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PU IRITED To lSIWIK FTES W Cre D Wo /7ACE 2 —__—xAN ARGUS SPECIAL ALL POINTS Club of the Month Liverpool Model Power Boat Club Club Secretary N Newbery informs us of the celebrations that have taken place during 1988, the club’s 25th Anniversary Year. In 1963, an enthusiastic group of modellers, who had been meeting regularly every Sunday at Newisham Park Lake, decided to form a club, and on 17 September, the Liverpool Model Power Boat Club came into being. From this small beginning of six, it has grown over the years to close on 80 members. In the early days it was all i.c. power boats, with modellers constructing their own radio equipment; but times change and today the membership is predominantly scale orientated with all types of models represented. Also, the march of time has thinned out the ranks of the founder members, but there are still a few left, who are as active as ever, and can give some of the younger members a run for their money. The Anniversary was celebrated in grand style, and the first regatta on 17 April started the year well with great weather and a number of visiting clubs enjoying the sailing and the refreshments served at the cafe end of the club’s boathouse. The Tug Towing Regatta, held later in the year, was also enjoyed by all present, and the highlight of the competition was the award of the Alexandra Towing Trophy, presented to the club for annual competition by the Alexandra Company. The club hosted the Northern Model Boat Exhibition at Queens Dock, and other clubs taking part included New Brighton, Wirral, Southport, Haigh Hall, Aintree and District and Runcorn. In 1989 the exhibition will be back at the Albert Dock, Liverpool, and it is hoped that even more clubs will take part to make the show one of the biggest in the North. On Sunday 19 June, the club was at Calderstone Park for a Day for the Disabled, an event attended for the last seven years, and this was followed by the two day Woodvale Show. The last show of 1988 was at the Ellesmere Port Boat Museum, again over two days, when the Secretary’s boat won the Titanic Sinking Trophy. Fortunately it was recovered from the depths by the local Aqua Shop, to thunderous applause from the crowded bank. 10 The final event will be a Grand Faithfull at 38 Church Close, Dinner, where the members will Woodford, Plympton, Plymouth raise their glasses to happy times PL7 4RA. past, present and to come, and to remember those no longer with the club. Any readers wishing to join Liverpool can reach Mr Newbery at 77 Muirhead Avenue East, West Derby, Liverpool L11 1EG. New Club to be formed at Droitwich Permission has been obtained from the Droitwich Canal Trust to use the restored section of canal including Barge Lock and Mooring Basin in the Vines Park area. Originally the canal was used for transporting salt by barge to connect with the River Severn at Worcester. The salt traffic lasted until the First World War and the canal was finally abandoned in 1939. Restoration started in 1973 and has proceeded since that time, seeing a large section of canal successfully dredged. In order to preserve tranquillity, internal combustion powered models will not be permitted. This is an excellent opportunity for model boaters, who should write in the first instance to Dave Dyer, 10 Wensleydale, Droitwich, Worcs. WR9 8PF, or telephone Droitwich 779256 after 6.00pm. Wessex Model Boat Club Reformation successful We reported earlier in the year that the above club was to be reformed. Club Chairman, Charles Somerville now writes to say that there are more than 50 members, including several juniors. The club is currently striving to obtain better facilities from Bournemouth Council, and an active campaign is in hand to remedy this situation. Further information from Charles Somerville at 1 Sunderland Drive, Christchurch, Dorset, Hants. BH23 4TE. Plymouth Model Boat Club on the map We recently reported on activities by the above group, but unfortunately we referred to the club as ‘Millbrook’, Cornwall. Millbrook is actually a small village on the other side of the Tamar river, which has a large lake that the club uses from time to time. We are pleased to put the record straight, as requested by Treasurer B. Faithfull, and any modellers in the area can make further contact by writing to Mr. Lowestoft 24 Hour date for 1989 Prospective entrants and visitors to the 1989 regatta are asked to note that the dates are 15/16 July, not as previously reported. Hydrafibre (Aries Services) changes address Hydrafibre, formerly Aries Services, would like all friends and customers to know that as from 1 September 1988, all business will be conducted from a new larger factory at Unit 2 Reedway, Castle Trading Estate, Porchester, Hants. PO16 9SL, telephone 0705 388523, not far from the Porchester branch of Vosper Thorncraft. Visitors are always welcome, opening hours are 9.00 to 5.00, Mondays to Fridays, and 9.30 to 12 noon on Saturdays. The firm has several new projects in hand and a selection of secondhand and part boats available. They also stock the ‘Piper’ white metal 1:96 WWII fittings. The range was discovered by accident one year ago and some readers may recall the company requesting copies of the original drawings and parts list in an earlier issue. Hydrafibre would like to thank all modellers who responded; their help is much appreciated. MAILBOAT ‘A’ Class Sharma Dear Sir, The following will probably be of interest, especially to the old hands who raced these craft. The October edition of Yachting Monthly on page 39 shows an article and photo of this model entered in the Christie’s Maritime Sale of 23 September. The model had a unique historical link with Yachting Monthly as she was the only A class model designed by Major Heckstall Smith, the then Editor, who in the early 30s formulated the A Class Rule and instigated the donation of the 100 Guinea YM Cup, to be raced for internationally. Heckstall Smith designed Sharma by mathematics and her lines were drawn up by Mr Jacobs, chief draughtsman of Camper and Nicholsons. She was built by the late Mr Corby of Hampton, the supreme craftsman who became well known for his stainless steel self tacking Vane Gear, beautifully made on his Myford lathe. The hull was vertically planked over a former alternately planked Win. by Vein. pine and Canadian pine, giving a perfectly smooth hull inside. Outside she was planked horizontally with %,in. mahogany. The bulbous keel incorporated a bronze shoe in its shape. The pine masts and spars were hollow. She was superbly built with lovely lines and a beautiful sheer line. | acquired her in the 60s when | raced her in the YM 6 Metres Owners race at the Rick Pond, Hampton Court. Since retiring to the Isle of Wight in 1975 she has not been sailed but treasured as a lovely model in her original condition. She reached the hammer price of £2600 in the sale which is most gratifying as it registers the recognition she received there. Incidentally Mr John Corby, the son of the builder recently retired as Curator of the Canadian National Science Museum in Toronto, and presently on a visit to this country will also be pleased at the recognition of his father’s craft of 40 years ago. W.D. Fraser (Retired Merchant Navy) Bembridge, Isle of Wight. Chariots — Can you Help? Dear Sir, Knowing that the request for information through Model Boats definitely works from previous experience, | hope readers can help me now. | am looking for information on WWII 2-man chariots with their detachable nose/mine. Any information would be gratefully received. Colin Smith 6 Evans Court Vermont 3133 Victoria Australia Selsey says Thankyou Dear Sir, It would be greatly appreciated by