Marine Models: Volume 7, Number 12 – March 1935

mm INCORPORATING Vol. VII, No. THE 12 MODEL YACHTSMAN Published on the Seventh of each Month March, 1935 EDITORIAL this column. Our reply was, of course, that our object is to help the clubs and no charge whatsoever is made. The gentleman then pointed out that these columns must cost us a great deal to set up and print . This is cet- tainly true, but we think that they are one of the most popular features of the Magazine, and we look to members of clubs to support us by buying copies of MARINE MopELs. * * * One thing that is so inter esting about marine modelling is how each branch of it fits in with the other branches. For instance, the fundamental principles of naval architec. ture apply alike to model yacht s, model ships and model steamers. True, the more advanced principles of yacht design are a thing apart, but the study of ship and steamer designs occasionally elucidates a point in yacht design. In similar fashion steamship architecture is useful to hydroplane designers, not because of its similarity but because of its differences. * * * Thus articles on yacht hull build ing apply almost entirely to steamship hull building, and in part to ship hull building. The per- sonnel of a ship is divi ded into the “ deck ” and the “engineroom.” In models this line is not so sharply drawn as the owner of a power-driven model has to be both and engineer. skipper In a shipbuilding yard ther e are shipwrights, boilerma kers, smiths, platers, engineers, carpenters, rigge rs, painters, and many other tradesmen, but a marine model builder has to combine thes e many different vocations in his own person. superb hulls and paint them Some build badly; others be an artist and a craftsma n. By carefully make capital sails yet are crude in their fittings. The complete mari ne modeller must studying articles such as those many little we publish, hints may be picked up which gradually assist the mari ne modeller to come to that perfection we all strive for. There- fore it pays to study every artic le, whether it applies immediately to one’s own particular branch of marine modelling or not. * * * With this number we comp lete the Seventh Volume of this Magazine. Our first number, in April, 1928, consisted of twelve pages and cost sixpence, while our First Volume was 188 pages in all. Readers can see the diffe rence between that and what we are doing to-day. * * * Now as to our future plans , we have a number of schemes in view , also a number y excellent propaganda for the clubs, and asked us what we charged for inser tion of news in ° eer | ing one of the officers of a newl yformed Model Yacht Club. He said that he considered the club note s that appear in our News of the Little Ships as being ws E recently had the pleasure of meet- 312 MARINE of fine articles in hand for our Eighth For model yachtsmen we have Volume. several new designs to various classes which will appear in due course, also some good articles on designing and building. With the kind assistance of club secretaries we hope to develop still further our news columns. For the ship modeller Mr. Munro has some good things in store, including a fine series of articles on Ship’s Boats. Mr. H. Griffiths has promised us articles and drawings of a Manchester Ship Canal Tug. We shall also have designs for both ship and steamer modellers. In fact, we can assure the reader, whether he be model yachtsman, ship or steamship modeller, or model speedboat fan, that in our Eighth Volume he will get better value and more interesting matter than ever before. So now is an excellent time to become a subif you are not already one. scriber MODELS IMPORTANT NOTICE TO MODEL YACHTSMEN WV E are asked to draw the attention of model yachtsmen to the change that has been made in the dates for the Fleetwood Regatta this summer, which will start on July 22 (see M.Y.A. Fixtures on page 330.) The reason of this alteration is the state of the tide and the necessity of having a full head of water in the lake. Anyone who has handled an A-class model during a long race when water is low, will appreciate the wisdom of this change. The modern “A” boat is large and heavy, and even under favourable circumstances takes some handling. When the water in a lake is low, it is a back-breaking business. LAUNCH OF NEW SCOTTISH A-CLASS Photo: J. A. Stewart “* SCOTIAN,” designed by Peter J. MacGregor and built by I. MacPherson (West of Scotland M.Y.C.) for his own use See our Scottish Page. MARINE MODELS 313 SAIL-WEIGHT RATIO IN YACHTS By ANON. (Continued from page 297.) N our analysis of the comp arison of the Sail-Weight ratio of mode ls and full. scale yachts we have seen that in an exact scale reduction the relative figures re- main proportionate. The power of the sails is depe ndent on the force of the wind, and in orde r for any com- parison between a model and full-scale to be possible, the angle of heel must be the same, and the relative stability. Ther efore the model and the full-scale vessel cannot be compared sailing in the same weight of wind, and the velocity of the wind for the model must be reduced Proportionately to the difference between the vessels. one must multiply the To get a comparison wind speed by the vscale. Thus as our model is | /20 of “Sham- tock V,” the wind speed must be multiplied by 20 (=4-472, say 43) to equalise things, or divided by this comparison. amount for the reverse Although I have referred to the question of relative stability, I will not attempt to discuss this here as it is authoritatively dealt with by Professor Tayl or in an article which appeared in MAR INE MopELs of January, 1934, being repr oduced there from the Yachting Monthly of some years previous. Owing to the risk to spar s and gear these big yachts are never saile d in heavy winds. If “ Shamrock V” was saile d in a wind of 27 m.p.h., it would be equi valent to an Aclass in one of 6 m.p-h. Mode ls at both Fleetwood and Gosport have at times raced ina full gale. If scaled up, the full-scale vessel could not possibly live, leave alone claw to windward as the models do. Actually models sail in winds that scaled up have never been recorded. On the other hand, the actua l wind blows the same for all—big and little alike— and therefore the small vesse l requires very much more relative stability than her larger sister. The smaller a yacht 1s the more sturdy she must be, whilst the large r a yacht is the more slender and graceful can she be. As a final point it may be interesting to see = how the aod which I have for convenience referred to as an A-class woul d actually fare under that rating rule. I have not the lines of “Sha mrock V” before me at the moment, so do not know whether she takes any Quar ter Beam penalty, but will assume that there is none. A model of 48°6in. L.W.L., taking no Q.B. penalty, would be allowed 1,742 sq. inches of sail, so our model would drastically clipped. have to have her wings On the other hand her draught would be 8°8in. inst ead of the 11°27in. she would be permitted. The beam would be 11-77in. (maximum) so that she would be decidedly lean. Actually stability is by governed by displace ment. no means solely Shape of section, distribution of displacement and weight, as well as draught also affect a vessel’s stability. We therefore see that a sail -weight ratio is most misleading either with regard to stability or amount of sail requ ired to drive a given weight at a given speed. Now let us take two inst ances from actual models. Two 10-raters, XK and Y, were recently level in their Club season averages, X is a long, narrow-gutte d boat of 5(in. L.W.L., with 1,200 sail-area, with a moderate Bermuda rig and a norm al amount of roach to her mainsail, and a disp lacement of 22Ib, Y is 48in. L.W.L. and very full-bodied with 28lb. displacement, her sailarea, as measured, being 1,250 sq. inches. Her rig is abnormally high, and she has a tremendo us roach to her mainsail, which probably gives her nearly 100 sq. inches of unmeasured sail over a normal roach. Although nominall y only 50 sq. inches more than her own, it is doubtful whether X could carry Y’s rig except in very light winds, Curiously enough X, the lighter boat, is at her best in strong winds and Y in moderate. Yet to be level in their Club averages both these boats must be about level jn all-round performance, though, no doub t, each has its day to a certain extent at all events. The two boats have each good skippers, so we can set aside any great adva ntage to one or the other due to handling. What conclusion can one draw from the fact that X has 544 sq. inches of sail per Ib., whil e Y requires only 48in. per Ib. (allowing for her large roach)? If one analyses this by redu ction to a onedimensional comparison, one might come to (Concluded at foot of page 314.) 