, secured 35 points, followed by *‘ Red Rose ’’ (H. Short) with 32, and ** Milenki * (K. Chadwick, sailed by A. Arnold) with 28. These three yachts were chosen by the Selection Committee to represent the club at the forthcoming National race. The National Championship for 36in. Restricted was held on our water on May 13 and 14, the Cup being secured by ** Edith Roberts.’ A more detailed account of this race is given elsewherein this number of MARINE MODELS. J. P. CLAPHAM. — BLACKBURN & DISTRICT M.Y. & P.B.C. Since our last notes things have been moving towards the opening of the season. At one of our meetings the powerboat section were much interested in a talk by Mr. Innes on the “** History of Satellite IlI.””. News is to hand of the purchase of a new pavilion for the pond side. This will be 36ft. x 10ft., and since we already have one 20ft. x 10ft., we shall be particularly well equipped in this direction. Improvements to the pond, too, have been progressing slowly, the weed is no longer with us, and with more fixtures we are looking forward to the coming season being the best ever. On May 6th we entertained a team of six 36in. Restricted class from Burnley, and whilst winning by roughly 80 points to 40, winds were so light, variable and fluky that it tcok us from 3.15 to 6 p.m. to sail four of the six heats. Since conditions showed no sign of improvement the meeting was abandoned at this stage and the teams adjourned to the solace of tea. Our next team race, on May 20, is with the newly formed Bolton Club, and is looked forward to with keen interest, since we have not sailed them pre- ee viously. SALFORD BACKSTAY. PARK (BIRMINGHAM) MODELS M.Y.C. The first two months of the season have been very successful. Members have regularly attended, and entries for the races have been satisfactory. The club continues to increase its membership, and we are hoping that the year will be a record one. ‘* Duga’”’ (D. Spriggs) will again represent the club at the 10-rater National Championship. The first round for the Club’s Championship Cup for 36in. class was sailed under very unfavourable conditions. Rough, squally winds almost swamped the little boats and three different courses had to be tried before the end of the race. Competition was keen and very close finishes resulted in the first four boats scoring an equal number of points: ** Cub ”’ (W. E. Edwards), ** Morning Star ’’ (W. F. Riley), ‘‘Mickey’’ (S. A. Langford), and ‘*St. Agnes’’ (P. J. Tongue); ‘* Ken ”’ (J. J. Batten) fifth; ‘‘Petrel’’ (T. G. Smith) sixth. The Inter-club race with Bournville for 36in. class proved a very decisive win for Bournville. Triple Alliance Trophy for 10-raters was sailed with a favourable wind, and a a course was possible. first, Result: ‘* Juguar’’ (D. R. Pearson) ‘* Duga”’ (D. Spriggs) second, ‘‘ Mischief ”” (N. Stansfield) and ** Dila’’ (S. A. Langford) tied for third place. The second round of the 6-m. Championship Cup was a very interesting race. Skippers keen on winning put up a good show and close finishes were the order of the day. “‘ Iris ’’ (S. C. Langford) was top scorer, who is now leading in the competition; ** Silvia”’ (D. Spriggs) second; ** Venture’’ (R. G. Ingram) third; ** Freda’’ (F. W. Riley) fourth; ** Janet “’ (E. W. Hague) fifth; ** Thistle ’’ (W. R. Dibbs) sixth. OLE BILL CREESE, Hon. Sec. THE V.M.S.C. VICTORIA M.S.C. Regatia, under the auspices of the M.P.B.A., Sunday, May 21. Nomination Race.—A total of 19 entries from seven clubs was received, but the accuracy of nomination was not up to standard, since the winner could only get within 6 per cent., while the runnersup had errors of just over 9 per cent. Otherwise, the running of the boats was quite good, with the timekeepers very busy timing two and three boats down the course at the same time. Result: 1, a Allen (V.M.S.C.); 2, Mr. Phillips (U.M.S.C.); Mr. Hood (Swindon). The next event was es Steering on the diagonal course. This course definitely seems to have cut down the scoring ability of a number of famous boats. In this event we had 22 entries from the same seven clubs. Mr. Todd, of the Guildford Club, is to be congratulated on his score of 11 points, which included two bulls after only an outer on his first run—a fine boat and a good performance. Mr. Hood, of the Swindon Club, was not so fortunate on his first run, failing to find the target at all, but followed this with two in the middle. Result: 1, Mr. Todd, Guildford, 11 points; 2, Mr. Hood, Swindon, 10; 3, Mr. Pinder, South London, 9, after a tie with Mr. Vanner. Resuming after lunch, a start was made with the 15 c.c. and lightweight flash boats race, but out of five entries only two finished the course of 300 yards. However, Mr. Martin’s flash boat ‘‘Tornado’”’ (Southampton Club) put up a very fine performance, returning a time of 19.68 secs., which gives an average speed of just over 31 m.p.h. Mr. Kent, of Swindon, was the only other boat to finish, with a time of 27.60 secs. Of the 10 boats that took part in the 30 c.c. and heavyweight class flash boats race, all but one managed to complete the course at least once out of the two runs allowed. Mr. Parris, of the South Lon- don Club, with his boat‘* Wasp,’’ put up a very fine run to return a time of 27.75 secs., just on 37 m.p.h. It was a pity that Mr. Parris got rather badly stung by his ** Wasp”’ after racing was over, through catching his hand on the boat when switch- ing off. Mr. Cockman’s boat, ** Ifit VI,’’ took the limelight in this race with some real high speed. Unfortunately, she