all members of the Selsey & District RNLI Branch if you would convey, through your magazine MODEL BOATS our grateful thanks to the Waterside Model Boat Club, of Hythe, Fawley, Hants, and the Eastleigh & District Model Boat Club, Hants, for the wonderful display they presented at Pontins (Broadreeds) Holiday Centre, Selsey, on Sunday 17th September, in aid of the Selsey RNLI Lifeboat Station. With over sixty models on show, very many of them lifeboats, the audience of over 800 enjoyed a wonderful display, very professionally presented. A truly wonderful day. Ron Carbines Station Administrative Officer Selsey and District Branch her performance especially to windward but increased her Model Yacht Development Dear Sir, | have read with increasing interest your Curved Air column in the last year and it occurs to me that maybe the Model Yachting world is slowly coming to the realisation that the purely functional is all very well but that grace and beauty never goes out of fashion. In short, man does not live by bread alone. | am referring to the in depth study by Russell Potts of Model Yacht development over the last 80 years and the fact that two-masters, whether Schooner, Yawil or Ketch have given way completely to the single-masted sailing machine. All is not lost however because here in the Dublin Model Boat Club some of us have decided to revive the Old Gaffers in all their glory and show that scale, coupled with quality a vertain sailing ability can put these single-masters in their place, and we are not talking of Sloops or Cutters either but these High Tech jobs. The repeated reference to Bill Daniels’ schooner Prospero has promoted me (with a little help from my friends), to write and inform you that his memory is very much alive here in Ireland. The genious of Daniels to design a schooner, a notoriously difficult rig to sail, and incorporate it in model form has stood the test of time. | built mine in 1948, bread and butter system, out of yellow pine and from the table of off-sets in Percival Marshalls ‘Model Sailing Yachts” – pre 1951 edition. | adapted her to R/C a few years ago and installed a sail winch designed and made by a colleague of mine. She has been completely re-rigged but has her original wooden masts. However like Vincent Collins | have had to make modifications over the years like increasing her ballast and deepening the keel slightly. In addition | incorporated a continuous skeg by filling in the space between her original skeg and keel. All this has improved JANUARY 1989 displacement and shifted her C.L.R. a little further aft. In blustery weather she is inclined to take off like a bat out of hell and with lee gunwales awash and sometimes slammed nearly flat by a squall she still manages to hold her course and doesn’t luff up. However she is hard to control under these conditions and the modern class boats are inclined to be fidgety when in her vicinity as well they might be with a seven inch bowsprit bearing down on them at a rate of knots. In fresh to moderate conditions she has shown her heels to quite a few trained to get the ship looking revolutions might be set for one ship shape as a young naval shaft and those on the other officer, some years ago, the indoctrinated eye for detail picks adjusted for steerage. Ship handling is a mixture of art, up the faults in models far too . science, skill, and experience, quickly for politeness. | do not wish to attack my fellow and competence can be a result of natural ability, mathematics or modellers; a shortage of time and experience but usually all three an impatient nature mean that | combined in varied proportions. am often responsible for less than perfect results myself. knowing the ship. | have only Most of all it is a matter of However, | would like to plead ever had command of one vessel with those who build model which would steer astern – an warships to observe the following HDML which was very responsive finer points; to the rudder when going astern, a) The “Jack” or national flag is not worn on the jackstaff in the gave a drastic effect and if the bows when the ship is underway vessel had any speed astern the but use of more than five degrees unless the ship is “dressed” with rudder would respond to the masthead flags for a special wash against it and throw the occasion, in which case the naval wheel hard over. Do note that ensign would be worn at the peak some people never learn to con of the gaff on the foremast and in ships (manoeuvre ships), in the harbour position on the confined spaces, competently. ensign staff aft. Once the ship is Like many modellers these days | no longer underway she would be have a drastic shortage of “dressed overall’. The flags on the dressing lines are not finances, and so improvisation has been the watchword on my randomly placed but are ina latest model. Taking a leaf out of specific order so as to avoid Will Mowll’s book | started off giving offence to any nation in using .22 cartridge cases for any language. “portholes” (real name scuttles) b) For those who delight in but used a case with teeth cut in detailing forecastles and anchor it to cut out discs of Perspex for decks please put the anchor slips glazing. Extrapolating the on. There may be as many as concept, | have used .308 and .38 three slips per working cable and cartridge cases for a variety of the drawings produced by things as tubes or for the varied Marbleheads especially on beam Norman Ongh and published in thickness of sheet brass. In or quartering winds between buoys and on both courses. In light winds it is remarkable how Model Boats many years ago, are addition the cupro-nickel cases still relevant. If the forecastle is from the 9mm bullets and a depicted ‘secured for sea” the variety of others have provided she ghosts along with top sails filled, slowly drawing ahead of bottlescrew slip should be secured and taut and “sea compass bowls and ventilator cowls. The material does solder stunned Marblehead skippers whose remarks are more colourful than complimentary. Hope the enclosed photographs are of some use to you — keep up the good work and bring back the Gaffers! Cormac McGinley Dun Laoghaire Co. Dublin Bouquets, Brickbats and HDMLS Dear Sir, | have been a continuous subscriber to the Model Boats Magazine since the latter months of 1965. | would like to commend your staff, both past and present on an excellent magazine. Quality, content and presentation have varied considerably through the years and | have observed many a correspondence debate over what the magazine should or not contain. | believe the present balance is pretty good and | am impressed with the ever improving quality of pictures. | look forward to a long future of receiving your excellent product, but please carry out regular Reader Surveys to assess our needs. Now to other matters. Through the years there have been many articles and photographs depicting warships. Having been lashings” should be fitted so that quite nicely too, but make sure no cable is actually resting on the the range is not in use before deck. This stops the cable scavenging. chattering on the scotchman through vibration or rough Some months ago | responded to a letter in Mode/ Boats from weather. Mr. Gordon Pearce who was c) There are just as many purists querying information on HDMLS. who delight in depicting rivet The RNLN has one left in partial heads as there are modellers who avoid them. With the exception of commanded in 1973 to 1975, the older warships which would carrying out fisheries protection never be allowed to build up duties around the New Zealand layers of paint, many merchant ships and anxiliaries would not coast. | had a small collection of photographs of the vessel taken show their