Marine Models: Volume 8, Number 10 – January 1936

Vol. VII, No. Published on the Seventh of each Month 10 BALANCING A YACHT January, 1936 DESIGN ANON. the hull itself must be properly proportioned and balanced. _In the present article we are only dealing with the latter question, but its importance cannot be too strongly stressed, as though most other faults are curable, bad balance is not. As far as a model is concerned, the unfortunate owner of an unbalanced boat is strongly advised to scrap her and build again from a better design. This sounds uncommonly drastic, but will save much annoyance and disappointment in the long run. There are several systems of yacht designing, but most of these are geometrical methods of drawing the lines, and though some of them automatically produce a balanced yacht, they cannot be considered as systems of balancing a hull, as the perfect system of balance must be elastic and capable of being applied to a hull of any type, and indicate whether it aie _—s= Sa pe os sd The first essential of a balanced hull is that the fore-and-aft position of the centre of buoyancy must not alter as the vessel heels. Every floating body displaces a_ bulk of water that has a weight equal to its own weight. Thus a _ yacht with a deadweight of 5 tons displaces 5 tons of water. If an additional 4 ton of ballast is shipped, her deadweight is increased to 54 tons and she sinks lower in the water until the Te pas a is in balance, or where and how it needs cor- rection. die Uh ed Ase 2 Bo Model and Full-scale Yachtsmen are fond of talking about “ Balance” in yacht design, but when one tries to get a definition of balance, one is liable to get a number of different and incomprehensible answers. The Model Yachtsman usually implies that a boat is easy to handle and sails straight, and the Full-Scale Yachtsman that a yacht is light on the helm and easy to steer. In model yachts it can be assumed that every consistently successful yacht is well balanced, but it does not follow that every wellbalanced boat will be consistently successful, as to be successful a model must sail fast as well as straight. In full-scale yachts a clever crew can sometimes do wonders with an unbalanced boat. This is particularly so in small craft, where the weight of the crew forms an important part of the vessel’s ballast. Yet even here, all else being equal, the well-balanced boat must ultimately prove the better. Actually there are a number of different factors that must all be correct before a boat gives her best performance. The proportion of headsail to aftersail must be correct, and the whole sail-plan properly disposed in relation to the lateral plane and centre of buoyancy of the hull. The lateral plane itself must be appropriate to the vessel in length and profile, and this, again, has a direct bearing on the shape and proportions of the sail-plan. Finally, — oS eee ae Es 5 RL AT Bk alee ET gs PE @ 262 MARINE volume of water displaced is 54 tons in weight. In order that a yacht may float at her designed LWL the designer calculates the amount of water displaced and its weight, which gives the weight which the yacht must have for the line of flotation to be correct. If one considers a vessel floating, it is obvious that the two forces of gravity and buoyancy are acting on the hull. Gravity is a force tending to pull the vessel downward, and in the case of the vessel mentioned above its downpull is 5 tons (i.e., the weight of the vessel). Buoyancy is a force supporting the vessel and can be considered as an upthrust equal to the weight of the water displaced (i.e., 5 tons). The down-pull of gravity can be considered as being concentrated in the centre of gravity and the upthrust of buoyancy as being concentrated in the centre of buoyancy. Now it is obvious that when the vessel is on an even keel both the C.G. and C.B. must fall on the centre line of the hull. This is shown in Fig. 1, which represents the midship section of a shal- low draft cruising yacht. The same yacht is represented heeled almost to the gunwale in Fig. 2. The down-pull of gravity is shown by the arrow through the C.G. and the upthrust of buoyancy by the arrow through the C.B. It will be seen that the C.B. has moved out to leeward owing to the immersion of a portion of the topsides on the leeward side whilst a part of the underbody on the windward side has been lifted out. It is obvious that both the forces of gravity and buoyancy are thus acting in concert to right the vessel. In fact she only remains heeled because the force of the wind in the sails is equal to the righting moment of the hull. MODELS The tendency of the C.G. is to place itself in the same vertical plane as the C.B. This will always be the case so long as the C.G, remains below the C.B., but, as will be seen later, it is possible for a vessel to have her C.G. above the C.B. and still be in stable ” equilibrium. A vessel is said to be in stable equilibrium so long as she tends to right herself, but when she has a tendency to capsize, her equilibrium is said to be “ unstable.” In Fig. 2 the centre line and original LWL are shown by broken lines. The portion of the topside immersed to leeward is known as the “in-wedge ” and the part of the underbody lifted out to windward as the “ outwedge.” Obviously the in-wedge is greater than the out-wedge, and as the yacht has not altered her weight by heeling, she must rise in the water until the wedges are the same size. She accordingly assumes the new waterline shown —-—-—-— In actual practice she does not rise to any appreciable extent, as the down-thrust of the sails counteracts the rising tendency, but for theoretical purposes it is often assumed that she does. Another little point from Figs. 1 and 2 is apparent. When the vessel is upright, the C.G. and C.B. are both on the centreline of the yacht, and as there is no tendency for her to change her trim, there is no righting moment. This applies when the sails are exerting no pressure but as there is no righting moment the craft must heel with the first breath of wind and continue to heel until the growing righting moment equals the heeling moment. She has then come to her sailing angle, which is appropriate to the force of the wind. LWL Figure | Figure 2 MARINE MODELS CB Figure 3 In order to find the fore-and-aft position of the C.B., it is necessary to calculate the displacement of the underwater body of the vessel. This is done by measuring the transverse stations separately. If the drawing has been made on squared paper, the squares can Figure 4 be counted to ascertain these areas. Otherwise they can be plotted separately and calculated by Simpson’s or the Trapezoidal Rule. A third method (which is the one usually employed by naval architects) is to measure the sections with an instrument called a planimeter, but most amateurs will not possess one, and one of the other methods will probably be used. In measuring the sections, the keel should be taken into consideration as well as the canoe body of the vessel. Otherwise erroneous results may be arrived at. 263 ee Having found the areas of the transverse sections, the curve of areas can be plotted. The section areas are set out on a convenient scale as ordinates on a base line. As the plans show only one side of a vessel, half-section areas can be used. Fig. 3 shows the curve of areas of a successful 10-rater model. The fore-and-aft position of the C.B. is easily found either by calculation or tracing the curve of areas, cutting it out and balancing on a pin. The next thing is to plot the heeled curve of areas. The angle taken for this should be the maximum efficient sailing angle. This is the point when the yacht is heeled to the point where’ she attains her greatest sailing length but before being over-pressed. It is useless to press a boat too much, and greater speed and amenability are obtained by reducing sail. This point is usually reached just before the gunwale is awash as is shown in Fig. 2. It can be assumed that if the yacht proves correct at this angle, she will be correct at lesser angles also. The body plan of the 10-rater referred to above is shown in Fig. 4 with the two lines representing the heeled waterline. It will be observed that the heeled waterlines are taken through the intersection of the upright LWL and centre line. This is near enough for all practical purposes and saves an immense amount of calculation. First measure the areas of the leeward halfsections, 1.e., the half-sections plus their imwedges. Then measure the areas of the windward half-sections, i.e., the half-sections minus their out-wedges. Add the windward and leeward half-sections together, dividing by 2 to get the mean, and plot a fresh curve of areas for the heeled body. This is superimposed on the original curve of areas, but in Fig. 5 was taken out on a separate baseline for the sake of clarity in a small illustration, and is oy)” PR A Bis SE eR oe wim 264 MARINE shown by the broken line. Actually, the heeled curve will be greater than the original curve by the amount the boat has been assumed to have increased her displacement, as explained earlier in this article and shown in Fig. 2. The next step is to find the C.B. of the heeled boat and compare it with the upright C.B. If it comes in the same fore-and-aft position the boat has fulfilled the first essential of balance. If it has moved aft, the yacht will stoop when heeled. If it has moved forward, she will squat when heeled. Suppose we find that on heeling the C.B. moves aft, it proves that the top-sides aft are too full in relation to those forward. This can be cured by either filling out the top-sides forward or fining them aft. Alternatively one may decide to move the position of the original upright C.B. aft until it coincides with the heeled C.B., and in that case the underwater body must be fined forward or filled out aft. The exact course to be taken must be deter- mined after examination of the two curves of areas. If, on the other hand, the C.B. has moved forward, the top-sides forward are too full in relation to those aft. The cure is to fine the top-sides forward or fill out aft, or, if it is decided to move the original upright C.B. the under body must be filled out forward or fined aft. As a vessel moves forward, the forward part pushes the water aside until the greatest section is reached. Once past the greatest section the water starts to flow back and fill up the be put to the final test of the Metacentric Shelf. If a boat is satisfactory up to this point, it is odds in favour of it passing the M/C shelf test with flying colours. The purpose of the M/C shelf test is to ensure that a yacht’s longitudinal axis does not alter on heeling in such fashion as to cause her to deviate from her course. The latter is the ultimate and most search- ing test of balance in a yacht’s design, but many people seem to have found it difficult to understand. This possibly arises from their not understanding properly what the M/C itself is. This is not to be wondered at, as the round the greatest section straight into the The curve of areas indicates the delivery. character and rate of the entry and delivery. It is quite possible for the fore-and-aft position of the C.B. to remain constant when the vessel heels while the rate, as indicated by the It is a curve of areas, varies considerably. second characteristic of a well-balanced vessel while quite clear to the cognoscenti, convey little to a novice. (To be continued.) for her to have a constant rate at various angles of heel. If this is so, it is indicated by the parallelism of the two curves of areas. If the heeled curve is lean at the ends and full in the middle in comparison with the upright curve, it indicates that the top-sides want filling out es in the ends or fining in the middle. Alternatively it may be considered, after examining the two curves, that it is advisable to amend the underwater portion of the hull by filling out the middle or fining the ends. On the other hand, the heeled curve may be full in the ends and lean in the middle, and in that case the top-sides require fining in the ends or filling out amidships, or alternatively the under body may be altered by fining amidships or filling out the ends. This method of balancing the rates is known as the Volumetric system. If desired, further interesting data can be gathered by plotting the windward and leeward sides separately. In practice, the designer will soon become so accustomed to fairing boats by this process that he will soon be able to tell within a small degree whether the lines will pass this test by the look of the diagonals and general character of the design. The fore-and-aft test of the heeled and upright C.B. ensures the boat keeping the same fore-and-aft trim at all angles of heel, and the Volumetric test ensures complete harmony between top-sides and under body. When the design has been adjusted to this point it ma hole caused by the vessel’s passage. The fore body is therefore known as the “ entry,” and the after part as the “delivery.” In a sailing ship or steamer there is a parallel middle body between the entry and delivery, but this is absent in small yachts and the entry turns eee MODELS explanations and diagrams in many textbooks, MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs. Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. ORDER YOUR COPY FROM: Marine Models Publications, Ltd., 52, Fetter Lane, London, E.C.4 MARINE futons * Siatny per <3 ie » re MODELS 265 4 aX ie ih bo ge . Fat Sarit eh Sela shar ? ~ Oe (Continued from page 246. ) made in sizes graded by Thus a 4in. drill makes a hole a shade larger than din. The main reason for this is that the point of the drill, even with a brand new drill, is not truly concentric and, in consequence, the drill runs slightly eccentric, and makes an oversized hole. In addition, in order to prevent the drill binding in the hole, the sides are designed to cut to enable the drill to clear itself. To get a hole exactly tin. diameter the correct way is to use a smaller-sized drill and open the hole out with a reamer to the exact size. The drill chuck must also run true and the drill be held steady. Actually a reamer will make a hole that is full of the size, especially when new, but it will not do so to the same extent as a drill. When it is a question of drilling a hole to be tapped to take a certain size of bolt, a smaller size is used, and the worker should get a table of tapping sizes, as this will be very useful. The tapping sizes vary somewhat in different metals. If the reader examines the point of a drill he will see that the extreme tip is blunt and is the wrong angle to do any cutting, but this can be improved by grinding away to narrow the point. In using a biggish drill it eases the work to put a pilot hole with a smaller-sized drill first. If the worker requires a hole a little larger than one of his drills he can do so by deliberately grinding the drill point a little off centre. If a flat-bottomed hole is wanted, after the hole has been drilled to depth in the ordinar way, the point can be ground off the drill bint provided the edges are backed off properly, the drill will continue to cut and make the hole’ flat-bottomed. If this is being done the cutting edges at the sides must be ground off so that the hole is not enlarged. This saves making a special cutter. If a drill stop is required, the simplest and easiest thing to use 1s a little bit of tube, but it must be long enough to go right up to the chuck. For drilling brass or gunmetal the correct drill is a straight fluted one, but the average worker will make do with his ordinary twist drills. | When a twist drill is used in these metals, if the point is left with ordinary grinding it is apt to bite suddenly into the metal, and if a fine drill is being used it may result in the drill breaking for no apparent reason. This can be obviated by grinding the cutting edges of the point back to a less acute angle. Taps are made in three cuts, but in the smaller sizes such as are used for model work just the first cut (taper) and third cut (plug) = are sixty-fourths of an inch, and they are also graded numerically. The most usual range of sizes is from ;jyin. to 4in., and from 60 to 0, but unless the model-maker is going in for a rather extensive tool-kit he is not likely to put the whole range in stock, for a start at all events. Larger and smaller drills are also obtainable, and in the small sizes it is advisable to go into the numbered series. If. the model-maker can afford it, a little drill stand is most useful as, if one keeps drills loose in a box, the required one is invariably the last to be taken out. Also in the smaller sizes the markings are liable to be dif_icult to see or get obliterated by the drill chuck. The smaller sizes of drill require careful handling and should not project more than necessary from the chuck. Actually very small drills work better at high speeds, but the average worker will only have a hand drill, and much variation in this respect is impossible. In drilling a hole one must always remember what it is for, as this makes a difference to the size. Actually a drill makes an oversize hole. Serer tse et best ite ae hay &Meetan pes SseRan ER) EaE Ti SS eee Sew SS Ft aie TS PES +E A et ie La ee et oa on ee 266 MARINE are all that is required. In fact when tapping a thinnish plate, the taper tap will do all that is required. It is advisable for the model-maker to buy his dies at the same time and place as his taps, as these vary especially in the cheaper grades. When tapping, metals require lubrication as mentioned previously. The tap should be run in steadily, and the worker will soon be able to tell from the feel if it is binding. If a tap seems to be binding, it is better to withdraw it and enlarge the hole rather than run the risk of breaking it off short. If a tap does break off it is a great nuisance, but there are several ways of dealing with it if it does, though none of them is highly satisfactory. The best method is to drill a second hole alongside the broken tap and then work one of the flutes of the tap into it when the tap can be removed. Afterwards the second hole has to be plugged up and a fresh start made. If the metal is iron or steel it may be possible to anneal the whole thing and soften the tap so that it can be drilled out. For holding very small taps a pin vyce is usually as good as anything. While on the subject of stocks and dies, it should be mentioned that there are an infinite variety of different threads. These not only vary in the number of threads to the inch (in other words * pitch ’’), but also in the shape of the actual thread. The model-maker will be well advised to select one particular thread and stick to it as far as possible. The Model Engi‘neer 40-thread down to in. and below jin. finer, is very useful, and so is the B.A., and these two will answer most of the model builder's requirements. The drill can be used for a number of purposes besides making holes. For instance, if a slot is wanted most of the metal can be removed by drilling holes close together, and various shapes can be roughed out by running a line of holes separated by thin webs of metal. In cutting intricate shapes out of thin metal a piercing saw is used. This is the equivalent of a fretsaw for wood, and is used in exactly the same way. The frames can be bought in various sizes from the small jeweller’s saw upward, and, if the modeller happens to have an old fretsaw frame, he can make good use of that. The blades are available in various thicknesses and different sizes of teeth. The blades cost 4d. or 5d. a dozen. They have not a long life, but as they are so cheap this is of minor importance. Other uses for the piercing saw MODELS are cutting small tubes, cutting a slot in the head of a grub screw, etc. In fact, the worker will soon find many uses for this most useful little tool. The teeth are, of course, set to cut downwards just like a fretsaw, and, when required, a hole can be drilled and the saw threaded through it just as if one was working in wood. For cutting thin sheet metal, various sizes of snips are used. Actually the model-maker will find .a small, handy pair of good quality snips of more use to him than a bigger pair. At the same time it is not fair to the tool to expect a small, light pair to do heavy work.. It is a waste of money buying cheap snips with soft, badly tempered blades. Soft soldering is either done with the “iron” or by sweating. There are a number of different kinds of solder, but the most usual are tinman’s solder and plumber’s solder. The former is what the model-maker uses. Plumber’s solder is coarser and unsuitable for our work. In soldering it is essential to use some kind of flux. The old-fashioned tinsmith invariably used ‘killed spirits,” but this is nasty stuff to have about the house, as it is both poisonous and corrosive. It is highly efficient but is unpleasant to use, and unless it is washed off the work after use is liable to cause corrosion. It can be neutralised with a solution of common On the whole the average washing soda. amateur is advised to use one of the numerous excellent fluxes that are- now marketed. Amongst the most useful are “ Bryer” Fluid and Fluxury, which are liquids, or Fluxite, which is a paste. The main essential in all soldering is to have the work clean, as the least dirt or oxidisation will prevent the solder from taking or running properly, so the metal should be clean and bright. Irons are made in various sizes. Too small an iron is a nuisance, as it will not hold the heat long enough, but for very small jobs one cannot use too big and clumsy a tool. Probably the model-maker will eventually acquire two irons of different sizes. The first thing to do with a new iron is to face up the copper bit and polish it on a piece of emery cloth. The iron has now to be tinned. Irons must not be overheated, as this will not only destroy the tinning but also impairs the The heat-retaining capabilities of the bit. practised worker will soon be able to feel the heat of the iron by holding it near his cheek, MARINE but the beginner must find out by experiment. When it is hot enough, the iron can be rubbed on a sheet of tin with some resin anda little solder until the point is nicely tinned. A quick method of tinning is to dip the end in spirits or soldering fluid but it shortens the life of the bit, and makes a considerable amount of fumes. When an iron is tinned and at the right temperature it will pick up and carry quite a considerable load of solder to the work. Actually nothing but practice will teach the beginner how to solder really well, but with care and provided he keeps the work clean he should soon be able to make a strong joint. Electric soldering irons are excellent for small work, but where there is a big mass of metal, the heat is dissipated faster than the element can restore it and the iron soon loses its temperature. A little, cheap, stiff brush is useful for running liquid flux along the joint. If the worker has not got an old brush suitable for the job he can easily make one by putting a tuft of bristle into a little piece of old tube and tightening the end with a tap of the hammer. In sweating it is sometimes necessary to tin the surfaces of the joint first but, as a rule, the solder will run into the joint by itself. In either sweating or soldering the two pieces of metal should be close together so that the film of solder between is of a minimum thickness. This makes a far stronger joint than a wide one filled up with soft solder. Again it should be the worker's object to leave his soldered or sweated joint neat and clean so that it does not require to be finished up afterwards by filing and scraping. This means that just the right amount of solder must be put on the job. In sweating or soldering it is not sufficient merely to heat the solder and melt it as it will not adhere properly unless the work itself is properly hot. Thus the iron is mainly useful for small jobs and thin metal, and, as a rule, when bigger work has to be tackled, either it must be heated up with the blowlamp before soldering, or else sweated. In sweating, the two surfaces to be joined must be cleaned up and coated with flux. They are then put in position and the work gradually heated up. As a big mass of metal will convey the heat away from the work itis best to start by warming up round the joint and gradually work in toward the spot. If the stick of solder is put into the flame it is more MODELS 267 than likely that unruly blobs of solder will result. It is, therefore, better to snip off just sufficient solder and put it alongside the spot required. The end of a stick of solder can be flattened out and nice little bits cut off. As will be seen from the above a blowlamp is necessary for sweating unless the worker has access to a workshop where there is a gas torch. A blowlamp is, however, a most useful thing to have, and a reasonable size is not so very expensive to buy, and with care will last for many years. One point to remember in working in thin sheet metal is that too much heat will cause buckling. Metal beating is often a source of difficulty to the beginner, which is not to be wondered at, as it is a very advanced form of metal work, but simple examples should not be beyond his skill. For instance, a slightly domed end might be required for a fuel tank. For this a ductile metal, such as copper or brass, must be used. For doing this a hardwood block, with a hollow, is required. The block should be set on a solid bench, and the metal is stretched by beating round and round in circles. The metal hardens up with beating, and has to be annealed from time to time. In making a flanged end for a boiler the metal is beaten up over a mild steel former fin. thick, or whatever the depth of the flange required is. In making the former, the thickness of the metal in the flange has to be allowed for. Also the corner over which the metal is being bent must not be sharp, as otherwise the metal is liable to be weakened. During beating, the work is held in the vyce, and it is necessary to have a second piece of metal similar to the former at the back of the work, to prevent the sheet metal buckling. In general panel beating is a highly skilled job, but with care and patience the novice should gradually acquire enough skill to tackle simple examples. In beating, one important point to remember is to keep the metal soft by repeated annealing. Copper is annealed by heating cherry red and quenching. Brass is similarly heated but not quenched. Brass is made in various grades of hardness, and for this job soft brass should be obtained. Occasionally it is desirable for certain jobs to have brass that will not be softened by heat- . ing. For instance it might be wanted in a model for some part that has to be silver soldered. Extruded, or