314 MARINE HOW TO MAKE MODELS MODEL STEAMER SHIP AND FITTINGS By A. P. ISARD, A.M.I.Mech.E. (Continued from. page 285.) UMPS, which we were considering in the last article, are, of course, used in connection with fire-fighting apparatus and deck service. We will deal first with “first aid ’’ apparatus. Fig. 78 illustrates a hand “ foam” extinguisher; these are usually to be found standing at suitable positions on the bridge, in deckhouses and below in engine-rooms, cabins and other places—they are the bulkiest of the various hand appliances, but even so the largest is only about 2ft. in height by about 8in. diameter, and consequently our fittings will be very small to suit even a large scale model. Fig. 79 represents very small powder type hand extinguisher, and is hung up on a convenient bulkhead by its little loop; to operate, it is merely pulled away from the top brass cap, which would remain suspended. Its size would be about 2ft. by about 2in. diameter. A piece of wood is shaped to size, carefully eoeaoee5vrvee+##@# => FIG. 78, oe| FIG.74. SAIL-WEIGHT RATIO IN YACHTS (Concluded from page 313.) some conclusion, but I do not think it would lead one anywhere. My own deduction is, perhaps, more instinctive than anything, but I came to the conclusion that the designer of one of these 10-raters had gone practically to the limit that he could without changing over to a totally different type of boat, whilst the other was capable of considerable further development. I am quite prepared to admit that I may be entirely wrong, but in any case the figures, to me, at all events, are not as clear as a signpost. One thing I think has been amply proved, however, is that working on one-dimensional comparisons the scale model does not require more sail than the prototype to drive her in the same wind, but actually far less. MARINE smoothed over with fine glasspaper and a little bright brass cap fitted after fixing the little loop, and our fitting is finished. Paint the cylinder bright red. Since the foam extinguisher is larger, it may be made from an odd piece of tubing, and the handwheel screwdown cap turned up and filed to shape. The whole cylinder should be painted bright red, and the cap left bright brass. The tube can be chucked in the lathe and turned to shape. The cylinder may be made of wood, if desired, for lightness. Fig. 80 is a carbon tetrachloride hand-extinguisher whose size is about 12in. by 3in.; the cylinder must be of brass and highly polished. Turn up in the lathe and make the pump handle separately, soldering it into position, and do not forget to add the filling plug. MODELS 315 nozzle being usually either 3in. or lin. bore, and sometimes adjustable. Fig. 82 is typical of many types of hose coupling. The sketch shows an ordinary screw pattern, but many have patent instantaneous methods of connection. These are made in different sizes to fit 24, 23 and 3 in. diameter hose, 24in. being very common. In making a model, one would turn it up complete from the solid and not attempt a working model unless the scale was large enough. Fig. 83 shows a double-head standpipe, usually made of copper. The type illustrated has revolving heads with instantaneous couplings. These can be used as single-head standpipes by using the plug, as shown in position blocking the right-hand connection. This plug is chained to the main column so that it can be used either side or not at all. fa FIG8I. = FIG.$2. aa The metal bulkhead bracket with its spring clips can easily be cut out of a piece of scrap brass and bent to shape. Solder the extinguisher to it neatly, and paint the bracket black. Some model makers will not bother over such little fittings as these, but it is just such attention to detail that places the model in a superior class. Figs. 81, 82 and 83 are deck service gear. Here again the scale size of these fittings will be very small and they can be made up from small pieces of brass wire; tube and scrap filed to shape and soldered together. Fig. 81 is what is called a branchpipe. This is screwed on to the end of the hose, the F1G.83. These standpipes are screwed to deck fittings, as and when they may be wanted for emergency or washdecks purposes, and are stowed together with branchpipes, keys, couplings, hose, etc., in conveniently placed cases in different parts of the ship adjacent to the fixed deck pump pipeline fittings. Their height is about 2ft. From the leading dimensions of these deck service fittings the reader may scale off approximately their other proportions from the sketches. Fig. 84 is a light portable winding drum for hosepipes, canvas or leather. The same fitting can be used as a hawse reel for storing ropes, and so on. The height should be suit- 316 MARINE MODELS C= Nide : ere j____s = FIG. 84, able for ease of working by hand, and proportioned accordingly. This fitting is easy to make, even to a small scale. The drum may be a piece of tube with the two flanges soldered on. After carefully centring and boring the necessary holes through the two flanges, a piece of wire is pushed through to form the axle, and fixed by soldering. Square the ends of the shaft, or slightly taper them, or they may be screwed ready to take the handles. In a very small scale fitting it would be permissible to turn the drum up from the solid, leaving small shoulders on either side to form distance pieces to allow a clearance from the bearings when mounted. Next bend the handles to shape from suitable brass wire and carefully fit these temporarily into their respective positions. Scribe out on suitable sheet brass one of the bearings and file and cut this out, finish it right off, complete with bearing hole for shaft drilled. | Now place this flat down on the remaining sheet brass, drill the other bearing hole, push a piece of wire through both the finished bearing and the hole in the sheet brass. Then fix the lot together in your vyce and cut out the other bearing, using the first By keeping the piece of wire as a guide. through both bearing holes, a perfect replica will be ensured. To assemble, slip on one of the bearings, screw on handle (or solder, if preferred), and adjust nicely. Then slip on the other bearing and handle in the same way. Fix the hawse reel by bolting the legs to the deck, and if your work is properly done the little reel will revolve truly and without side shake. It can be finished off by either painting black or aluminium, or for an exhibition finish black, bronze, lacquer or dull silver plating can be used. The list of fittings given in this volume of MARINE MOopELS by no means exhausts my subject. In the forthcoming volume I have been invited by the Editor to