Model Yachting Monthly: Volume 2, Issue 19 – September 1946

,._ FiLE INSTACKS I ~BRARY , I — f I I Model Facllling Monlllly Official Journal of the Model Yacht Racing Association of America Copy 25c Year $2.00 ‘ j -·—:::::.. . • .. ~::–.- ..:_. .”-~ … ~::,’:·:•• ,,,_ SEPTEMBER 1946 :”‘”-‘::::..~ ~~-~~ ~ . ., – ‘”‘:::::, I 1I \ MODEL YACHT RACING ASSOCIATION – 1921 OF 1946 AMERICA The object of thi1 Association is to encourage and promote the deaigninc, buildini’, and racing of model aailinayachts, and to establish uniform rules and regulations for the conduct of the sport. Model yacht clubs in the United States or possessions havina- a roster of not lesa than ten members are eliiible for membership in the M. Y. R. A. A. Annual dues are ten dollars. Applications for membership shall be mnde in ~ting to the National Secretary, and shall be signed by the Commodore and Secretary of the applicant dub, stating the number.,., of members the applicant club has, and accompanied by a fee of ten dollars, as dues for the calendar Year to be returned it the application I■ ~ jected. A model yacht eompetinr in any National, Divisional or Invitation R~atta must be registered in the M. Y. R. A.. A. Member clubs are grouped in dmsiona, the Eastern, Mid-western, and PaciAc, end are units forming the M. Y. R. A. A. E3ch division has it.a own -reg-ional offl. cers and divisional championship races. The National AHociation has direct charge of the National Championships and othet’ National Races, and promu}. i:!l.te.s Rules and Regulationa for the conduct of the sport. , l. MODEL YACl:IT RACINC ASSOCIATION OF Al\.1ERICA OFFICIAL PUBLICATIONS Salling Rulea (Pond) and General Rul~ …… 20c each. Lota of ten or more, 18c each Sailini’ Rules (Skiff) ……………….. , …. lOc each. Lota of ten or more 8c each Jil,.Clau Rating Rules (Marblehead 60-800) ….. l0c each. Lots of ten or more, 8c each X-Claas Ratini’ Rules (1000 1q. iri. S.A.) ……. l0c each. Lota of ten or more, Sc each Standard Startin&’ Schedules …………….. 20c each. Lots of ten or more, 18c each Measurement Certificate Blanks …………………….. A-Class, 6-M Class, $1.75 per hundred M. Y. R. A. A. R. Rubber Stamp (to record S.A.) ……………… 50c each, postpaid _Make check or H.O. payable to W. F. POST, Treasurer, H. Y. ll. A. A. , IOi4 ~Road.Cleveland Heii’hU. 18, Ohio ~OAAba=s:=s-:A~hb-JAAAAA)41;.lUA~AAAAFINEST MODEL YACHT SAILS Ut1uldu .. , .. Stri,,r) FITTINGS, SPARS AND ACCESSORIES Made to Order D,es·iKnsby Hi E. Richardson, includins “Yankee II”~ “Blue Chip”‘ , and “Redskin .. JAMES BLISS & CO.,Inc. 220 State Street Boston, Maas. Tel. Laf. 4141 Suppliea for th• Model Yachtaman W. G.BITHEll 159 Fakon St:, :-E. Boston, MaY. Fittins1 Plana Paint LIC LIBRARY MONTHLY }IODELYAC:HTING SEPTEMBER, NO. 19 1946 IS THIS THE END? Fol” years and years model yachtsmen have squawked about having a magazine. Several magazines did start, but flopped for various reasons, in a very short time. Model Yachting Monthly has put out an issue every month since March 1945, and this is a record in the U. S. A certain group of American Skippers, yes and Canadian, too, support MYM, but alas, this group is decidedly in the minority. Every time we look over race reports, lists of officers, members, etc., we find many names NOT on our l~st of subscribers. Why? Either the magazine is uninteresting, and don’t amount to a damn, or else the majority of skippers just don’t want a magazine, or are too crummy to kick in two bucks a year. We dislike ‘to put so much time and effort_ for hardly 25 percent of the fraternity, however loyal and worthy they are, while the other 75 percent just ignore the thing. We dislike the idea that the MYRAA must pay a large subsidy each year to keep the publication going. The magazine ‘ should be able to operate on its own merits, and incidentally, on subscription fees, donations, and sponsor’s and patron’s fees. A fe\\’.’ clubs subscribe 100 percent; other clubs, and not small clubs, either, have only one or two subscribers. A great many of our “prominent” skippers are not on our mailing list, although they skim off the cream of the sport. We will continue to put out issues until the end of Volume Il, Febrµary, 1947. However, unless we get more subscriptions, more news, more articles, plans, race reports, etc., in the next couple of months, we will close out the project and resign as Editor, with the February, 1947 issue. We are not blaming you, who read this, and hence must be a subscriber, but are simply announcing our justified intentions in the hope that YOU will DO SOMETHING about it, and canvass every member of your club; that YOU will take it upon yourself to appoint youself, a committee of one and send us news, articles, race reports, etc. Don’t wait for the other fellow to do it. • We thank our loyal supporters, including subscribers, sponsors and patrons.