screwing brass, has this property as a rule. PS, Ss TB 2 CO eal aa ae See Nae tye y ‘ myth 4 = SPT TS 1 268 MARINE The model-maker’s scrap-box is one of his most useful assets, and it is wonderful how disused odds and ends at times come in handy. At the same time the passion for using these ‘bits’ must not be carried too far. For instance, I remember seeing a very fine model cargo vessel the appearance of which was largely marred because her maker had insisted on using old pin fire cartridges as ferrules for her cargo derricks. This was ingenuity carried to unwise lengths, and he would have been far better to have made up some proper four-eye bands for the job. [ was recently discussing the question of stability of prototype models with the Editor of this Magazine. He tells me that this number will contain the first part of an article on the Balance of Yacht Hulls, which will contain quite a considerable section on the subject of the Metacentre. It should be worth the while of powerboat readers to run through this article and study those parts that apply with equal force to all types of vessel. Many model powerboat men have very little idea of the naval architecture side of their hobby, but they would get more interest and amusement if they gave a little thought and study to their hulls. Their boats would also improve. Ifa man does not wish to go to the trouble of making a thorough study of naval architecture, a little knowledge is a great help, and it is worth while to get a good design rather than waste time and money building a model that is not a pleasure to look at or performs indifferently. One of the main things for the prototype modeller to study is full-scale vessels of the class he is modelling, and if he can go aboard armed with camera and notebook, he is sure to acquire much information that will be of use to him. A great thing to remember is the comparative sizes of the different deck fittings, so as to maintain correct scale through- out. The modeller should also study the appearance of vessels under way. What the builder has to strive for is primarily to make his model give a picture of the real vessel on the water. This effect is obtained mainly by correct profile and proportions coupled with a similar action through the water, and the smaller details must of necessity be secondary to the main features. * This being the January number of MARINE MopbeE:s, | take this opportunity to wish all my readers a happy New Year. May your lamps burn well and your boilers maintain a good head of steam! MODELS THE INFLUENCE OF DIFFERENT WATERS ON PERFORMANCE ANON. (Continued from page 256.) A LTHOUGH the effect of water-cushion- ing is most apparent when running close along the windward shore, a rather similar set of circumstances arises when a boat is crawling close-hauled along a leeward bank, and a boat will often appear to point up along a lee shore when it is the cushion of water between the boat and the bank that is keeping her off. Yachtsmen on the Broads often take advantage of this fact to pinch round a bend in the river and save a tack. Whether one is racing a sailing yacht or running a powerboat in a steering competition, it is of great advantage to know the water. If one is on a strange water, the first thing to note is any obstructions there may be to the wind, and what their effect is on the wind currents. Often if one starts out straight for one’s objective, after a certain distance a different set of circumstances is encountered, and at this point one’s boat diverges from her course. For instance, one may trim apparently correctly to sail through a lake close-hauled. For possibly half the way one points direct for the line, then the wind comes free and one’s boat goes away to the weather shore. Whereas the man who knows the water trims more free, and, though at first his boat appears to be dropping away to leeward, when the free wind is reached she heads up straight for the line. The skipper who has a natural gift for sailing will automatically be aware of these things. Those who have not a natural flair can, however, cultivate the habit of watchfulness, and thus make themselves good skippers. So, on a strange water, on the days when you feel inclined to say, “I can do nothing with her to-day,” do not blame the boat or your luck, but try to determine what is the influence that is putting you out. Of course there are days when the wind is light and fluky, and on such days luck will play a big part, but in normal winds the thing that counts more than the boat or the sails is the man. One of the biggest factors for success is the ability to adapt oneself to circumstances and quickness to grasp an opportunity. And in this model yachting is like life. MARINE MODELS 269 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 249.) capable of driving a 56 lb. model of over 4ft. in length at speeds quite out of proportion to the hull. I recently fitted an engine to a displacement boat and have since been engaged in persuading the boat to run at a reasonable speed and yet keep the engine r.p.m. high enough to get good running. Much of the solution was found in using a ridiculously small propeller, which assisted in keeping the torque reaction low. My own opinion is that a 15 c.c. engine, preferably water cooled, is quite capable of making all the power a straight runner requires —whether of the full displacement or hard The natural increase in engine chine type. speed would be an advantage in avoidance of torque reaction, and the motor would run more eee Furthermore, the overspeeding of a hull usually makes it somewhat uncertain in its direction, which is most difficult for the man who is trying to keep it from hitting the bank. The petrol engine is in a way to blame for this excess power, for a 30 c.c. engine of quite ordinary design, and very moderate tune, is ees oe owe places him. To return to pattern making and the crankcase. This is made in the same manner as the head, that is, the main body is first made in the lathe with a complete flange at the bolting face. The flange is carved away between bolt lugs to a reasonable width for jointing. Then the ribs to the bearing housing, the bolt lugs and cylinder bolting flange are stuck on, and the whole finished with plastic wood and paint in the same manner as the head. The timing side should receive particular attention, as the timing box makes it a difficult moulding proposition if the detail is at all fine. If you have any doubt about your pattern casting successfully, increase the drawing taper or make it so that the timing box section is removable from the main pattern and located on it with dowel pegs. The moulder will then be able to remove the pattern a bit at a time, and a better casting will result. I recommend you to refrain from forming the hole to take the cylinder skirt in the crankcase pattern, and to fix pieces to the bottom of the pattern to enable the crankcase to be swung between centres for the machining of the cylinder seat. These extra pieces will be removed after machining is complete, and I consider centre turning the only reasonable method to use to obtain the extreme accuracy required. This part of the machining is the most important in the whole motor, and cannot receive too much care. . voluntary official who will do his best in the awkward circumstances in which the owner Whilst on this subject, | must draw attention to the severe over-pitching of propellers used on petrol-engined prototype craft. A comparison of engine speed with boat speed will show that a propeller of only 3in. pitch is ample for the job in hand. Unfortunately the trade does not seem to have realised this yet, and still cheerfully markets propellers of a pitch equal to 24 or 3 times the diameter, whereas a ratio of 1:1 is not too fine. apm gatta days who have never handled the model before, and do not know how to take it. Each boat must be caught a little differently, and to spot the right way with a strange boat moving at eight or ten miles an hour is no easy feat. If the bow is held in the wrong manner there is a good chance of a hand being bruised between bow and bank, whereby a man may be rendered unfit for work. At the last Grand Regatta quite a few of the fast boats were damaged, and I heard remarks about inefficient stoppers, which were quite unjustified. The owners of these craft must realise that the stopper is an entirely evenly than a throttled-down 30 c.c. Should you already have a 30 c.c. engine which you wish to develop less power, the best way is to reduce the inlet passage and choke diameter. This method of reducing the output of an engine also makes it more flexible at low speeds, as the gas speed is higher, thus maintaining turbulence and atomisation of the fuel. etme fe last month’s issue Mr. Editor drew attention to the overdriving of prototype models, and, as this mainly refers to those carrying petrol engines, I wish to make a few remarks myself. Firstly, I think nothing looks worse than a hull so driven that it is either completely hidden by its bow wave, or else throwing the wave clear and showing the bilges, according to the hull type. Then there are the people who have to stop them on re- oie Be mq . oe eH TS TIS Vises * RO! RL 270 MARINE If you decide to use a casting for the cylinder—I prefer to cut it out of a solid billet of iron—the pattern should certainly be split. The split should be along the centre line of the bore, and run diagonally across the flange, if it is a four-stroke, but will be governed by the ports in the case of a two-stroke. The wood, which must be at least half the diameter of the cylinder in thickness, should have the grain in line with the fins. First flatten the faces and fit the dowels so that they are a drive fit in one side, and a tight push fit in the other, and glue the tight side; then put screws in positions that are clear of the fins and other excrescences with both head and point sunk to a position where the turning tool will not catch them. Mount the block in the lathe and proceed to turn till you reckon the moulding limit is reached on the fins, bearing in mind the fact that a fine fin may chill in the casting and be unmachinable through hardness. This turning of fins is an awkward job to get a good finish on, and much depends on the timber; I recommend beech or box. A core print should be formed on each end of the pattern, leaving one-eighth or less to be machined out, but no core box should be necessary if a size is used running in eighth inches. When the sanding is finished remove the job from the lathe, take out the screws and pull it apart. Now ease the dowels till they are easy in the register holes, fill the screw holes with plastic wood and apply the paint all over each half, and not on the outside only. Take care that the dowels finish a reasonably easy fit in the holes, and that any radius the paint forms at the root of the fixed side does not stop the joint going together properly. This last point is best dealt with by relieving the corner of the hole by countersinking it a trifle before painting. To revert to the crankcase, it is possible by means of a separate timing-box casting to use one pattern for both halves. The timing-box will then be bolted to one half after any obstructing fins have been removed. Personally I do not like this method of construction but prefer a one-piece casting, and | still more object to having the box made with cover and sides in one. If you use it I suggest you make the box in one piece with its back plate, using a separate cover, and fix it permanently to the crankcase by bolts used for this purpose only, a further set being fitted to hold the cover in If you use a one-piece pattern for place. crankcase and timing-box take particular care MODELS in gluing it in place, or you may find the moulder has removed it from the sand in pieces after all. I think this is as much as I can usefully write on the subject of pattern making, and would emphasise that experience can be quickly gained in this branch of engine building. So long as real care is taken with the finishing and reverse draught is avoided castable patterns should result from the first attempt. Home-made castings are possible in the light alloys, for the metal can be melted in an iron ladle over a really good fire or by means of a large blowlamp, preferably used with the ladle packed round with coke. The successful moulding of the patterns is, however, a difficult job and one must expect quite a few attempts before a sound casting is obtained. Plaster of Paris moulds are quite easy to make up to a point. This point is the removal of the pattern from the plaster which has a strong objection to releasing it. Actual sticking of the plaster to the pattern can be avoided by oiling the pattern, but this does not get over the difficulty of air suction and keying of the plaster into the faintest roughness. Then the plaster must be dried and to do this it must be baked for a week or more if there is any quantity of it in the mould. Even after prolonged heating steam is apt to generate as soon as the hot metal enters the mould. Sand moulding is something of an art in itself, and I think of scarcely sufficient interest to be included in these articles even if I knew enough about it. The question of metal is easily settled, for the best is old car and motor cycle pistons, which you must break up before melting. Oil and carbon may be ignored if sal ammoniac crystals are added