carry on these articles. I also intend to go back and elaborate some of my notes on various fittings and give alternative patterns. For instance, on davits, I only gave the ordinary plain pattern. Most modern steamships have either Welwyn or Gravity operated davits. I hope to give both of these in due course. Finally, I remind readers that time spent in making fittings is well spent as fittings make or mar the model. MARINE Cartoon by EXHIBITION H. W. HARTNELL (Canada) Those of us who have assisted at Exhibiti ons will recognise the type depicted by our Contributor, Mr. W. H. Hartnell, in his spirited cartoon. Visitors include deck tappers, rudder twiddler s, and other pests, including small boys armed with large paper carriers given them by some Public Enemy, into which they sweep all available literature, whether gratis or not! About one per cent. of enquirers at stands are genuinely interested, and for these we gladly suffer the others. | Lf Original THE 317 7A AT MODELS MARINE MODELS Seets ROVE Barts er a 318 yf Pe & (Continued from page 288) HENI finished my last article | was describing the plant of the Model Destroyer belonging to Mr. J. Wilby, and I had just described the boiler and oiltrap. The other boiler fittings consist of a large size water-gauge set at a convenient angle, and a steam gauge of generous size. The top of the boiler carries a steam dome and the safety valve. The burner is lin. brass tube, with an adjustable friction needle similar to that tected by asbestos sheet. It is interesting to note that this is the only point at which it has been found necessary to insulate the hull from heat. The boiler itself is mounted on oak chocks, and very efficiently lagged. The petrol tank is aft, and holds about 3 pint. Owing to the shape of the hull a rather unusual arrangement is employed as a separate air reservoir is fitted. A cycle pump is used to obtain the necessary pressure, a non-return valve of the Primus type being fitted. Only a moderate pressure of 20-25lb. described on ** Valkyria.” The insulated control knob of this is made from a beer bottle is used, and this type of control has been stopper, suitably cut down and mounted. found quite satisfactory. I omitted to mention that a working steam pressure of 50lb. is The sides of the hull at this point are proused. The fuel capacity is sufficient for a run of about 14 miles. The engine-bearers are 3in. by 3in. brass. Wick feed oil boxes are fitted on each side of the cylinders, and pipes lead to all working parts. This efficient lubrication has ensured the engine wearing well. The oil boxes have nicely hinged lids. _ The main feed pump is geared 124 to 1. The ram is 5/16in. diameter, with variable stroke, which is set at about Zin. An emergency hand-feed pump is also fitted. The intake to the main pump is fitted with a medium gauze strainer, which is easily removable. The bilge pump is adapted from an old oscillating cylinder from a cheap model engine and is geared 124 to 1. This is a ENGINE OF MR. J. WILBY’S LINER ‘** RADNOR most satisfactory arrangement, CASTLE ” as there are no valves. Fore end showing valve gear. MARINE MODELS 319 In passing I referred to Mr. Wilby’s liner model, which, by the way, is called the “* Radnor Castle.” The engine of this craft is well worthy of notice as it was built on active service during the War, and is made entirely from scrap material from wrecked airplanes without a lathe. This engine is really a pair of twin engines driving separate shafts, but intercoupled. Each engine consists of twin cylinders 15/16 bore by 3 in. stroke single-acting. Steam is admitted to the cylinders by an overhead slide-valve, driven by a vertical shaft on the forward end of the engine. The cylinders and pistons are made from two sizes of bronze bushes. There is a solid block between the cylinders to accommodate the exhaust passage. The intercoupling arrangements can be seen clearly in the photograph of the after end of the plant, and as the engines are a pair (ie., right and left), out-turning propellers can be used. The advantages of this were explained in a recent article. It should have been mentioned that the valve seating is a separate plate. This is a good method as it permits the port openings to be varied without much trouble. The pistons are fitted with yokes which The piston top is formed from a metal washer placed on top of a felt disc. The top is fastened through the centre to the yoke. Steel connecting rods are used with proper split bearings fitted with thin locknuts. The bottom ends are of bronze. carry the gudgeon pin. The crankshaft is built up, being screwed and soft-soldered together. This is mounted on two ball bearings at the ends, with a plain steady bearing in the centre. The baseplate of the cylinders is 3/32in. steel plate, and is mounted on columns. The twin engines are mounted side by side, and the two centre columns (of which there are six in all) serve for both engines. The bedplate, which is also of steel plate, is in one piece right across the twin engines. The bedplate is mounted on three steel fore-and-aft engine bearers, gin. by Hin., suitably drilled out for lightness. The columns consist of bolts which have their ends screwed into the fore-and-aft bearers with a piece of steel tube acting as distance piece between the bedplate and cylinder baseplate. This makes a rigid and solid job. AFTER END OF LINER ENGINE Showing intercoupling for twin screws. The crank pins of each separate engine are at 180 degrees, and the two engines (port and starboard) are at 90 degrees to each other. On the after end of the crankshaft of each engine is mounted a gearwheel about 143in. diameter. These gearwheels mesh and serve to keep the engines in step as well as ensuring an even power output on each shaft. Owing to the setting of the engines four impulses per revolution are delivered, which ensures a very smooth torque and makes the engines selfstarting. There are one or two other small points | have omitted to mention. The cylinder lagging is made of old brass carburettor floats. The ball races are in split housings, clamped together with a screw at the top. The whole engine is well lubricated by means of dripfeed oil boxes with hinged lids. The main steam pipe branches off Y fashion just before reaching the steam chests. A displacement lubricator, fitted just before the fork in the steam pipe, takes care of the internal lubrication. Final drive is taken to the propeller shafts by means of single pin couplings. Practically throughout hexagon nuts are used. The whole engine is a remarkable piece of work when one considers the conditions ————————————— 320 MARINE THE ‘* RADNOR MODELS CASTLE’S”’ FEED-WATER PUMP under which it was built, and the available tools and materials. Everything is well finished. The engine is decidedly solid, but this is a virtue for the kind of work it has to perform. It has run many hundreds of The hole forming the passages between the valves is made from the bottom end of the brass body, and plugged. The valve covers are made from ordinary cheesehead screws with the head filed flat, so that the slot is taken out. These are not screwed but simply miles without trouble. dropped into the holes and held down by the very is liner the to fitted p The waterpum bridge piece. The point is cut off to a suitsimple and was made without a lathe or able length to restrict the lift of the balls. from made is body The screwing tackle. A thin fibre washer is put under the heads square brass bar, with the bore drilled out for packing purposes. The centre screw for to the depth required. The ram is a piece of the bridge piece is steel. brass rod, slotted for the connecting rod. A There is one part shown in the photograph petrol union