wouldn’t hold it, and the last two laps were very slow, but, nevertheless, the average speed was 39 m.p.h. approximately. Altogether nine clubs took part with 37 boats of different classes, and for one occasion it did not rain for the Victoria Regatta. J. B. SKINGLEY, Hon. Sec., Victoria M.S.C. (Continued on page 78.) MODELS 75 + MARINE WwW were seated in dreamy comfort after dinner, truth to tell half somnolent and with more _ than the probability of slipping quietly away into *‘ forty winks,’’ when it suddenly drifted across our sleepy conscience that a long-suffering Editor would be impatiently awaiting our page, already disgracefully overdue. And so it is farewell to all our lazy dreams, drat it. And we were so peacefully happy, too! Since our reference to one of the veterans of the sport in the May issue we have had the pleasure of a chat with another old pillar of the game in the person of Mr. G. McIntyre, one of the original founders of the West of Scotland Club. Now in his 87th year, Mr. McIntyre has been in retiremen: for some years, but in himself is still as active and full of vigour as many a man half his age. He is living in close proximity to Sandbank, and if he does not start building again and take an interest in the recently formed club there, we shall be rather surprised. The handling from rowing boats, however, will be rather a handicap. It was alto- gether a treat to renew contact with such an old friend, and we trust he will still be spared for many years, a standing advertisement of the virtues in- herent in model yachting and its effect in keeping a man young, despite the passage of time. The Robertson Cup has now been shipped across America and will, doubtless, be on exhibition there prior to the appearance of this ‘‘ Page.”’ Meanwhile, ** Violet,’ the well-known Rodrickdesigned example of the 6-m. class, has been selected to represent the West of Scotland Club, and Mr. Norman Rodrick is leaving to personally handle her to in the Cup race, sailing on June 30. It is also on the point of definite arrangement for a deservedly popular Eire representative to participate, and at least one English entry is practically assured. Consequently a genuine International race between British, British Colonial, and American models will take place, and we have no doubt that the Detroit venue will attract a great deal of attention during the proceedings on July 13, 14 and 15. We hope that favourable weather conditions will give an added stimulus to the event and provide a satisfactory test of the ability of the various craft in competition, and—may the best boat win, irrespective of its origin. The formation of the Scottish Area District Committee, under the revised M.Y.A. Constitution, is under discussion, but there appears to be considerable dubiety as to the actual powers of these Committees as regards purely local affairs. To our mind, while the original idea appeared to be well worthy of support, there appears to be much more circumspection involved by the method adopted than is at all necessary. However, we have no desire to indulge in carping criticism, and it is only fair that we should give the scheme every assistance calculated to make it a success. It must be tecognised that decentralisation of this description requires a good deal of mutual give and take, and, before all, goodwill to ensure successful operation. We hear gratifying news regarding the recently constituted Sandbank Club, the members of which appear to be enthusiasts to a man. We understand there are about 18 6-m. class models in the club, tourteen of which are of recent construction, and several older models. The Port Bannatyne Club paid Sandbank a visit on May 20 for a friendly match, and it is appropriate that close relationship should exist between these two clubs, both of which race on open waters, handling the models from dinghies. We were, unfortunately, prevented from being present, but hope it will be possible to attend the next match arranged. The sailing waters at Sandbank, on the Holy Loch, vie with those a: Port Bannatyne for scenic beauty, and the close connection with yachts and yachting, both districts being noted centres of the sport. We hoped to have the result of the visit referred to above for inclusion, but so far it has not come to hand. Clubs in the Glasgow district have been badly hit in their general racing on two of the weekends this month (May), owing to absence of wind, and this has necessitated abandonment of the open 12m. regatta of the Victoria Club on May 6, and that of the Scotstoun ‘* Minnies ’’ for 6-m. on May 20. While the inland clubs were suffering in the dol- drums on May 20, Cowdenknowes, Greenock, was revelling in a steady breeze with plenty of full suit force behind it, for the inter-club 6-m. match between the local club and the West of Scotland. Furthermore, notwithstanding the grim reputation of Greenock, it escaped the heavy showers prevalent in less favoured quarters. Under the favouring conditions some very fast passages were made, and the full tournament competition of the 10 com- petitors engaged was completed in good time. The result gave a large margin of points to the West. This apart, the function was notable for the spirit of sporting friendship displayed, which rendered it exceptionally enjoyable. Leading the fleet, ‘*Violet’’ (A. W. K. Rodrick), returned a card showing 22 of the possible 25 points obtainable. Close at the heels of the leader came ‘* Nike ’’ (Alan Young), and ‘‘ Charmée ’’ (C. F. Arthur), each putting up a score of 21 points. Leading boats of the Greenock team were ‘‘ Bluebell ’’ (J. Watt), and ‘‘ Imp ”’ (A. Carmichael). Competitors and officials were entertained to tea by the Greenock Club after the racing. We were pleased to meet, for the first time, Mr. John H. Yorston, Hon. Sec. of the M.Y.A., at present in Scotland for a short visit. Mr. Yorston, acting as a guest skipper of the West of Scotland Club, was in charge of ** Charmée,’’ and we are glad to congratulate him on his successful handling, particularly as the model is entirely strange to him, and the unfamiliar waters are also of a difficult nature. 