to the metal in the ladle. The heat applied should only be sufficient to render the metal liquid; if further heating is done the casting will be full of minute holes caused by absorbed hydrogen. On no account should the melting of Elektron or any similar magnesium alloy be attempted, for it is highly inflammable—in fact, almost explosive, when red hot, unless proThis tendency to tected by special fluxes. burn is aggravated by the presence of water. (To be continued.) MARINE SHIPS’ MODELS | 271 BOATS By G. W. Munro ee ° - — = = a a a Loe o« : < —-: eee . ee ma a -eepeare . atekeene ht. on S= - FP poms 8——ae oes. = ee Semearatey yeep epataprs ¢ ~~ ne. dL SN Lee ogee AF oe a [et hermes > 7 wee cre sa a vow = move is Zin. deep and 24in. thick. The washboards are 5in. broad at the bow and stern. It will be noticed that the washboards are cut for four oars on the starboard side. There will be four corresponding slots on the port side, but between those on the starboard side. The bow oar is on the port side to comply with the position of the bow thwart. The bow and the main thwarts are each 10in. broad by I4in. and 2in. thick respectively. The loose thwarts are 8in. broad by 14in. thick. The after thwart is also to the same dimensions as the loose thwarts and has the fore end of the benches let into it at the after side. The benches are 12in. wide and 1+in. thick. They are cut with a fancy moulding at the fore end, as they join the after thwart. Now just a few words about setting up the design. The waterlines are 74in. apart, the lower one being that amount above the moulded depth or datum line. The lowest diagonal or limit of the floors starts from lft. 10in. above the datum line, and meets this line 15in. from the centre line. The second diagonal is 2ft. 1 lin. from the datum line, and meets it at 2ft. 6in. from the centre line. The third diagonal is 2ft. llin. above the datum line and cuts the lower waterline at the moulded beam perpendiculars, or just 74in. above the datum line. The fourth diagonal is 3ft. 9in. above the datum line, and cuts the beam perpendiculars at 2ft. above the datum line. The dead-rise is drawn from the intersection of the centre line and datum line to the intersection of the second diagonal and the lower waterline. The depth amidships is now marked on the beam perpendiculars and a horizontal line then drawn in to meet the centre line. With the centre on this line and the dead-rise and the beam perpendiculars as tangents, an arc is drawn in to form the midship section. Once having got the correct radius for this arc, we can go ahead and put in the upper portions of all the remaining sections. The rising line should be drawn in next. It is the long, flat curve shown in the sheer plan, and represents the intersection of the lowest diagonal with each section. The position of the top of each section must be marked on the body plan and & pinnace and better adapted and shaped for sailing. The one I have shown this month is one of the largest of the class, it being 30ft. long, 7ft. in beam and 2ft. 10in. in depth. Other cutters are 25ft., 21 ft. and 16ft. long, respectively. The respective beams are 6ft. 10in., 6ft. Zin. and 6ft. The depths are 2ft. 8in., 2ft. 6in. and 2ft. 3in. As I have already mentioned, these designs are all built up with a geometrical basis and, given the dimensions, it isa very simple matter to run out a typical ship’s boat of the early 19th century. In fact, the present design took exactly five hours to complete. I have followed the cutter in Steel’s draughts very closely, but it is interesting to note that, apart from the rake in the keel and the curve in the bow, which were copied carefully, I put in my own lines first, and then compared them with those on the engraving. The actual dimensions and scantlings are all taken from the Shipwright’s Vade Mecum and agree with those in the engraving mentioned above. The scantlings are as follows: The keel is din. x 4in. with the rabbet lin. below the upper edge. The stem is 34in. sided. It is Sin. moulded forward of the rabbet at the head, and 14in. abaft the rabbet. The sternpost has a rake of 12 degrees and is 3in. sided at the tuck, and 24in. at the keel. It is: 9in. broad (fore and aft) at the keel. The transom is 3ft. 3in. broad and 13in. thick. The knees holding it in position are 1#in. thick. There are 12 frames in the fore-body and 15 in the after-body. These are spaced at 12in. apart. The foremost section or frame is lft. 10in. aft of the fore side of the stem. The aftermost section is Ift. 2in. forward of the stern. The boat is double timbered with frames, made up as follows: Floor timbers, I3in. sided and moulded 3in. at the throat, and liin. at the head. The futtocks are I4in. sided at the heels, and 14in. sided at the heads. They are l4in. moulded, and the scarphs are 2ft. long. Cutters are always clinch built. In fact, the other term for this type of planking is cutter built. |The bottom planking is #in. thick. The landing strakes are 54in. broad. The upper strakes are 6in. broad and the gunwale * les cutter is rather broader than the wes 4 — = (Continued from page 243.) ee He$=CEDnf—-rsaJ[ ——4 -—4} a -—4 VS.dlIHSYAL D*)(COgTumvsgqA *D MOUND e e eS N —S- eegesIAs e a ZtTES e+4- =OTWAYSLCRE6 272 MARINE MODELS (To be continued.) MASTS FOR MODEL YACHTS EIGHT aloft is to be avoided in all V¢ racing yachts and this means that some form of hollow mast will be used. Wood, steel and MG 7 metal are all in use, and each has its supporters. Whatever mate- rial is employed, modern high rigs entail efficient staying, but in a model this does not necessitate the complicated system of shrouds, struts and braces called for in a J-class yacht. Particularly in a wooden mast, the number of holes, screw-eyes, etc., should be kept as few as possible, as each one is a source of weakness. Fittings such as mast-slides and mast-bands should not have sharp edges, as these are prone to cut into the wood, and may cause a breakage at this point. Hounds (or shoulders) should not be cut on a mast, as this immediately causes a weakness. It is better to put two screws into the mast for the shrouds to rest on, but these should preferably be slightly staggered, with one a shade higher than the other. Similarly, for halliards, a screweye is better than making a hole right through the mast. I’ is a matter of great satisfaction to be able to report that the Scottish A-class Club is progressing steadily. The demand by owners for facilities to sail A-class boats in 1935 was so persistent that the officials of the A-class Club had to make provision for week-night sailing in addition to the usual Saturday programme. In all, 16 races were sailed, including the Lilian Cup race, which was double the number sailed in 1934 season. The average number of entries was eight. As before, the Club was indebted to Saltcoats and Paisley Clubs for the use of their sailing waters during the season. The number of entries, averaging eight, is exceptionally good, and denotes progress, considering that only three years ago a good average for the season was four boats per race, with frequent races having only three, and at times two entries. This year 11 boats entered for the Lilian Cup race, the largest entry so far for this trophy. The Scottish A-class boats which visited Fleetwood this year gave quite a satisfactory account of them- selves, considering the facilities which exist in Scotland compared with those in the South. When in London attending the M.Y.A. Annual General Meeting the Secretary of the Scottish A-class Club was able to assist in a discussion to enable legislation to be passed to prevent the issuing of duplicate certificates to enable the same boat to sail as a 12-metre and an A-class boat. From January, 1935, the M.Y.A. would not issue more than one classification for any boat registered. This was a point to be appreciated, for with a convertible boat the object of designing for any particular class was defeated, and a bastard type, suitable for passing the measure in two classes, was created, not necessarily retaining the best qualities of either. Very light winds prevailed during the earlier part of the season in particular, and, indeed, only two races were held in a really hard blow. During 1935 season the Scottish A-class Club members also sailed on Springburn and Whiteinch Park ponds. Unfortunately the financial position of the Club is far from satisfactory. The year opened with a small credit balance, but despite £5, won as a second prize by the A-class Club new Commodore, Mr. Hugh Morris, when competing in the Golfhill Shield Race, the heavy financial demands made on the Club soon created a substantial debit balance. The funds of the Club are being used largely in the providing of transport to more boats about the country as well as to railway termini where railway left luggage dues have frequently to be paid on the whole fleet. A small number of the Club members and adherents are unemployed, and the Club funds have been used to some extent in assisting such members to travel to races. This is a very laudable object and will continue until the members care to change the policy of the Club. It is regretted that the Club is still without suitable sailing waters except in the early spring and late autumn, when the absence of foliage permits of the use of Springburn Park pond, situated in the most elevated part of Glasgow. oe thick throughout. class North of the Border. a of variation from the above will be needed or there will be a lack of beam in way of the benches, but only applies to five or six sections. Finally, I will give the dimensions of the rudder. It is lft. 6in. broad at the heel, 1ft. 2in. at the lance, and 7in. at the head. It is lin. By the courtesy of Mr. D. McPherson, Hon. Secretary of the Scottish A-class Club, we are able to publish his annual report, showing the progress of the ee ec can be curved later on when the final fairing up is done by means of the other diagonals and if a sweeter form is desired by the designer. In the present design the arcs were continued down to the second diagonal and joined up with those radiating from below. As we get near the transom a certain amount SCOTLAND yh The height of the rising line is taken from each section and marked on the lowest diagonal. A series of radiating lines are now drawn from the datum line to meet These lines the series of arcs above. be straight in the first instance may THE “A” CLASS IN 273 ~” horizontals drawn in to the centre line from these points. With the radius ascertained above, and the centre spotted on the proper horizontal, each section is drawn in tentatively. MODELS a MARINE “d SETSe Oersiseas wile Leees HOW TO MAKE STEAMER OS —» > a of the ship’s boats must be man-power, and all apparatus for lowering lifeboats from the ship’s decks must be designed to be foolproof. Reliance upon power apparatus must always be dangerous, as a blown fuse or short circuit may put a half-deck or whole section out of mechanical action. Imagine this picture : — The ship has a horrible list, and is labouring SP of instant use. Ordinary boats’ davits were described in ts for February, 1934, together MarINE Mobe with constructional details. Some davits are made to launch two boats On together with separate lowering gears. some liners life-boats are carried in tiers, side by side and in single numbers. In any case it is essential that davits and gearing should be as simple and effective as possible. The whole arrangement must also be consistent with rigidity and with the safety of the life-boats themselves when stowed aboard, yet they must be ready for instant use. It 1s in bad weather that they are most likely to be wanted and not in the tranquil waters of ae praen FOPOy ostet VERE ret, > a harbour, so the lowering arrangements must bona Oe MODEL SHIP AND FITTINGS (Continued from page 240.) HE final test of efficiency in the handling heavily. It is black dark, and there is a heavy breaking sea, while the wind is at gale force. All is in confusion and the boat deck is 60ft. above the water level. To meet such conditions boat davits and their gears must be in good order and capable ~ MODELS By A. P. ISARD, A.M.I.Mech.E. er pp ee ge, MARINE pa te eee ere ee © Srna SE he ee Ro etn en 274 function reliably under the worst conditions. Generally it may be said that davits should be able to handle two boats together with separate lowering ropes and be capable of launching them over the ship’s side with a list of 15 degrees or so. The boats should be stowed outboard with easy arrangements for swinging them inboard for harbour purposes, etc. The Welin-Maclachlan Gravity Davits are designed to handle any sized single life-boat or nested life-boats, including motor craft, and are designed to take up as little deck room as possible and to be within the lengths of the life-boats themselves. They, therefore, fulfil the requirements. Briefly the boats are carried on cradles mounted on rollers, moving over parallel trackways, laid at an angle to the ship’s side. These trackways then run inboard over the deck and are at a slope of about 30 degrees. Thus the boat can be launched against any list within that angle. The “falls” are wire rope worked by a simple hand winch which operates them simultaneously. This is controlled by one man only and is fitted with a special balanced brake. When launching, this brake is released by the raising of a weighted lever, and, if this is allowed to fall back by gravity, it checks the descending boat and finally brings it to a stop. When launching, this brake lever is raised. Both cradles and boat then move together, being actuated by their own weight until they reach stoppers which arrest the cradles. The boat now comes automatically alongside the embarkation deck, irrespective of the ship’s list. When the life-boat is loaded the brake lever is again raised and the boat continues to the water. This apparatus will handle nested life-boats in the same way. The outer or larger boat is lowered away first, while the second or inner boat remains suspended to the davit head; the * falls” are then recovered for the second boat by means of a quick return on the davit winch. For hoisting the boats back on board again crank handles can be fitted for man-power, but arrangements are usually made for hoisting them by power, generally an electric motor. Life-boats on these davits are carried 6ft. to 7ft. above deck, thus giving a good head-room under them, and the ship’s side is kept clear. As the davits are all within the length of the life-boats themselves there is a big saving of fore-and-aft deck space, and also the usual strains imposed on the structure of the deck are eliminated completely. The chief claims for the Welin-Maclachlan Gravity Type Davits are that they are simple and will operate with the greatest ease against the greatest list, in the quickest time and with the smallest number of operations. It is interesting to note that the time from releasing the grips until the boat reaches the MARINE FIG. 122. A LINER’S BOAT DECK, SHOWING MODELS 275 WELIN-MACLACHLAN GRAVITY DAVITS Reproduced by kind permission of the Makers considered a single-hander, not only in design but also in size.