- Description of contents
MARCH 1956 WORKING RADIO MORE 0 00 MODEL EXCAVATOR CONTROLLED BOAT GAUGE GAUGE SHOW RAILWAY FEATURES STATION BUILDING ELECTRIC RAIL “TURTLE” SPACE “DUKE OF GLOUCESTER” GAUGE :: ON LIVE THE RUNNING Ruston Bucyrus EXCAVATOR MODEL RACING MODEL STEAM RIGHT GEAR MOTOR TEST : —*pecal- CAR PICTURES READERS LETTERS CLUB LISTS 0 LOCO TACK yy : ZL7 In the case of the jib, assuming itis rigged in the con- ventional manner, there is no kicking-strap, and the troubles encountered with this type of jib (described in a previous chapter) are considerably aggravated when the jib is sheeted to a point amidships. On the whole, therefore, the writer considers it advisable to retain the conventional horse-and-traveller STARTING ON THE RIGHT TACK An Introduction Part Three: BY. to Model Fitting Out (3) Yacht arrangement, but attention must be paid to selecting the correct dimensions for the horses, and as ‘we shall Racing Running see, a number of factors are involved. Gear D. A. MACDONALD WE have next to provide the remaining deck fittings required to complete the equipment of the yacht. Of these, the most important are the sheet horses and travellers. Many modern yachts dispense with the horses altogether and sheet both jib and mainsail to a fore-and-aft rack on the centreline of the deck. This enables the sails to be hauled in very close indeed, with the intention of sailing very high in the wind. The rack also allows for fore-and-aft movement of the rig, and also provides for the use of main booms of various lengths. On the face of it, it would seem that there are advantages in the system, the most important one being the simplicity of the equipment. But a closer study will show that there are also certain disadvantages. The fallacy of sailing excessively close-hauled can be seen from the graph (Fig.1), which illustrates how the driving force on the yacht varies with the angle to which the boom is set. The graph is drawn for a close reach (45 degrees off the apparent wind). From this, it would appear that up to a stalling point at about 30 degrees (boom angle), the driving power increases as the sail is hauled in. When the sail is hauled in closer than this critical angle, the driving power drops rapidly. In part II of the series (June, 1955), I showed how the stall effect is smoothed out by the action of the jib, but the essential fact remains that for any course, relative to the wind, there is a definite limit to which the yacht can be closehauled without severe loss of drive. This loss of driving power is also much more apparent with sails of high aspect ratio. There is thus no real value for normal sailing in the facility for hauling the mainboom almost amidships. Furthermore, if a sail is sheeted to a point amidships, the boom will, when freed off, tend to lift, causing the top of the sail to spill wind. This trouble canbe overcome by the use of the kicking-strap, provided the latter is carefully adjusted, but the optimum adjustment is likely to be more critical with this method of sheeting than witha sheet horse of the correct length. 80 7g! FORCE DRIVING 7 Bin aS ees ° boom will tend to rise under the pressure of wind, up to the point where it is checked by the kicking-strap, and account must also be taken of the differences in action and optimum trim between a jib and a mainsail. To deal with all these requirements, which cannot all be exactly predicted, one could, of course, make the horses very wide, and fit them with adjustable stops, but this refinement only adds a further variable factor to the problems of trimming the yacht, and as an added complication, should be avoided if at all possible. What is required is a convenient rule-of-thumb, which provides a sufficiently accurate allowance for the requirements enumerated above. From my own experience of yachts with modern sailplanes, I find that a satisfactory length of travel can be deduced by dividing the distance between main horse and mast by 5 to find the optimum length of travel for a main horse. The distance between jib horse and the point of attachment of the jib to deck should be divided by 4 to find the length of travel for a jib horse. The length of the horse between stops will then be the result of the above calcu- lation, plus the overall length of the traveller. Horses made in accordance with the above rule-ofthumb should never prove too narrow, and experiments can easily be carried out to determine whether, in a particular case, any improvement in performance results from reducing the travel by the simple expedient of adding fixed stops. With regard to the height of the horse, it would be desirable in theory to make this as near as possible the same as the height of the boom above deck, so that the amount of sheet in the close-hauled condition was reduced to a minimum. There are obvious practical disadvantages in