76 MARINE The West of Scotland Club race for the 6-m. McAndrew Cup on May 13, was carried through with the advantage of a steady breeze of good fullsuit weight, and consequently the racing was entirely satisfactory from every point of view, keen, fast boards succeeding one another with almost monotonous _ regularity. Some close finishes occurred, the ultimate winner in particular only obtaining two of her boards, one down wind and the other off wind, by a very narrow margin. ** Violet ’’ (A. W. K. Rodrick), however, was not to be denied, and, faultessly handled by Mr. Norman Rodrick, returned a full card. ‘* Wendy ”’ (P. J. McGregor) was a good second. The open A-class challenge race for the Lewis Cup, at Glasgow, on April 22, brought out an entry of 10 competitors, and a full tournament was completed under good wind conditions, rather heavier than was comfortable for some of the fleet carrying full sail. The possible score was 45 points, but no model escaped defeat altogether, and the result perhaps illustrates the well-balanced nature of the competition. Mr. D. Leggatt’s ‘* Annie ”’ came in with 37 points, taking the Cup and first prize, after an exciting finish, which depended on resails containing the possibility of three craft logging equal points. Second and third prizes were secured, after a final to decide precedence, by ** Rualtag *’ (R. Russell), and ‘* Flo’’ (H. Miller), each with a card of 35. Both the first and second winners are Admiral Turner designs, the heavy conditions suiting their type. ‘‘ Flo’’ is, of course, from the board of her owner. We had the pleasure of conducting the race, and it was a pleasure, the spirit of sportsmanship exhibited by all the participants being a model itself, and our duties a mere mechanical sinecure. Messrs. Lewis’s Royal Polytechnic Stores Ltd., with the:r usual generosity, provided three exceptionally handsome prizes to accompany the Cup, and were accorded a hearty vote of thanks for their patronage. Oe wa eee The Dennistoun Club have conducted opening races for the 6-m. and 12-m. classes. The 6m. event found nine competitors engaged in a ‘‘points”’ race. Three heats were sailed under beating conditions, giving 15 points possible, and resulted in ** Corrie ’’ returning 13, and three others 10 each. Owners’ names not given. The 12-m. race was for the Moir Challenge Plate, and also sailed under beating conditions, with *‘ Osprey,’’ ‘* Heather ’’ and ** Prowess “’ securing first, second and third prizes, respectively. The Dennistoun Club seems to have taken a new lease of life and we are pleased to see evidence of increased activity in every direction. Representatives of the Club are expected to compete at all the open events of the season, and will provide an element to be respected. The 6-m. Inter-shire regatta at Paisley, on May 13, found 16 entries under orders, teams represent- ing Paisley, Clydebank, Kilmarnock and Greenock. A good breeze, giving a beat and run, was tempered with some heavy showers, but good sport ensued and there were no complaints. Paisley ran away with all the honours, providing the first, second and third highest boats, with ‘* Bee ’’ (M. McMillan) heading the line. We have some recollection of suggesting that Port Bannatyne would be popular last season. If our memory is at fault we must apologise and repair the omission by intimating that Port Bannatyne is CERTAIN to be popular this season. There is no change in the position of Commodore. ScorTIcuS. MODELS NEWS FROM EIRE URGENTLY REQUIRED, Oo HUNDRED POUNDS! £100! Trivial to men of wealth, but at the present moment constituting a veritable Treasure Island to yachtsmen—particularly those resident in this corner of the globe. £100 can perform tangible miracles; it can resuscitate one’s fluctuating finances, but in the model yachting sphere it can finance a Challenger for the Robertson Cup. Without it little can be accomplished as, apparently, transport directors display a curious reluctance to allow stowaways—even if they are model yachtsmen striving to capture a coveted trophy for the Mother country. Lacking the capacity of a conjurer, I fail to juggle up thoughts of a legacy, bequest or donation, although a Co. Cork man figures among the world’s millionaires. The only ** silver lining “’ imaginable is the Naticnal Sweep! At any rate, while an Emerald Isle eniry is extremely doubtful, perhaps the trophy is destined to reside in the British Isles, either by the ri ia of a kilted laddie or a determined Bullog! Feared plague of speed and sounding the deathknell of spectacular sailing, once again from the murky depths of the Lough arise the talons of a veritable octopus of terror bearing the dread apellation of Weeds. Their appearance created a miniature quake in skippers’ hearts, but the crisis blew over quickly. Stull they remain, underlying the surface, constituting a grave menace to the safety of