—EpiTor, M.M.] = e 7 » oa em 2s – — — ea eae eee “ oe ee ae aad a =! =—+. =a ep ie eens Sea — We ourselves would prefer to see ae their assistance. all the models on the same scale, as it would give a comparison based on what each of the owners aoe [This is a most interesting project, and we hope all readers who are able will give Captain Johnson Se Garrison Lane, Felixstowe. ts Engineer-Captain, R.N. (retd.) Waltham House, ETS AES QOPERS sere eR (To be continued.) Thanking you in anticipation of acceptance of this appeal.—Yours faithfully, M. C. JOHNSON, ae working inside the trackways. I am desirous of making a Fleet of Models of famous single-handers, named “* Spray,’’ ‘* Firecrest,’’ ‘* Tillicum,’’ and any others which your many readers may know of; so I shall be very glad if, amongst them, I am enabled to obtain lines and drawings suitable for models to be constructed, true to scale. They are for sailing against each other, and will, therefore, all possess same LWL lengths and tonnage, as near as possible, equal; and, perhaps, they may be acceptable to the organisers of the Annual Model Engineers’ Exhibition at some future date, if considered sufficiently interesting. a In a subsequent article the writer will endeavour to give constructional details for modelling the latest type of Welin-Maclachlan Davits of the single wire kind with the rollers SINGLE-HANDERS EN TES the actual designs are subject to modification for various types of craft and to suit their owners’ particular requirements; the reader should, therefore, acquaint himself thoroughly with the prototype before commencing his model fittings. The photograph (Fig. 122) gives a view of the boat deck showing the clear deck space Note and head-room under the life-boats. specially that the funnel and mast shrouds are carried well out to the ship’s side. NOTED Dear Sir,—I should be very grateful if you could find space in your widely-read Magazine, at an early date, for this letter to your readers at home and abroad. gr SNE 6A water at a distance of 40ft. varies between 20 and 23 seconds only, the whole operation of lowering being carried out by one man. There are, of course, other designs of davits, but since the Welin-Maclachlan Davits are so well known and widely used, it would not be possible to pass over the subject without a detailed description. This is probably the best apparatus yet designed. Although the general principle is the same Ti THE MODEL FISHING DRIFTER “BOY JIM” (Scale: HIS fine working model of a Great Yarmouth herring drifter was built by Mr. D. M. Dorr, of the Wellingborough P.B. & M.Y.C., who is to be congratulated on an exceedingly fine piece of work. The following particulars of ** Boy Jim’’ been kindly furnished by the builder. have Hull.—Carved from solid. (Separate stem, keel and deadwood.) From Cypress wood. .(Shall not use this wood again; grain is too open on cross-cut.) -—— re – Deck.—iin. oak, fitted jin. back from sides of hull. Supported by six oak beams. Openings under boiler casing and wheelhouse and fish hatch cut out of deck, and coamings jin. oak fitted. Division boards and water breaker, jin. oak. Fish hatch cover built up from 4in. oak, and covered with 3/32in. walnut; scribed to represent hatch boards. Net room hatch built up similarly. Bulwarks.—}in. oak, screwed to edge of deck by gin. size 00 brass cs. screws. Bulwarks of stern, above counter, carved from mahogany block (3/ 16in. finished thickness). Bulwarks joined to this with scarf joint; screwed and pinned. Oak rubbing strake, 3/16in. by 4in., screwed over joint of deck and bulwarks. FL RTS See ea EL La TEENS Sy SEE aay mere we | Capping Rail.—3/32in. walnut, pinned to bulwark (5/16in. wide). + MODELS ~~ MARINE Hollowed out to 4in. bottom and sides, lin. stern, l4in. bows. Oak stem, jin. by fin. Brass keel, jin. by 4in., fitted after shaping. jin. brass bilge keels, 12in. long. eS ee UL eee ee ag soL ienputndirstnedlatiesisdhnrilicaalinhed “ « CS atthe ms 276 Capstan and Winch.—Body turned from boxwood. Brass winch, and engine cover fitted on top. Companion.—tin. oak. Built up. Tabernacle for Main Mast.—Built from tin-plate, soldered together and secured to deck. Brass pin for mast to swing on, riveted on after mast was fitted. Brass stop pin at bottom of mast (removable) attached by small chain. Net poles at sides of fish hatch. in. dowel rod with pin ends, fitting into small brass uprights, pinned to deck. Wheelhouse and Boiler Casing and Galley.—This is built up as one unit, from tin-plate, and consists of wheelhouse (up to level of window frames). Boiler casing with engine room skylight, and_ galley. Mounted on boiler case are funnel (rolled from tinplate and soldered). Two ventilators (Messrs. Stevens’ Dockyard, London). Fiddley grating (made from cardboard and pins, stiffened with glue and painted). Steering chain pipes. Handrails and steps to wheelhouse. Mainsheet horse and cleats. Lifebuoy carriers. Side-light brackets. Galley funnel. Eyes for mizen-mast_ shrouds. Galley skylight. Mast socket for mizen. Cleats for mizen rigging. Eyes for funnel guys. Builders’ nameplate on forward end. This unit is made a tight fit over coamings, and can be removed at will. Window frames and roof of wheelhouse are built up from 4in, by fin. oak into metal body of house, and covered with roof of 3/32in. Inside wheelhouse are wooden steering walnut. wheel (Stevens, London), and boxwood E.R. tele- graph (Stevens, London). Binnacle is mounted in in. = I ft.) roof, and ship’s bell and deck floodlights on aft and fore sides respectively. Stern grating and aft chock for dinghy is from 3/32in. walnut, with 4in. oak chock. Grating mounted on four standards of tin. dowel rod. Crew’s quarters skylight (aft) is built up from tinplate with forward chock for dinghy made from sheet brass, and soldered on top of skylight. Spare propeller is bolted to deck on starboard side of rudder head, and spare anchor lashed to deck on port side. Dinghy carved from solid mahogany, and fitted with thwarts from 3/32in. walnut, with rope fender all round. Dinghy is lashed to deck with quick release clips over gunwale, and roped to deck. Mainmast and mizen-mast planed up from iin, square pine and finished by hand to correct shape. All rigging and mast fittings are correct to detail with all standing rigging complete with cringles and shackles. All running rigging is workable and mizen is complete with boom outhaul, topping lift, and gaff downhaul. Weather vane on top of mizen-mast. Boxwood bollards are fitted fore and aft on deck. Brass hawse holes forward. Brass fairleads fore and aft on bulwark rail. Chain locker lead and portable anchor davit in fore peak. Small skylight and stove funnel over forecastle. Colours.—Hull, black top-sides. Rust-red below waterline. Inside bulwarks, green. Frames, light brown. Hawse pipe, red. Deck, rust-red. Deckhouse, rust-red. E.R. skylight and top of boiler case, black. Hatches, light brown. Tabernacle, dark brown. Companion, light brown. Capstan: base, black; body, red; winch and engine cover, green. Division boards and water breaker, light brown. Wheelhouse: top framing, light brown; roof, white. Mammast, light brown; black centre; white top with gold ball on top. Mizen-mast, black; white top; gold ball and weather vane. Gaff and boom, black. Derrick boom, light brown; black bands. Dinghy, rustred; black Gunwale; light brown thwarts. Aft sky- lights, rust-red. Stern grating, black. Rudder head and tiller, black. Spare propeller, rust-red. Spare anchor, black. Port and starboard lamps and boards built up from wood. Masthead lamps have tin frame and wooden lamp. Dan buoy is wood, painted white with black bands. Hold ladder is jin. square wood, painted white, The Nautilus motor is under boiler casing, and the 6-volt accumulator is in the fish hold, both being very accessible. Ballasted and trimmed with lead blocks, screwed to inside of hull, where necessary. Dimensions.—36in. L.O.A., 33in. B.P., 7in. beam, 7in. moulded depth. Scale.—{in. to lft. All designs for hull and fittings by the builder. Details from snapshots taken at Great Yarmouth, Oban and Lowestoft. ANIXYVW STAGOW Photo: N. G. Woodhead, Welbnsvorcie’ “ BOY JIM” LLG MODEL OF YARMOUTH FISHING DRIFTER Built by D. M. Dorr, Wellingborough P,B, & M.Y.C, ksen aes ew Re Eee ee Oe = a ein * . b= e _ ¥ r ~v i at – ? eign ie cae Srey rie oy Saye Hon. Sec., ae. ce HE Quarterly Meeting of the Council was held eee eR ae Oh ao pe =a Se = LITTLEJOHN f on December 12, with Mr. A. J. Hugoin the iad. chair, to deal specially with the Fixtures for As usual, this matter provides the impossible task of satisfying all desires, and at the same time placing the M.Y.A. events in the best interest of the sport. The British A-class Championship and International proved a knotty problem, because the venue for the latter rests with Norwayin the first place, and they had been unable to nominate the water at date of this meeting, and your Council had no option but to decide the venue for the British Championship, to provide time for preparations. We were favoured to have very warm and pressing invitations from the Mayor of Fleetwood and from the Mayor of Gosport to hold these races on their respective waters in 1936. The Council, therefore, oe the delicate task of disappointing one or the | M.Y.A. May »» +, June | rf i Hi Sept. », appointments. The A-class Graph (prepared by Col. W. C. Holden), appearing in this issue, will be reproduced, and a supply available for Clubs on application. The Council was pleased to reappoint J. H. Scrutton, Esq., as your President for the ensuing year, and to elect Messrs. F. C. Hirst, A. Burrage and W. R. Baylis as individual members of the M.Y.A. On the other hand it was announced, with regret, that financial and water difficulties were responsible for three clubs notifying their inability to continue in 9 16 FIXTURES Scrutton Consolation 10 R. Cup FOR Forest Gate London 10 R. Regatta .. 1936 Forest Gate… = 1 Eastbourne ‘* A ’’ Cup oc Manchester 10 R. Regatta… Eastbourne Manchester A. me 27 British A-class Championship Gosport at 30 National 10 R. Championship Birmingham… July 26 National 36in. L.O. Hi. Championship »» to the Clubs and come up at the Annual Meeting due on January 25, when they should be passed for printing, and be issued without delay. In this connection, several points have come to hand which are in the nature of amendments to the draft, and will be dealt with as such at the meeting. It will greatly assist if any further amendments are sent to the Hon, M.Y.A. Secretary, by January 20, with nominations and proxy affiliation. other, ; M.Y.A. . 5 “* Y,M.”’ International Championship (Fall particulars later) National 6 M. Championship .. – 26 National 12 M. Championship National 30in. L.O.A. Championship Surbiton Be Fleetwood Saltcoats ae _— aoe isd i 0.0.D., H. G. Howard » W.G. Munro a eu sg ss W. J. E. Pike E. J. Stevens ~ ‘ C. E, Lemon _ Lz ne ae + nC 6 a C. E, Lemon A. Littlejohn ne A. McDougall A. E. Foster (Full particulars lates) It is hoped to have the missing data for next issue. While appreciating the handsome and generous welcome and arrangements by the Corporation and friends of Fleetwoodin the past, which will be difficult to equal, your Council had to face the fact that these events had been held three years in Succession at Fleetwood, and there was a strong fleet of the A-class in the South. It was natural that Gosport expected to participate in the honours attaching to the event. Consideration of these aspects resulted in a decision in favour of Gosport for the British fa Championship of 1936—subject only to a possible variation of the date, if the International should —— happen to be earlier. Considerable correspondence had passed in the hope of getting some definite information as to the venue for the International from Norway, but it will be published without delay on receipt. The Sailing Rules have now passed through the Committee stage, and a final proofis to be submitted CORRESPONDENCE THE VANE GEAR AT FLEETWOOD REGATTA, 1935 Sir,—Your article on the above subject has raised a very interesting point as to the question of whether putting the vane over constitutes a re-trim. While I agree with the O.0.D., Mr. Carpenter’s decision to treat this as a point not dealt with in the rules, and, as such, falling under ** Doubts and Silences of the Rules,’’ and that he was rightin permitting Mr. Berge to do this, may I ask whether there was not a Sailing Committee present at Fleetwood, and, if so, why the matter was not brought before it? Also, whether the Council is giving a ruling on this subject? —Yours faithfully, BRUM. MARINE MODELS 279 GRAPH FOR INTERNATIONAL “A” CLASS ‘L ° 4MN5 56 =me \ JNi EX SKS 55 ess \ x S54 7 IN AN A-CLass MODEL WHEN ANY TWO OF THESE . % DIMENSIONS ARE KNOWN. Drawn for Yachts with Displace- = » ee UN Sse gs —S hE oO ment between _ LWL vn + | and | Min. yD =e 4 and | Max. YD =—5~” no Q.B. Penalty. N Wi S/ DNgp XS RQes 50 49 NS KONA 4 EA 47 45 | -“S Dor bt DR = oO v DIAGRAM FOR DEDUCING 4s 9 46 oa 4é ” \ 4/500 /600 /700 Sau Area Ins9 /800 IN IN a /900 The above graph was specially prepared for the Model Yachting Association by Colonel W. C. Holden, Winner of British A-class Championship, 1935. Copies can be had from A. W. Littlejohn, Esq., Hon. Secretary, M.Y.A., 124, FitzNeal Street, London, W.12. The A-class Measurement Tables, dimensions under the formula, are also available from the M.Y.A. be very useful to designers, measurers and A-class owners generally. giving It will s N’ ies: 280 MARINE = ES Lt ee ey a: Ar = — 2k ~ ale IN THE MIDLANDS CITY OF BIRMINGHAM M.Y.C. The Seventh Annual General Meeting was held at the Chamber of Commerce, New Street, Birmingham, on November 29, 1935. Mr. T. A. Divers was voted to the chair. At the chairman’s request, the company stood in MODELS silence in memory of the late The class of model to compete for the ‘‘ Plant ”’ Championship Cup during 1936 will be the 6-metres. It was decided to omit inter-club team matches from the 1936 Sailing Programme, and to arrange a fixture list which would be open to members of any club affiliated to the M.Y.A., the only exceptions being Club Trophy events. C. E, LEMON. President, Councillor G. F. McDonald, and Captain Perryman, a fellow member, who had passed away during the year now closed. The usual routine business was transacted. The Racing Secretary reported that all inter-club matches, home and away, during the year, had been won by the City club. At Easter, the National 10Rater Championship of the M.Y.A. was sailed upon our water, ** Cunior,’’ a local boat, obtaining the third prize. On Whit-Monday the contest for the McDonald Trophy was sailed, and won for the first time by a visiting boat: she was ‘‘ Nell,’’ of the Stanley Park M.Y.C.; local boats being second and fourth. These were ‘* Curlew *’ (A. H. Lawrence), and ‘* Cunior ’’ (J. H. Cunningham. The third prize was won by R. Andrew, of Birkenhead. On August Bank Holiday an event for 10-raters was staged, and an entry of 10 boats obtained. The prize-winners were: Ist, ‘* Cunior ’’ (J. H. Cunningham); 2nd, ** Sandrova *’ (C. E. Lemon); 3rd, ** Florence *’ (Dr. J. R. Ratcliffe). The Club Trophies and prizes, awarded when these events were sailed, were, during an interval in the business proceedings, presented by Mrs. Divers to the respective winners. These were: The *‘ Lawrence ’” Bowl (36in. class), Ist, ** Ida’’ (J. Drury); 2nd, ‘‘Beryl’’ (K. Law); *‘Builder’’ Cup, 36in. (R.), Ist, ‘‘ Atom’? (T. A. Divers), 2nd, ** Ada’’ (J. Drury); ‘* Gilbert ’’ Cup, 36in. (U.), Ist, ** Nickie ”’ (A. Cope); ** Witton ’’ Cup, 10-rater, Junior, Ist, ‘** Curlew ’’ (H. G. Lawrence), 2nd, ‘* Beatrice ’’ (K. Law); *‘ Drusilla ’’ Cup, 10-rater, Ist, ‘* Sandrova ”’ {C. E. Lemon), 2nd, *‘ Cunior “’ (J. H. Cunningham), 3rd, ‘* Florence *’ (Dr. J. R. Ratcliffe); ‘* Salford ’’ Cup, A-class, Ist, ‘*‘ Red Dawn II “’ (C. Taplin), 2nd, ** Falcon *’ (A. H. Lawrence); ** Cole ’’ Cup, 6-m., Ist, ‘* Ethel’’ (Dr. J. R. Ratcliffe), 2nd, ‘* Thirlmere ‘’ (G. H. Newman); ** Plant ’’ Championship Cup, 10-rater, Ist, ‘* Marina ’’ (T. A. Divers), 2nd, ** Samphire ’’ (E. W. Builder), 3rd, ‘* Sandrova ”’ (C. E. Lemon). ‘ The election of Officers and Committee resulted in the following changes:—Alderman R. R. Gelling, Chairman of the Parks Department of Birmingham City Council, has accepted the unanimous invitation to become President; Mr. J. H. Cunningham has been added to the list of Vice-Presidents; Mr. T. A. Divers has been made Commodore; Messrs. E. Gollicker and A. Osborne were elected to the Committee. The date for the McDonald Trophy Contest, 1936, was left open pending the fixing of the date and venue of the National 10-Rater Championship, 1936, by the Council of the M.Y.A. NORTH OF ENGLAND HUDDERSFIELD M.Y.C. The Club’s racing season ended on December 8, when there was a strong third-suit wind, icily cold, giving a “‘ nose-ender ’’ and a run to leeward. This was won by “Joan “’ against three competitors. “* June ’’ (H. Proctor), however, has the best aggre- gate for the season, with a percentage of 73. ‘Joan “’ (F. C. Hirst), having 59 per cent., ** White Nymph ”’ (J. Tolson), 43 per cent., *‘ Irene’? (W. Tearle), 35 per cent. Mr. Proctor is thus the winner of the Club Championship Cup for 1935. It is hoped that next season will see more competitors, as several new members are building to the 36in. Restricted class. F. C..H. BRADFORD M.Y.C. The annual meeting was held, on December 7, at the ‘* Stone Trough’ Inn, with Major Butler, M.C., T.D., our President, in the chair. After a respectful silence, dedicated to the late Mr. Edwin Gill, the chairman made the following race presentations : —‘‘Atkinson’’ Trophy (A-class): Major Butler; “* Mirfield ”’ Cup (10-rater): H. S. Haigh; ‘ Flag ’”’ races (A-class), Ist prize G. Hitchen, 2nd prize E. Marx; 10-raters, Ist prize E. Roberts, 2nd prize J. P. Clapham; 6-metres, Ist prize W. Harrison, 2nd prize A. Arnold; 36in. Restricted, 1st prize W. Roberts, 2nd prize Mrs. Harry Atkinson. Prizes for the Autumn Races were as follows : —Aclass, G. F. Ambler; 10-rater, F. C. Hirst; 6-metre, F. C. Hirst; 36in. Restricted, F. Naylor. A presentation, with musical honours, was then made to our esteemed Treasurer, who has been in office for 10 years. Mr. B. E. Garbutt has just recovered from a serious illness, and we were very glad to see him amongst us once more. A wedding gift, a rose-bowl, was then handed over to Mr. Gerald Whitaker, whose marriage to one of our lady members, Miss Marjorie Smith, took place during the past year. A new class of membership was inaugurated whereby members’ wives and other non-sailing friends could, for a nominal fee, attend the meetings MARINE and lectures promoted by the Club. It was noticed that several members, who had evidently been previously instructed elsewhere, rushed forward to pay the first instalment of the subscription. The Easter events were arranged to take place, as before, with the exception of the 36in., which is to be postponed till later in the season. The other dates are: Good Friday and Saturday, A-class, Bradford Cup (Open), Easter Sunday, Open 10-rater race, and Easter Monday, also open. 6-metre *‘ Wade ’’ Cup race, J. P. CLAPHAM. FLEETWOOD M.Y. & P.B.C. There was a large attendance of members for the Sixth Annual General Meeting, on November 22, when the Commodore, Mr. G. Wilson, took the chair. Very satisfactory reports of the Club’s activities were presented in the reports of the Commodore, and the Racing, Power and Junior Sections Secretaries, and the Treasurer was again able to produce a healthy balance sheet. Much pleasure had again been felt by the Club in being favoured for the Jubilee Regatta, comprising the A-class Championship, International and Open Water events, and the only possible complaint (the leakage from the lake) was being taken in hand by the Corporation during the winter months, to ensure that the lake would always be full in future. They were now looking forward to another successful season, during which it was hoped to further enlarge the activities by further inter-Club events, the establishing of a 6-metre Class and a reorganisation of the Junior Section. The Commodore was desirous of retiring from that office, which he had held for two years, and the Committee had the greatest pleasure in suggesting that Mr. V. F. Wade should be appointed in his stead. The officers were then elected, as follows : — President: Capt. Lord Stanley, M.C., M.P. Trustees: Messrs. A. W. Warman and R. J. Winstanley. Commodore: V. F. Wade, Esq. Vice-Commodore: MODELS 281 pleased that the new Mayor, Ald. Capt. C. Saer, T.D., was taking so keen an interest in the Club, and trusted that they would have the same support from him as had been given by his predecessor, Ald. G. M. Robertson. After the presentation of prizes, and the partaking of light refreshments, and the rendering of vocal items, the remainder of the evening was spent in a fine exhibition of the Jubilee Regatta Films by Dr. C. A. M. Foster (of Birkenhead). These films, which were prepared by him with the assistance of Messrs. C. N. Forge and J. Marsden, comprise some fine and comprehensive shots of the A-class Cham- pionship, and International and Open Water Races at Fleetwood during the 1935 Regatta, with some interesting views of the town; and also a remarkably lovely colour film of various views of the town and the Fleetwood Club. The audience fully appreciated the display, which was concluded with a hearty vote of thanks to Dr. Foster for the preparation of such a fine record. This film is now ready for circulation to any clubs wishing to show it to their members, and, as the Fleetwood Club have incurred a great expense in the preparation of the film, it is hoped that many clubs will write for the loan of it, and contribute a donation towards its cost. As it is expected that many clubs will require the film, and arrangements have to be made for the loan to Norway, France, Germany and the U.S.A., early application should be made to the Hon. Secretary of the Fleetwood Club. J. A. P. EAST ANGLIA A. Wright, Esq. Hon. Secretary: W. Roskell, Esq. Hon. Treasurer: J. Briggs, Esq. Press Correspondent: J. A. Pasquill, Esq. Power Section President: G. Wilson, Esq. Secretary: W. Roskell, Esq. Racing Secretary: J. A. Pasquill, Esq. Junior Section President: V. F. Wade, Esq. Vice-President: A. Wright, Esq. Secretary: J. A. Pasquill, Esq. Hon. Auditors: Messrs. J. Porter and W. Whittaker. The Commodore presented the Hon. Treasurer with a cut-glass electric reading lamp as an appreciation of his valuable services to the Club. The Prize Distribution and Social Evening was The Club held a Silver Jubilee Dinner on December 2, at the Ordnance Hotel, Felixstowe. The gathering was presided over by Rear-Admiral Sir Robert Russell, K.B.E., C.B., C.M.G. Amongst those present were Sir Herbert Sharp and Lady Sharp, Mr. Humphrey Mason, Mr. C. J. Andrews (Chairman of the Felixstowe U.D.C.) and Mrs. Andrews, Miss Debney, Rev. H. Drake and Mrs. Drake, Mr. W. Morison and Miss Morison, Dr. and Mrs. C. H. the Mayor and Mayoress of Fleetwood, members and officials of the Corporation, Cup donors and other During the evening prizes won during the season were distributed by Lady Sharp. The toast of ** Our Guests ‘’ was then proposed by Mr. W. Morison, one of the Club’s Vice-Presidents, who referred to again very well supported by the members with wives and friends, and was under the patronage of supporters. The chief winners during the season were as follows:—Beesley Cup (A-class), J. Catterall; MatherRichardson Cup (10-rater), J, Alexander; Livesey Cup (36in. Senior), R. Wright; Topham Cup (36in. Senior), A. Wright; Lever Cup (Out-class boats), R. Wright; Turner Cup and Woods Cup (36in. Junior), H. Worden, and these and other prize winners received their awards from the Mayoress. She _herself was afterwards presented with one of the Club’s spoons by the Commodore. _ Mr. J. Marsden, in proposing a vote of thanks to the Mayor and Mayoress, said they were very FELIXSTOWE Levick, and Mr. F. W. Secretary and Treasurer). M. M.Y.C. Hibbard (the Hon. the fact that it was the Club’s twenty-fifth season, and coupled with the toast the names of Sir Robert Russell, Mr. Humphrey Mason and Mr. Andrews. In his reply, Sir Robert Russell said that he could not call himself a yachtsman, having been at sea professionally all his life. Proposing the toast of ‘* The Club,’’ Mr. Andrews said he had observed the keen interest taken by the public in model yachting, and referred to a suggestion that the pond should be enlarged, and added that as a Councillor he was in favour of it. “*I believe that the enlargement will be done if it can — ee a… : = 4;* – 282 MARINE be done,”” he said, ‘* but I won’t make any rash promises.”’ Mr. Hibbard, replying for the Club, said that he did not think the Council fully realised what an asset the pond and the yacht club were to the town, or they would make the water three times the size it is. Mr. F. Shackleton gave the toast of ‘‘ The Press,”’ and quoted facts gleaned from the Model Yachting Press as to the size of other lakes in the country, which he said would give the Chairman of the U.D.C. some idea of the extent of the aspirations of the Club. After the speeches an excellent musical programme was rendered by Messrs. H. Bloomfield, Will Brooks, Percy Keeble and Percy Edwards. LONDON & DISTRICT FOREST GATE M.Y.C. The Club’s Annual Prize Presentation was held on November 16, at the Lord Rookwood Hotel, Cann Hall Road. The chair was taken by the Commodore, Mr. H. G. Howard, supported by Messrs. H. G. Bliss, C. E. Hodges and R. H. Elwood. The chairman gave a comprehensive review of the Club’s activities during the past season, and men- tioned that there were 46 full members and 2 juniors. During the season, 28 races had been sailed with eight open and inter-club events. About 23 mem- MODELS won by “ Thistle,”’ an 18-ftr. belonging to Mr. A. W. Littlejohn. The first event was sailed in a light South-West wind, giving a free beat to windward and a quartering run. Eleven boats faced the starter, and owing to shortness of time the race was sailed in two divisions with a final in which two 18-ftrs. and two 6metres took part. Mr. Littlejohn won the Cup in the last and deciding board of the day, which was closely contested by Mr. Bergne, of the L.M.Y.C., Mr. Simmons (L.M.Y.C.) being third, and Mr. Simmonds (M.Y.S.A.) fourth. In the roundabout race, light wind prevailed. The entries consisted of four 10-raters, three 18-ftrs. and four 6-metres. Mr. A. W. Littlejohn, handling his ‘** Thistle ’’ magnificently, completed 29 ports with- out missing a single one. He was followed by Mr. Stone (M.Y.S.A.) sailing his 10-rater ‘* Marina,’’ who scored 26. Mr. Simmons (L.M.Y.C.) with ‘‘Artemis,”’ 6-metres, Mr. Jermyn Vincent Hill (M.Y.S.A.) with ** Chic,”’ 18-ftr., and Mr. Rigby with his 10-metres, all made 20 ports. “‘ Isis,’’ 6-metres, Dr. Beevor (L.M.Y.C.) and ‘* Pip,’’ 18-ftr., Mr. Froment (L.M.Y.C.) both scored 19. ‘‘ L’Hirondelle,’’ 10rater (Mr. Harris), and Mr. Morrisen’s 18-ftr., each scored 14. ‘* Sonia,’’ 10-rater (Mr. Chapple), scored 11, and Mr. Hawkes, 7. Barring fouls, this is a most sporting kind of race, as, owing to the boats having to go round the course without a stop for the set time, skippers have to retrim every time they touch shore, which provides a fine test of speed and accuracy of handling, as well as of the merits of the yachts, and approaches fullscale yacht racing far more closely than any other system. oO. S. bers had taken part in these, and some of them had been away racing on other waters, but in the interclub races only mixed success had fallen to the Club. The London League events started badly for the Club, and, eventually, it had ended fourth among the four competing clubs. After this, the presentation of cups, medals and prizes took place. The Chairman then proceeded to refer to the excellent work done by Mr. H. W. Apling during his long term of office as Hon. Secretary, and said that the Club deeply regretted his resignation, and asked his acceptance of a canteen of cutlery. After Mr. Apling had returned thanks, the remainder of the evening was given over to a concert, provided by Mr. Alf. Pearson. The performers included Miss L. Elliott, Miss Francis Buckland, Miss Audrey Ball, Raymond and Leonora, and Messrs. G. Barry, Billy Collins and Billy Westwood. SOUTH COAST POOLE & DISTRICT M.Y.C. It is with great regret that we record the death of one of the oldest members of the Club, Mr. E. Osborne, who died on December 23, after an illness of several months. The deceased was originally a member of the Bournemouth Club, which disbanded in 1920 because of lack of a suitable pond, and united with the Poole Club. He had carried out the duties of Club Captain for several years, and was a most enthusiastic model yachtsman, also a good builder of boats. His presence will be missed by his fellow members. M.Y.S.A. (KENSINGTON) The Club’s season came to a close with two Cup races. The first was for the ‘* Jermyn Vincent Hill ”’ Cup (presented to the Club by the Hon. Treasurer) for annual competition between 18-ftrs. and 6-metres belonging to the M.Y.S.A. and London M.Y.C. The other was the Phenix Cup for an Open Race round the Pond, touching at four ports situated at the four cardinal points of the compass. In this event competitors sailed for a given time round and round the pond, receiving a mark for each port called at, and forfeiting a mark for each port missed. The boats used in this race were 10-raters, 6-metres, 18Both events were ftrs., 10-metres and 8-metres. W.S.R. familiar figure at all the open events throughout Glasgow and the adjoining district, and, while not actively engaged sailing during the last year or two, he still followed the racing with intense interest and an altogether exceptional enthusiasm. He was always a keen critic of models and their handling, and gave freely of his ripe knowledge and experience to the considerable advantage of less experienced sailing men. His death removes still another pillar of the old school, and many of us will miss his characteristic presence at the pond-side. ’Neath flashing sails drawn taut and true, Swings off new life across the blue, Holding its course o’er many seas, Whatever fair or foul the breeze, Till, spent at last, all wanderings o’er, Comes Home to rest, and sails no more. The Perth Club held its Annual General Meeting on November 8, and a very good attendance of members had the satisfaction of receiving an encouraging report relative to the season’s activities, which, despite one or two drawbacks, had turned out very pleasantly. The Treasurer’s statement disclosed a comfortable credit balance in hand. The report | with which we have been favoured, states that** Our lady member was among the trophies this season,’’ but fails to say who was the happy winner, and, somehow, we suspect this is not intended to be taken literally. Our congratulations are nevertheless extended to Mrs. J. Sanderson, the most expert and enthusiastic lady skipper we know, who had the felicity of winning the Dempster Cup. Mr. J. D. Alexander took the Commodore’s Tankard, but the report is silent as to all who took a “‘ pull “’ at it. The Hunter Cup fell to Mr. R. Adams, and, just to avoid any domestic argument, Mr. J. Sanderson secured the Ganges Cup (filled with holy water?) and the Wright Trophy, so that’s all right. We nearly omitted to add that Mr. Thos. J. Morris was elected Commodore and Secretary, and Mr. J. Sanderson Treasurer, for 1936. Our attention has been drawn to a circular-letter proposing the formation of a new organisation to ** Provide organised racing for the popular classes of models at Victoria Park pond, on Friday evenings, and at such other places or times as may be arranged. Members may be members of existing clubs or others interested in promoting the object of the Association.’ This is liable to be subversive to the interests of the two old-established clubs actively operating on the waters in question, which provide all the facilities that can be desired, so we have no hesitation in recommending our constituents to turn down this proposal as we consider it will not assist the sport in any way. The Scottish A-class Club had arranged a demonstration race for December 7 at Lockend Loch, Coatbridge, but were unfortunate inasmuch as when we arrived at the locus we found a somewhat disconsolate group sadly gazing at a shimmering sheet of ice three-quarters of an inch thick. The six or seven models were hopefully berthed at the adjoining Refreshment (Temperance) Rooms, but conditions were not improved the following week, and, as we write, they promise to be still worse, it is positively arctic, so we are afraid the demonstration will, perforce, have to be postponed until the spring. The loch is a fine sheet of water, we should estimate about 4-mile long, very open generally, with apparently good banks—we were not energetic enough to walk right round—and capable of providing a great race for the International Class Models under suitable conditions, but further considerationis advisable before recommending it as a venue for the Championship race, it is perhaps rather too big. The Winter Regatta of the Dennistoun Club for 6-metre class craft at Alexandra Park on November 30 brought out no less than 28 competitors, a quite sufficient indication of the success of the venture. A boisterous wind, with chilling rain, prevailed throughout the two hours’ racing, but entirely failed to damp the spirits of the visitors who really revelled in the fast sailing and the predominance of close finishes. We had one dead-heat. Two full heats were run, and thereafter the five leading boats were ee Fall, whose death occurred towards the end of November, at the age of 79. One of the oldest members of the Victoria Club, ‘* Jimmy ’’ was a 283 sent away in semi-finals, which resulted in the three prizes being won by * Violet ‘’ (A. W. K. Rodrick), ** Trixie’’ (Sir Chas. MacAndrew, M.P.; skipper, D. McIntyre) both West of Scotland Club, and “Adapta”? (T. Porter, Scottish A-class Club), in the order given. The beaten boats concerned in the finals were Mr. Len Smart’s ‘* Charis,’’ Cardiff, and ‘* Fireflame ”’ (J. Johnstone), of the promoting club. Was the fireside welcome when we got home? The Scottish A-class Club have elected Mr. Hugh Morris as Commodore, consequent on the retirement of Mr. J. N. Todd who, having borne the brunt of the task since the inception of the club, desired a rest from office. Mr. Peter Buchan, of Fraserburgh, was appointed Vice-Commodore at the same time. We wish these new officers fair winds and free sailing. The West of Scotland Club held a Social Evening at the Burgh Halls, Whiteinch, on December 5, for the purpose of presenting the trophies and prizes won by members during the past season. A delightfully informal gathering was attended by about 40 members and friends, and we do not remember a more homely, pleasant function in the whole of our experience. The entertainment, provided by the gathering itself, was of a varied and exceptionally high standard. Opened in traditional style by Piper ee E regret to announce the passing of a very WV old Model Yachtsman, Mr. ** Jimmy ’’ Mc- MODELS = MARINE | ; ; | | Sa 284 ‘ MARINE Ian McPherson, there followed songs at the piano by Miss McLintock, who also provided the accompaniments for Mr. J. H. Campbell, a gifted vocalist, and Mr. Norman Rodrick, both of whose contributions met with great applause. Miss Mamie Mc- Dougall, A.L.C.M. (Eloc.), presented readings; Mr. Hugh Morris gave us some appropriate rousing numbers; Mr. Leslie Rodrick performed a conjuring trick; Mr. C. F. Arthur screened a cinema display, and our Managing Director also assisted with two songs. What thanks we received for our mis-accompaniment thereto it is not necessary to record. Mr. I. McPherson gave his impressions of a day at Fleetwood, very discreetly, we were glad to notice. Tea was served during an interval. The function represented the Silver Jubilee of the Club, and an interesting retrospect of its history was presented by the Hon. Secretary, Mr. A. W. K. Rodrick. It is worth MODELS * Jean ’ we have the most beautiful and best finished A-boat in America,’’ or that she is the centre of attra.tion wherever she appears. The hardy sons of Largs opened their season on December 7, with a race for the Pallas Cup, confined to 6-Metre class. A triangular course gave some good sailing in a breeze described as ** decidedly fresh ’’ and requiring shortened canvas. ‘** Voi”’ (Thos. Johnston) proved the winner, after a very keen final, with ‘* Hillena ’’ (Geo. Duff). The winner is another design from the board of Mr. Wm. M. Smith. On New Year’s Day the Paton Jug will be raced for. Who dares repeat that Scotsmen are habitually incapacitated on this day? If the weather continues as at present, there will be a good excuse for something in the ‘* Jug ’’—and not ** Andrews “’ either. THE SCOTTISH COMMODORE. of note that in addition to Mr. Rodrick himself, Messrs. John Bannatyne and Neil Scally, of the original founders, were present. We were particularly glad to see the latter who, in his day, was probably the finest designer Scotland produced. May we hope this heralds his return to active interest in the sport? The achievements of this Club are most impressive. It has held the Scottish 12-Metre Championship seven times during the period 1910-35; the 6-Metre Scottish Championship four times during 1927-35; the M.Y.A. 12-Metre Championship six times, 1928-35, and the M.Y.A. 6-Metre Championship twice in period 1928-35, a total of 19 Championships during 25 years. Furthermore there is seldom an open race within reasonable distance which does not include one of the Club’s fleet in the prize list, and most frequently in the premier position. This season it holds the 12-Metre British and the 6-Metre Scottish Championships and the Kemp Shield and Golfhill Shield, both 6-Metre Challenge Trophies. The leading Club prize-winners for 1935 were, in the 12-metre aggregate, ‘‘ Ellora’’ (A. E, Campbell), with 117 points, equal to 74 per cent. of possible, and also winner of the Ailsa and Calcutta Cups. In the 6Metre class aggregate ‘‘ Violet ’’ (A. W. K. Rodrick) was first with 134 points and 72 per cent., and also won the MacAndrew Cup. ** Clutha”’ (T. Aitkenhead) was second with 109 points and 66 per cent., and second in MacAndrew Cup. In the Junior 36in. class the Wonga Cup was won by V. Rodrick, with “*Scherzo’’; “‘Iris’’ (J. Grimmond), second; **Thistle”’ (G. McLintock), third, and ** Clonaig ’’ (J. Steven), fourth. Reverting to the photo published in our November issue, of the A-class model ‘* Jean,’” which has established an outstanding reputation in America, we have received the following further particulars of this fine craft. She was designed by Mr. Wm. M. Smith, of Largs, for her builder and owner, Mr. Archie Arroll, of Detroit, who is originally a Dumbarton man. ‘* JEAN,’’ an American A-class Model, with a fine record, built from a Scottish design. (See our Scot- tish Page.) Among her successes during the past season im America, where she is regarded as probably the finest A-class example afloat by many judges, are: 2nd in Western Championship, 3rd in National Championship, winner of Inter-Lake Championship Cup, 3rd in ‘* News ‘’ Trophy. Race, 3rd in Gason Deroy Race, winner Canadian Championship, 2nd in Detroit Championship Races, winner Charles Drown Races. This is more than a creditable record, and one that her designer and owner can take just It is no wonder the President of the pride in. American National Association said recently: ** In FOR SALE 6-METRE YACHT, beautifully built, planked, clear varnish mahogany, Turner design; 3 suits sails, chromium fittings, good condition. £6 lowest. F. C. Hirst, Broomfield, Longwood, Huddersfield. A-CLASS ‘** LIMIT” by Lance; Bread and Butter, Fin and Skeg, plated fittings, 4 suits, perfect condition. £12. Owner, Purvis. Can be seen at C. Nielson & Son, 14, Kingston-on-Thames. High Street, MARINE With sporty greetings.