such an arrangement, and I have never seen it used. The main horse should, however, be at least high enough to provide adequate clearance under the traveller for any cordage on deck. 60 40 The essential dimensions to decide upon are (1) the width or extent of travel provided on the horse, and (2) the height of the traveller (or jockey) above deck. The extent of travel will be, in effect, the width of the horse between stops, less the overall width of the traveller. The primary factors affecting the extent of travel will be:— (1) The distance between the horse and the point about which the sail rotates, (i.e. the after edge of the mast in the case of the mainsail, and the point of attachment to the deck in the case of the jib). (2) The smallest angle to which the boom will require to be sheeted. Consideration has also to be paid to the fact that the 10 ANGLE OF MAIN 20 BOOM IN 30 DEGREES 40 There is not likely to be any cordage under the jib horse, and, in this case, it is only necessary to ensure that the jockey is clear of the deck. Proceeding from principles to practice, two simple forms of sheet horse are shown in Fig. II. ‘‘A’’ is a simple arrangement employing brass rod. For the M-class and smaller 10-rater yachts, * in. diameter is suitable. 4 in. diameter rod is preferable for the 10-rater main horse or A class jib horse. Main horses for the latter class should preferably not be made in this way. The feet of the horse (B) can be of 16 S.W.G. brass strip, } in. wide, with two fixing holes. The centre hole for the brass rod is preferably countersunk on the underside, so that when the feet are brazed or silver soldered to the rod, the countersunk provides a pool of silver solder underneath, so strengthening the joint. Fixed stops are desirable on this type of horse, to prevent the jockey jamming at the ends. These stops can be either collars made from brass tube, or wire rings soldered to the horse as shown. Fig IIc shows a more robust method of construction. This type has end pillars of round brass rod, the diameter of which is at least 7; in. greater than that of the cross member. They are drilled through to house the ends of the latter, which is brazed or silver-soldered in position. The feet are attached to the pillars in the manner described =a / = 4 warrsisiititstiidtanad S ES T ES SE eT] Yp ‘ above. The traveller shown in Fig. III is shaped up from 24 S.W.G. sheet brass. A former for this purpose is shown at A. This is made of steel, 4 in. thick. Suitable dimensions for the former would be # in. long by 4 in. wide overall. Whén the body of the traveller has been made, a screw-eye is brazed into the top as shown; the rollers are made from brass dead-eyes (galleon type). These, when bought, are usually domed; they can be flattened by hammering out on a steel block, the drilling being enlarged to take a rivet 4 in. diameter assembled on the horse. Yachts equipped with a conventional type of jib will require a jib rack. This can be made of T section brass as in Fig. IV A or fabricated from } in. x 16 S.W.G. strip, with fixing lugs brazed in position as in Fig IVb. It is advisable to ensure that the rack has adequate length to accommodate at least the difference in length between the largest and the smallest jib boom, plus the maximum extent of travel provided by the mast slide. This will ensure that all combinations of jib sizes and mast positions are catered for. The only other deck fittings required, (other than the steering gear itself, which we will deal with later), are a few simple eye-plates. These are required in both single and double varieties. They can be made from T section brass as in Fig. Va or fabricated from brass strip (#; in. x 16 S.W.G.) with wire loops brazed or silver soldered into countersunk fixing holes, in the manner employed for the construction of sheet horses. The wire type is shown in Fig. Vb; 17 S.W.G. brass wire will be found suitable for the purpose. Both single and double versions of each type are shown—the double version of the wire type is an extremely useful fitting, with a capacity for accommodating several hooks at once SPINNAKER FOREHAUL— STOWED should this be necessary. There are a few uses left for the simple screw-eye, and this can be improved in appearance and efficiency by soldering on a collar as shown in Fig. VI. The collar can consist of a flat disc with a clearance hole in the centre (as at A) or a cup washer can be used to make the more elegant fitting B. Fig. VII shows a deck layout for the fittings described in the preceeding paragraphs. The double deck plate (1) accommodates, at the forward end, the retaining cords for a rubber bow fender, and, at the aft end provides a termination for the spinnaker forehaul. (2) is the jib rack (assuming a conventionally rigged jib) (3) is the forehorse and (4) the mast slide. At (5) are shown the dual shroud plates, with provision for beating shrouds. The spinnaker forehaul when not in use is stowed between the forward end of the main shroud plate and the after end of the deck plate (1). A single eyeplate is positioned at (6) and a further double plate at (7). The spinnaker boom backhaul is stowed between (6) and the forward end of (7), and in use remains terminated on (6). The after hole of the eyeplate (7) accommodates the split backstay. A single plate (8) terminates the running mainsheet, (9) being the mainsheet horse. A collared screw-eye (10) provides for the tension line for the steering gear (to be described later). 