- We hope that you will continue to receive MYM because of your renewed efforts to induce others to subscribe, but fast. Remember that the job of Editor is a headache, and that neither he nor any other writer or contributor receives a nickle for their services. Plea.se bring up the matter at your next club meeting, at the pondside, or wherever more than two skippers congregate, and tell the boys that unless we get 10’0percent response, the days of MYM are numbered. THE EDITOR I’ I l M.Y.M.SUPPLEMENT Publicity For The Sport The Forest Hill M. Y. C., situated in Cleveland, Ohio, believe in advertising, as the accompanying photograph shows. This window-display was shown at the Second Federal Savings and Loan Association, 221 Euclid Avenue, Cleveland. “BROOMEX,” X-CLASS, is a doubleender, V -bottom craft, with a modified seal-flipper fin, and an isolated skeg. She is a new design by J. SelmerLarsen, of Marblehead, Mass. Note the suggestion for a sail-plan, the mainsail having 825 square inches area, and the jib only 170. The development of the diagonals and buttock lines at the forward and c.fter endings are interesting -too often these are left off a “sharpie” design. “Broomex” has a moderate overall length and a long load waterline. Her 17.5 lb. lead ballast, plus her generous beam should furnish plenty of stability, and her easy lines predict speed. Besides the model itself, there are attractive placards describing the model, the hobby, the officers of the local club and the schedule of races. The sport needs all the publicity it can get, and many stores and business firms are glad to put on a display for the asking. A good display of models will always draw large crowds for a looksee, and possibly new members may be attracted to the local club, after viewing such a display, and learning about the high-lights of the sport as described by well-worded placards. \ l \ l 2 RACING CAL·ENDAR. 1946 -..;ational championship Races, 1946 ·Cl s at Port Washington, N. Y., .\as Pond • • Mill MYC host. A ug. 31, S ept. 1 and 2. ;<-Class, at San Francisco, Cal., Aug. 10-11. ~1-ciass, at Detroit, Mich. Au~pices Greater Detroit MYA. July holldays. 6-M Class, at Chicago, Ill. Date to be announced later. ANNUAL MEETING of the M. Y. R. A. A. at San Francisco, Cal., Aug. 10. GILLETTE TROPHY, A-Class at Boston, Mass., Oct. 12-13. CAMPBELL CUP, M-Class at Boston, Mass., Sept. 21-22. Metropolitan MYRARace Schedule M-Class Apr. 28 May 5 May 12 May 19 Jun. 9 Jul. 28 Aug. 25 Sep. 1-2 Sep. 22 Oct. 6 Eastern Division Races, 1946 M-Class, E. D. Champ (Pond) at Boston, Mass., June 1-2. A-Class, E. D. Champ (Pond) at Boston, Mass., June 29-30. Marblehead Cup Race (M-Class, Pond) at Port Washington, July 27-28. Deeper Hudson Cup (Skiff) M-Class, at. Renssalaer, N. Y., Aug. 3-4. Anderson Cup (Skiff) M-Class at Lynn, .Mass., Aug. 31-Sept. 1. M-Cla5$, E. D. Champ. (Skiff) X-Class, E. Div. Champ. (Skiff) at Renssalaer, N. Y ... Sept. 21-22. X-Class, E. D. Champ. (Pond) at Port Washington, N. Y., Sept. 7-8. Notice To Subscribers The date when your subscription expires Js marked on the "sticker" or label which is pasted -on the mailing envelope. Please note this date, and when the time approaches·-send in your renewal. No other notice will be given, nor will subscribers whose subscrip~ions have expired be sent copies after such date. Oct. 13 Oct. 20 X-Class Apr. 28 Jun. 23 Jul. 4 Sep. 29 Oct. 13 Sponsor Place Prospect Park* Prospect Pk. South Jersey South Jersey Central Park Cup Warin. Warinanco (Ross Cup) Warin. Warinanco Invit. Warin. Irvington Irvington Empire Cup Warin. Metro. MYRA M Chmp. South Jersey Central Park • Warin. Warinanco Comm. Cup. Warin. , Prospect Pk. Prospect Park• Sou th Jersey South Jersey Prospect Park* Prospect Pk. Interstate Cup Warin. Metrop. X-Champ. Warin. South Jersey South Jersey Prospect Park• Prospect Pk. *-Skiff Sailing Prospect Park M. Y. C. Races Memorial Day, May 30, A, M, X Class Columbus Day, Oct. 12, A, M, X.Class Election Day, Nov. 5 A, M, X Class Races start at 9.00 a. m. Prizes for 1st 3 models in each class. SYNCHRONOUS SHEET CONTROL By C. H. Farley (All rights reserved) SINGLE BOWSER ON FORESIDE OF MAST Speed and accuracy are essential in I• model yacht racing. Simplifying the control of sheets saves time. \Vhile i-kippers can locate and operate adjustments on their own yacht, they often have difficulty in adjusting sheets on another yacht upon request of its :;kipper, and lose much time trying to do s?, as in some old-fashioned rigs there are four sheet-bowsers besides a few others for jackline tautening, etc. Even the skipper familiar with his own gear loses time adjusting multiple bowsers and fumbling with sheet--hooks. With a SINGLE BOWST~R, adjm,t~1ent becomes simple and speedy, as it controls both main and jib sheets, and lets the sails out, or pulls them in simultaneously a:nd at the same angles, in one operation. There is a VERNIER BOWSER rigged on a jackline or wire runner on the jib-club, which allows adjustment of the jib