is sweated on to the end of the that does not appear in the drawing. This body to form the packing gland. If desired, is a flat brass spring screwed on to the side a double union can be used and sawn in two, of the body. This serves to prevent the nut the other half being used to form the union on the union from turning. The bridge piece for the delivery pipe. The various drillings and valve covers are removed in the photograph. The pipe showing at the end of the body is a piece of copper pipe TAIN used for the inlet. TILL a ya= It should be noted that the diagram eres MMT, is not to scale but simply to show the method of making and operation. The dimensions can be varied to suit any PLAN View particular job. SHOWING PUMP IN SECTION | In the forthcoming Volume VIII I | hope to give particulars of a number AAA 12 A SECTION | A a ey BG nay THRO’ WOON DhANA ELEVATION DIAGRAM SHOWING CONSTRUCTION OF = PUMP of other interesting models, many of them built with the simplest tool kits and most inexpensive materials, which are often largely scrap. The main requisite for model making is perseverance and the capacity for taking pains with a job. A good plant deserves a good hull and vice versa. The modeller should, therefore, take pains to get a good hull design that is true to type. Fittings also should be correct to scale and type, otherwise the effect is ruined. MARINE THE FOUR-MASTED MODELS 321 BARQUE “LAWHILL” By G. W. Munro (Concluded from page 295.) HE side plating has its breadth regu- lated by the moulded depth of the vessel, and in this case it must not be wider than 60in. However, the “ Lawhill ” does not approach this width in her plating anywhere, but the plates above the waterline are as follows:—Bulwarks 48in., sheerstrake 48in.,next below 44in., and soon, varying between 44 and 46 in. down to the garboard strake. These plates are rolled out in lengths of up to 48ft., and are placed end to end to form a strake. Where the butts come a butt-strap is placed inside and riveted to the two plates. The joint will hardly be noticeable from the outside. The strakes on the “ Lawhill” are “in and out ” from the sheerstrake down, and a lap of d4in. must be allowed for the double row of rivets. From the moulded deck line the height of the bulwarks is exactly 5ft. These are painted white inside except for a band of grey, 54in. high, along the waterways. The main rail is 16in. below the topgallant rail. The masts are the next to be considered and are regulated by the classification societies. As stated at the beginning the “ Lawhill” is classified by Lloyds, and the diameters are based on their rules for masts and spars. The accompanying table will show the exact size of each piece at the different stations. It will be noticed that the fore, main and mizen lower masts are in single lengths, and that the jigger mast is a pole mast of steel, the upper 5ft. being of pitch pine. The topgallant masts on the fore, main and mizen are also of pitch pine. These wooden masts are stepped on the after side of the lower steel ones for the reason explained in the January issue. The method of stepping is exactly the same as the normal, except that the caps are reversed and the trusses retained in the foreward end. The rules require that a vessel of this size shall have six shrouds on the lower masts, but as these are pole masts a reduction is allowed and the “ Lawhill” has only five. These are made of steel wire, 5in. in circumference. Two more of the same size are set up to where the lower mast cap would normally come. The rigging screws are 24in. long over the sleeve, and have a 2in. thread. They are painted white from the chain plate to the heart in the shrouds. There are four seizings, equally spaced and Wooden ratlins are spaced at painted white. I5in. apart, and are only between the second and third shrouds. The futtock shrouds will have rope ratlins set up right across as usual. The top-mast shrouds are three to each side, and have rope ratlins. The jigger top-mast has only two shrouds to each side, with rope ratlins all the way up to the top-mast head. The upper six ratlins being extended across to the foreward backstay. In the way of the topgallant mast ratlins are hitched round the mast and have their ends hitched to the top- gallant backstays. There are nine of these rope ratlins in the way of this mast. Very much the same idea is carried out on the topgallant masts at the fore, main and mizen. In this case ratlins are extended between the shrouds to about ten ratlins above the mast head, where they are carried aft to the back- stays as well. I have not shown these minute details in the accompanying plate because too much fine detail is rather apt to defeat its own end and be misleading. The size of the top-mast backstays is 5in., that of topgallant backstays 3Zin. It should be noted that Lloyds require a backstay from the top-mast cap when double topgallant yards are carried. The bowsprit has a stive of 33in. to the foot, with the keel. The bobstay is 4in. in circumference. | The bowsprit shrouds are similar in size. The martingale is also of steel, and should be about 3in. in size. This is quite straight from the cutwater to the outer end of the flying jibboom, but there is a dolphin-striker of its own material to give it the necessary leverage at the end of the bow- sprit. 322 MARINE FOUR- MASTED Scale : MODELS BARQUE 1 /32in.=1 “LAWHILL” foot. MARINE MODELS SAIL AND RIGGING PLAN DRAWN BY G. W. Munro MODELS All yards, except the upper topgallants, are made of steel. The jigger boom and gaff are both of pitch pine. 32’ 6” | Head MIZEN AND MAIN FORE, 32’ 6” sa2 | 25% 0” | Hounds … | 214” Re ey 3” | Head 15’ OL 3” | 141’ Loe 15” OF 141’ 3” | 141’ c Topmast Head … Lower and Topmasts (ext.)| … | 24” 0” | Heel ele saul 3” | Deck 6” | Hounds … | 27’ 24’ 5)’ 18’ 3” | 0” | 6” TOPGALLANT MASTS. Diameters. Lengths. All of Pitch Pine. 6” Head to Hounds 44’ Extreme 49’ 6” 5’ Pole.. . Heel … 15” Hounds 14 over 123” 15” |… Cap 0% Truck 6” FORE, MAIN AND MIZEN YARDS. : J Material. | Extr’e. Lower . Steel Upper 3 5 = Topsail 237 18-00″ | 1 6° 193” Deck to Hounds : Head Topmast Topgallantmast Extreme of Stl. 25’ 3” | Heel 56’ 12’ 31’ 23’ 48’ 5’ Pole of Wood 3” | Deck 6” | Hounds 6”-| Head 0” | Hounds 6″ an … … … |“Hounds) ..2)- 0” | Truck 93” 8” oF 7″ 4)” JIGGER GAFF. Pitch Pine. sites Oe “ses Pole 31” 3” | Heel Length extreme | 38’ 0” Sec ar 6” | Cap 94” 8’ 6” | Hounds … | 134” || Dia. inner end.. 9” Dia. hounds … 9” 2°00″) Hountisy <.. Bowsprit Jibboom 30’ 17’ Extreme 58’ 3% | End Flying Jibboom Pole 133” 10” . |48’ 6” Sheet Out 2D 84” Dia. inner end... 21” 18¢” || Dia. 2/Z out ... |1° 0” 9” Dia. outer end... 12” Dia. Length. 16” 113” 194” || Length Extreme |49’ 6” HORN BOWSPRIT. Steel. 6” 20” of Pitch Pine. | Diameter. Length. Heel to Deck 6” Ends. JIGGER BOOM. JIGGER POLEMAST. of Steel Diameter at Slings. 6” 85’ 0” P. Pine|58- 0° |) I 0° 53 Upper each. 0” | 1’ 92’ 68’ 0” ms Lower Topgallant Arms, Rake ins. per foot: Fore, ?; Bowsprit, 3 ins. stive off keel. 8” Main, ¢; Dia, 4 out Dia. outer end... Mizen, 1; Jigger, 1}. 103” 41” The _ bowsprit, masts and spars are all painted the usual orange-brown, except the masts in the way of the upper topsails and upper. topgallant sails, where they are greased down. The standing rigging is all made of steel wire, as indicated above. The running rigging is chain where there is likely to be extensive wear and tear. This includes all brace pendants, tyes and sheets. The greater part of the rope rigging where there is likely to be a lot of handling will be about 3in, Of course this must be taken as an average size purely for a model where the fine distinction in rope sizes will hardly be noticeable. A number of wash ports will be noticed along the length of the well decks. These are of two varieties, but the same size. The one is a _ plain door hinged at the top and on the inner side of the bulwarks. The other is similarly fitted, but consists of two doors, one above the other. The hull is red below the L.W.L. and black above to ‘, 32’ 6” Head to Topmast Hounds Mizen. 