5 SPINNAKER BACKHAUL— STOWED 6 BETWEEN 6&7 BETWEEN. &5 lin ee eres fly) 2 y | @ ob fig7 RUDDER 6 Men HATCH WAY Ss Ff = 6 & ps cae: PINTLE =e which secures them to the traveller when it is being J Readers The elegant little plastic walletcontaining chrome vanadium e to know each other. So fo we we w bere tec “Nationals” by all means keep such as myself out of f so that “Top Fight” skippers can have a real good and perhaps some of us will come and watch. Chippenham. Yours faithfully, ;B a = J. S. THOMAS. double – ended Modelling with the Colours B.A. spanners Dear Sir, Having read your publication for the last few years inthe hard-to- get model sizes will which be pre- sented to our **Readers Write” cor- respondents. The M.Y.A. Regatta & Fixture List Dear Sir, As a comparative novice to yacht sailing with reasonable success with a non-class yacht (the Veron Kits Veronica, 27 in. Hard Chine boat), I have considered building the Fiona, 36 in. Restricted Class Yacht for competition work, as for financial reasons I could not afford to build one of the popular “Marblehead” designs. As this 36 in. (R) Class was not a success last year, I understand that this class has been omitted from all contests this year. Could you tell me what 36 in. (R) contests will be held this year, and whether I must be a member of a club affiliated to the M.Y.A. to enter? Yourr faithfully, Leamington Spa C. R. BARNACLE. Dear Sir, Having read Mr. Tucker’s comments on the recent National Championship at Hove, and being one of those not up to “Championship Form’, perhaps my reasons for entering three times in such events will add to the consideration now being given to arranging future races. My first reason for entering was to meet those people whose names are famous, and to see their boats. Secondly, was the chance to sail on a real lake, and against different yachts and crews to those met in the local club. Now perhaps I’m not of the material to make a champion, as somehow it takes me a long time to get my models going at their best, and by them I find the experts have established a long lead, and although I like to write 3-2 on my score card, I enjoy more watching my model sailing and thinking how much more like a yacht she looks, than the long, low, very efficient craft that take the prizes. It also interests me to see how others take their sport. Some seem to be keyed up to bteaking point, and find fault with everything and everyone, unless things work out in their favour. I’d rather always lose than get the same way. So, in view of the long time I take to get going, I’m all in favour of making a week of it! However, if those of my type are to be barred, I am indeed fortunate in having entered when I could, as I treasure very happy memories of people I have met and sailing I have enjoyed, at for instance, Birkenhead. I cannot say the same of Hove, as the rush to get 40 boats through in two days, gave little chance to get and remained in the background, I have decided to attempt a “break-in’’. : I am a regular soldier with twenty-one years’ service, the spare time (if any)! of my last five years being spent on modelling of all types, aircraft, boats, cars, etc. As you can imagine, not having a settled home, it is rather difficult to accummulate a large variety of tools, and that if why I am forwarding a photo and description of my last project, which was made of all hardwood (Mahogany and Ply), and with use only of fretsaw, miniature hacksaw, bradawl, modelling knife and razor blades and, of course, sandpaper. The boat is a River Police Launch as per the Veron plan, but with my own materials. It is radio controlled with E.C.C. 951 A, 1061 Xmitter, and Jenners Pike Servo and control unit, and the latest improvement is an engine control (Forward—Stop—Reverse—Stop war surplus impulse motor. sequence) using a I have sailed this boat with great success on the lake at Bad-Salsofien (New Mexford in Westphalia). The appearance of radio control certainly caused a stir on every occasion, and literally dozens of interested spectators would crowd around, causing me to stand on tip toes to even see my own boat! I would like to add that an addition not so far mentioned in the MODEL MAKER was installed. This consisted of a “morse sender” constructed of odds and ends, which flashed the word ‘‘Police” at about 12 w.p.m. Also, the first and only competition I entered, a service exhibition in Germany, won me a first prize in the working model section, thanks to all the tips learnt from your excellent publication. I would just love to see the enclosed photograph reproduced in the MopEL MAKER, and only hope it is good enough. Thanking you for hours of enjoyment. I am, Yours truly, B.A.O.R. 22 R. TOWNSEND. W/O Townsend’s Veron Police launch, built under difficulties, but embellished with—appropriately enough—a Morse Sender. 