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JAC E SHV (Pf G ANARGUS SPECIALIST PUBLICATION APRIL 1989 £1.40 increasing. However, after some more experimenting with Nick dashing about with a stopwatch and a handful of different size props, it was decided to builds another boat 18 inches longer and 3 inche wider, giving us room for 2 batteries, the required speed and battery duration. Sea trials begin in April. Whilst all this was going on, I chased sponsorship. Most were forthcoming. Next came the publicity. Local radio, TV, and round the local traders asking for Press were invited to cover the departure. always a focus of atte ntion at the The Association of Model Submariners stand was Exhibition. Photo: Ray Brigden. out penalties – a scale is being workedved a recei has er skipp a if and clearly, public warning for speeding, then his activities will not be viewed benignly by the marshalls! a In the ideal siwuation, we would have g the huge Olympic-style scoreboard facin competitors from the other side of the of pond, but we do not have that sort do equipment or money. What we cancomp uter however is to provide a duplicate uter comp the that all es echo that n scree placed operator sees. This screen will be either the under cover in a situation where ers may competitor or his/her team memb keep view it easily. This allows them to es andan eagle eye on the timekeeper’s entriplay at more importantly, on the state of of competitor. One may relax and enjoys one’s sailing, while watching the scoreThe creep closer with the passage of time.you problem now is not how much speedher it can coax out of your boat, but whet for hour can maintain its cruising speedwell at 3 am after hour. Can you steer it as ise your as you did at 3 pm? Can you organfor power supplies? Can you arrange to proper rest and food – even going the loo? Remember – you cannot hope to make ding up any lost time by subsequent speefor and any moments wasted are gone cap) good. Can the fast team (low handi ten individual all times. The screen will show s, the and team scores, SLT’s, ALT’ all-important VVQ’s and the total timeful watch boats have been on the water. Ainvoc ation eye here can not only save the with of penalties but also provides teamscal tacti their aid will that n informatio decisions. Teams with only 1 or 2 boats will be given three running numbers anyway,8% m of sailing under each for a maximuonly two hours. In the case of teams with boats, for the sake of SLT and the handicapping it will be assumed that and hours 16 for ing runn is boat r slowe the faster one for only eight. It may be thought that because this will give aan higher handicap the team will gain SLT the undue advantage, but remember d under provision; if the faster boat is saile the spare number, it must keep its speed down to that of the slow boat. A little thought, and you will see that the same a total applies to those teams that suffe: rone of the breakdown of one of their boats far as others takes over the running. As the the computer is concerned however, de facto, substitute boat is still the old oneThat is, if with the same speed restriction.fast one a slow boat breaks down and a takes over, the fast boat must keep down to the speed of the slow one and a team gains nothing should they attempt a subterfuge of this nature. of I hope that I have explained enough the whet to event d vampe ly-re this total appetite of readers and assure them that all this really will be something in whichlers may enter. Slow dredgers, stern-whee and decoy ducks really do start on an equal footing with fast patrol boats. Indeed, it is to the advantage of all is a skippers that their Standard Lap Timewill that speed ing cruis a of tion true reflec get the best out of their batteries in terms frantic of distance run. By eliminating theced a scramble for speed we have produ kind rent diffe a for event of kind different 8 Model Engineer come from behind to win in the last minutes, fast team (low handicap) comees, from behind to win in the last ten minut or will the slow team plod on to holdrthem eithe fast off? The winning team may be one that or slow, but it will certainly be tain a can best organise itself and main steady consistent rate of trouble-free sailing. Trophies will go to each member of the addition, winning team and runners-up. In ed print a uce prod will uter comp the vessel’s breakdown of every individualtroph ies for performance and there will be the best. This will be a very popular event indeed, but entries are limited to a . maximum of twelve teams or 36 boats £5 Pre-entry is de rigeur at an entry fee ofThe 1989. per team, payable by 11th June,and 2nd of event will take place on the 1st n matio infor er furth ng seeki ne Anyo July. plus rules full the of copy a may obtain hints and tips by sending a large stamped addressed envelope to our PRO and ley contact officer, Philip Evans, 46 Brad ODT. Road, Waltham, Grimsby, DN37 All are interested as is the Guinness Book boat of Records. The owners of the supportthe have interested other boat owners in be venture so it looks as if quite a fleet will going with us. Now we are attempting to interest the Belgium TV and Press in covering our arrival. The trip will be from Lowestoft to Ostend, a distance of some 100+ miles. Sponsorship will be for