separately from the mainsail. It is often desirable to have the angle of the jib outboard greater than that of the mainsail in beating, or less when running or reaching. In skiff sailing the synchronous sheets are particularly useful, as one can row up to the yacht, yank the single bowser, turn the vane, and be off on the next point of sailing quickly. With the oJd:fashioned multiple sheets, unhookjng them or trying to hook them up is a waste of time and has lost many a race. In pond sailing the single bowser en the foreside of ·the· mast can be operated without kneeling down or stooping over very far, unless the vane also has to be operated by hand, or adjusted. Although the Single Bowser control on f oreside of· mast is mainly used on classes such as the 6-Metres, A, and X, whei:,e a full sliding rig is not permitted, ancl-'Vcliere the vane is used, it can also be Used on a full sliding-rig, or with Braine gear. With the latter gear, belay the deck-end of the main sheet to a hook engaging the shackle instead of tying the sheet there. When this hcok is detached it will then be possible to operate the quadrant for steering, as tl-ie hook is also attached to the cross-lines ]eading· to the quadrant. Careful adjustment will be necessary so that enough slack is provided, to prevent action of the quadrant when beating. and :for proper operation of the qu2.drant when steering is necessary. RIGGING PLAN See the plan 'Synchronous Sheet Control" for. method of reeving sheets and fittings used. The sheets are _shown in the drawing as crossed, but this is done for clarity in tracing the leads. The sheets will straighten themselves cut when rigged and operated. · TO RIG First set up the ma~t on -~he yacht in the correct position, with saus bent, and hauled up to their proper tension. Belay the main boom and jib boom in the beating position with scrap ·line. • • Prepare the Round Bowser and the Stop--bowser by drilling holes thru which the jackline passes. Have holes in Round Bowser just large enough to allow it to slide without bruising the line, yet tight enou_gh to "jam" when the sheet pulls downward on it. Note that the small screw-eye is placed at an upward angle, giving a toggle effect to jam the bowser and prevent it from . slipping. The three holes are best spaced as shown. Holes in the Stop-bowser are a trifle larger than those in the Round Bowser, . so adjustment can be made easily. The purpose of the Stop-bowser jg to provide a ref ere nee soop, and may be placed where the best beating position is established. When the Round Bowser touches ·it, the adjustment can be repeated. The reeving of the jackline through these close-fitting holes is simple if the ends of the line are dipped in Amberoid, Celluloid Cement or some other quickdrying adhesive. Let dry th~n shave off SY-NCHRONOUS SHEETCONTROL SINGLEBOWSERON FORESIDE OF MAST JAcKUNE TENSIONGOLLI\R \1 16) WIRE Vr;HN'IERBOWSER ~ To P • WI ll..lJ(Sli9ht Bend)16) IIJJ LJf.:;::::. ==Ullf@E ?. LJ fl II .,, ~ JACKLINE 1...-it--tt----TAllT Heavy Braided Linen PorcelainE.ye s-~o MAIN FFIIRLEAD SIDE 6~~ =---~ TOP WIRE OY HE/WY RUB l( \C.K-STR/lP MAST nE·P M 1\1"1sHEEr suoe ~ SHEET FAIRLEAD /-If. S.S.Wire. w.ing slack in line between jibsheet eyes. The jib-sheet hook will then act as a sort of . MAIN SHEET. Fasten one end of sheet to shackle on main sheet slide, lead up thru eye in Main-sheet hook, then forward thru Main Fairlead, and up thru Sheet Fairlead at top of goose. neck, up to swivelhook eye. Leave. excess line for final adjustment, belaying with a half-hitch. TRAVELERS .OR HORSES -~ Travelers, or Horses are provided so the main and jib sheet can be led directly downward a little outboard. On large yachts a decided twist may develop in the upper part of the sail where the’· sheet is belayed on the center-line of the yacht. However, on a model with • comparatively little sail area such twist is not often apparent, hence many· skjppers belay the sheets amidships with no· disadvantage. Others prefer having the jib alone workinl on a traveler, with • the main sheet belayed amidships. CHECKING THE SYNCHRONOUS SHEETS The Mainsheet should be hauled in so_:; the main boom is amidships. Adjust .the • jibsheet so the jib-club has a travel of from one-half. an inch to an inch on either side· of the centerline • of· the.yacht. Make this adjustment with the Vernier bowser on jib-club about in ihi • center of its jackline or runner. Now check the sheets for reaching and running positions. For running, the~· sheets should let both ·sails out as far as· possible right up to a right· angle from the C. L. of the yacht, at equal angles. The main boom must not hit the shrouds.