153 Sergt. Boot took the picture MODE MAKER . sail, and the boat’s speed will benefit without loss of weatherliness. Tucker’s Topical Talks When a yacht is sailing to windward, her flag appears to fly practically fore-and-aft, but that is simply because she is sailing against the wind, so it should not mislead the skipper. Every boat has her optimu m angle for beating, and closer than this, speed falls rapidly. A boat that is really travelling through the water frequently gains a windward board from an Oppone nt sailing slower but pointing higher. Also suprisingly enough, a boat that appears to be pointing less high than her opponent, ON TERYLENE SAILS & VANE GEARS SS By nevertheless often works out to windwa rd of her rival. When as a youth I was learning to handle a full-sized craft, I sailed quite a lot with an extrem ely clever racing skipper. He told me, “If you cannot out-point your DURING the 1955 season, I watche d many important races, including the A-Class and M-Clas s National Championships. In a published report, Mr. Chas. Seabrooke, Chairman of the M.Y.A. commen ted on the high standard of sailing during the A-Clas s event. If by this he meant that competitors sailed in a most fair and opponent, sporting way, and observed the rules in letter and spirit, I concur heartily. If, on the other hand, he implied that competitors were getting the best out of their boats, I disagree. Some few skippers sailed faultles sly throughout, while others gave a mixed performance of good and bad boards. There were, however, quite a few, who even when they won a board, seldom seemed to be getting the best from their yachts. Before the War, British model yachts men used Braine steering, and terylene sails were not thought of. Both are now practically universal, and though these innovations give excellent results in expert hands, I am not sure that less out-foot him!?’, started to spill. “Now pull your sheet in gently until in making their courses, as in getting utmost speed from thei yachts. Sailing to windward without helm under the Braine system, the jib was, perforce, trimm ed rather closer than the mainsail to prevent the boat luffing up. To enhance this effect, the whole rig was moved more forward than would otherwise have been necess ary. Hence to windward the sails were not used to the best effect. The vane gear obviates this, but as a result, many skippers today rely on their steeri ng gear and pay too little attention to sail trim. In this connection, it must be remembered that the rudder acts as a brake on speed. Hence sail trim must be arrang ed so that the yacht requires as little helm as possible. This applies to reach- to overpower the vane. Frequently, inexperienced skippers blame the yacht and its design when their craft broach es under these conditions, but actually, the boat is seldom at fault in this respect, since there are only three possible ways in which this could be, and an experienced designer usually does not make these errors. The first is that the rudder is too small to hold the boat, or alterna tively so big the ing and running, as well as beating to windward. vane cannot operate it. The third is more serious, and There is one slight exception to this, however. Tank experiments have proved that close-h auled, a very small angle of helm, which must on no accoun t exceed 2 or 3 is a matter of hull balance. If the hull is unbalanced, nothing can be done, except scrap the boat and build to a balanced design. So far I have dealt solely with sheet trim, but the degrees, is beneficial as it helps the yacht to work to windward. This beneficial effect disapp ears if the helm actual bending of sails and the way the kicking strap is used have also great influence on a boat’s performance. angle reaches 4 degrees, and above that angle, helm becomes more and more detrimental. Moving the mast slightly aft from the position used for beating without rudder may be needed to produce the desired effect, but In this connection, one must consider the great difference between terylene sails and those of union sailcloth. When making union sails, a good sailmak er cut them it must on no account be overdone. It must also be remembered that a vane gear cannot make a boat point higher than she will without