—-Yours faithfully, K. SVARRER, Hon. Sec., Kobenhavns Model-Sejlklub. H. C. Orstedsvej 15°, Kobenhavn V. REPORT The Autumn General Meeting was held at the Club’s quarters, *‘Sopavillonen’’ (The Lake Pavilion), on November 21, about 50 members being present. The Committee’s report showed that the Club had had a good season, about 50 prizes (silver shields, with inscription) being awarded in the various classes. In the annual ** Cup Regatta ’’ the challenge cups (of a total value of about 250 kroner) were won by the following members:—A-class International, Mr. Franklin Petersen; 6-m. I.Y.R.U., Mr. W. Lau; l-m. Scandinavian, Mr. Tycho Pedersen; K.M.S.class 12, Mr. Ove Jensen (won outright); K.M.S.-class 10, Mr. H. Davidsen; K.M.S.-class 8, Mr. H. Davidsen; K.M.S.-class 7, Mr. Helge Bertram, Jnr.; K.M.S.-class 6, Mr. Viggo Pedersen, Jnr.; K.M.S.class 5, Mr. N. Olesen. It was reported that the Club has now four A-class models, five 6-m. and 16 Scandinavian |-m., besides the local classes; that the Club had been represented in l-m. Scandinavian at Géteborg, August 24 and 25, where two third prizes and a consolation cup were taken home. One of the regattas had been carried through in tournament system, according to the M.Y.A. Sailing Rules, and it had met with great success, and, although it takes a good deal of time, on account of the big lake used (700 by 220 yards), one or more tournament races will also be tried in 1936. The half-annual accounts, balancing with about 700 kroner, caused no discussion. A proposal of raising the annual subscription from 6 to 12 kroner, was received with anything but sympathy, and was again withdrawn. This proposal had been put on the agenda by the committee, supported by some members, thinking it wise to establish a fund out of which to pay costs of arranging future national or international regattas. The elections were acclaimed re-elections as regards the Chairman and Hon. Secretary, these being respectively, Eng. I. O. Pedersen, and Mr. K. Svarrer (addr. H. C. Orstedsvej 15°, Copenhagen, V.). The following were elected for the Committee: Messrs. W. Lau, Hj. Carlsen, and Emil Hansen (the latter being Hon. Treasurer). Mr. Tycho Pedersen, MODEL-SEJLKLUB previously Hon. Treasurer, had to relinquish his office owing to lack of time, and was thanked heartily by the assembly for his unselfish work. It was proposed this winter, apart from the usual social meetings and the monthly lecture evenings, to arrange the start of one or more ** studying circles ’’ for the purpose of teaching the members better practical and theoretical model yachting, especially all the measurement rules: Mr. Hj. Carlsen and Mr. K. Svarrer, the Official Club Measurer, were mentioned in this connection, respectively. A Committee was elected to take charge of the winter’s social meetings, consisting of Messrs. W. Lau, J. Jacobsen, and A. Thomsen. The General Meeting closed at 10.40 p.m. ee For the Sailing Committee were elected: Messrs. Daugaard, Ove Jensen, and Erik Thomsen. The Sailing Committee consists of these three members and the Managing Committee. Messrs. Cl. Funch and Fr. Johansen were re-elected as Auditors. Se a ee Dear Sir,—Enclosed I beg to hand you a report of the General Meeting of this Club, which I hope you will publish, the whole of it, or as much as space allows for. At the same time I would propose to you to open quite a series of such articles from the club or association secretaries in the various countries all over the world. Wouldn’t it also be a good idea, at some time convenient, to publish the names and addresses of the above secretaries? They might write each other and so get into a sound international touch with each other. 285 In his report the chairman characterised the Club’s present standing as one of steady progress, but now a point had been reached where nothing more could be done to improve sailing on the pond the Club is now using, as better sailing cannot be achieved until in future the Club has its new sailing pond specially built for model yachting, hence it should be understood that efforts should be made to teach members better theory and practice in building— already a good standard of boats has been reached; a good many of the members are now able to turn out good models, true to designs, of which the Club now possesses a good many, amongst others the fine MaRINE MODELS design ‘‘ Débutante,’’ from the lines of which, up to date, have been built two models true to design: three 6-metres have been built from the lines of *‘ Viking,’’ designed by Naval Architect. Tage Blum; of these one was unfortunately not able to go in the class, but had to be registered in the K.M.S.-class 12. The fifth 6-metre is from an old design in the little ‘* Model Sailing Yachts.’’ It belongs to Mr. W. Lau, who succeeded in lifting the 6-Metre Cup this year, but he will be challenged hard next year by the others, be sure of that! Also in the A-class there is great success. One of these models has previously been owned by Mr. Tottrup, who is well known to some English model yachtsmen; it is from his own design, and sails prettily. Mr. Tottrup has resigned from active sailing till we have our new pond, then he’ll come again, says he; he will be a good fellow sportsman to us. Another one is an “alteration ’’ from Mr. Tottrup’s lines, but, alas! the old fact again: ‘‘Never alter published designs.’’ This does not sail as well as the original boat. The two others are from the Hon. Secretary’s design; on his design the boat has a LWL of. 49.6in. and displacement 46.14 lb., and in building Mr. Svarrer’s model came out with LWL 49.7in. and displacement 46.2 lb.; the other one, built by Mr. Jacobsen, came out with respectively, 50.4in. and 49.9 lb., only caused by too much lead. In the only Regatta, besides the Cup Regatta, in this class this year, Mr. Jacobsen won first prize; Mr. Svarrer was second. eee The following letter and report have been received from the Copenhagen M.S.C.:— | aie KOBENHAVNS MODELS 2386 MARINE BLUE PRINTS OF BLUE PRINTS FOR DESIGNS SHIP MODELLERS oe oe nah (apts MODEL YACHTS ————s MODELS A-CLASS. ** Chloris ”* (New M.M. Design). Half-size with fullsize Body Plan, 15/-. 12/6 ** Courtesy,”* A. W. pee: Half-size. Sizes ta! “‘ Elusive,”}+ Herbert Almond- 6-METRES. roy any “ Debutante,”* A. W. Littlejohn. “ Joyce,”} Body Plan, 15/-. (New Design). 10-RATER. ** Evadne ”* (M.M. Design). Half-size with full-size Mounts Bay (Penzance) Lugger. Plans of typical boat, taken from authentic Builder’s Half-Model. Scale lin. = 1ft., 6/6 post free. East Indiaman, drawn by G. W. Munro. Hull lines and general details (jin. scale). Rigging and Sail plan (fin. scale). ©The two sheets, 17/6 post free. Cunard S.S. “Britannia’’ (1840), drawn by H. B. Tucker. Hull lines, general details and Rigging plan (fin. scale). Two sheets 10/6 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. Body Plan, 15/-. “Flying Spray,”* A. W. Littlejohn. Half-size, 12/6. “* Leonora,”* W. J. Daniels. Full-size, 21/-. “ Stella ?’* (Sharpie) W. J. Daniels. Full-size, 15/-. SHORTLY READY. Four Masted Barque “Lawhill” (1892), drawn by G. W. Munro. 36in. RESTRICTED CLASS. ** Eudora ”* (M.M. Design). “‘ Babette I,”+ W. J. Daniels. roti 10/6. Marine MOVELS “¢ Babette II,”* W. J. Daniels. 30in. RESTRICTED CLASS. A. W. Littlejohn. “Jenny Wren,”* 24in. Full-size, 8/6. L.O.A. Full-size, 5/6. “Tomtit,””+ A. W. Littlejohn. MARBLEHEAD 50—3800. Full-size, 20/-. “‘ Pocahontas,”* by W. J. Daniels. * Fin-and-skeg. + Full Keel. MODEL MOTOR YACHT. “‘Brunhilde ” (M.M. Design), 40in. long. size Plans, 8/6. Full- CROSS-CHANNEL STEAMER. 1-METRE RACING HYDROPLANE. Hull design by Reg. W. Lance. Half-size with full-size Body Plan, 4/6. PETROL RACING ENGINE. Under 30 c.c., for metre Hydroplanes, by J. B. Skingley. Full-size design, 3/6. FLASH STEAM ENGINE. For metre Hydroplane, by J. Vines. full-size, to show detail, 3/6. Binding Cases. Vols. I, II or II complete with Title Page and Index. Binding Cases V, Vi and VII. Price 2/- post free. Vols. IV, Binding, Vols. I, I, III, IV, V, V1 or VII (including case), 6/- post free. “‘ Maid of Rutland.” Typical Design with Arrangement Plan. 1-metre long. Full-size Plans, 6/6. “Flying Fish.” Volumes I—V were published under the title of “‘ The Model Yachtsman.” Design twice Bound Volumes. Vols. IV and V, 30/-; Vols. VI and VII, 12/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application. Back Numbers. Vol. I. Nos. 1 and 2, 1/1; Nos. 4 and 5, 2/6; No. 6, 1/7; No. 8, 3/-; No. 9, 2/6; No. 10, one only, 7/6; Nos. 11 and 12, 1/7; Vol. I, No. 1, 2/6; Nos. 2—5, 1/1; No. 6, 7/6; No. 7, 1/1; Nos. 8 and 9, 1/7; Nos. 10—12, 1/1. Vol. III, No. 1, 2/6; No. 2, 7/6; No. 3, 2/6; No. 4, 5/-; Nos. 5—7, 1/7; No. 8, 2/6; No. 9, 3/-; No. 10, 5/-; No. 11, 7/6; No. 12, 3/-. 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. i—4, 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, Nos. 1—5, 7d.; No. 6, 1/2; Nos. 7—12, 7d. Vol. VII, Nos. 1—5, 7d.; No. 6,1/7; No. 7—12,7d.; Vol. VII, Nos. 1—5, 7d. ; No. 6, 1/7; No. 70n; 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. Published by the Proprietors, MARINE MopELs Pustications, Ltp., at 52, Fetter Lane, London, E.C.4 Printed by C. A. Sanders, 27, Portugal Street, London, W.C. MARINE CONTENTS Editorial Contributions, MODELS Correspond- ence and Club News intended Advertisements Page . 287 for publication must reach our Balancing a Yacht Design Offices not later than the 16th How to make Model Ship and 2 . Steamer Fittings of month previous to publication. The Engineroom The Editor does not undertake to publish all matter received. Where a nom-de-plume is used, correct name and address of sender must be enclosed. 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Workshops: 10, CELBRIDGE MEWS, PORCHESTER RD., LONDON, W.2 | Model Yachting Association DL Be eres ee et as mitt es es! ae 2 es on Bde Mia SRI,= HE 25th Annual General Meeting, on Saturday, January 25th, attracted a large and enthusiastic gathering from far and near, when the Sailing Rules were subjected to a critical examination and passed for printing. — MODELS = oe ~~ ii } i} The retirement of A. J. Hugo, Esq., from the Chairmanship, at the ripe age of 75, after service in nearly all capacities since the foundation of the Association, was received with regret. He is succeeded by C. N. Forge, Esq., who is well known throughout for his faithful service in another capacity, and was unanimously elected. The meeting appropriately elected Wm. M. Carpenter and q Munro, Esq., as Vice-Presidents—thus giving direct representations on the Council for both Scotland and North England. By request of Norway the venue for the FINEST SOFT PINE Specially selected for Model All Boat Building. thicknesses from 4” to 3”, widths up to 24” ALSO Prime Honduras Mahogany International ‘‘ Y.M.’’ Cup event was possible of settlement and will immediately follow the British ‘‘A’’ Championship at Gosport. Further particulars by special circular. A Supplementary List of Open Club Events was issued last year, but very few notifications have come to hand to date. If this is desired we are prepared to repeat if particulars are received not later than February 20th. All communications to :— A. LITTLEJOHN, Hon. Sec. CHETHAM TIMBER Co. Ltd., 70, FINSBURY LONDON METROPOLITAN 124, Fitz-Neal Street, London, W.12 A Waterproof Glue Also Heat and Acid Proof. No more sewing joints. A permanent and Solid Waterproof Craft. 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 4 |b. 2/1, post free, from Anglo-American Pharmaceutical Co., Ltd., GALEN WORKS, DINGWALL ROAD, CROYDON. Trade Enquiries Invited. Phone: Croydon 3118. PAVEMENT, E.C2 7418 MODEL YACHT SAILS A SPECIALITY | have sent Sails to North and South America, to Africa, England, Scotland, Wales, 1.0.M. and 1.0.W. Have had many repeat orders. W. CAINS, 7, King’s Road, Gosport, Hants. When replying to Advertisers please mention MARINE MODELS.