24’ 51’ 18’ ay 6 6" 47’ 9” 18’ 6’ Heel to Deck Deck to Hounds.. as Head Main. a’ Fore. in Diameters. Lengths. frye 4 LOWER AND TOP MASTS IN ONE OF STEEL. ” SPAR LIST. 7 MARINE 324 MARINE 325 Above this line the white strake ends. It is shown as an inclined line raking aft. I have not gone into minute detail about the rigging on this occasion, as it has been done from time to time in these pages, but before closing, perhaps I should mention that the upper topsail halliards are set up by means of a threefold tackle between the chain tye passing through the mast and an eye on the lower half of a bulwark stanchion in the way of the corresponding backstays. It is taken for granted that the reader knows that these alternate from side to side, according to which mast is being considered. The fore and mizen upper topsail halliards will be on the port side, and those of the main will be on the starboard. The reverse will apply to the upper topgallant halliards. Here, we have a slightly different arrangement. A wire rope leads up to about two-thirds the height of the mast, where it is spliced to a chain which passes up to the block at the end of the tye, and down to a treble block on the other side. The treble block is part of the tackle which forms the halliards, the single block being stropped to the stanchion on the opposite side to the wire rope first mentioned. The bunt-line blocks are stropped to the foremost shrouds a little way above the position of the yard. The lower tops are the usual D shape, about one-third the width of the deck. They are completely boarded in, except for the lubber hole. The “ Lawhill” has her name painted in white block letters at the stern as well as at the bows. The name is slightly curved at the stern and is above the port of registration, Mariehamn, which curves upwards. The present signal number is TPJB. Model Yachting Association FIRST FIXTURE1935 NATIONAL. 10-RATER CHAMPIONSHIP To be held at CITY OF BIRMINGHAM WATER WITTON LAKE Easter Saturday, April 20th, 1935 CONDITIONS The One Best Boat of any Affiliated Club is eligible. Selection of Boat is in the hands of Club Committees. Entries to be made by Club Secretaries only. Entry Fee—10s., payable by Club— not by member. Closing Date, March 20th. No late entries. Guaranteed Prizes to Winning Clubs and Skippers. Boats and Skippers must be units of the Club at time of making entry, the Boats to be fully certificated and registered at same date. Certificates to be presented to O.O.D. before start of race as arranged later. Current M.Y.A. Sailing and Rating Rules for the Class to be observed. Officer of the Day—C. E. Lemon, Hon. Secretary, City of Birmingham M.Y.C., assisted by a strong Local Committee. The present Committee are authorised by the M.Y.A. to carry the event to conclusion, and may co-opt representatives of the three local Clubs to assist in the administration of Funds in hand subject to Report and Balance Sheet within one month DONATIONS are cordially invited from any source, and will be duly acknowledged by M.Y.A. Secretary, and Statement published. All communications to— A. LITTLEJOHN, Hon. Sec., 124, FITZ-NEAL ST., LONDON, W.12 __ it is painted white. This white strake continues aft along the poop, with the half-round which extends to above the rudder-post. Here i the height of the bulwarks. MODELS 326 MARINE MODELS PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 290.) PPARENTLY my remarks on the A American situation were foreseen, by the look of the photographs in last month’s issue. I don’t envy the owner handling such a staggering plant with its seventyfive pounds of weight and seventy pound pull. . Most of our boats can’t pull much over twelve, and I doubt if “ Betty” has pulled more than twenty pounds, and goodness It knows she takes some holding at times. looks as if some rather artful taming of “flash’”’ has been achieved. Of course, speeds can’t be compared, as the Yankee outfit is not a hydroplane but a hard chined cruiser. It must take a pretty useful spot of power to make all that wash. The photos are, of course, uniquely excellent and the best I have seen of a model in action. I am quite in agreement with Mr. Editor that the “Chatterbox” record will eventually be surpassed by a 30 c.c. I.C. motor, and I won't be at all staggered if it happens during the coming season. Whether the petrol engine will keep the record is another matter. I don’t think we have seen the last of flash steamers by any means, but I am certain that the future engines for use with this hectic method of power generation will have to take a few tips from racing I.C. multis. Well, to get back to concrete matters, I propose to have a few things to say about propellers this month. If you expect me to tell you how to design the best possible screw for any boat, you are going to be unlucky, for I don’t know how, and nor does anybody else. Even in big practice the final propeller is found by experiment and not by calculation; and we have to do the same. Quite a number of amusing tales are told in this connection, and some people, reduced to despera- tion, are said to have tried the most unlikely screws, and the experiments have not always met with the useless result expected. A propeller is, of course, a section of a screw thread having two or more starts, and the angle of the blades is talked of in screw terms, though these terms are actually misapplied. An 8in. pitch propeller has such angles that it should tend to travel forward eight inches to each revolution, and so has an 8in. pitch screw thread, provided it has only one start, but if there are more starts than one it is then called an 8in. lead, and the pitch is the lead divided by the number of starts. Now the angle of a screw thread of any given lead gets less as the diameter increases, and whilst it is possible to put any pitch angle on any size screw right from the boss to the tip it is not always advisable. We know that if the blade of a propeller is set at too low an angle to the shaft the striking angle to the water will be too high, and no drive will result; and, furthermore, that a screw tends to slip. The practice has therefore grown of underpitching the blades at the boss and developing to the correct pitch at the tips, not in the hope of making the high-angled part work as driving force so much as that it will run free and not waste power. The striking angle to the water should not, it seems, exceed 40 degrees at the tips, which is, of course, 50 degrees to the shaft, and reference to a table of helix angles shows that this is obtained with a pitch-diameter ratio of 2.65, which means that an 8in. pitch propeller must be at least 3in. in diameter, and preferably a bit more. We ourselves work to a ratio of 2.2, which give a helix angle of 55 degrees and a striking angle of 35 degrees. The highest angle I have ever heard of is used by Capt. Bowden for his 15 c.c. job; the ratio is 3.25, giving a striking angle of 46 degrees, but this is exceptional. The width of the blade compared with the diameter, or the aspect ratio, is another point showing a great lack of uniformity. We usually use the high figure of 5 to 1, whereas in big practice it comes down to about | to 1; but for our work the range is usually between 3 and 5 to l. Now for the methods of making a propeller. Firstly, we must decide how the blade MARINE is to be held in the boss; there are