helm. It permits her sails to be trimmed better, which enables her to make greater speed throug h the water. Since lateral resistance increases as speed increases, greater so that after they were fully stretched, they had just the right amount of “flow” neither too much nor too little. The mainsail was cut with the selvedg e parallel to the after leach. In other words, the “woof” (longitudinal threads of the cloth) ran with the leach, and the “weft”? (cross threads) ran across the sail. The flow was due in speed enables her to make less leeway. Hence the boat part to the stretch of the weft, and in part to the way the may appear to be pointing higher under vane gear, though sides of the sail were cut. In a good sail, the flow was a horizontal parabolic curve, at its greates t about a third, or slightly less, across the sail from the luff, and gradually easing out towards the leach. Until suitable cloths became available, sails were too haggy. So when better materials were introduced, for a time flatness became a fetish. But flatness can be overdone, and as the sailmakers in reality what happens is that she goes more nearly where she is looking. It will, theref ore, be obvious that though our vane enables us to trim both our sails at the same angle with the centreline (as opposed to having the jib sheeted more closely), it is a mistak e to flatten the mainsail until it is hard as the jib. On the contrary, the _ jib sheet should be eased off to the same angle as the mainsail. This will convert a pressi ng sail into a lifting to the sail is just driving full, and that’s the tri ”, he said. What is needed is the easiest trim that will keep the sails full on the desired course. Then the boat sails with a minimum of fuss and requires a minimum angle of helm, and in consequence develo ps maximum speed. It also seems to me that with a heavy quartering wind boats broach more frequently under vane gear than they should. One reason for this is bad sail trim. This can be due either to the mainsheet not being eased off enough, or the spinnaker being too square. Anoth er cause of broaching is faulty adjustment of the vane gear. There are several ways in which this can be wrong, but the most usual is insufficient linkage ratio, allowing the rudder experienced skippers do not find their difficulties enhanced, not so much try Not only can a boat be stunne d by board-hard sheeting to windward, but her perfor mance on a re ach can be spoiled similarly. If too closely sheeted, the boat is heeled to the gun’nel, labours and kicks up no end of a fuss, having to be held on her course by brute force. The same skipper referred to in my last paragraph, one day watched me trim the sheets for a reach. He then instructed me to ease them right out until the sails art progressed, it was found that a certain amount of flow gives the best result. 155 (Continued on page 160) MODEL MAKER) ‘MODEL MAKER’ BOAT CLUB SURVEY A® mentioned in our editorial, we are listing here the 79 clubs who so far have co-operated in our club survey; we would ask members of clubs not listed to raise the subject with their secretaries. Meanwhile, here are a few interim figures and averages which will, we are sure, prove most interesting to all boat modellers. Fifty-four of the clubs are entirely or partly interested in sailing craft, and 32 in power craft, i.e., there are very few “mixed” clubs. The average club has been established for 254 years, the oldest of all being the M.Y.S.A. (1876), and the oldest power club being Hartlepools (1902). No fewer than 16 yacht clubs were established before 1900! Average membership of all clubs is 30.1 seniors; 60 clubs have junior members (average 6.6), and 26 have an associate membership scheme (average 8.3). The largest club listed is Huddersfield, with 145 members; this is an engineering society, which probably accounts for the small figure of 28 boats between members. Largest predominantly yacht club is Fleetwood, with 135 members and 103 boats. MODEL POWER BOAT Secretary D. Innes, 122 Downham Crescent, ALTRINCHAM M.P.B.C. Prestwick, Lancs. J. fe ed 3: Prospect Place, Rippleside, BARKING, M.E.S. Barkin C. John, 99° Castleland Street, Barry Dock, BARRY M.R.C. Glamorganshire J. Slater, 203 Castle Road, Bedford BEDFORD M.E:S. BIRMINGHAM S. of M.E. Ltd. BRIGHTON & HOVE S. & M.E. BIRCHINGTON TMM.P.B.C. CHELTENHAM S. of M.E. J. E. Guy, 21 Kenwood Road, Bordsley Green E., Birmingham 9 A. T. Sallis, 93 North Road, Brighton Col. H. J. Taplin, “Shrublands”, St. Mildreds Avenue, Birchington S. W. Fear, 16 Princes Road, Tivoli Cheltenham, Glos. L. R. Tanswell, 18 Chamberlain Road, EASTBOURNE TMM.P.B.C. Eastbourne FOREST GATE M.P.B.C. HARTLEPOOLS S. & S.M.Y.C. HEATON & DIST. M.P.B.C. HUDDERSFIELD S. of M.E. MORTLAKE & DIST. M.E.S. N. LONDON P.C.C. PORTSMOUTH & DIST. M.P.B.C. PADDINGTON M.Cc. ROCHDALE S. of M.E. SOUTH