· A little experimenting may be necessary to obtain equal travel, and an eye or a· fairlead adjusted. When aff if? ·in proper working order, fasten ·the upper ends of both sheets permanently and cut off the excess line … Adjust the Tension Collar so the Jack~ . line is not overlong, cutting off the ex”‘ cess line. A lashing should be put on all loose ends of line where knots are made, for a 6 off rings by clipping with end-cutting pliers, or sawing off with a small jeweller’s saw. All rings will be of equal size. The joints may be closed up and soldered if desired. – SOLDERING STAINLESS STEEL Ordinary core and flux solder, or ordinary soldering flux used for brass or German silver is not suitable for work with stainless steel. The latter material requires a flux containing a copper element which “plates” the steel. Dunton’s soldering fluid or some similar flux specially made for stainless steel soldering should be used. Halfand-half solder should be used with it. Such soldering ~e may be obtained in coils, either !-16th diameter or 1·-•8th diameter. Small bits may be cut off and laid on the work, thus saving the solder and keeping· excessive and unsightly lumps from forming on the work. DISMANTLING THE RlG Using hooks and rings at ends of lines eliminates tying and untying knots when it is necessary to un-rig or re-rig the gear. Lines will be considerably shortened if, knots do not get r~-tied exactly as they were originally, and ·the trim of the sails will be disturbed. Use of hooks at deck-end of lines or sheets is not recommended, as such hooks tend , • to topple over and get jammed or twisted, thus shortening the sheets. A fixed eye or shackle is safest. To dismantle the rig, unfasten the swivel-hooks from the round bowser and pull through the sheet-fairlead. The main sheet will have to be pulled through the main-fairlead, and the mainsheet hook near outer end of boom spread and unhooked. The jib she-et is unhooked from the ring in the end of the vernier line. ·Both main and jib sheets are then coiled and left on d.eck or dropped through the hatch. The ends fastened to the jib and main-sheet slides are left undisturbed. Carpet thread from Ppearance. • bl f . s-and 10 cent store is su1ta e or ·111) • l l •!::~l11no • o·s, and comes m severa co ors. • FITTINGS 11· e parts are of !-16th inch dia\) ir S S) . wire. Stainless-Steel ( . . 1s Jlll’ter mended. Parts made from sheetri>com n1et~l are thin gauge S. S. Porcelain eye for Main Fairlead, if ainable ‘ may be replaced by no t o bt turne d brass • Plastic ‘ or eyes such as are t:~ed for leads on fishing rods. The ~lain Fairlead is fastened to. the collar h, winding brass or copper wire around it~ over and over, and soldering. The wire Vernier-bowser and runner is made from S. S. wire. The runner can be 1-16 inch, the bowser itself ~an be thinner wire. If preferred, a Jarkline can be rigged instead, with a plastic bowser. To make the wire bowser, take a piece of wire 5 or 6 inches long, and i-r.rn three or four loops around a small drill held in a vise. The drill should Qe of smaller diameter than the runner wire, so that the fit will be close. Then bend the wire to the center-eye as shown in drawing, and finally wind the other end of the wire around the drill in three or four loops. Bend the whole bowser slightly off-center, so it will grip the rod tightly. You may have to spoil a few bowsers before you get the knack of it. Mount the bowser on the runner, and solder the end supports on, and screw onto the jib-club. The Kickstrap is made from flat sheet metal, clinched around 1-16 diam. wire, and soldered to it. The ratchet holes are cut with a coarse round-file. In r,lace of the end flanges, a half-collar may be used, as shown. Rigging hooks are· easily made ,,.1th 1-16th diameter. wire. Two small longnose round pliers are useful for this operation. Joints at eyes should be soldered for good appearance and additional strength. Rir.gs are made by taking a length of wire, about a foot long, and winding same around a small drill held in a vise. The .result will resemble a spring. Cut 11ent a THE TERMITE A little Termite sank his fangs in wood; To his surprise he found it very goodAnd that is why, to your complete dismay, Your perforated model sank today! 7 I I No race schedules received from th, Midwest Division or the Pacific Division. We print ’em all–IF someone just send.a them in. We have bad 10 OFFICIAL YYRAAor Divisional newa-which, no doubt, many of you readera have noticed.There must be SOMETHI!G going on SOMEWHERI!:, so please M1steiOff1cial, let us know about it so” can tall the boya what ie going on, It don’t cost nu.thin’ but a 3¢ stainp’ a scrap of paper and an em-elope.~ MODEL YACHTING MONTHLY I No. 19 Published Monthly by THE MODEL YACHT RACING ASSOCIATION OF AMERICA I I SEPTEMBER. 1946 VoL. II I I I ‘ C. H. FARLEY, Editor 87 Quincy St., Medford, Mass. Subscription, One Year, $2.00 in U. S. ,md Canada: $2.50 Foreign B:RNIEPHILLIPS is painting up the X-olaas sharpie recently acquired by FRED’K w. GWINNJR., also pert’orming the same operation on SYTHOFF’S •XClaaa mod.el. Ernie also gave th,e Kili Pond clubhouse two coats of paint-spending_, ten mornings on the job.