the models. Last season’s deterrent is once again alive. Summer conditions spell weeds, and, if the civic authorities cannot help, backache among the members is almost inevitable. After many Sundays of hectic adventuring, the C.M.Y.C.’s championships have reached the halfway stage. Sixty graceful models have contested the devastating wars—with the honours going to the more capable yachts and alert skippers. Exquisite trophies await the respective victors. Standing 20in. high, the M-class trophy, entitled the Endeavour Cup, is the most magnetic. The club is indebted to the donors, the local manufacturing firm of Murphy & Quinn. Chief interest is centred in the 36in. contest. The fortunes of a predominating sextuplet are avidly followed. These products of the ** Silver Wings “’ design crowned themselves with glory, and performing admirably, were set for complete supremacy when a rather serious mishap to one of them en- abled the ** Opposition Leader ’’ to steal stealthily in and achieve a separation. But for ‘‘ Viola’s ”’ feat (E. Fitzgibbon), the six would lead the field. ‘* White Wings *’ (D. O’Sullivan) holds the commanding lead of eight points from her nearest rival, ‘* Bertha ’’ (F. Wilkins). At last! Most unlucky class of all, the 30in. yachts have succeeded in completing their contest; an especially gratifying performance as it’s the first contest they have concluded. As expected, ‘‘Mino’’ (W. O’Mahony) holds the leadership with the comfortable lead of five points. Incidentally, yachts designed, built and skippered by the one person have a remarkably commendable record in contests of every sort here. Imbued with the creative lust, enthusiasts unable to procure Blue Prints assumed the dual rédle of designer and constructor. products. Nothing amateur either about the SEAN McSuIBINE. MARINE MODELS 77 AMERICAN NEWS By C. O. BROOK ] SEE the West Coast chaps are making news these days. In addition to securing the cooperation of the San Francisco World’s Fair officials to have model yacht racing as a part of the Fair sports activities, they have gained the cooperation of these officials to stage a series of TransBay races, from San Francisco Harbour to Treasure Island, a distance of four miles. On June 11 an M-class race across the Bay, and on September 4 an A-class event over the same course. With heavy winds and nasty tides to contend with as a usual thing, it should give the Coast boys all they want in the way of labour especially if the wind pipes above the 20-mile mark. Later in September an M-class event is scheduled in the Treasure Island Harbour over a 14 mile course. The Exposition Authorities will spend about $100.00 for each of these events for Trophies, in addition to 2nd, 3rd and 4th place Trophies for the National Championship A-class, to be held at Berkley, July 2, 3 and 4. One outstanding feature will be the rebuilding, for possible Trans-Pacific travel, of one of the Coast A-class boats, which the Exposition has acquired for the purpose of carrying a message of greeting across the Pacific Ocean. As I understand, the boat will be turned loose with sails set to carry her out to sea; the message will be sealed so as to keep it waterproofed, and the boat left to the vagaries of wind, tide and weather. We will be greatly interested to learn, at some future date, just where the model ended its journey, since its starting point will be facing the breadth of the Pacific Ocean. © Through the able assistance of the well-known ocean skipper, Myron Spaulding, the date, time, starting point and so forth have been carefully arranged to make it possible for the *‘ Message Carrier ’’ to either cross the Pacific or end its days somewhere far beyond the sight of land. Trade winds, prevailing wind conditions, etc., have all been carefully tabulated so that the success of the venture will be reasonably assured. It is believed that the model will end its journey along the Japanese Coast, but in the event of it landing at some other point, the message is written in four languages, sealed in a metal container, and with word that a suitable reward will be given to the finder. Ocean travellers have been requested to keep an eye out for the model and to report its position to the World’s Fair officials. The venture will start on June 28, and officials are allowing four months for the crossing. Readers have been assured that the results will be given them as soon as Old Father Neptune has guided this Lone Eaglet to its destination. As my informant so ably ends his letter, let all model yachtsmen throughout the world travel with this little ship and wish her ‘* bon voyage.”’ This writer will. I would like the privilege of weighing anchor on her, and heading her on a safe journey. The Grand Rapids, Michigan, M.Y.C., are send- ing out S.O.S. calls to all men in the sport to write letters to the officials of that city, as well as to others in authority, to stress the need of pools for the sport. This club, to date, has a hole in the ground 210ft. by 800ft. They want it completed, but, as usual, officials are able to see a lot of good in building nests for birds with public funds, but no good in creating ponds where youths (from 6 to 90) can find recreation and an outlet for their skill. Letters should be sent out at once, by everyone in the sport. Our old friend Dr. Houk, of the Seattle M.Y.C., shows what the Puget Sound boys are doing. They bought a Fresno bucket, secondhand, a gasolene donkey, and additional cable with their treasury’s secretion of $315, so that they might have a pond. With the help of the W.P.A. and local officials, they are getting a pond 200ft. x 800ft. right on the Sound, where strong North winds prevail, and absolutely no obstructions. Nearby are picnic grounds with stoves and fuel available, and, as the venerable doctor reports, ‘* When the tide is out we can dig ourselves a nice mess of clams.’’ There is a bath house, too (doubtless for skippers who get stuck in the mud while clamming). They have the support of many clubs and civic bodies, listing more They learn than a score of well-known groups. that $60,000 had been shunted to another project which should have gone to them; so, undaunted, a mere handful of sportsmen in the club are forging ahead with what they can get. And they will have their pond. One of the group aptly named themselves ‘‘ The Rugged North-West Empire Building Individuality,”’ and adopt the slogan, ‘‘ The novel way to get a pond is to raise the money yourself.’’ Good idea. Mr. E. J. Stroud, Chairman of the Race Committee, Wawasee Yacht Club, is organising model yachting at Fort Wayne, Indiana. He attests that these articles gave him such a bad case of model yacht fever that he was impelled to go into it. And for the nice things you say about this scribe, I May your yachts, big and small, am grateful. always win. I am rather susceptible to nice words. And from Mr. Michael Donavan (what a name to roll on your tongue), of 1376, Edendale Road, Cleveland, Ohio, comes word he wants to locate a club that he may join and get into the sport. This ‘‘ youngster ’’ has spent much of his time at one-design racing on the coast, but must now, and much by choice, take to the little chaps and keep his fingers always on yachts, even though reduced in size. And Mr. A. R. Kremer, 5127, Cates Avenue, St. Louis, Missouri, wants to get into the sport. Both these devotees have clubs in their home town; we wonder what the clubs do to keep in hiding ? so successfully And our old friend John Black has ** Bostonia 7 ”’ overboard by now, and plans to show this poor skipper that ‘‘ B-7 ’’ can beat ‘‘ Sea Fawn 4,” and which I claim will not be done—though the last ae days of this month (May) will prove the pudding good or bad. I was afraid we had lost John to the A-class, but it’s hard for one to give “em up once we sail them. ; ; With our statement that we intended forming a ‘‘ forum ”’ in the club, we are being bogged down with letters before we even get started. Indications are that in this ‘‘ clearance house ’’ we are going to see some new and worthwhile ideas ad- 78 MARINE vanced. We have already seen two new steering devices that are intriguing. The idea ‘* wished ”’ on me, to test out the luff of the main separated by several inches free from the mast proper, has not given me much satisfaction. The sails set beautifully, with not so much as a ripple, but the drawing power is greatly diminished. It is evident the boat will point higher, but will not foot, than when rigged with the luff held close to the mast. And so progress is made—or is it? And that’s that till next issue. NEWS OF THE LITTLE SHIPS (Continued from page 74.) LONDON MODEL YACHT LEAGUE The second round of the series of races for the Stanton Cup was sailed on Saturday, April 29, at the Long Pond, Clapham. The weather was cold and showery, and the wind very variable. Mr. Hooper, the O.0.D., and his staff of Umpires, Starters and Scorers, carried out their duties in a highly efficient manner, and the thanks of the League are due to them. Scores were as follows :— Club Score. Highgate M.Y.C.— Mr. Yorston Mr. Edmunds 22 points 18 points Previous Aggregate. Score. 40 32 yp) 28 42 70 18 points 38 24 62 Mr. Luker 18 points 28 32 60 Mr. Stock 12 points 26 30 56 M.Y.S.A.— 12 points Mr. Harris Mr. Wake Clapham M.Y.C.— Mr. Knight Mr. Macdonald 16 points 20 points South-Western M.Y.C.— 10 points Mr. Rudenturg Forest Gate M.Y.C.— 14 points Mr. Howard Y.M. 6M. O.A. (SURBITON) The season is number of races for we fear that from one cause lected of late. now well advanced and quite a fall to be reported this month, our duties in that direction have, or another, been somewhat neg- First, we must hark back to the month of February, and to the 26th of that month, when our ‘* winter ’’ event, the race for the Sirius Cup, was held. In anticipation of suitably wintry weather, the entries numbered only six, and, of course, the day proved very fine with a fresh Westerly wind, veering at times into the North-West. The start was timed for 11 a.m., and as all were ready on time—notable event!—it began to look as if the race would be over before lunch. So it was wisely decided to sail two rounds, all agreeing to a decision on the first round in the unlikely event of the second not being completed. The result of the first round was a “ possible ’’ by Mr. Nash’s ‘‘ Rhapsody,’’ with the remaining competitors all bunched together somewhere just under the half-way mark. At the end of the second round ‘* Rhapsody ’’ still led to win the Cup for Mr. Nash, but ‘* Barika,’’ sailed by Major Handford, had come up well, scoring 20 out of the pos- sible 25, to take second place. The third prize, MODELS allotted on handicap, was secured by ‘* Semiramis.’ > The next race of special interest was held on March 12, and was a handicap event for members only, for a prize awarded annually by Mrs. Feltwell, the wife of our late Secretary. The entry was again disappointing, as only seven boats started, especially as, owing to the handicap conditions, the result was more open than usual. The race, however, proved most enjoyable, and was very keenly contested. In the end it proved not only a triumph for Brigadier Holden (after a tie with ** Actinia’’), but also for his system of handicapping, as the ‘* corrected ’’ scores of the first five boats were: ** Naiad ’’ 27, ** Actinia ’’ 27, ** Semiramis “’ 26, ** Saracen ’’ 25, ‘‘ Rhapsody ”’ 23. Unfortunately, neither Mr. nor Mrs. Feltwell could be present on account of illness, so that it was felt that the presentation of prizes ought to be postponed to a later date. In view of the unqualified success of this event, and the interesting state of the scores at the finish, it is to be hoped that next year it will be marked by a record entry —even if we have to dispense with officers on account of all the members wishing to sail. A fortnight later the race for the Serpentine Cup was held, and attracted eight entries. On this occasion we were favoured with a strong NorthEasterly wind, with fierce slams that made control of the yachts down wind a matter rather for hope and prayer than mere mundane skill. In these conditions we were surprised to see a number of skippers flaunting their first suits, but when, in the course of the first board, ** Barika ’’ lost her mast —and, such is the irony of fate, she was not one of the offenders—there was some very hurried changing of sails. Good racing and some close and exciting finishes in the strong wind were the features of the day, and once again the result was a tie, in which this time Major Inglis was successful against Mr. Adams, who took second place. The third prize was allotted on handicap, and was secured by Brigadier Holden by a single point from ‘* Semiramis.” On April 9 it was intended to hold the Glenham Cup Race, and nine entries were received, but we regret to say no visitors came forward. However, it was decided to postpone the race in view of adverse weather conditions, and this could not so easily have been done if outside entries had been received. All competitors agreed to the postpone- ment, and to hold a substitute race in the afternoon if conditions improved. This proved possible, as a light and variable breeze from the South and SouthEast sprang up, giving a reach both ways, and a The top score of 24 full card was completed. points out of 32 was made by ‘* Semiramis.’’ After tea, the Secretary and Brigadier Holden, armed respectively with a book of logarithms and a chopper, were observed in close consultation, and still later it was announced that the winning boat’s handicap had undergone a major operation. The handicap prize in this race was secured by ‘* Onaway Il,’’ then making her third appearance after a winter refit. Next month we hope to report on the race for the Gosnell Trophy, won by Mr. Nash on May 7, and also on the fortunes of our representatives in the Nyria Cup race at Gosport on Whit-Monday, to which, as we go to press, we are looking forCALEDON. ward with anticipation. MARINE MODELS 79 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, 1f possible. The Editor does not undertake to publish all letters received, nor does he necessarily agree with opinions expressed by Correspondents. MODEL HYDROPLANE HULLS Sir,—I_ have followed with considerable interest Mr. Williams’ notes on petrol engines and hydroplanes, and, in particular, this month’s discourse on hulls. I note that Mr. Williams follows a practice which has been used for some years in talking of the flat-bottomed, single-stepped, punt-shaped hydroplane as a scow. I believe that many years ago, I was more or less responsible for this descrip- tion when I termed such boats as ‘* scow-shaped.”’ 1 think that I am correct when I say that the term ** scow ’’ is of American origin, and is applied to skimming boats of sled shape without a step. The true hvdroplane is of flat cross-section like the scow, but broken in its length by a step, and was invented by a clergyman—his name escapes me—many years ago. The V-sectioned, multi-step and hydrofoil boats are elaborations of the original. As models, and in full-sized practice, scows are usually very fast for a moderate power, and give the impression of very easy running; above a certain speed, however, this easy running is only an illusion, due to the absence of disturbed water. Some years ago I built two models which were scows, and the results in both were the same. Easy and clean running on the straight for low power, but very low directional stability unless fitted with a forward fin, and excessive tendency to cavitation if released with the engine revving hard. This last feature made them very hard to get away on the circular course, as, usually, when released, the tail lifted in the air and the boat dived gently to the bottom. If the weight is well back, and power is sufficient, they will assume an angle of 30° and career over the water with about 2in. of the hull in contact with it—very fast to look at, but actually quite slow for the horses required. The introduction of reversed curve to the stern keeps them level, but increases the wetted area and skin friction. I have built quite a number of model hydroplanes and hope that they have all assisted to teach me something. My own list of the requirements for the highest speed for any given amount of power, coupled with sufficient stability, is high buoyancy when at rest, good lateral stability up to about 15 or 20 m.p.h., obtained with the mnimum beam, planing areas as short as possible and narrow stern to run on the mid-wave left by the