LONDON E.P.B.C. Wide variations in fees are noticeable, top being Forest Gate M.Y.C.’s annual 80s., while some half dozen clubs are as low as 5s. p.a. Averages are: Senior, 17s. 6d. p.a.; junior, 7s.; and associate, 8s. Some surprises are to be found in the numbers of boats; naturally we haven’t a complete list, but the following are total numbers (in brackets) and approximate average per club so far. Firstly, yachts—A class (252), 4.6; 10 Raters (430), 8; 6 Metre (139), 2.6; Marblehead (511), 9.5; 36R (284), 5.2. Power boats— Hydroplanes (67), 2.1; Steam (159), 5; LC. (226), 7; Electric (90), 2.8; Radio (174), 5.4. In addition to these, 3 12M yachts, 5 R/C yachts, and 36 miscellaneous boats are listed. Later, as space permits, we may be able to break down the assembled information into more detail, and we shall, of course, publish additional lists of clubs as (and if!) received. Meanwhile, the foregoing should provide clubsters with an interesting standard of comparison; once again, if your club isn’t shown, it’s not our fault—and thank you, those club officials who did help! … SWINDON S. of M, & E.E. ST. ALBANS & DIST. M.E.S. SOUTHPORT M. & E.C. avs TYNESIDE GROUP OF L.R.C.M.S. W. LONDON M.P.B.C. WELLING & DIST. M . & EES. WOOD GREEN & DIST. M.P.B.C. A. W. Barr, 21 Albion Square, Hackney, E.8 R. Young, 84b Lillie Road, Fulham, S.W.6 W. P. Lumley, 8 Peebles Avenue, West Hartlepool, Co. Durham G. Leach, 149 Bolingbroke Street, Newcastle-on-Tyne 6 H. Deacon, 291 Blackmoorfoot Road, Crosland Moor, Huddersfield J. Tarvin, 24 Bulstrode Road, Hounslow, Middlesex J. H. Bates, 70 Constantine Road, Hampstead, London, N.W.3 R. Talbot, 65 Cobden Avenue, Copnor, Portsmouth T. D. Taylor, 8 Delamere Street, Paddington, W.2 E. Hinchliffe, 18 Verdun Crescent, Rochdale, Lancs. L. A. Cassanet, 19 Leander Road, Brixton Hill, S.W.2 P. B. J. Goodwin, 54 Dixon Street, Swindon, Wilts. P. Lambert, 13 Tassell Hall, Redbourn, Herts. H. Griffiths, 10 Dunkirk Road, Southport, Lancs. A. S. Wilson, 14 Biddick Lane, Fatfield, Washington, C. Durham Y E. Perman, 14 Cranley Mews, S.W.7 ene 44 Hartford Road, Bexley, Kent CLUBS Water H, S, IC, E, RC Marine Lake, Cold Knap H, S, IC, E, RC Longholme, Bedford H, ee H, S, IC, E, RC 1OR, H,’S, IC, Ey:RE Hove Lagoon H..IC, E, RC Margate ic, E, RC—6M Pittville Gardens, Cheltenham 3 1C ERC Princes Park, Eastbourne S, IC,E, RC—IOR Model Boat Pond, Dames Road, E.7 S$, C, E, RC Round Pond, Kensington Gardens ICI, RC Ward Jackson Park, West Hartlepool H, S, IC, E, RC Paddy Freemans, Jesmond Dene Park H, S, IC Highfields, Huddersfield H, $,1C; E, RC Barnes and Richmond Park IC, E, RC Highgate Sailing Pond S$, 1C;E, ‘RC Canoe Lake, Southsea H, S, IC, E, RC Round Pond, Kensington H, S; IC, E, RE Syke Pond, Rochdale H, S, IC, E, RC Brockwell Park, Herne Hill, S.W.2 H, S, IC, E, RC a The Lake, Verulamium S, E HS, 1C; ERC Marine Lake, Model Boating Pool and H,’S, IC, E, RC Salewell Parke Lake, Gateshead-on-H, RC—A, M Tyne The Round Pond, Kensington Gardens S, IC, E, RC . F. Miles, 5 Courcy Road, Hornsey, N.8 Whitehart Lane, Recreation Ground 158 Classes Lindow Common, Wilmslow, heshire Mayesbrook Park, Barking, Essex … ’ ° Cc S, IC, E, RC MODEL YACHT CLUBS Water Secretary Club Classes ABERDEEN M.Y. & P.B.E. ALEXANDRA »M.Y.C. G. Fowler, 31 Menzies Road, Aberdeen W. Holland, 14 Crinan Street, Glasgow, E.| C. H. Verity, Kenilworth, Hollow Lane, Duthie Park, Aberdeen Alexandra Park i, Timber Dock A,.M, 6M, 1OR, 36R A, M, 6M BIRKENHEAD M.Y. & Riba nus BIRMINGHAM M.Y.C. J.S. A. Bruze, 6 Dover Road, Birkdale, Lancs J. G. Meir, 129 Lady Pool Road, Birmingham 12 H. Fitzgerald, 261-263 Bridgeman Street, Birkenheqd A, , M, IOR, 36R BARROW M.Y.C. Barrow-in-Furness, Lancs. BOLTON M.Y.C. Bolton, Lancs. A. Williams, 5 Grove Terrace, Old Pool Bank, nr. Leeds E. K. Perdue, 28 Cleeve Hill, Downend, BRADFORD M.Y.C. BRISTOL M.Y.C. Bristol J. Hoyle, 39 Milbourne Road, Bury, Lancs. BURY-M.Y-C.. …. CARDIFF & D.S.M.S. CLAPHAM M.Y.C. London, S.W.1I1 J.J. Horgan, 13 Denroches Cross, Cork A. Wilcock, 9 Birchwood Avenue, Sidcup, Kent DEVORAN M.Y.C. DONCASTER & DIST. M.Y.C. … DIST. M.Y.C. EASTBOURNE & FALMOUTH & .., DIST. M.C. FELIXSTOWE M.Y.C. FOREST GATE M.Y.C. FLEETWOOD M.Y. & P.B.C.. GOSPORT M.Y.C. GUILDFORD & DIST. M.Y.C. ets EES DOVERCOURT & DIST. HASTINGS & ST. LEONARDS M.Y.C. HIGHGATE M.Y.C HOVE & BRIGHTON M.Y.C. – LONDON M.Y.C. MINIATURE Y.C. MORECAMBE & DIST. M.Y.P.B.C. M.Y.S.A. NELSON GARDENS, GREAT : YARMOUTH M.Y.C NEWCASTLE-ON-TYNE M.Y.C. NORTH LIVERPOOL M.Y.C. … NORFOLK & NORWICH M.Y.C. PAIGNTON & DIST. M.Y.C. PAISLEY M.Y.C. POOLE M.Y. & P.B.C.. Cc. E. Harris, || Belmont Terrace, Devoran, Truro G. F. Stobbs, 44 Osbert Road, Raotherham, Yorks. C. F. Bates, 21 Somerset Court, Langney, Eastbourne G. R. Hardy, 176 Hillshill Road, Hull W. J. Allen, 26 Drumboyne Place, Glasgow, S.W.