three usual methods, namely: dovetailing and soft-soldering, slotting and brazing or silver soldering, and pegged and brazed. Of these we prefer and always use the former, for we can then utilise cold, rolled mild steel for the blades without upsetting its stiffness, and there seems little likelihood of a blade coming unstuck, for we have hit both concrete and wood without knocking anything to bits, which is more than I can say for brazed screws. Well, having turned and drilled the boss it must be slotted, and many and varied are the wangles evolved to get these slots accurate, but personally I only use a hacksaw, holding the boss in the vyce and checking the angle against the vyce jaws with a protractor. The blades are then filed to a dovetail and the slots opened up with a needle MODELS 327 equal to our own club standard, which works with a dog on the shaft boss, the hole in the propeller boss being parallel and a free sliding fit, and a spinner screwed on the end. Maybe it looks a little difficult to make but it is not really, and is quite trouble-free in use. Sufficient detail was shown in the sketch of our tailshaft assembly to make further description unnecessary. If you prefer a one-piece propeller, castings can be obtained for the purpose in both bronze and aluminium. They need setting file until the blade fits, after which the bits are carefully tinned and pushed together hot, more solder being added to make up the root curves and fill the slot ends. The blades should be roughly filed to form before fitting to the boss, and twisted to give the necessary difference in angle between root and tip, care being taken to avoid kinks. As for the final blade section we always use an aero-foil section but most people prefer a flat striking face or one that is slightly hollow, and some curve the blade forward round its axis. I do not like this last idea at all—it flat or flatter side of a propeller, but believe it or not, I have seen screws with a lovely domed striking face and the flat at the back, which is, of course, in front so far as the boat is concerned. One of these caused no end of trouble in Paris last year by not driving and eventually catching in the line which got wound into the most astounding and hopeless tangle. If you decide to braze it will be necessary to use something other than mild steel to get the necessary stiffness, a low carbon will do, such as spring steel, but don’t overdo the heat business. The blades may well be held in place with wire used as I suggested for the skeg. As for the method of fitting to the drive shaft, I have yet to see anything I consider A CANADIAN 30 c.c. BUILT PLANT Engine built by T. E. & E. J. Molden, Toronto (See Report on Toronto Society of Model Engineers appearing elsewhere in this Magazine.) and filing to pitch and finish form, as the blades are necessarily left thick from casting considerations. Both Grays and Bonds can supply the castings rough or finished. I suggest that you finish your own, for it is the only way to learn what a propeller is really like, and to make successful experimenting possible. The actual shape of the blade does not seem to matter a great deal. “ Betty’s” propellers are similar in shape to torpedo screws, but we have used other shapes quite successfully, and so long as the blades are not too wide at the root and yet wide enough for strength I don’t think there is much to choose in the variety of popular outlines in use. ie ee the water and not to fling it. _ I suppose all of you think it quite unnecessary for me to point out which should be the a is done to prevent flinging the water out- wards, but as my colleague Mr. Vines pointed out recently a true screw tends to compress 328 MARINE BUILD YOUR BOY A MODEL MODELS MANCHESTER HOBBIES AND YACHT MODELS EXHIBITION E are pleased to announce the publication of WV this new handbook by W. J. Daniels and H. B. Tucker. Although primarily intended for the paterfamilias who wishes to build his son a model yacht, the instructions and diagrams are so clear that any lad of fourteen could build the boat himself. The model yacht dealt with is a new design by W. J. Daniels to the M.Y.A. 30in. Restricted Class. The book is published at 2/6, postage 3d. extra, and includes full-sized Construction Plans. The book will be ready shortly, and Secretaries of clubs having Junior Sections should send for a copy. Booksellers and model shops are invited to send for trade terms. We hope to give a full review in our April number. This book is the first of a series of handbooks which we are publishing for marine modellers of all kinds. OUR FEBRUARY PHOTOGRAPHIC ITH a few notable COMPETITION exceptions the photo- WV graphs entered for our Photographic Com- petition have been disappointing, both as to numbers and quality. This month only one competitor sent photographs that were technically good enough for reproduction, and as his subject was a model under sail with her sails not properly set but full of wrinkles, we have decided not to award any prize on this occasion. HE Fifth Annual Hobbies and Models Exhibition will be held in the City Hall, Deansgate, Manchester, from Thursday, December 26th, 1935, to Saturday, January 4th, 1936, inclusive. Competitions will again be an important feature of this Exhibition, and Classes for Marine Models will again be prominent. Notice has been given at this early date in order to give intending competitors ample time for the preparation of their entries. NOW READY ! WV ITH the present number we present readers with the Title Page and Index for Volume VII. Binding Cases for Volume VII are now ready, price 2/-, post free. It is worth while to bind your back numbers, as otherwise they get lost. A complete set of this Magazine forms a very useful history of marine modelling, especially model yachting, and when one looks through these, it is surprising what a wealth of information on almost every subject connected with the sport can be found. We remind readers that we are at their service for binding their numbers and can do so at 6/per volume, including binding case and postage. Bound Volumes No. 12/6. post free. VII are now ready, price Model Yachting Association ESTABLISHED 1911 A MARINE MODEL EXHIBITION AT HERNE BAY HE Herne Bay Miniature Yacht Club are T organising a Marine Model Exhibition, which it is hoped will open on May 23. Mr. and Mrs. T. O. M. Sopwith have been invited to open the Exhibition. It is hoped that the Royal National Lifeboat Exhibition will loan a model of the latest type non-sinkable lifeboat in a tank, and other exhibits of interest have been promised. Model yachts will, of course, form one of the principal attractions. HOVE & BRIGHTON M.Y.C. OR some considerable time the fine lake at Hove has been empty, but we hear that at last it is full again, so that the Club has been able to resume operations. His Worship the Mayor of Hove, Councillor C. S. Loadman, J.P., has become President of the Club for 1935. It is a pity that with a fine lake built for the purpose the Club can only get the use of the water for sailing two evenings a week, but the Council of Hove have evidently little sympathy with a fine open- air pastime. RATING Rules for both ‘‘A’’ and 10Rater Classes are now ready for issue at 9d. per copy or 8/- per dozen— to be had on application to the Hon. Secretary. Remittances with Orders. It is urged that every member should secure acopy through his Club Secretary. Please note change of Venue and British ‘‘A’’ Class Championship International is— Date for and the FLEETWOOD—JULY 22nd. Certificates for all Classes. “A” and I.Y.R.U., 2d. each. 10-rater, 6d. per doz. plus postage Score Books and Score Cards. Prices on application All communications to :-— A. LITTLEJOHN, Hon. Sec. 