preceding plane, and miss the aerated water running at low level from the corners. A very desirable feature, but one difficult to obtain, is that the hull should be such that the period between about half maxi- mum and full speed, should be as short as possible, as it is during this time that the stabilis:ng influence of the line is low compared with the torque influ- ence of the propeller. Finally, the keel line should be close to the water so that extra stability is obtained with the slightest variation of trim and before such variation has assumed dangerous proportions. With this, I would couple the increasing correction obtained by correct attention to the dihedral of a V-section. I have for some time thought it within the bounds of possibility that a return to a displacement type of boat without a step might be an advantage with present high speeds, an aim being to provide a steadily decreasing planing area reaching its ulti- mate with the boat running only on the propeller and a minute strip of hull—fantastic at first thought, but not so when considered in all aspects. Yours faithfully, L. J. FRENCH. SKIPPER, TAKE A BOW Sir,—It is with pleasure that the writer encloses his twelfth subscription to MARINE MopDELs. He believes that this paper has done much to make model yachting grow, not only in England, but in this country also. In the year 1894 I commenced to sail models via skiff, and we sailors were considered a strange group, perhaps reverting to our childhood! But I am glad to see this mostly overcome, and the growth in number of clubs in this country is, to me, a source of wonder and delight. While now I have passed 60 I still row and am happiest when sailing some model. The way the womenfolk in this country have taken to the spori is wonderful, and they carry off the prizes, too! If by any chance you should look at a copy of ‘*The Rudder’’ of May, 1899, you will find a plan of the model yacht ‘‘ Emma’ in it designed by the writer. The old style rig, club topsail and all, is shown, but I have often wondered what this boat would have done with our modern rig. The hull is not so far away from the newer boats. My best regards to Editor Tucker, and may he have a most pleasant time in Bermuda. I will try and have a plan for a powerboat ready to greet him when he returns. He knows of this. With every good wish that events will shape themselves so that MariNE Mopets will not be cur- tailed in any way, believe me, Sincerely, WALTER R. Marry. 365, S. Mansfield Avenue, Los Angeles, California, U.S.A. (See also page. 70.) 80 MARINE MODELS How TO Buitp A MODEL YACHT By W. J. DANIELS & H. B. TUCKER (with full-size Construction Plans for 30-in. Class Model) Editorial and Publishing Offices : Useful to Builders of any size model 52, FETTER LANE, LONDON, E.C.4. Telephone: How To Buitb A MopEL STEAMER SUBSCRIPTION By J. VINES Full of information for Novice and Expert 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. Price: 2s. 6d. each, postage 4d. extra. Trade Terms on Application MODELS PUBLICATIONS LTD. 52, FETTER LANE, LONDON, E.C.4. 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. SALE FOR RATES Inland, 7s. 6d. per annum; U.S.A. and Canada, $2. (with 4 large scale Designs) MARINE Central 9914. TECHNICAL ENQUIRY BUREAU 10-RATER No. 769. ‘Cordon Bleu,’ design; 48” L.W.L. 2 masts; 3 suits; winner; mumerous prizes in open Daniels’ exclusive 2 spinnakers. Cup events. £8. Apply, Robertson, 934, London Road, Thornton Heath, Surrey. CLUB YACHT FOR SALE, 36” overall, built by 2 suits of sails; silver-plated fittings. Cost £10. R. Guthrie, 137, Clitherow Avenue, London, W.7. 50 800. THREE MODELS; built this year. Luker; Offers. Yellow pine planking; excellent workmanship; 3 suits sails and spinnakers. Particulars and. prices. Apply, Jones, 11, Haldane Avenue, Birkenhead. FOUR MODEL YACHTS; -including 10-rater, 5-rater, and International 18-footer. All in perfect condition. Owner deceased. Offers wanted. Gill, 10, Knowl Road, Mirfield, Yorkshire. SCALE MODEL STEAM LINER, 39”, two funnels, by Lowke ; fast, perfect condition. Runs forty minutes. £8. Bromage, 28, St. Mary Axe, E.C.3. ““A’’ CLASS, Tucker design, Silver spruce planking, also two 50/800’s Daniels design, Daniels’ enlarged. Pine planking. All chromium-plated Registered fittings, M.Y.A., all in 3 suits of sails perfect condition. Bostock, 3, Sandheys Road, Wallasey, Cheshire. by Daniels. Enquiries, R. Queries involving technical matters will be re- ferred to the experts in charge of various departments of this Magazine. Long technical replies cannot be given unless a fee of 2s. 6d. is sent. Enquiries necessitating an answer by post cannot receive attention unless accompanied by stamped addressed envelope for reply. ADVERTISEMENTS Terms on application. Special Announcements of Regattas, etc. rates for Club SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column charged Id. per word. Minimum 2s. Box numbers, c/o MARINE MODELS, can be used if desired at an extra fee of 6d. Advertisements must be received at our Offices not later than the 16th of month prior to publication. A Waterproof Glue Also Heat and Acid Proof. No more sewing joints. A permanent and Solid Waterproof Craft. OFFER TO CLUB COMMITTEES We offer to provide Club Secretaries with 1,000 sheets of good quality quarto notepaper, 500 sheets for 10s., providing we may add one line of type at the foot advertising MARINE MODELS. Breaking strain in wooden joints, moist and normal, over 1,100 Ibs. per sq. inch. RECOMMENDED BY “MARINE MODELS.” Tin containing 2 oz. 8d., or } Ib. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Phone: Croydon 3118. printed with the club’s heading in one colour, for 14s., or Trade Enquiries Invited. Published by the Proprietors, Marine Mopes Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. Arthur Sanders, »7, Portugal Street, London, W.C. BLUE PRINTS OF DESIGNS | MODEL YACHTS SHIP MODELS, ETC. A-CLASS. “ aloes “* H. B. Tucker. Half-size “with full-size Body Plan, 15/-. s JUL | A. W. Littlejohn. Body Plan, 20/-, Half-size with full-size Mounts Bay (Penzance) Lugger. East ** Debutante,”* A. W. Littleiohn. ** Joyce,”+ } Half-size with Cunard S.S. “Britannia’’ (1840), drawn by H. B. full-size Reg. W. Lance. 10-RATER. \ Half-size with full-size *‘ Evadne,”* H. B. Tucker. “ Daffodil,”* W. J. Daniels. “* Stella,’’** (Sharpie) Tucker. Body Plan 15/-. Hull lines, general details and Rigging plan (tin. scale). Two sheets 10/6 post free. Body Plan, 15/-. © *Beroe,’’* H. B. Tucker. Indiaman, drawn by G. W. Munro. Hull lines and general details (fin. scale). Rigging and Sail plan (fin. scale). |The two sheets. 17/6 post frsi 6-METRES. * *Lavinia,”’* H. B. Tucker. Plans of typica boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. Four Masted Barque “ Buteshire ” (1888), drawn by G. W. Munro. Profile, lines and deck plan, 7s. 6d. Rigging and Sail plan, 7/6. The two sheets, 12/6 post free. Full-size, 21/-. W. J. Daniels. Full-size, 15/-. MARBLEHEAD 50—800. ** Pocahontas,”* W. J. Daniels.‘I 7 sKigiwake® ALW Liakjohn fee Mh 36in. RESTRICTED Volumes I—V were published under the title of “ The Model Yachtsman.” CLASS, “ Myosotis,”* W. J. Daniels. \ Full-size 10/6, “ Eudora,”* H. B. Tucker. ‘ 30in. RESTRICTED “Jenny Wren,”* CLASS. A. W. Littlejohn. 24in. Binding Cases. Vols. I, II or III complete with Title Page and Index. Binding Cases Vols. IV, V, VI, VII, VII, TX, X and XI. Price 2/- post free. Full-size, 8/6. L.O.A. «Tomtit,”+ A. W. Littlejohn. * Fin-and-skeg. Bound Volumes. Vols. IV and V, 37/6; Vols. VI, VU, Vill, IX, X and XI, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application, Full-size, 5/6. t Full Keel. id Etc. i WORKING MODEL STEAMERS, “ Brunhilde,” Sea-going Diesel Yacht, 40in. long, Fullsize plans, 8/6. “Maid of Rutland,” Cross-Channel metre long, Full-size plans, 6/6. “ Zingara,” Cargo Steamer, 48 in. plans, 6/6. Steamer, long, Binding, Vols. I, I, Ill, IV, V, VJ, VU, VII, IX, X or XI (including case), 6/- post free. 1 Half-size “Coronet,” Paddle Excursion Steamer, 60 in. long, Half-size plans, 8/6. “ Boadicea,” Sea-going Tug, 60 in. long, Half-size plans, 8/6. «“« Awatea,” N.Z. Shipping Co. Liner, working model, 68 in. long, Full-size Plans, 21/-. Back Numbers. Vol. 1, Nos. 1 and 2, 1/1; Nos. 4 and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; Nos. 11 and 12, 1/7. Vol. II, No. 1, 2/6; Nos. 2—5, 1/1; No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. Ill, No. 1, 2/6; No. 3, 2/6; No. 4, 5/-; Nos. 5 and 6, 2/6; No. 7, 1/7; No. 8, 2/6; No. 9, 3/-; No. 12, 7/6. Vol. IV, Nos. 1—4, 2/6; No. 5, 7/6; Nos. 6 and 7, 2/1; No. 8, 3/-; No. 9, 2/1; Nos. 10 and 11, 1/7; No. 12, 2/6. Vol. V, Nos. 14 1/7; No. 5, 3/-; No. 6, 7/6; Nos. 7—9, 1/7; No. 10, 7/6; No. 11, 1/7; No. 12, 1/1. Vol. VI, No. 1, 7d. : No. 2, 2/1; Nos. 3—5, 7d.; No. 6, 2/1; Nos. 7—12, 7d. Vol. VII, Nos. 1—5, 7d.; No. 6, 1/7; No. 7, 2/1; Nos. 8—12, 7d. Vol. VIII, No. 1, 7d.; No. 2, 1/7; Nos. 3—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. Vol. IX, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. Vol. X, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 7—12, 7d. Vol. XI, Nos. 1—5, 7d.; No. 6, 1/7; Nos. 1—12, 7d. All post free. Other numbers out of print. ALL DESIGNS POST FREE. No returns can be taken more than seven weeks from date of issue. JUN 22 1939 Ww. H. BAUER, MODEL YACHT FIT-OUT AND REPAIR SERVICE SPARS, SAILS, FITTINGS and ACCESSORIES For all Classes. To order only. DECORATIVE, WATER LINE, SHIP MODELS AND HALF MODELS BUILT AND RESTORED. Workshops BUS – SERVICES: – 512, KING’S ROAD, 11, 22, 31. CHELSEA, NEAREST LONDON, S.W.10 STATION: EARL’S COURT THE WORLD CHAMPIONSHIP WON WITH SAILS MADE OF ‘ENDEAVOUR’ X.IL. YACHTS SAITLCLOTEH ARE FAST WATERPROOF ;: UNSTRETCHABLE UNSHRINKABLE Definitely faster and points higher. AND Lasts out many ordinary sails. ‘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 (International), 1937, 1st Scandinavian International, 1934, 1935, 1936, all 1st U.S.A. Eastern Championship, 1937, 2nd U.S.A. Mid-West 1936, Championship, 1937, 1st ; 1st And many less important events. Used all over British Isles, India, Australia, New Zealand, Canada, S. Africa, U.S.A., Norway, Sweden, Belgium, Denmark, France. Sails made at ordinary rates. WEATHER 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 COPPER NAILS. SEND 6d. 357, ae oh ise Sis oes 12/18/6 39/6 75/- Specially made for the Yacht and Boat Builder, §° long. Price 3d. oz., pkt. FOR GENERAL BOND’S O’EUSTON EUSTON *”Phone: me aes Bee 36 in. Yacht with Braine type steering Carriage extra. BOND’S W. G. PERKS, CAERNARVONSHIRE … … 27 in. Yacht with Braine type steering ROAD, EUSton 5441-2 CATALOGUE, ROAD LONDON, LTD. N.W.1 Est. 1887 <> ——-SAILS—_ —& CHAS. DROWN & SON Model Yacht Sail Specialists A World-wide Reputation for nearly a Quarter of a Century Turkey Red Sails a Speciality Fittings and Accessories to Order : Sail Cloth : Sail Plans Send stamp for Price List 8, ULLSWATER RD., WEST NORWOOD, LONDON, S.E.27 When replying to Advertisers please mention MARINE MODELS.