rivets. A close study of during that time but decided to service and she was the vessel | many sailing ship photographs run off another film just in case has revealed very few sights of rivets, the majority of which have she was disposed of earlier that been thoroughly concealed by these available (in colour) to expected. | can make prints of layers of paint, which need not anyone interested in the craft but have been too thick to cover the would appreciate pre-payment of flat heads of well faired rivets. the equivalent of NZ$24 to cover There have been many articles the costs of prints and p&p. The and letters about steering while going astern. From some years of photos were sent to Gordon Pearce for his project and | look experience with a variety of forward to seeing photos of his full-sized vessels, both twin and single screwed, | can suggest that model on the water. If there is sufficient interest, | would be the difficulties experienced with happy to prepare a set of notes on models are equally experienced the New Zealand craft for your in full size, occasionally to the readers. | would caution that the embarrassment of the ‘‘driver”’. notes would be neither complete Even vessels fitted with nor fully applicable to all craft of semi-balanced or balanced the class, and will be lacking in rudders, twin or single, do not historical content. steer properly astern and thus we have the advantage with Wellington twin-screw vessels where set New Zealand R.O. Davies 11 IMYRU News Since I last wrote, I have had the minutes of a series of IMYRU meetings held in Berlin and London over the summer. Among the boring but necessary things are the accounts which show that the Union is now reasonably financially secure. Although subscription income doesn’t quite meet running costs, the other sources of cash, particularly the levy on entries to World and Regional Championships, are sufficient to cover the difference. There is going to have to be a change in the way subs are assessed. The move to lifetime certificates for Marbleheads (and for other classes in due course) will destroy the base of calculation, which at present uses the number of registered boats in each country. A proposal has been made to use the same system as IYRU and an illustrative table of the way the cash would be raised and the votes distributed has been circulated to member nations; but so far no explanation has been given of how it works nor how the future distribution will be calculated in the absence of reliable numbers of currently active boats. The number of active boats by class is so vital a piece of information for any National Authority that it will have to be provided by some means or another. The MYA had put this problem on the back burner in the expectation that IMYRU would be addressing themselves to the general problem, but they seem to have chosen to look only at their own subscription raising. It seems to me important that there should be a solution to this problem and that, if at all possible, it should be a uniform one for all Authorities, rather than the mix of different approaches that will result if no-one takes hold of this issue on a Union-wide basis. The lack of figures for active boats by class will also leave us with a problem over the allocation of places at future IMYRU Championships. The end-1987 figures for registered boats may be the last we get on which any reliance can be placed. They show an overall total of 4704 boats as opposed to 4408 the previous year. The largest national total is 600 for Japan, which has shot up from 283 the previous year, accounting for nearly the whole of the Union wide increase. Most other countries have recorded very modest moves up or down. England is one of the few to show a fall of any significance and this is only a drop of 26, from 584 to 558. I remain somewhat suspicious of these returns as a statistical base, but the new figures collected of entries to national championships in 1987 are probably more reliable. That is, except for the Belgians, who appear to have had 80 boats at their RM event; this is exactly the same number as they record for their total RM fleet, so I think they must have got the figures in the wrong box on the form. They appear to have had a 100% turnout in R10-r as well. Leaving this aside, the three biggest meetings in 1987 were 64 at the French RM event and 47 at both the Australian and English RM meetings, with nothing else recorded larger than 40 boats. This makes the annual Pugwash one day Team race for vane 36R the fourth largest JANUARY 1989 national level model yachting event in the world. The MYA Nationals for vane 6-m attracted 16 boats, more than some other nations could muster for their RM meetings, so the class, long regarded as a minority interest, is by no means dying on its home ground. There are endless games to be played with these figures but there are more important things in life. IMYRU’s campaign to secure recognition by IYRU is making some progress. A number of full size authorities have supported the proposal that there should be a model yachting committee within the IYRU structure in the same way as there is a boardsailing committee. The IYRU’s Class Policy Committee considered the idea and apparently Norman is also hard at work building bridges with Naviga, in the hope of bringing the yachting activity of that body fully into line with IMYRU practice Top, John Neil’s 10 Tonner hull to an 1884 design. Photo: J. Nell. Middle and above, model yacht by Bowmans of Norfolk. decided to recommend that IMYRU be offered membership as a Class Association. This suggests that the committee hadn’t quite taken the issue on board. The struggle continues, with the IMYRU President, Norman Hatfield, in the forefront of the battle. 31 and ultimately creating a single International authority for model sailing. His opposite number in Naviga, Zoltan Dockal, seems to be well disposed to the idea, but there are a number of problems to be solved yet, so the whole affair will take time. It is encouraging to see that there is goodwill on both sides. Future Championships IMYRU have approved the following World and Regional Championships. RM Europeans: Orbetello, Italy, first week of September 1989. RM Worlds: Las Palmas, Canary Islands, over 8 days in July 1990. EC12 Worlds: Kirkland, Washington, USA, June 1991. It is hoped to arrange for Naviga skippers to be invited to participate in the first two of these. Naviga have a World RM and R10-r meeting lined up for 1990 in Poland, but their President has indicated that they might prefer to participate in a joint meeting at Las Palmas, if this can be reorganised to include 10-r. This was thought to be rushing our fences, not least because the Las Palmas club had not offered to host a 10-r event as well as the RM, but it was decided to offer an invitation to Naviga to participate in the Championship, with a maximum of 20% of the entries. Naviga seem to be very keen on combining RM and R10-r events in a single meeting and this may bea stumbling block to further progress on combining activities with IMYRU. There is some feeling among those of us who have participated in and organised major IMYRU events that combining the two classes in a single meeting tends to increase the length and cost of the whole affair, both for organisers and competitors, to reduce the amount of sailing time for each individual entrant and to make the 10-r event a poor relation, with a distinct sense of anti climax if, as seems inevitable to minimise expense to competitors sailing in only one event, it follows the RM championship. Selections for the MYA places in these RM events will, of course be based on the Ranking list. Vintage Nothing very coherent this month, just