124, Fitz-Neal Street, London, W.12 MARINE | FS = | 2) EF= 329 Fe By A. LITTLEJOHN | Hon. Sec., M-Y.A. The 23rd ANNUAL GENERAL MEETING of the Association was held at Anderton’s Hotel, Fleet Street, London, on January 26, 1935, when the Chairman had the privilege of welcoming a record gathering from all parts—Scotland to Isle of Wight—which he considered was evidence of the widespread interest in the M.Y.A. He was brief, but pointed to the number of new affiliations and individual members as the surest sign of progress. The Council had met on six occasions, and there had been as many Com- all MODELS mittee meetings. There had been a full evening's work every time, and he could only hope that the decisions and results were satisfactory as far as they could be, generally. The Treasurer was called upon to report on the Balance Sheet for the past year, and said that he was quite satisfied that the financial position was on the up-grade even though small. The General Fund balance to carry forward is £35 3s. 4d., as against £29 13s. 11d. in the previous year, and was mainly due to new affiliations; but, of course, the expenditure had increased and kept company to an extent. In addition, there was a small separate balance of £12 4s. 8d., the residue of the fund raised in 1933 for the visit to Chargo. The A-class regatta funds are in a favourable position, with £61 18s., of which £34 16s. ld. is in the hands of the M.Y.A. Treasurer, and £27 1s. 11d. with the Y.M. Cup Committee, the latter being necessary for preliminary expenses of the forthcoming Regatta at Fleetwood. On the motion of Mr. Adams the Balance Sheet was adopted as presented by the Treasurer. The election of the Executive was next taken, and resulted in only one change, and stands as follows:—-Chairman, A. J. Hugo; Vice-Chairman, A. W. Littlejohn; Treasurer, J. E. Cooper; Trustees, Messrs. J. E. Simmonds and H. C, Adams—Mr. Carpenter retiring; Secretary, A. Littlejohn. Vice-President: D. McPherson was unanimously elected in recognition of valuable services in the organisation of Model Yacht Clubs in Scotland. Auditors, C. V. Hooper and S. Marters (R. Brock retiring by rule). District Measurers were approved as follows :— N.E. England, J. W. Whittaker and W. Dewhurst; N.W., England, A. Hornby; Scotland, D. McPherson and J. S. Hutton; Midlands, W. H. Davey; East Anglia, G. Smith; London and District, W. H. Bauer and W. J. E. Pike. The election of the Council for the ensuing year created a little diversion owing to the abnormal number of proxies handed in during the meeting, and points to the advisability of requiring them to be sent in earlier in future. The result, however, was as follows: —W. R. Baylis, A. J. Child, W. J. Daniels, J. G. Feltwell, Lt.-Col. Holden, R. Jones, D. A. McDonald, Lt.-Col. Moffitt, T. H. Roberts, H. Rowe, B.Sc., Col. Sparrow, O. Steinberger. The 10-Rater Championship Scheme for current year, as submitted, was, after a useful discussion on details, finally adopted without change. Lt.-Col. Dennistoun was present, and hoped that the proposal would have whole-hearted support, and he was prepared to do anything that lay in his power to foster the sport. On the motion of Mr. Whetstone the meeting accorded the best thanks to Col. Dennistoun for his generous gift in furtherance of this scheme, and that all interested should grip this chance of placing the class on a plane it was not likely to reach otherwise. The Secretary announced that a Special Fund was now open for subscriptions from any source to meet contingencies that must arise, which will be received and acknowledged by the Secretary. The venue—Birmingham—appears to be well chosen, and the three local Clubs have established a strong local committee to deal with all local details, and have guaranteed the prizes for winning skippers. Remember the closing date, March 20. The race, April 20—one boat per Club. The 10-Rater Rating Rules, according to instruction, have been gathered and placed before the Clubs concerned, and were, with a few amendments, passed by the Meeting for printing and issue. This should be of great help in the future, for there was a tendency for the Class to become enmeshed with other Class rules. A free copy will be forwarded to every Secretary, and it is urged that every 10- Rater owner should secure a copy. It should be specially noted that the venue and date for the British Empire Championship had to be reconsidered, and has since been definitely fixed for Fleetwood, on July 22. This date is one week earlier than usual, on account of unfavourable tides, upon which the level of the lake depends. The International Committee have been authorised to carry out this event on behalf of the M.Y.A., as heretofore. Wm. M. Carpenter, Esq., has again accepted the onerous duties of O.0.D., and will be grateful to have the necessary help to ensure a successful event. In this connection the Rating Rules of the A-class have been reprinted, and can be had of the Secretary, price 9d., or 8/- per dozen. The General M.Y.A. Rules will be the occasion for a Special General Meeting, for these are much overdue, and are urgently needed by many. The Bradford ** A’? Cup (owned solely by the Club) had been the subject of correspondence. The Club wished this cup event to be included in the M.Y.A. fixture list, and that the M.Y.A. should provide prizes. The Council had given careful con- sideration to the request, but in the light of many possible requests of the kind they could not recommend it. At the request of the Club the matter was laid before the A.G.M., when it was agreed that the Meeting could do no other than confirm eaKaK—<—_>~—KFK§K§FHE F[Snmmnaqgy 330 MARINE the attitude of the Council with regret. But, as previously announced, the Council are prepared to publish a list of Open Club Fixtures for all Affiliated Clubs, if particulars or fixture cards are sent to the M.Y.A. Secretary on the first of the month, or one month prior to that in which the events occur. M.Y.A. FIXTURES The following additional dates arranged : — have now been Manchester 10-Rater Regatta, Rusholme, June 10. National 6-Metres Championship, Saltcoats, September 7, 11 a.m., O.O.D. Wm. M. Carpenter. Entry, 2 boats per club. National 12-Metres Championship, Saltcoats, tember 21, 11 a.m., O.0.D. Jas. Entry, 2 boats per club. Sep- S. Hutton. Model yachtsmen are requested to note that the — dates for Fleetwood Regatta have been altered to: British A-class Championship, July 22 to 27. International Y.M. Cup Race, July 29 to 31. OPEN EVENTS BEING HELD BY AFFILIATED CLUBS The Hon. Secretary of the M.Y.A. advised of the following events which : — held by Affiliated Clubs has been are being March 17. South Western (London) M.Y.C., ‘‘Sopwith’’ 10-Rater Trophy. Entries, 2/6, to C. Giles, 25, Harvey Road, London, S.E.5. April 13. Birkenhead M.Y.C., Parks Committee **A”’? Cup. Entries to A. Hornby, 47, Claughton Drive, Wallasey. April 19-23. Bradford M.Y.C. Regatta. April 19-20, Bradford ‘‘A’’ Cup; April 21, 10-Raters; April 22, ‘*Wade’’ 6-m. Cup; April 23, 36in. Restricted Class. Entries to R. L. Crowther, Post Office House, Leeds. MODELS June 10. City of Birmingham M.Y.C. ‘‘Macdonald’’ Trophy. Entries, 2/6, to C. E. Lemon, 33, Jaffray Road, Erdington, Birmingham. June 15. Forest Gate M.Y.C., Coronation Cup 10Raters, 3 p.m. June 28. Forest Gate M.Y.C. ‘* Knight ’’ Cup 10Raters, 3 p.m. July 6. Fleetwood M.Y.C., 36in. Restricted Class. Entries to G. S. Pople, The Club Room, 42, Abbotts Walk, Fleetwood. July 20. Scottish A-class Club, ** Lilian ’’ Cup. August 4. Littlehampton M.Y.C., ‘‘ Leader ’’ Cup, 36in., 11 a.m. Entries to A. Kelly, 134, Arundel Road, Littlehampton. August 17. Fleetwood M.Y.C., 10-Rater. Entries to G. S. Pople, The Club