R.N_LL and the Rheumatology Dept of the local hospital. We shall have to make it if only for the duty frees and the champagne reception we are told is laid on for us in Ostend. Seale Sailing Association The Scale Sailing Association was founded by Max Cockett of Herne Bay and Mike Taylor of Crouch End in 1987 to scale promote the building and sailing of simple model sailing vessels. The idea was minded in concept, which was to draw likesouls together to encourage the rapid growth of this ever popular side of model boating and to bridge the gap between the M.P.B.A. and M.Y.A. Mike and Max firmly believe that there are many people who sail alone all over others, the country who would like to meet town or maybe only in the next village, city with the view of sailing together, swapping ideas and making new and valued friendships. The only trouble is finding if that other e the person or persons exist. This is wher Scale Sailing Association comes in.tAt ME, shows and rallies such as the recen all we ask is for names and addresses of scale sailors to get the ball rolling. Your ter name and address is placed on a.regis which is then collated into areas All the cted and people in the same area are contatoget her. ng getti of y tunit oppor given the The rest is up to you. The first known crossing of the North Sea by R/C Model is As a young association the servicethat entirely free, yes free! All we ask, is with a you accompany all correspondence stamped addressed envelope. Any y for the local diving club to raise monetold were and how d aske We ty. chari “We’ll think of something”. A few days later they did and how! “How about Nick crossing the North Sea?” they said. and I were to provide the Model, they Our address is either: Max Cockett, Herne Drive, Herne Bay, Kent. Or Mike Taylor, 14 Palace Road, Crouch End, London, N8 8QJ. It may interest you to learn that throug Mini-SAIL U.K., bi-annual events in | Holland, Germany and Switzerland can arranged, thus broadening ones horizons Boat by Terry Gosling At the 1988 24-hour at Lowestoft, Nick and I were asked if we would like to help would do the rest. We started to see what was involved. speed Firstly we had to reach a minimumthe of 9 knots with the model, becausepalace) turbos on the command boat (Gin ed to use don’t come in until 9kts. We decid initially donations to offset our postageer. are entirely up to you the memb 3 still further. European sailors are in the abundance on the continent and take abilities and speed. usly th< sport seriously, but not that seriofun they do not enjoy themselves at an meetings. Most speak perfect English o drop the at uge lang the enjoy speaking a hat to make one feel really welcome. If windy day on the Broad that she European venue, please contact Mike Taylor, again enclosing S.A.E. for reply our “E” boat, for it’s good seakeeping Next came the experimenting, i.e. For d on a speed and battery duration. We foun can cope swell with choppy conditions and a good much too need t didn’ speed the that and anyone wishes to take part at any and details. MODEL BOA vane sailors are not yet such an endangered species as to need special protection. The opportunity has also been taken to tidy up the pattern of officers’ duties, eliminating the post of Radio Secretary and dividing the work between the Racing Secretary, who will take on the racing rules aspects of the job, and the Technical Secretary (formerly the Chief Measurer) who will look after frequency policy and legal aspects of the use of radio. irst, an apology for the gap in the production of the column. My only excuse is that the production time for the March issue falls in the busy period between the MYA’s AGM at the beginning of December and Christmas, and there were several conflicting demands on my time. I always underestimate the amount of effort required to produce suitable presents for increasing numbers of grandchildren and I got caught in a last minute rush. As my wife also needs to use the workbench to finish her Xmas projects at the same time, there is a degree of congestion and diseconomy of means. It was never like this at work, when I had minions to cope with the dull bits of the job and we all took planning and priorities more seriously. The first photo shows one of the results of pre Xmas activity: the youngest member of the Vintage group getting an _SAHIN in the national museum of model yachting alongside the great designs and championship winning boats. One Metre Class At the MYA’s AGM on 12 December it was suggested that in view of the very confused state of the 1-metre rule and the failure of IMYRU to producea certificate, the MYA should introduce an interim procedure which would enable clubs to submit an “at sight’ certificate, which merely stated that the boat appeared to conform to one or other of the four 1-m Rules currently in existence. This would enable the MYA to make a start on issuing numbers and counting boats and enable clubs to accept any more or less 1-m shaped boat for competition during an interim period. The idea was that at the end of the interim period all existing certificates would become invalid and boats would have to conform to whatever the IMYRU Rule then prescribed. It was left for Council and the newly appointed 1-m Register to sort out the details. Since the AGM, but