· Ernie says to tell the A-class. skip.:. pars that boats WITHOUTsail or deok marks will NOT be allowed to participate in the coming A-Class Nationals at Mill Pond. He also suggest~ that’ designers spa.,oe their water-: lines 3/4″ apart, inetead·of 1″, so to please the bread-and-butter bo7s., There will be chowder and baked bins and sangwiohes for the contestants, at the A-olass Nationale,by the.help of the new women’ a Auxiliary, headed by. Mrs. J .~.sythof’f’. . . .•• , JIM MOFFIT of the Boston YYCha’~ acquired one of Stafford Levy’s fine A-class mod.els, and in trials she’ ha.a shown up well. :;_1 All rights reserved. Nothing that appears in this magazine may be reproduced, either wholly or in part, without written permission of the Editor acting for the MYRAA or from a contributor who reserves his rights. ‘ • ,l :.1 I , I ROLL OF PATRONS FOR VOL. II Fred L. Pigeon Montclair MYC Fred’k W. Gwinn, Jr. Phoenix MYC • ‘Eastern Division Ains Ballantyne F. J. Santos Harry Richardson Deeper Hudson MYC Chicago MYC ROLL OF SPONSORS FOR VOL. II Geo. E. Steinbrecher Thomas Allen Thomas Allen, Jr.· A. R. Lassel NEWS A. H. Link Long Island MYC Robert M. Linsley Ronald Moore AND COMMENT ~ ‘ GEORGEBARON’ Chicago’ baa parted ZIP II and perh~pe Zip III, and thus prospective members may pop up. with ,_ I I_ I BOSTONM.Y.C. has two new members, N.C.HAHSENof Belmont, Maas., also OLIN GOODALE of Boston. Each has aoquired a new X-claaa boat. P.A.FISKE has a new X, the “Swifty” which is a renarkably fast craft on a reach or a run~ She is a reduced “Lilex” design, with V-shaped prd:file of fin. R. C• VALENT.INEof the Washington MYC baa 9ent us .some super-photos, BxlO’s originally published in rotogravure section of the Washington Star, which we will present you from time to time. ‘ J.D. LOCKEof Kent Endand, will build a new “M:” f’rom the “‘sour-puss” plan. We imagine that this success~ ful yacht will be quite. a welcome· addition to the olub’ a fleet. • .. , LON~ ISLA.rm MYCcontinues to sail at Springfield Gardena, the shore line of which is not the perfect masonry of Hempstead, but where winds are very good. A cat-walk in a few places would make Springfield a real pond. OTTOGERRYbaa a new Ld a:rter JUI.i FULTON’S “Margaret” design. JIM WARRELLsays his slippery rig is an “interesting contraption” and all he _has to do is to “learn WHATto do! 11 ED JOHNSONwon the sail-off with JIM WARRELL for the 11arblehead oup elimina.~iona, with young JIM right on their heels. . SORENPEDERSON,skipper extrahrdinary o:r the-LYNN MYC is taking time out to pay a visit to Denmark. He will be missed . at the regattas and he rlll miss them, too.· • . ,·,~ JQAO DE FREITASilive wire of the· Lebon Portugal YYC is still ,,,,,..!;:~'” hammering away try~ lng to make model yachting grow.Here is a cut from his letterhead.—a boat, of couraet wish;. we bad’ apaoe for all the phQtoa he, sends us–however we will ~ “” use , ‘ ~ ,.> { CHAS. A.HEISTERKAMP,President of “the Eastern Division, is now located at Park Ave. & Apple Lan,, Riverton, N.J. Charlie hopes to be back on the active 11st soon, after a surgical operation, which we hope will leave him with no physical handicap. ‘No Race reports ‘ • :ito ., -.~ ma~~om. from out. West …. 8 …….,.~ -. ,.,e.;. – _. . ·–….,-.y~ .. … .,. … ~::~:~:;~ .\:. • •0 •a I’ • ‘ p •, t [l ~IX METRES DESIGNS C. J. Pratt, President of the Can\!RY A, 6395 Chester St., Vancou1 •8 ·_ C .. has very kind~y sent MYM . , , : ~µlcndid 6-Metres des1~ns. They are • . -.-,zc. 2.nd builders w1~l of course .·,· 1 ,, drawing to full size. The de, h. ·- are idEntified as the “O no• 1e ” an d – :·falcon,·• and we will present them .. l’cluced form on our regular supple- Mr • Pratt writes:. ,·11 t :::-. • • : -·~either of these designs are radical . : ·cakish attempts at claiming some1 II • • th ew as I am a believer m . e ··1111 g n ” .:q;py normal type, and am of the opm’ ,n that in the long run they usua~ly , “·e a fair account of themselves agam: 1 many of the most radical attempts at ··uJc-che2.ting, besides offering some; hi ng of beauty to look at oft times ·xllen one is not sailing. “‘The Oriole” I built myself, and while she is rather heavy for her class, seems to do fairly well in both medium and heavy weather. She has taken several firsts and seconds, including the Canad irn Championship in 1944 at Montreal, at which time she was sailed by Mr. Lindsay, as I was unable to attend the races. “The Falcon” design is similar to ‘·Oriole,” but her shorter LWL allows a little more sail area, and altho two pounds lighter and with a slightly narrower beam, she should carry herself quite well in moderate to fresh winds. “The weights marked on the drawings are approximate, which gives a builder the option of using various local materials, and any variance can be made up here and there. The hull of “Oriole” was of red cedar, which is very light, and I think as good as any wood for the purpose. Some builders build accurately to the weights given on plans, and it is difficult to make them fit exactly. But if a builder is careful ‘ • . 