a commentary on some of the pictures that have come my way recently. “When is it any different?”, I hear my audience cry faintly. (Faintly, because there aren’t too many of you out there.) Replica 10 Tonners One of you out there who has gladdened my heart, John Nell, came to see me earlier in the year to talk about building a vintage boat after the series of power scale models he has been doing so far; he went away with a 10 Tonner plan copied from “Model Yachtsman and Canoeist”’ for 1884. Recently he wrote to me with a photo of the hull and a query about what the ballast weight should be. The hull is planked in balsa with a glass and epoxy sheathing and has, of course, come out much lighter than the Victorian designer anticipated that a hull could be built. This will need some more lead, either simply added to the keel casting or carried inside 32 Top, Ailsa by Milbro. Middle and above, 21in. Triang Tinplate, circa 1950. in the narrow and largely unusable spaces in the depths of the typical plank on edge hull. In “Odette”, my own replica 10T, this space is just wide enough to.comfortably hold a pack of 1.2 amp/hour nicads, which helps to get their weight well down, but requires that the boat shall be properly waterproof, since any water that does get in will quickly form a puddle round the battery. Mike Burn had put his rudder servo down there in “Cupid”, and had a stoppage at Gosport whena little water got in through the hatch and swamped the servo. He reports that this is now sorted out and the hatch arangements have been revised, the sheeting ratios adjusted and the boat sailed to great effect both on the local pond and on the River Deben, where Mike keeps his full size boat “Sheila”’. Obviously a model so out of the ordinary has created a stir among the other boat owners on the river. Mike is convinced that his boat is the fastest 10T in the world (it has to be, as the only R/C 10T so far on the water), and is threatening to wipe our eyes when the other boats are ready. I remain quietly confident that “Odette” is a superior design and shall continue to be so long as I can delay the actual meeting. Mike is a fearsomely competitive man, so I shall have to prepare for this at least as seriously as fc an RM Nationals. Toys More boats are coming out of the attic that were commercially produced as toys as well as home built boats that must be regarded as falling into the same category So many in fact that one of the Vintage days next year will be held somewhere with a modest sized pond where such relatively small boats will not be out of place. One particularly interesting example i made by Bowman’s, the Norfolk firm better known for their small steam powered launches, about which Basil MODEL BOAT! Harley has written from time to time. I assume this dates from the 1950’s or thereabouts; it is recognisably from the same stable as the power boats. The hull is about 30 inches long and is made on the same three plank basis as their power hulls. There is really no concession to a sailing hull form; the interests of convenient mass production come first. The fin is a sheet of mild steel and there is no ballast as such, apart from the weight of the fin itself. The rig was a simple Bermuda sloop and I am told by her owner, who sailed her with his sons, that she went reasonably well. I would have thought her a light weather boat, but we shall see in due course, as he intends to restore her to sailing condition. You may recall a year or so ago, I used some photos of a very small tinplate yacht with a ply deck, the “Ailsa” by Milbro. cee’ Recently I have come across a larger version of the same thing. The hull is exactly similar in all respects except size, which is 24 inches overall and rig, which as you can see from the small one, which I had rerigged with a gaff rig, was originally the same in style, asI sawa version of the 24 inch boat with a wooden hull in an auction recently and she had a bermuda rig carried out in a buff sailcloth with simulated seams printed on ina darker brown. The wooden version would, I think, have been the earlier style and the tinplate somewhat later, when the orders showed that there was a sufficient market to justify even the simple tooling required for a canoe body of this form. A rather more sophisticated model in tinplate throughout is shown in the before and partway through photos. This was made by Triang, probably in the 1940’s and 50’s and represents a fairly extensive tooling investment to produce the hull deck and cabin forms together with a fin incorporating a ballast of real lead moulded to a streamlined form. This model is 21 inches long and the construction is spot welding with a rolled joint between the hull and deck at the gunwhale edge. There is a rudimentary reversed tiller ¢ steering gear and the rig is againa Bermuda sloop. A smaller (12 inch) version of the same thing has also come to light recently in near perfect condition. The hull is exactly the same form and the Top and middle, 36in. homebuilt hull, probably 1920s. Right, Paragon, a close up of the rudder. Below, 1 2in. Triang Tinplate. construction is similar, but the deck is closed and has the barest relief indications of cabin, cockpit and tiller. The rudder is a fixed extension of the fin. The rig could be regarded as a joke; none of the bits of string are made fast anywhere and the mast waves about as the shrouds run through a hole at the hounds. The gooseneck attachment for the main also forms the jib sheet and the main uphaul is the jib stay after it passes through the mast. Recent experiments show that the whole thing is barely fit to push up and down the bath, but the fin has a JANUARY 1989 substantial lump of mild steel welded onto it and the boat would probably sail reasonably well in light winds if the rig was adjusted so that it stood up straight for more than half a minute and the sails were a bit better. Again there will be more realistic trials when I have had time to get her into shape. On the home built front two photos of a 36 inch hull unearthed by a nearish neighbour of mine. He comments “not a professional hull?”, and I’m sure he’s right. The hull form owes little to any theoretical considerations and the fin is 33 very large for the style of boat. The steeply angled rear end of the fin has provision for a free-swinging weighted rudder. There are no surviving deck fittings, but the site of the main horse is visible in the original photos. There is a substantial brass drainage bung mounted in the deck and the ring round the mast hole appears to be made in wood. The toe rail and counter moulding are nicely executed in mahogany, suggesting that this is another boat built by someone with woodworking skills, but no very deep knowledge of model yachting. An example of a boat that has no claim to either design or construction sophistication is “Paragon”, so named because she was literally stumbled over by my son in a flat at Blackheath, just behind the famous 18th century Paragon terrace. She had been put out with other rubbish to be taken to a jumble sale but had been overlooked by the collectors. She is 30 inches long and 8 inches in the beam, crudely cut from two planks of deal and with a deep fin and a very substantial lump of lead on the bottom. There is a weighted rudder. The paint work gives a good idea of her history. After two very building B&B hulls in two halves that poor quality coats of paint in blue and involve hair raising methods of getting the green, dating from her original build in two halves to go together. Even as it the 1920’s or thereabouts, there is a thick appeared, most of its designs and coat of grey cellulose primer filler and a . techniques were being undermined by Bill good quality paint