before Council has met, the IMYRU PC has met and has, I understand, finalised its version of the Rule and undertaken to issue a certificate to match by the time you are reading this. Next month’s column will, I hope, contain a final story on the resolution of the manifold confusions that have dogged this. well intentioned attempt to introduce a new, “simple” class and to devise a rule that will keep it that way under the pressure that will be brought to bear on it in top class competition. Detail of rudder installation on Edwardian toy boat. introduction to what. model yachting is all about. The boat is of course bought in from the Stollery workshop and is an example of the Choppa design that Roger produced for his son Peter when Peter was about the age of my grandson. The design is 12 years old, so my grandson has a boat six times older than he is. Not too many members of the VG can say that. He found it totally absorbing and kept me on the side of the pond on Christmas afternoon until it was dark. Whether, like Peter, he will go on to become a World Champion is open to question. The actual example of the design that Roger made for me is, despite its vintage status, bang up to the minute in its construction, and is moulded in carbon fibre. The design is ingenious and serves equally well as a toy to play with in the bath (though you need to have the bath fairly full) and as an introduction to propelling a boat across a pond by wind power. There is an alternative una rig and even a radio controlled version, which I certainly intend to have a go at some time. It is the sort of model that ought to end up 54 Other AGM Topics Finance: The meeting decided that it did not want to go the whole way with Council in accepting a straightforward doubling of affiliation fees and subscriptions. The new figures approved are £3 a head for club An early start in the most important sport in the world. League Results For 1988 the results were scored in a single Division. Radio League: Chelmsford Woodspring Guildford 1205 points 974 points 815 points Individual winner: Ian Cole Vane League: Birkenhead 1642 points Individual winner: Mick Harris A Class Rule The AGM decided that it did not wish to give Council power to refuse to accept the changes in the Rule impending from IMYRU. This was in part because it has become clear that the “A” fleet round the world does not want to go to multiple rigs and that the changes in the offing were only in the weight tolerance, which the MYA had pioneered, and to allow the affiliations and £6 for individual or Vintage Group memberships. Several suggestions were made for more rigorous financial planning and control in future and these will be examined by Council. Tim de Buriatte, who has served for many years as Treasurer of the MYA decided that the time had come to hand over the reins to someone new. His long service to the association was recognised by a vote of thanks and a clear indication to Council that they should submit a motion to next year’s meeting for his election as a Vice President. Council Structure: Proposals to reduce the size of Council were agreed. The number of officers regularly attending Council has been reduced and Districts will send one representative instead of two as previously. The two man representation was introduced in the early days of radio sailing to ensure that the problems of the radio fleet had a fair heading on Council; this is clearly no longer necessary, and the Edwardian toy yacht on an antique dealer's stand. MODEL BOATS introduction of the prognathous keel, for which no-one wants to go to the stake. Again, the IMYRU meeting is reported to have approved the changes, so we shall shortly be getting a formal notification of the amendments to the Rule. Voting Strengths The “A” Rule changes have thrown into relief the unsatisfactory nature of the IMYRU voting system as applied to the affairs of a class which is sailed by only a small number of countries. Though it seems to me, and to many others, that it is indefensible that a country with one registered “A” boat should get two votes, when the whole of the MYA’s fleet attracts only 5, there is no mileage in trying to amend the IMYRU Constitution. The way forward is to make the recently founded Class Association effective, and get it recognised by the IMYRU as the primary authority on the class Rule. IYRU-IMYRU Relations In any case, the whole of the IMYRU game is in the melting pot since IRYU have agreed in principle to accept model sailing as a part of their remit, in the same way as board sailing. This will call for changes in the relationship between model yachtsmen and full size authorities at both national and international level. All we know at present is that IMYRU will become the model yachting committee of IYRU and that there will be changes in then the “A” boat was in a van on its way across London to its new home. As a consolation, I managed to get some photos of a large Edwardian toy boat which had been (in my view) heavily over restored. The hull, which is carved from mahogany and has a pine deck, is varnished to a gloss that is almost beyond belief and the brass rudder and lead keel are both burnished to the point that you can see your face in them. The effect is ofa beautiful piece of furniture, not of a working