1t 1s possible to make weights come out fairly accurate .. “Note that of hull and 0 miHed. I mean much some details such as CE of sail plan have do not believe that to the average person CLP been they who knows no:thirrg about designing. The position of the mast is approximate, as in tuning up it is usudly found that the mast requires some adjustment. “The ratings shown are well within the rule. Some designs are rated so dose to the limit that the average builder could hardly build the boat and stay within the ratin~ called for without sometime having to sacrifice sail area, due to discrepancies creeping in, which usually turn out to be on the large side when the boat is measured. I therefore keep the ratings a little inside to allow for this.” Mr. Pratt is a busy fellow, and at present is helping build a 28 foot auxiliary cruiser from his own design, doing some lines for another 26-foot cruiser and puttering around the house, which leaves him little time for model yachting, but he took time out to draw up these six-metres lines to help the magazine and the sport in general. We hope that Mr. Pratt or some other Six-metres fan will send in an article or two catering to this class, as plans, news etc., on this particular class have been pretty scarce up to now. SIX METRES “ORIOLE” Working out with reaching jib. leave the boom length alone. Or again, we can increase some on each dimenConducted by Captain I. Q. sion. The question I want to know the Questions of a technical nature will be answered by answer to is this: which form of jib has Capt. I. Q., a well-known mod,el yachtsman and designer, the most driving power, one that is very who prefers to use a pen-name for obvious reasons. Adnarrow and lofty or one that is not so dress your queries to Model Yachting Monthly, attention of Capt. I. Q. lofty but is longer on the foot? On most models today the perpendicular drawn from the luff of the jib to It is desired to increase the sail area of a model somewhat larger than a the opposite corner is about 25% to 30%. of the length of the luff. Whether a standard M 50-800 boa.t. The intention high narrow jib has more drive than a is to use mainsail 60″ on luff, 22″ on foot. It is thought the Jib should be 40 to 44 low wider one, all depends on how the yacht is sailing. For windward work on luff and 13½ on boom. a high narrow sail is more efficient, but Generally models are built to a class for running a wider one is best. At formula thus determining the sail area. any rate a jib should not be so narrow The shape that this sail plan takes is that it skies on a run, but the dimenalmost wholely dependent on the type sions given are average today. or shape of the boat it is to be used on; in fact some architects designing major The question of the present day aeroyachts lay out the sail plan first and dynamic design of sails is new to the arrange the yacht under it. In models writer, and when we see these short the problem is somewhat simp!Hied as booms and very lofty rigs, we are willmost all fast models are built to a class ing to accept the fin_dings of the experts formula producing long narrow hulls that this form of sail has been found requiring a high sail plan for best rethe most efficient, yet, to the old timer, sults. If the proposed sail plan is to these would seem a cause of excessive be used on an X-class model there is heeling in a breeze, less noticeable in not enough sail area in the 60″x22″ a lower rig, and right here, one wonmain and 44xl3.5 Jib. As the rules should be taken advantage of and the ders where the maximum d·egree of sail plan for an X-class boat should heel is reached and the angle of the have close, to one thousand square sails such that some part of the wind inches. The dimensions of the proposed blows over and no longer adds to the sail plan would undoubtedly make a propulsion of the craft. Obviously, if good storm sail but for average weather she is flat on the water and the hatch on an X boat that is not handicapped by under, she can’t be doing much footing. poor stability a higher main sail and On this tall rig bu~iness, how much is jib should be more effective on a well theory and how much has been proved? designed model. The high rigs of present day sailing Writer is now using 54½ hoist on yachts have been accepted as more main with 20½ on boom; Jib is 36½ efficient than the low ones of days gone luff and 12½ o_nboom. Due to forefoot by and although present day yachts design with most of lead well forward, are designed to carry these lofty sails it is not practicable to cut away forefoot the increased heeling pressure is noand it has been found necessary to move where near as much as the average the rig forward several times in search sailor would expect. In the accompanyof the balance point until it has become ing sail plans one high rig and one low p-retty evident that a larger head sail is required. Which brings me to the one, the center of effort has only changed 3 ½ inches in these extreme cases. second question: Where should the additional area of the jib be put? We According to calculation of stability can add it along the foot by lengthenit will take a pressure .408 pounds per ing the jibboom and leaving the height square foot to heel the model with the as is, or we can increase the hoist and high rig to an angle of 30°. The low sail THE QUESTION BOX ◄ I’ …. .