finish with neatly Daniels’ “KPDNC”. Percy Marshall executed trim lines in two colours and realised that he had to up date and, what turned out to be real gold leaf. Theobald having died in the interim, he I think this paint job was done after the turned to Daniels. The 1913 edition war, at the same time as the present suit of contains the 10-r “XPDNC” and “Electra” sails were made in some sort of artificial and the schooner “Prospero”. These silk. The sails reproduce, I would think, remained in print right up to the 1950’s the style of the 1920’s originals, with a and this probably accounts for the huge gaff main and a rather curiously cut jib number of boats built to these designs over mounted on the end of a largish bowsprit. the years. The 1913 edition also had the The metal fittings, such as they are, are 12-m boats “Yum’’, “Substitute” and made in tinplate and painted and the “Daphne”. These were supplemented in whole thing is irredeemably crude. the immediately post war editions by an Nevertheless, it probably gave years of 18 footer (BRA), but both this and the 12-m pleasure to at least two generations of disappeared from the 1928 edition, children, very probably on the Princess of replaced by an “A” boat (still called a 6-m) Wales pond, which is just round the corner from where she was found. Next time, I hope to cover some more serious vintage models, so those of you who feel that there is too much toy boat chat at present will have something to “June” and a “wee six’. After this date the plans don’t change, though the text has marginal alterations and the list of MYA affiliated clubs is up dated at each new printing. look forward to. Contact address: R.R. Potts, 8 Sherard Road, London SE9 6EP. Tel: 01 850 6805. W J Daniels & H B Tucker Model Sailing Craft Chapman & Hall 1932; 2nd, Revised, 1939; 3rd, New Edition, 1952 Another view of Paragon, a naive if not to say crude model of the 1920s. Bibliography (ed) Bernard E Jones Building Model Yachts (“Work” Handbook) Cassell, 1899; various later editions, eg., 1924 (largely written by E W Hobbs) “Work” was a general craft magazine run by Cassell from the mid 1880’s which now and then contained some model yachting material. It brought the best of this together from time to time in a handbook. The 1924 edition, which I have, contains plans of a 19th century cutter, mainly to illustrate the principles of a lines drawing, and a 10-r by Hobbs. There is also material on glass case models and a steam powered racing motor boat. « Kingston W GH The Boy’s Book of Boats 1861; rev 1868; repro 1871 etc. Essentially what the title suggests, a general coverage or maritime subjects by one of the most popular and most prolific boy’s authors of the 19th century, this book contains some discussion of how to make and sail models and gives useful insights into the availability of commercial models and fittings in the middle of the century. The second and 34 subsequent editions contain material on the type of boats designed and built by two builders in the Isle of Wight and offered through superior toy shops in London. They are quite different from what Kingston himself offers in the first edition and must be an early example of specifically model development independent of full size practice. Unfortunately, no lines plans. The classic work embodying the design and construction practice of Bill Daniels, the premier model yacht designer, builder and skipper of his generation and the inventor of modern model yachting. Though a joint work there is considerable evidence that Tucker watched what Daniels did and wrote it down. Comprehensive coverage of all aspects. Still the best how to do it book for the wooden boat. Many fascinating photos in the first edition, mainly of early “A” Class boats. Each edition has a completely new set of designs for each of the MYA recognised classes The 1932 edition has lines for “Crusader”, Daniels “A” boat of 1924. The 1939 edition is rare as most copies were destroyed in the warehouse during the war. The 1952 edition contains treatment of the vane gear and some discussion of the use of radio. The designs include a sharpie 10-r. W J Daniels & H B Tucker Model Sailing Yachts Percival Marshall, 1951 A shorter treatment of construction, with no design discussion, but again a ful set of lines for each MYA Class. (Ed) Percival Marshall Model Sailing Yachts (“ME” Handbook No. 4) Marshall, 1905 (Text by H Wilson Theobald) Repr 1913 (Wholly rewritten by WJ Daniels) Repr with additions 1919, 1921?, possibly other dates before 1928; 2nd “Revised” edition 1928 (Daniels), Repr various times with minor changes until 1951 This little book has probably been the start of more model yachting careers than any other. The first edition is rare and contains designs for a twin fin 10-r that appeared originally in “ME” in 1902, together with some curious methods of Thomas Darling Miniature Racing Yachts Scribner (US) 1936 A large landscape format book. A US treatment of the usual range of construction and rigging; well set out. Darling was a marine engineer and boat builder turned crafts teacher in schools. Information on some US competitors to the Braine gear. Some lines plans of smallish boats to US Rules, (R and D Classes), by Darling, dating from the late 1920’s. One uncredited A boat, presumabl by Darling, and Measurement details of several early competitors on the Gosport Internationals. MODEL BOATS Left, | tor, Allen (USA), Stollery, Schmidt (Austria), McCuffertty (USA). Right, starting area prior to 3 minute signal during Junior event. Below left, Lindholm (Finland) leads A fleet at the first mark. Below, Junior winners, and inset, RM Junior race at leeward mark, Peter Stollery leading. MODELL:-YACHT-CLUB BERLINEY Above feft, Olle Bengtsson from Sweden – another immaculate Skalpel. Above middle, Thomas Dreyer of the Berlin club checks sail measurement on numbers 24 and 26 with Roger Stollery. Above, closing ceremony: Gunter Voelz at the podium. On his right his wife, Hildegarde, who acted as secretary to the regatta committee. Far left, teams at the opening ceremony. Left, race board with frequency flags on the left, course and race information on the right. NAVIGA/IMYR 36 MODEL BOATS Above left, Anja XVIll designed, built and sailed by the Swiss Helmut Lupart. This immaculate yacht includes a carbon fibre revolving, groovy mast. Above middle, Januscz Walicki, 1988 RM Champion, prepares his Skailpel. Above, Chinese boat belonging to Ai Xiong Xu. The Chinese boats were fully up to the technical standards of the competition, using Futaba equipment. Far left, Peter Christov in the measurement jig. with the sail measurement table in the background. Left, Otmar Boetter with a Skalpel design. The layout and fittings, including the revolving mast and c/f boom, are identical with those used by Walicki. Guest writer Kevin Fieldes from New Zealand competed in the Berlin Championships Kevin is currently Secretary of the NZMYA and combined his trip to Berlin to compete in the RM World’s with an extended holiday. He spent some time in England before and after the a and also made an extensive tour of Europe. his contest, the first ever combined IMYRU/NAVIGA world radio yachting championship was hosted by the Modell-Yacht-Club Berlin in West Berlin on the Havel River, about 3 miles from the city of Spandau. There were two classes, a Junior event held over one day, and the Senior or open event held over five consecutive days. Venue The Havel River forms a wide lake as it passes through the area where the contest was held, approximately 1 – 1.5km wide at this point. The actual site is a sports venue used also for rowing, which meant that a large grass rigging area, some accommodation, and pontoons