model yacht. This is reinforced by the fact that the restorer had little idea how the rig should go together and has committed many solecisms that would make the boat just about unsailable if anyone was so foolhardy as to try. That said, the boat itself is interesting for its deep fin and substantial lead and even more for the rudder. This hasa tiller that extends beneath the counter and lodges in a serrated rack fixed to the underside. This is a fairly common style when the rack is mounted on deck, but I have not seen this particular arrangement before. It can have no advantage other than avoiding the need to pierce the hull for a rudder post. Non Standard Vane Gears Another non standard style of steering gear is seen in the vane gear in photos 4 and 5. This is the only actual example I have ever seen of a lightweight vane design by J H Cunningham that appeared in Model Maker during 1952. The original was built in very light gauge stainless steel tube, but this is a poor man’s version in brass. The design is curious and I haven’t so far worked out exactly how it was supposed to be used. Unlike most vane gears, the adjustments to set the beating angles have no form of calibration. The vertical blades on each side of the cross bar screw in and out by means of the knurled nuts on the ends of the bars, but the adjustment is very sensitive. Only very small movements are Lightweight vane gear to a 1952 design, mounted on an example of Bill Daniels’s 1951 Marblehead ‘Festive’. the way in which subscriptions are paid and funds made available. There must be more to it than this, not least in the development of relations between the MYA, the Scottish MYA and the RYA, but I trust we shall not get bogged down in too much administrative tedium at the expense of getting on with the sailing. needed. The gear is also a bit stiff. I think this is because the gear wheels are closely meshed, but I don’t intend to do anything about this until I have had the chance to try the boat on the water. There is no way to open out the centres without completely rebuilding the vane gear and its installation in the deck, so if adjustments are needed, it will have to be by taking a file to the gear wheels themselves. Not a Another view of the ‘Festive’. pretty solution, and not one I would choose, but it would at least loosen things up enough for the gear to work. ‘Festive’ and 1950’s Marblehead Design The boat on which the vane gear is mounted is an example of Bill Daniels’ Marblehead Festive of 1951. She was presented to readers of Model Maker complete with a series of articles on how to build her, which were also available in booklet form. As a result she was a popular design with beginners in the model yachting game for many years after. I recall an example being brought, newly built and with radio fitted, to my own club in the early 1970’s, just as radio racing of Marbleheads was getting started. The boat in the photo was built by such a beginner in 1951-52 and laid aside. Some years later, the sails were bought from Nylet and fitted, but the boat was hardly used, which accounts for the near pristine condition of the paint and varnish work. It is interesting to compare the design of Festive with that of Emerald, the “M” that appeared in the 1952 edition of the Daniels & Tucker book Model Sailing Craft. Festive is relatively heavy ata displacement of 20 pounds, while Emerald is a lightweight for her period at 16 pounds. The hull forms differ correspondingly, with Festive having a notably deeper and fuller body than Emerald. Of the two, Emerald is much more typical of Bill’s normal design Other IMYRU Matters Various reports of the discussions at the PC meeting in January have reached me, some of which seem odd, not to say downright perverse, so I shan’t comment until I have seen the minutes. One indisputable fact to emerge is that the European R10-r event will take place at Ry in central Denmark over the period 9-6 August. Anyone who is interested in going should get in touch with J ohn Cleave as soon as possible. Vintage At the back end of last year I was tipped off that one of the stands in a London antiques fair contained an early “A” class boat. I was there twenty minutes after they opened the following morning, but by APRIL 1989 . Daniels’s ‘Festive’: an example from the date of the design in near perfect condition 55 Marblehead K210, ‘Beagle’. believed to have been built in 1946. Typical of pre 1939 design practice. Photo: R. N. Martin. practice which, throughout his career, constantly emphasised light displacement as a pre-eminent requirement for serious competition. Only right at the end of his life was Bill persuaded to go for heavyweight boats in the “A” Class, under the pressure of the increasing displacements that were the trend in the Class during the 1950’s. Was the use of the heavier displacement for Festive a conscious decision by Daniels to go for a heavier boat as a solution to the design problem, or (as I think more likely) a desire to provide a beginner with a boat that would be less disastrously affected by an over weight construction? The hull weight envisaged by Daniels for each boat was 3 pounds 8 ounces, with a further 10 ounces for the deck. If a less than scrupulous builder managed to add half a pound of unnecessary weight to his