- • 0 ” I’) t i $ ,, I “·5 •• ‘–‘~,,, plan will heel to an angle of 30° with a pressure of .466 pounds per square foot. The difference being .058 pounds per square foot. You can readily see that the difference is small in models and can almost be disregarded. I now come to another question. The matter of the prope·r lead of the CE of rig over the CLR. It had been found in various publications that a formula on this was .2½ to 4% of the LWL. I used 4% which on a 40″ LWL is 1.60″. This was found insufficient. In an article on sail making in your magazine, I read that the proper lead on a class M boat was 3”. This works out to about 7½%, though no rule is given. Anyway, the net result was that as the old rule was found incorrect, it will possibly require moving the mast step and the chain plates. What is the correct rule if any and what lead is praoticed on the X-Class boats? There is no such thing as determining :he exact lead of the center of effort ahead of the C. L. R. Yachts can be designed in such a way that there is no lead at all, in fact some times the combined CLR actually moves aft. With some old time cutters the actual CLR when under way was so far forward that it was necessary to have a jib boom to get the CE of the sails far enough forward. The movement of the CLR and the rapidity with which it moves is almost entirely dependent on the shape of the under water profile. In considering the lead the movement of the CE of the sails must also be considered. In high narrow sailplans the CE moves aft of the “center of area” but in low long sail-plans it moves forward. The lec3:d in models may be between 5% to 20% of the LWL. In the A-class and 6 Metre classes the progress made in design and the similarity of succeeding designs the lead may be assumed quite accurately. There is such a wide variation in the designs for X-Class and 11 ,, M-Class yachts that the estimation of lead may be several inches out of the way. It is understood that balance can be attained in various ways, such as moving the jib forward, moving the entire rig forwa.rd or aft, cutting away the fore foot or the after end of the fin, etc. But some one system should be, if not the correct practice, at least, the most efficient one from the point of the application of the most driving power and the consequent maximum speed attainable from the p•articular design. I wonder if I could have some enlightenment on this? A properly designed yacht is statically balanced on the drawing board. The only alteration necessary, in a model, should be the proper stepping of the mast for the condition under which she is sailing. The p~sition of the mast in light weather may be several inches from the best position for heavy weather, depending on the underwater profile. Experiments with large and small jibs will determine which is best for a particular yacht. Cutting away the fore foot or the after part of the fin, is changing the design, and should be carefully considered ·and only attempted if the yacht is faulty or you wish to experiment with the design. In most cases this experiment would boil down to how much you could cut down wetted surface and still retain enough lateral resistance. Another question: We have a hull weighing a given amount. Can speed be be increased best by adding sail and leaving the lead as is, or will more be gained by reducing the lead and leaving the sail as at present ( or possibly reducing. the sail area)? In one case, we have more wetted surface and skin friction and in the other case, less. Let us assume for the sake of clarity that the boat is one-eighth of an inch-below her normal L WL. The sail area should always be the maximum allowable under the rules of the class. Whether a boat will sail fast. er with less displacement is only guess work. When a model is designed it is supposed to float at a designated LWL. Changing the waterline either up or down will be apt to throw the boat out of balance. Not only that but if it is lightened enough to make a noticeable change it may be detrimental to stability. Of course if a model does not float at its proper L WL this should be corrected. In the A-class, 6 meter, 10 rate, etc., weight and sail area are determined by formula and cannot be changed without upsetting the rating. In the M-class and X-class a deviation of one eighth of an inch