were available on site for the organisers. In addition, storage, repair facilities, computer facilities for results, and race official shelters were also provided. The sailing site was not in the end particularly suitable for such a large event, not through any lack of effort on behalf of the organising committee, but because the wind was predominantely offshore and very unpredictable, being often below 2 – 3 knots, and affected by large wind shadows from the trees and buildings close to the shore. The strongest wind I estimated over the 6 days for the contests was 10 – 12 knots on one day, but the average must have been below 5 knots overall, and from a direction which made it very difficult to set a course easily visible for the skippers, and at the same time having a good windward leg. The Havel River is also a very popular sailing venue for full size dinghies and keel yachts, some at least 40 feet long, and also on the cruising route for some huge passenger ferries and barges which passed regularly during the day. The results of these craft were the inevitable big swells from the wake, and when combined with the very low wind speeds, made sailing conditions for the contest very trying at times, and to be able to sail well was certainly a test for the best of the skippers. Organisation The organisers, headed by Gunter and Hildegard Voelz, and their team of dedicated helpers are to be congratulated on the preparation and hard work that they put in for the contest. Everything that could have been foreseen had been organised, and in particular, the equipment provided was of a standard that would have been suitable for any Olympic event. Most of these people had given up their holiday time to help, and often this involved their wives being there also, helping with some aspect of the contest. On the days set aside for measuring, each yacht entered was checked for length, the hull, fin, lead, rudder, and each sail was marked; each sail had spot measurements checked against the JRM WORLDS JANUARY 1989 certificate which had to be presented at the time of measurement. With the organisation provided, this took about 10-15 minutes only for each yacht, and with two teams working, was easily completed in time for the contest. A spot check was also made during racing to make sure that mast and boom bands were marked as required. I am not aware of any problems which arose during this process, and credit tor this must also go to the IMYRU Technical Committee, who provided the basis for this combined international event with the new comprehensive and workable Marblehead rule. The Racing committee under the control of Hans Kukula from Austria was very efficient under often the most trying sailing conditions. As a competitor, I was very aware of the hard job they had, and after sharing a room with some of them, was impressed with their dedication to the duties they had been assigned. They were always up early in the morning at first light setting up the equipment, and worked right through the day with only short breaks, to be still clearing up long after most skippers had unrigged and left for dinner in the evenings. continued is the applicationof high technology materials combined with most impressive precision miniature engineering. Universal carbon fibre masts were in many cases of aerofoil section, rotating on an offset jack. Two yachts from the USSR had hardware engineered from titanium which would have done justice to a watchmaker it was so well made. French yachts with swing rigs had continued development incorporating cantilevered stay attachment from the mast-base/boom fitting, and these also had been skillfully constructed to minimise any extra weight that might be involved. Sails were increasingly being manufactured using drafting paper materials, particularly those yachts from Europe – except for the U.K. team who all used Graham Bantock products. World Junior Championship Competitors There were 12 entrants for the junior RM/F5-M event, representing eight nationalities, and of the 72 places allocated for the seniors, disappointingly only 64 actually participated. This meant that some who had had the possibility of sailing were excluded through the organisers not being able to fairly reallocate places in the contest to other Eight countries were represented by 12 entrants, and the contest began at the conclusion of an impressive opening ceremony. Most of the contest was run in very light airs, with overcast conditions, and Peter Stollery began with an almost perfect record in the first four races with three firsts and a second. This gave him a lead of nearly seven points, which was never to be seriously challenged through the rest of the contest. Twice, in races six and seven, races had to be rerun through time limits expiring, and after waiting for a rain squall to pass, race six was a disaster for Dennis Astbury absence were Canada and Australia, both countries which have participated in the past, and which could have expected to have performed well at this level of competition. Yachts and Technology designs sailed in these conditions, I don’t think any showed any advantage in hull design, but that all the top 20 in the results had superb rigs, with five having swing-rigs. There were three Skalpel designs in this group, two Hush Hush, and also represented were an Archer, Logic Spot, and I think Cedar Club. One of the trends which has of course 38 Astbury third, followed by Ian. For the final race, Dennis led from the start and finished going away from Peter, who only had to sail a safe covering race to confirm the title he had already won. RM/F5-M World Championship Sunday 20 August was the first of five days racing to decide the World Champion. The format of the contest was to be two days of racing using the Italian Fleet Racing system, with no discards allowed, followed by three days using the IMYRU Radio Control Racing System (RCRS86). Fleets for the first round were drawn by ballot, and a compromise had been made by the Race Committee to sail only five fleets, with slightly uneven numbers to make up the 64 starters. After a long skippers’ briefing, with very helpful english interpretation by Gerd Mentges, racing finally got underway at 1000 hours. A pattern that was to follow for most of the next five days was established right from the beginning; course number two was set, consisting of a triangle, followed by a windward-leaward, and a beat to the finish. With the wind from five to eight knots and offshore, it was inevitable that at the top mark the yachts would be sailing into a wind shadow, and this was to cause headaches for the Race Committee and competitors alike for most of the contest. Some confusion was apparent as to the correct order of the countries at short notice. However, the entrants represented 22 countries from all corners of the globe, so a truly world event was guaranteed. Notable to me for their Unfortunately, being a competitor it was not possible for me to undertake a detailed survey of all the yachts present, but in general I can say that in the variety of and Peter Stollery took the lead just before the windward mark before the run, and ended up winning my 14 seconds from Andrej Zagorodnij of USSR, with Dennis who up until then had been providing the closest competition for Peter Stollery. Dennis finished last in the rerun and took a lot of the pressure off Peter to maintain his lead, and by race nine, after a couple of races when Peter had had two early starts requiring a return to the line and a chase to catch the fleet, he only had to have a good result to sew up the title. Ian Astbury meanwhile had a small lead over his brother, and it was going to be a close finish between them. The wind increased slightly to three to six knots, rounding of the marks during this round, and more often, no understanding of the “round the ends” rule during the one minute before the start. This caused some problems for the Race Committee calling back yachts which had started incorrectly. At the end of the first round, the problems inherent with the Italian Fleet Racing system started to become apparent. Firstly, It is an advantage to finish in third place, rather than second place since you will have a better chance of scoring less points in the next round (and similarly down through the fleet). Also, protest hearings must all be completed before any heats for the next round can be started, and this was the cause of the first of many delays during the course of the event. Race Two: Run in similar conditions to the first round, generally the wind was light, and in each race kept dying away to drifting conditions. All heats however were being completed within the 30 minute time limit. MODEL BOATS Results – Day One Place 1 Number 64 3. 