construction, Festive, with 12 and a half pounds of lead to cut at would be much less affected than the lightweight Emerald, which had only 9 and a half pounds. The sail plan of Festive is also slightly lower and easier to manage that that of Emerald. Both these designs are however recognisably Daniels’ boats. Their close contemporary Mosquito, which was published in Daniels & Tucker Model Sailing Yachts of 1951, is very unlike anything that one normally associates with Daniels. The displacement is high at 20 and three quarter pounds and more significant the hull is almost entirely plumb ended, very like all the other fairly brutal “M” designs of the period. Very possibly it is not by Daniels, who seems never to have drawn an ugly line in his life. Tucker was certainly capable of drawing an ugly boat, as some of his identifiable designs over the years bear witness and this may well be one of his, disguised under the joint authorship of the book. The great majority of the designs in the D & T books are patently by Daniels, but one must not assume, without examination, that all of them are his. For comparisons, a photo of an “M” dating from the immediate post war period and reflecting the design style current before the war. She is K 210 Beagle, believed by her owner to have been built in 1946 by R Bostock of the Wallasey club. The sails are a mess and the battens are illegally long, but the hull is very typical of the first generation of ““M” design in Britain. Two Boats in Northern Ireland Two genuinely elderly boats have been reported from Northern Ireland; the first is a schooner that in style is very similar to length of the hull. There are bulwarks about an inch and a quarter deep and, as can be seen, a substantial stemhead of “fiddle” form. There was originally some form of figurehead, but this has been lost and the rudder is a modern replacement, only sixty or so years old. The masts appear to be original, but the bowsprit is not, and looks a little small for the scale of the rest of the rig. The boat has many concessions to scale style and appearance, for instance the bowsprit is mounted between bitts at the inner end and there are wales set along the topsides in the manner of full size working craft until very late in the 19th century. Nevertheless, the height of the masts is a good deal more than anything that could be regarded as a scale model, so I conclude that she was built to be a model in her own right, and possibly to be raced. If so, she was probably built to a simple length overall Rule. Neill Pierce, who is restoring her, believes that the original colour scheme was green below and black above the waterline; many coats have been overlaid onto this and they will all have to come off and the wood work will need to be restored where it is damaged before any attention can be paid to the style of rig and fittings that will be appropriate. I look forward to hearing more about this interesting and important restoration project as it progresses. _ The second Ulster boat is probably of similar vintage, and is a fairly standard version of the 19th century cutter with plumb stem, counter stern and deep keel. The hull form is not extreme plank on edge, but the deadwood is very deep and the lead keel itself is also deep and narrow, so much so that other photos, taken from the bow, show that it has been badly bent over the years. The hull is about 34 inches overall and the waterline would be in the region of 30. The beam is 6 inches and the hull depth is about 12 inches. She appears to have been carved from a single piece and quite delicately made. The deck is from a single piece of oak and is carved to give the requisite camber. About 1900, when the grandfather of the present owner’s wife was a boy, he was given the boat by a retired coastguard officer who originated on the South coast of England and swore “on his granny’s grave” that she was carved from an oak beam from HMS Victory. This is the sort of story that is often attached to old boats, but the boat is certainly of oak and it’s not actually impossible. The story suggests that she probably dates from the 1880’s or thereabouts. In the next generation she was sailed on a lake in the grounds of the adjacent big house and is remembered as having a gaff rig “about eight feet tall”, a the earliest known designs that were published in the 1890’s, but which clearly relate to full size practice from some decades earlier. I discussed these designs in a column a few months ago. The model could be 150 years and can hardly be less than 90 years old. She is three feet long excluding the bowsprit, 9 inches beam and 36 inch long schooner, possibly 150 years old. Photo: Neill Pierce. 