|1. C. F. Peters, Trenare, North Parade, Falmouth F. Shackleton, 23 Clapgate Lane, Ipswich L. Mole, 35 Strode Road, London, E.7 P.L. Windsor, 3! Galloway Road, Fleetwood W. G. Baker, 20 Richmond Road, Gosport, Hants. G. H. Bain, 4 Station Approach, Guildford, Surrey R. H. Chapman, 59 Lime Avenue, Dovercourt, Essex M. Holt, 26 Mann Street, Hastings, Sussex R. Glanville, 67a Eynham Road, London, W.12 F. Jennings, c/o A-dingly College, Haywards Heath, Sussex Basil Unite, 22 Tavistock Street, Covent Garden, W.C.2 W. Mason, 48 Thornwood Avenue, Glasgow, W.1 K. Jones, 7 Low Road, Middleton Sands, Morecambe, Lancs. J. Anderton, 7 Princes Square, London, W.2 S. R. Pepper, ‘“‘Robanne’’, Yovell Avenue, Gorleston H. E. Andrews, 24 Roeburn Way, Kenton, Newcastle-on-Tyne 3 Parkstone, Dorset SHEFFIELD M.Y.C. C. Pond, 71 Winter Road, Southsea, Hants. D. Wilson, 221 Victoria Road, Glasgow, S.2 T. G. Vitty, 2a Grosvenor Road, Scarborough, Yorks. J. Calvert, 3 Whitehouse Road, Sheffield 6 SOUTHAMPTON M.Y.C. J. Bowles, 5 Heath Gardens, Netley Abbey, PORTSMOUTH M.Y.C. SCARBOROUGH M.Y.C. SOUTHEND M.Y.C. SOUTHGATE M.Y.C. TYNEMOUTH M.Y.C. … ULSTER M.Y.C. VICKERS-ARMSTRONG M.Y.C. VICTORIA & WEST OF SCOTLAND WICKSTEED MY. & P.B.C. Y.M.6m.0.A. Witton Lakes, Birmingham… A, M, 6M, 10R, 36R A, M, IOR, 36R Larkfield Tarn, Rawdon A, M, IOR, 36R Bitterwell Lake, Coalpit Heath A, M, 1OR—RC Clarence Reservoir, Clarence Park The Lough, Cork er … Hants. C. F. Chambers, 189 North Road, Southend-on-Sea M. D. Jeffery, 250 Colney Hatch Lane, Muswell Hill, London, N.10 T. Harrison, 13 Osborne Gardens, North Shields W. R. Carson, 24 Oceanic Avenue, Antrim Road, Belfast, N. Ireland Miss A. M. Hyde, 44 Wyndham Avenue, Cobham, Surrey E. J. Buresh, Burland Street, Glasgow, W.4 G. S. Thorne, 8 Meeting Lane, Burton Latimer, Northants N.. D. Hatfield, 132 Westbourne Grove, Westcliff-on-Sea, Essex 159 A, M, LOR, 36R Ay SIGE RC M, 1OR, 36R M, 6M, 36R M, IOR, 36R Danson Park Lake, Bexleyheath Devoran Bridge M, 36R The Borrow Pit, Barnby Dun A, M, 10R, 36R—RC Princes Park Lake, Eastbourne A, M, 10R, 36R East Park, Hull Elderpark A, 10R M, 6M The Swan Pool M, 36R Felixstowe . Model Yacht Lake, W anstead Flats Laidleys Walk iS Walpole Park, Gosport , M, 6M, IOR, 36R in 10R, 36R M, 6M, IOR, 36R —H, IC, E, RC The Moat, Elstead M, IOR, 36R Dovercourt M, IOR, 36R Marine Boating Lake, Hastings Parliament Hill Fields, N.W.3. M, 1OR, 36R OR The Lagoon, Kingsway, Hove A, M, IOR, 36R Round Pond, Kensington M, 1OR Victoria Park, Whiteinch, Glasgow M, 6M Sandylands Promenade A, M, 10R Kensington Gardens, Round Pond Nelson Gardens ie ats A, M, 1OR A, M, 1OR, 36R A, M, OR, 36R—RC Exhibition Park A, M, 10R E. E. Jackson, 85 Lauriston Road, Walton, Walton Hall Park, Liverpool Liverpool 4 F. Edmonds, 10 Coniston Place, West Earlham, Norwich D. Pinsent, 2 Barcombe Road, Preston, Paignton, S. Devon |. McFarlane, 9 Douglas Street, Paisley W. L. Perrett, 46 Cranbrook Road, M, OR Gleaves Reservoir, Dunscar W. D. Harris, 30 Paget Road, Penarth, Glam. R. Sedwill, 29 Devereux Road, Battersea, Lohe Pond. Clapham Common CORK M.Y.C. . DANSON M.Y.C._ EAST. HULL M.Y.C. ELDER PARK M.Y.C. A, . Eaton Park, Norwich M, 10R, 36R Goodrington Boating Lake, Paignton A, M, 10R, 36R Barshaw Park, Feeley. M, 6M A, M, 10R, 36R Canoe Lake, Southsea Queen’s Park, Glasgow The Mere Scarborough A, M, 6M, IOR, 36R A, M, 6M, 12M, 36R Poole Park . y Wraggs Refractories, Loxley, Wiremill Dam Southampton Common IOR, 36R and M, IOR, 36R M. Southchurch Park Broomfield Park M, IOR, 36R … Tynemouth Park Lake Antrim Road Water Works Rick Pond, Hampton Court, and Moat Pond, Elstead Victoria Park, Whiteinch, Glasgow M, 36R A, M, 10R, 36R— H, S, IC, E, RC A, M, 1OR A, M, 36R—RC A, M, 6M, IOR, 36R Wicksteed Park, Kettering M, 10R, 36R—H, RC Rick Pond, Home Park, Hampton A,M ourt TUCKER’S TOPICAL TALKS (from page 155) with WOLF ELECTRIC TOOLS After the introduction of the Bermuda rig for racing yachts, and as rigs became higher, difficulties were experienced because the upper part of the after leach became difficult to control, and tended to twist and spill the wind. This resulted in sails being cut rather flatter, FOR 5/- DEPOSIT YOURS CASH £5/9/6. and 7 monthly pmts. of 17/6. The } and more use being made of the kicking strap to counter- in. drill is the most compact and powerful, act this winding tendency. Further, because of this winding, sails were sheeted closer. The alternatives were fully guaranteed electric drill ever marketed at a popular price. =a i Woodturning Consists of Wolf Cub } LATHE in. drill, Bench Clamp, Drill-Stand, Base-Set, Drill-Stand Pillar Set, Lathe Set, Woodworking Tool Set. Send for complete Price Lists. A COMPLETE FOR PAINTING FOR either to sheet the sail so that the bottom part was ONLY perfectly trimmed while the upper part was too far off £1/0/0 Deposit and 9 Monthly Payments £1/5/0 £10/10/6 CASH_ and spilled the wind, or