4, 5 6. 16 58 27 14 29 34 9. 10. 17 47 70 te 8. 11. 12. 13. 16 31 3 36 Name Otmar Boelter ee fe Ai-Xiong Xu Torvald Klem K CG L F F CH N 9.0 ; 11.4 13.7 19.0 20.1 91.0 91.7 92.0 99.7 Olle ‘ ae ‘ Janusz Walicki Terry Allen Graham Bantock Gerd Mentges Christian Lindholm Paul Lucas Christophe Boisnault Xabier Zatarain Aoi as Sol Bengtson G US 4. 5. 6. a. 8. 9. 10. ll 12 13 Number 16 64 34 31 58 27 24 29 47 30 42 DT 36 8. 9. 10. a1 12. 13. 14. 15. 16. 18. 19. Name anusz Walicki Otmar Boelter Paul Lucas Christophe Boisnault Terry Allen Graham Bantock Gerd Mentges Christian Lindholm Torvald Klem Esa Anttilla Bruce Edgar Jon Elmaleh Philippe Sol Place i. 2. 2 4, By 6. uu 8. 9. 10. 1] 12 13 Number 16 64 29 57 27 14 30 36 31 34 56 47 10 Name Janusz Walicki Otmar Boelter Christian Lindholm Jon Elmaleh Graham Bantock Gerd Mentges Esa Anttila Philippe Sol Christophe Boisnault Paul Lucas Igor Nalewski orvald Klem John Cleave Place i, 2. + 4. 5 6. 7. 8. 9. 10. 11. 12. 13 Number 16 27 57 29 36 56 64 30 10 5 14 31 47 Name Janusz Walicki Graham Bantock Jon Elmaleh Christian Lindholm Philippe Sol Igor Nalewski Otmar Boelter Esa Anttila John Cleave Migel Zatarain Gerd Mentges Christophe Boisnault Torvald Klem Final Results Place 1. 2. 2 4. 5, Number 16 27 57 29 64 Name Janusz Walicki Graham Bantock Jon Elmaleh Christian Lindholm Otmar Boelter Race Three: During this round I saw two examples of the closeness of the competition – Jon Elmaleh (US) hit a mark, then another yacht while rerounding, and went from fourth to last (13th) place at the finish. Then Bruce Edgar (NZ) after leading until the last mark rounded too wide, was passed by four yachts and finished fifth. One mistake in a race was costing a lot of points, the racing was so close. Day Two This started similarly to the first day, with winds of two to five knots. It took two hours to sail the first race, and occasionally yachts were reaching the first mark without tacking as shifting conditions made it very difficult to lay a windward course. Race Six The breeze increased to three to JANUARY 1989 sa Anttila Migel Zatarain John Cleave Jing-Quiang Zhao Christophe Boisnault Gerd Mentges Geoffrey Smale Torvald Klem Terry Allen 28 Ian Cole 20 Jong thoy! = 6 : ow fe G F F 21.0 32.0 33.8 26. 51 K G 39.4 39.4 28. 29. 30. 61 – oa US 35.4 : 24. 5. 27. . Bae KZ 53.0 ee oy Loe 36. : 547 : Bue 7 Country 42. : 46, 20.7 ao US 59.1 a .: K G 60.4 64.0 F SR N K 1, Total G y Jean Dezone 15 See Heinz-G. Asselborn G 361.0 aul Lucas Olle Bengtson arl Schmidt eter Stollery Country Total K US L G 79.4 80.8 90.9 102.7 32.7 361.0 Gy eee CZ 428.0 : f 439.0 whe 46, 4 Jose De La Fuente E 465.5 S. = ae Cua Gerard : ee 1 CH H 4930; 496.7 KZ 47. 48. é 9 25 54, 55. : 62 uy Lordat lan R. Astbury Olaf Ginstroem inao Hirao 61. 63. Sven Schneider Waleri Bondarenko BL L DDR SR 45 Johan Jacobs Jozef Zeberski PZ Goeran Eimir S$ Jan Hermanek CZ 117.0 . S PZ Ae L 151.1 : Jerzy Przybysz apy: . Astbury 64. N oS Paval Novotny 94.4 vee ; 23 F G oe Nasarov 355.0 68 S 72 139.4 299.7 B Edgar Sk) aa Suwalski 62. 133.4 295.7 206.4 314.7 e 75.8 E I US K ruce «68 K 260.7 DDR 7 60. 96.0 101.0 : Z Jorini Kevin Fieldes 78.9 354.0 Oskar Heyer ario 55 44 Total 237.7 Helmut Lupart 56. 73.4 CH 3 221.0 259.7 Ralph McCufferty Roger Stollery 4 216.0 E 59 26 ° ~— oT SR G Xabier Zatarain P Federico Ciardi 70 K SR Nasarov 41 o 140.0 150.4 152.4 157.4 160.8 163.0 165.7 168.1 188.4 Nikole Nesony ikola 109.4 112.4 L E K CH F G KZ N US 7 46 Countr US Momo i-Ning Lin Ne Harry Deon 81.1 86.4 L aude F SR Gerhard Mann : 7 76.4 53. K CG 3. Igor Nalewski 43. – 57. Results -— Day Four Philippe Sol 30 5 10 19 31 14 43 47 58 65 : Results – Day Three 36 56 20. 21. Results – Day Two Place 1 2. 3. 6. 63 12 22 etko Christov Hans-Peter Hirche Stoitscho Slavov H DDR BU : 466.4 476.0 : 499.0 514.0 515.0 536.0 : 575.0 594.5 599.0 613.0 oe : ‘ Results — Juniors Place Number Name . pont – ee 3 ee Fe pene She cae G 61.0 I BU CZ BU 63.0 78.0 84.0 91.0 : 4 : 2 tL 125 9. 10. 11. 12 134 128 130 127 8 129 . Astbury . Zagorodnij . S. Piglio I. Christov P. Novotny T. Todorov eight knots, and later in the round the best wind for the contest, up to about 12 knots at times. Race Seven Change in wind meant a change to course one, which the Race Committee had previously announced would not be used. This meant that one of the Chinese competitors became confused, as the course set was not according to the diagram given in the sailing instructions, but had been set and announced by verbal instructions in German and English only. This was corrected before the next heat, but redress was required for this competitor, and highlighted some of the problems which can arise in an international event. Lutfullin B. Becker M. Kohlicek Race Eight Back to very light winds for this round, and it was notable for the large number of collisions and penalties which occurred. In D fleet, five yachts were disqualified (from two different incidents) Country r CZ Total 16.4 : ; 61.0 for failing to take penalties or protest after an infringement was called. A long protest was heard at the end of the day after a port/starboard incident between a Chinese and Japanese competitor. The facts were quite straightforward, but interpretation difficulties meant that the Jury took an hour and a half to be able to make their decision. After two days of the Italian FRS, results were as the tables. Opposite page, top, another shot of the Chinese boat. Next down, Terry Allen’s Spot with unusual flat sections through the keel line from bow to rudder. Next down, Geoff Smale’s NZ own design, derived at some distance from Stollery’s Bee. Geoff won the Sportsmanship prize. Bottom, Paul Lucas’ boat showing the underwater shape. 