56 about the same depth of hold. She is carved from the solid and has a substantial lead keel along the whole Cutter hull, English 1880s. Alleged to be carved from timber from HMS Victory. Photo: Gary Henderson. MODEL BOATS proportions of the rudder, which suggests that the conversion was made in the early stages of the introduction of the vane gear in this country. By the time I got to her she had been fitted out with a deck stepped Nylet steamlined mast and other more modern bits of kit, including a radio installation. The rudder had been enlarged and a new suit of sails made in cotton. On the only occasion so far that I have sailed her, there was next to no wind, so apart from 10-r from Above and below, ‘Red Admiral’, a boat. the 1940s, possibly another Ulster brass rudder and a neat rubbing strake round the topsides. She has laid unused and uncared for these many years but is now being taken in hand for restoration to sailing condition. I rather doubt whether an “eight foot rig” will really go onto a hull this size, but she can certainly be made into a handsome and usable family heirloom. Red Admiral Another boat, though a more recent one, that may have come from Ulster originally. She is 10-rater that, in style, dates from just before or just after the 1939-45 war. She was bought some years ago in the West country together withthat another 10-r, Tregenna’s Richard III, is clearly identifiable as a boat from the Ulster MYC in Belfast and registered in 1948. Red Admiral appears not to have getting some “painted ship on a painted ocean” photos I didn’t learn too much, except that the deck edging-cum-rubbing strake that had been fitted to her was ugly and inappropriate. Getting it off damageda the topside paint, so she has had to have complete repaint. She is now just about ready to go back on the water for more serious sailing trials. Richard IIT is in much more sorry state, nailsick and lacking all the spars and rig, and will take a lot of work to get into sailing condition. Something Completely Different In celebration of the 400th anniversary of the foundation of the Burgh of Wick, the Wick MYC, which can claim only 86 years of continuous activity, are to hold a celebration regatta on 1 May, which is the May Day Bank Holiday this year. There will be practice and sweepstake races on the Saturday, 29 April. All types of free sailing boats are invited to compete in races on the club’s water at Sarclet Loch, some four miles south of Wick. The races of will be run to local rules which require to 10-r the of been registered. She is typical to start at 10 second intervals and boats the period and was originally fitted with a run up and down the three quarter make to rted conve later was but Braine gear, . The local practice is to course mile the in ge chan any vane, but without under ‘Orion’ a 10-r dating from 1936,ise the restoration. Does anyone recogn distinctive construction technique? classify boats by overall length on deck and to carry unrestricted sail area, including spinnakers when appropriate. The two classes are under 50 and a quarter inches and up to 66 inches. So it’s “M’’sr in the smaller class and 6-m’s in the large for those with conventional boats. The pattern of the competition will be determined in the light of the entries received. I have not had the pleasure of visiting Wick myself, but competent witnesses report that the local boats range from elderly boats in the larger class that look like small and overcanvassed “A” boats and home designed “M” sized hulls in then smaller class that yield nothing to moder RM practice in either design sophistication or methods of construction. The standards of sailing are said to be very high and the local model yachtsmen most hospitable. It will be an unusual type of regatta, to which the Wick club hope to attract entries from Orkney and Shetland, giving visitors from the South an opportunity to see three quite different styles of model, each of which is quite distinct from the general run of mainstream model yachting as most of us understand it. It also looks like being a formidable party. Wick is just about as far north as you can get on the mainland, but it is accessible by road (two and a quarter hours drive north of Inverness) and by bus and rail. There is also an airport. A trip that far north would make a good excuse for a visit to Orkney, or even Shetland. It is also the nearest substantial centre to the now deserted island of Stroma, which was a stronghold of model sailing for many years in the last century and the early part of this. Further details from the Secretary, J A Wilson at 13 Lindsay Drive, Wick, Caithness or by ’phone on Wick 2359. He would like to have an idea of entries not later than 17 April. Forthcoming In next month’s slice, I hope to start a series on the techniques I use to restore old boats to sailing condition, centring on the work I am currently doing on a 10-rater dating from 1936 called Orion. The photo shows an interior view after I had taken the deck off. The Register records the boat as having been designed by Bill Daniels, but I don’t think she was. Or not directly; y can anyone work out her design histor from this single photo? Solution next month. Contact address: R R Potts, 8 Sherard Road, London SE9 6EP, Tel: 01 850 6805. 57 APRIL 1989 KyOSHO CLASSIC RACING YACHT With Graceful Elegant Lines Fairwind as supplied is almost ready to sail with a moulded Resin ABS hull, aluminium alloy mast, Ready to use Dacron sails etc. It is readily de-rigged, Requires for ease of transportation. only 2 channel R/C to complete. Length 35” - Height 61” A real fun machine, Tom’s River Airboat skims across water or ice with a powerful and silent Le Mans Stock O5R motor. Virtually ready made, the Tom’s River Airboat needs only 2 channel radio, battery and charger to complete. Length 19” - Height 9” KYOSHO products Distributed by RIPMAX. Green Street. Enfield. EN3 7S)