to sheet the lower part too. closely in order to make the upper part draw perfectly This was practically inevitable im a high sail plan with cotton sails. KIT’ and 9 monthly pmts.. ONLY £! Dep. “391, “Cash Price £9. Terylene sails have advantages over cotton sails in many respects. The material does not shrink with wet, = and always retains its shape. Its smooth surface presents Kit Comprises: (1) Electric SANDER POLISHER (A.C. Mains only). (2) Electric . SPRAY GUN, Variable Spraying 2 con- 4s tainers (for thick and thin paints). Sprays & cellulose, synthetic paints and distempers . etc. (A.C. Mains only). (3) PAINT SCRAPER will remove many coats of paint’ with ease. (A.C./D.C. State voltage required). Individual Items: SANDER POLISHER: £3/15/0 or £1 dep. and 3 monthly pmts. of £1. SPRAY GUN: £3/15/0 or £1 dep. and 3 monthly pmts. of £1. SCRAPER: £1/10/0 or 4/- dep. and 3 monthly pmts. of 10/ 0/-. no wind fricton, which is beneficial when close-hauled. Further, because of its stiffness, a greater roach can be made to stand on the after leach, which gives a little extra sail area. On the other hand being stretchless, the sailmaker cannot cut it to stretch to an advantageous flow as he could a union sail. As a matter of fact, though most model yacht sail-makers manage to cut a dead flat sail, few of them have the knack of cutting a terylene sail with just the required. amount of flow. Hence the skipper has to be very careful in bending his sails, and the adjustment of outhauls in order to avoid his sails ALL ITEMS POST FREE with the above Kits a parcel FREE being so flat that they lose driving power. of wood off-cuts consisting of: 2-12 mm. 9 ply boards. 12” x 17” and one obeche board 7}” x 9” x 2”. Don’t miss it is worth I0/- to this you. Free An even more potent influence on the set of a sail is exercised by the kicking strap. To the best of my belief, Offer the. kicking strap was invented by a model yachtsman, JOHN RYSDALE (Dept. mma) “%, Mr. F. J. Aumonier. I myself first saw it on his A-class *Ari_I”? when I was a fellow competitor in the Bradford Cup Regatta on Yeadon Dam in April, 1928. In those days we often found that when our Bermuda mainsails gybed, the boom skied and the sail fouled the spreaders. Mr. Aumonier fitted a boom “‘bridle”, I think he called it, to stop this trouble. I saw his gadget, promptly copied it, and christened it a “‘kicking strap’’. It was only COLYTON, DEVON AT LAST A SHOP WHERE RADIO CONTROL IS NOT A SIDELINE, IT IS OUR BUSINESS Radio & Electronic Products W. S. Warne G. Honnest-Redlich ROAD NELSON WHITTON. MIDDX. 148 Tele: POPesgrove 7711 (I00 yards from ODEON Whitton) Specialists in tuned reed equipment with seven years practical experience; complete sets or kit of parts with wiring diagram. Se Piawiet ck Also available engines and accessories suitable for Radio Control Full stock of all E.D. products as advertised. All E.D. equipment serviced. Mail Order, send S.A.E. for component lists and any R/C problem, you will receive expert advice. TRADE SUPPLIED | later when sail plans were getting taller and narrower that it was used to control the winding tendency of the upper part of the leach. Due to the nature of the material, the upper part of | the leach of a terylene sail has less tendency to windthana cotton sail. In consequence, the kicking strap need not | be bowsed down too hard. It must be firm and rigid, but | should be adjusted so that while controlling the upper part of the leach, it does not kill all flow in the sail. The difference may be only fractional but exists just the same. In the same way, sheet trim with terylene can, with advantage, be fractionally slacker than with union sails. These points may seem pernicketty, but taken as a whole will make all the difference between a yacht sailing well and sailing badly. I watched one yacht in a big regatta which was maltreated in these ways. Her mast had been moved as far aft as.possible to make her point higher. Her sails were flat as a board. The kicking strap was as hard as it could be got, and her sheets bowsed in to the utmost limit. The boat was outpointing all her opponents by about a point, but scarcely moving. Her skipper said, ‘She points all right but is so slow”. He did try giving her more helm, but there was so little steerage way, it failed to pull her off the wind, and merely slowed her still further. Yet down wind, on such occasions as her skipper got a reasonable trim, she was clean through | the water and showed considerable speed. And what is the moral of all this ? It is:that sails are the driving force and must be set to develap the utmost power. Further, it does not pay to pinch a boat and try to make her sail impossibly close to the wind. Finally the best boat will do no good unless she is handled well, and if you want to judge a boat’s performance, first evaluate the skipper!