Room, 42, Abbotts Walk, Fleetwood. August 31. Birkenhead M.Y.C., ‘‘ Livingstone ’” 12-m. Cup. Entries to A. Hornby, 47, Claughton Drive, Wallasey. September 14. Fleetwood M.Y.C., A-class. Entries to G. S. Pople, The Club Room, 42, Abbotts Walk, Fleetwood. A. L. THE M.Y.A. GENERAL MEETING —ADDITIONAL REPORT With great modesty Mr. A. Littlejohn, Hon. Secretary of the Association, omits from his report all mention of the tributes paid by members to his sterling work for the sport of model yachting. Towards the end of the meeting a vote of thanks was passed to Mr. Littlejohn, and as a small mark of appreciation he was voted an honorarium of ten guineas, The writer was present at the Meeting in his capacity of one of the Vice-Presidents of the M.Y.A., and has much pleasure in adding this note to the official report printed above. H. B. TUCKER, Vice-President M.Y.A. Photo by kind permission of ‘‘ The Huddersfield Examiner ’’ MEMBERS OF THE NEWLY-FORMED HUDDERSFIELD M.Y.C. (See ‘‘ News of the Little Ships ’’ Columns.) MARINE melosy: x tla iess: —e NORTH st Serpentine; Corinthian, Long Pond, Clapham; Victoria, Victoria Park, and Dulwich, Peckham Rye. Quite an imposing list for 55 years lang sine. The Scottish Clubs mentioned, with one exception, are still functioning. It would be interesting to know how many of the others still remain afloat. Mr. I. Macpherson, of the West of Scotland Club, launched a new A-class model on February 2, with which he hopes to take part in the International competition. The model is a more powerful boat than his previous ones, and is about 55lb. displacement very on a waterline of 50in. It is designed on attractive lines and should be able to give a good account of herself when properly trimmed up. The maiden voyages were made under very strong and squally wind conditions, and her owner expressed his satisfaction at her performance. We were prevented from attending the subsequent cele- brations, but have no doubt the ‘‘Scotian’’ was well and truly christened thereat. Another new A-class boat, designed and built by Mr. P. J. McGregor, is ready for her trial trip, and these two additions to the West of Scotland Club fleet will provide increased strength to the growing interest in the International Class in the Club. From Saltcoats comes the news that two more new A-class have been launched since our last issue, bringing the seven. water, total afloat under the Club flag to Two others are nearly ready to take the Several new ‘* wee sixes ’’ have been out for trial spins, among them one from the MARINE MOoDELs design “* Joyce,” which makes a pretty model, and is shaping up well. The Club House building fund continues to receive steady additions, due to the activity of the Social Committee. A considerable number of important events are already booked for the season which promises to be a very busy one indeed. . We are a trifie disappointed to find that the ballot for the M.Y.A. Council has thrown out of office two such highly competent individuals as our friends, Messrs. J. A. Stewart and G. W. Munro, leaving the Scottish Clubs without any representation other than that exercised by the Scottish Secretary, in virtue of his election as Vice-President. It appears to us strange that the one member of the Council who has attended every meeting called, and given whole-hearted and efficient service to the sport should fail to secure support, together with a colleague who has also done unremitting work for the cause. To us in Scotland it appears that personal prejudice in favour of this or that Class has been allowed to over-ride the broad view that alone can ensure continued advancement. We are glad to receive an assurance from Mr. John Wylie, of the Perth Club, to the effect that his interest in the organisation remains unimpaired, and that both Mr. Davidson and himself will be 334 MARINE MODELS active participants in as many of the Club events as circumstances will allow. As regards his retirement from office he explains that he believes in the principle of letting the ‘‘ Chairmanship ’’ go round in periods, say, of three years. We agree that it is usually beneficial to allow the honours to go round in this way, although paradoxically we have continued year after year to sit as the Scottish Commodore. Which goes to prove that inconsistency is not wholly a feminine prerogative. The accounts of the West of Scotland Club for 1934 show a gratifying improvement when compared with those of the previous few years. Membership has been increased also by the addition of several names, all of whom are active sailing men. The ‘* West,”’ in fact, consists almost exclusively of active members, which, perhaps, has no small bearing on the pre-eminent position it has attained in Scottish Model Yachting. The decision to hold the 1935 International at Fleetwood, instead of Gosport as originally suggested, will certainly tend to encourage entries from Scotland, and we are hopeful there will be an increased number of our constituents participating. Even though they do not meet with all the success they would desire, our members invariably return full of eulogies for the hospitable reception accorded them and satisfaction of the sport enjoyed, which, after all, is the main desideratum. We have received no direct news from Aberdeen and the North for some time, but are informed indirectly that both in Aberdeen and Fraserburgh the Clubs are quietly preparing for the coming season with renewed vigour. Consequently we hope to hear more from them shortly. In the meantime we understand it is probable they will again be represented by some of their members at Fleetwood. There is a dearth of news generally this month, no doubt the calm preceding the strenuous activity pending. The Scottish Association meeting takes place on February 23, and we anticipate an immediate increase of interest thereafter. With the lengthening days we will soon be in the thick of it again. How the time does pass. THE SCOTTISH COMMODORE. TORONTO SOCIETY OF MODEL ENGINEERS The Club caters for model power-boatmen and model yachtsmen. The power-boat section is strong, and a number of boats are under construction to the popular metre-class. Amongst the engines are a four-cylinder O.H.C. engine, water cooled; a twin two-stroke from castings by Mr. Wall, of Chicago; a 30 c.c. side valve engine from castings by Mr. Hallam, of Dorset; and an O.H.C. air-cooled engine, with the camshaft chain driven, of 17 c.c. capacity (lin. bore by 1gin. stroke). The first and last of these engines were designed and built by two members, the former being installed in a hull 4ft. 6in. long, develops about 7 h.p. During the 1934 Canadian National Exhibition a model yacht regatta was quite a feature. This was the first event of its kind held in Toronto, and it attracted a fair entry from American model yachts- ** SILVER Winner of SPRAY” A-class (G. race at Report F. Trant) Toronto, 1934—See men. It is hoped that the American invasion will be stronger still in the coming summer. The A-class event was won by “* Silver Spray ’’ (G. F. Trant). This boat, which was built by her owner, has an overall length of 72in., L.W.L. 424in., S.A. 1,840 sq. in. and displacement of 37lb. She is ribbed and planked with mahogany. This race was sailed on a lake in the Exhibition grounds, We are indebted to Mr. L. G. Bateman, of the T.S.M.E., for the information and _ photographs, another of which appears elsewhere in this issue. A CORRECTION In our report of the Manchester Models Exhibition last month, Hobbies and it was erroneously stated that the model entered by Master Fairfield, which won the Second Prize, was an all-metal one. We are informed by Master Fairfield’s father that the hull was carved from a block of pine.