39 Peal Day Three During the night, a No Secret hull and rig belonging to one of the Brazilian competitors was stolen, and never recovered. This was most unfortunate, and caused embarrassment to the Berlin Club, however Ian Cole was able to lend his spare yacht and the competitor could continue sailing. Also this morning the Chinese team’s yachts arrived after being left in Moscow during the train journey from Beijing. They had been sailing using borrowed yachts from the Berlin club in the meantime, and doing very well in spite of this. There was frantic activity when the truck arrived to get them unpacked, but due to a protest hearing being carried over from the previous day, and a change in wind direction necessitating a change in the pontoon position, there turned out to be plenty of time before racing got started to get them ready to race. There were many delays to the starts during the day, as the course had to be reset several times as the wind died and changed direction. Four rounds were completed, and results were as tabulated. Day Four Again a delay in the starting waiting for the wind to arrive, and the first race was started on the second attempt in one to three knots of wind. An incident at the last windward mark in the A fleet race saw Jon Elmaleh disqualified by the Race Committee for failing to give way, but this decision was dismissed by the Jury ata protest hearing due to conflicting evidence from the other yachts involved. The last two races were notable for the same light wind conditions, but a lot more chop which added to the difficulties in sailing. The E fleet race was abandoned at the end of the day due to exceeding the time limit, and would be rerun the next day. This was to have a bearing on the final results, as will be seen. Results after 16 rounds are tabulated. Day Five This was the rerun of the E fleet, and prior to the start the Race Committee announced that no round would be commenced after 1200 hours, to ensure that results could be completed in time for the presentation at 1700 hours. At the start of the race, the rain began, and the wind dropped, making conditions very difficult for all concerned. The whole of round 17 was sailed in very light flukey winds, and at the end of the E fleet race, at 1205, it was announced that that was the end of the contest. So on day five, only one round was completed, and it also meant 40 that only 11 rounds of the RCRS had been completed, therefore only one discard for the whole contest was allowed. This would have a lot of influence on those yachts which had acquired two disqualifications during the event (65 points each), and was simply as a result of having to rerun the E fleet race at the beginning of the day. Needless to say, the wind for the next four hours would have allowed another complete round to have been sailed in plenty of time for the closing ceremony. The final results, with one discard, are tabulated. Apart from one or two problems, which any contest organiser is always going to have to deal with, this was a very successful event, and we have two world champions who sailed very well and can be proud of their achievements. General concensus was that in future we should hold this contest always as a combined IMYRU/NAVIGA event, and representatives of the two bodies have indicated that plans were underway to attain this aim. To all those that helped with the running of the event, and all those who travelled so far to take part, I congratulate you all for making a memorable World Championship sporting event so enjoyable. Top left, Bruce Edgar (NZ) and John Cleave waiting for the jury to conclude their deliberations. There were many long delays to sailing for this reason. Top, the Chinese Ai Xiong Xu. Above, Graham Bantock and his Hush hush get the cosmetic treatment from other members of the English team. Below, latest style of swing rig incorporating shrouds mounted on outriggers on Paul Lucas’ boat. Above, Peter Stollery with his third place plaque. Above right, busy at the start! Peter Wiles (88) very wisely not trying to barge in at the buoy above /an Taylor (X75). Right, start gun plus five. John Cleave (00) with a small lead over Nick Weall (4088). Below, John Cleave (left) and Peter Stollery (right) moving to get a better view of the first windward mark. Above, Roger Stollery thanking everyone after receiving the M&SD Championship Trophy. Right, OOD Vic Cooney checks the scores with pid ae. A pensive Mark Sidey watches the racing, or is he just thinking! RM DISTRICT C 56 MODEL BOATS 2w moments later they are strung along the line ready for the gun. Peter Wiles (3988), eave (00), lan Taylor (75), Nick Weall (4088), Mark Dicks (3737) and Mike Weston Above, a little later and Nick has a small lead but is not pointing as high as the others. or (75) is apparently ‘leaning’ on Mike Weston (30). Next in line are John Cleave, iles and Mark Dicks. Top right, Chris Dicks receives his race card from Reg Maltby, ‘right has a word. Right, not one of Mac’s better races. Hugh McPeake holding his ‘ter aloft – he had control problems at the time. {AMPIONS JANUARY 1989 Keith Allen reports on the Metropolitan and Southern event at Three Rivers, Rickmansworth super, sunny day! At least it was for the Metropolitan and Southern District Championship this year; I even needed my sun hat! Hosts this time were the Three Rivers Club and it all took place at the Rickmansworth Aquadrome near Watford on Sunday 19th June. Vic Cooney from Woodley was O.O.D. and he got the racing started promptly at 10.00 and kept a steady pace going all day. Eighteen skippers from 11 clubs took part and seemed to enjoy themselves in winds that varied between a full tall suit breeze down to very light airs, enough to keep moving though. The final winner was Roger Stollery from Guildford, closely followed by John Cleave from Ryde. Roger was generous enough to admit that the difference was only that John lost more places when he had weed problems than Roger did with his! Weed was not a major difficulty but there were the odd pieces about which did affect some boats. Rigs were evenly split between swing and conventional although the first four were swing. Roger and Peter Stollery (1st and 3rd places) both use a variable slop swing rig, an ingenious system which allowed the jib to be mounted somewhere near the centre line of the boat. There were 12 different boat designs for the 18 entries with four Bees and four Tornadoes. Average displacement was about 12.3lb. (5.58kg) while that for the top six was about 11.5lb. (5.22kg). I am afraid these figures are approximate, skippers in general didn’t really know what their boats weighed ~ a sign of the times perhaps that we are no longer looking to pare the last gram from our beloved creations! . : : The other dimension I noted was the fin depth – rather easier to measure than draught! The measurement taken was from the bottom of the hull to the bottom of the bulb. The average for all boats was 433mm (17in.) and for the top six it was 448mm (17.6in.). All in all there was nothing very extreme about any of the hulls or rigs, just an enormous variety! Once again, the day’s meeting showed that although high technology construction helps, it’s the skill Yop. In the besinning’ Ron Avion anc Mike Dennis prepare to set out the buoys. Above, Derek Morland making adjustments. Although he finished well down the fleet he was always trying. Right, the winner Roger Stollery’s Bee with carbon fibre construction and ‘variable slop’ swing rig. of the skippers in setting up their boats properly with attention to detail and to their racing technique that bring those nice low scores we all hope for. It was an exceptionally pleasant day enjoyed by all and helped by the glorious weather. Very few incidents, even fewer protests, good racing and sunshine – what more can you ask for! 8 . M&SD Championship, 1 9th June, 198; j ‘ : Club u Weight 3 . ae 3965 Three Rivers oy 11% 450 H. McPeake S007 Three Rivers Conv Ce 431 419 a Fugitive = 10. 11. N. Weall_ M. Dennis 3926 Three Rivers 3071 Danson Conv Conv ay, Les 398 394 Trapper Ill RM 1000 oe : 5 7. 9. By ceoed le M. Sidey A 12. } _N. Curtis Se 15. 16. 7 18. . Dicks 7 ars B.volliand hichester 4088 Gosport 3604 Woodley 3675 Southgate 3737 Clapham 4 MYSA 3009 Guildford 3299 Gosport \ aw -— Sw ca onv Sw Conv 12% 2 13% (ASK i: Sw: Swing; Conv: Conventional, [V} Variable slop; [S] Shreuden* 454 437 poe oints io 8. : By oi lt+4 Sw ~ 12% ConviS] 11% lw — c— Logic Bee fora Magick ee Bae eS say He 3977 R. Stollery 3600 Guildford Ryde P Stollery 3889 Guildford P. Wiles 3988 Poo Meme | 2) Cee Rig 43 433 439s «408 392 410 491 Tornado ne 20% 22% 22% . 2 re GixusKiller Cirkus Killer 48 Sea Urchin Bee 58 M. Anagram 57 MODEL BOATS