above or below the designed LWL probably would not make a marked change in performance. The previous question ties in, in a way, with designs noted of Class M ., boats where there is next to no overhang forward and with plumb sterns, thus producing a boat of 50″ with pos- . sibly as much as 49″ LWL. Now another 50″ boat might show 37 to 40″ L WL and yet each is designed to carry 800 inches of sail. Is ihe craft with the much longer L WL and consequently more wetted surface and skin friction necessarily faster than the one with the shorter LWL and less wetted surface? Or has experience showed the contrary and why? A yacht’s speed is detemnined by several things, L WL length, shape of hull, wetted surface, skin resistance, eddy making, wave resistance and others including wind resistance. An M class yacht with 37 to 40 inches on the LWL could be designed either heavy or light. It might also be better in light weather than a yacht 50 inches on the L WL. All things considered the longer the L WL the faster the yacht is capable of traveling. LETTERS TO THE Editor: L)ll this matter of doing away with . “l’ present rule regarding position of ··:.i:-t with one inch movement, and sail .:·,•:i changes we must consider the fol., 1• : ,,·1ng: ; . How can an accurate L WL measrL’rnent be made? Some boats with the 11 ,par way f_orward could gain an inch on :nc L WL rule this way alone, then :-;;1il with it farther aft and gain a l’ouple of inches sailing lines. 2. When we go higher in rig, we will tend to build boats weighing 65-70 lbs. to handle the additional height. Is this fair to the crew who has to lug a boat larger than his kid’s kayak? The· solution here is to limit LWL to 55 inches ,:rnd60 lbs. maximum displacement. Else the end of the A-Class. Why not let the crews aboard? 3. Also, 3 inches is enough to move a rig on any good, boat, so make a rule to that effect, else boats that are not at all balanced will win races and put an end to balanced designing. I know, because I built a lemon that can go like hell with a vane to hold her in puffs. Otherwise this boat is N. G. and with the addition of a sliding rig could go faster than any A ever did. But is this good? I do believe that the actual sail area m~asurement with a limit of say 8-feet he~ght mainsail and 72 inches on jib hoist would be better, and look better but, have SOME LIMIT, so as to alloV.: the older boa ts some chance, else they could never sail against the longer L WL boats. -E. P. Phillips EDITOR’S NOTE:-·Perhaps this letter_ may start a good argument. The Editor does not set himself up as an authority on the correct answers to the above questions, which, after all, can never be settled between the different schools of thought extant among model ~achts~en. However, we do agree that mcreasm~ weight of the A-class does ~ot. help its popularity, and that some m1ts should be set on various factors or the scale reduced from two inche~ EDITOR to the foot to a smaller figure, such as 1.75 inches. And don’t blame the editor for saying this, as he has built at least a dozen A-class yachts, many of them quite successful as to records, but increasing weight and old age creeping on has prevented him from building any more for the last five years. Dear Editor: Having returned from the wars in time to spend Christmas at home, am now getting “squared away to work and play” and, altho lacking a car now, Model Yacht racing still looks like one of the best bets for a week-end of fun in the open a,ir. Was sorry to find • when I came back that the Jersey City club is just as far from being an organization now as it was the day they put up the ack-ack batteries alongside our lake. Naturally, some of the members who left to work in other parts of the country have not returned and there is not sufficient interest to do anything concrete; at least, not this year. It appears that similar difficulties also beset other clubs in this area, but would appreciate some information from you as to what the MYRAA and Eastern Division have planned for this season in the way of races and meetings. During our few months in the U. K. before the invasion, was sorry to find myself too “occupied” to do any traveling, so in spite of having been there, have still seen nothing of their celebrated ponds, yachts and yachtsmen! If you know of any young fellows in the game who were over there and who had more luck than I did in getting around to see people, should be interested to hear a.bout it. • That’s about all for now. I intend to put an old yacht in the water a few times this summer and let her sink or float (No, not “Hattle-Gardle-Brugglesmith”! This one’s “Stern Chase”). KEN LLOYD 474 Liberty Avenue Jersey City 7, N. J. 1~ I 1′ ,, :I I I ‘ ‘ I EDITOR’S NOTE: We have all consid. ered having the “fleet” divided into classes according to their abilities, but most clubs have so few boats sailing that this is impractical. Handicaps are said to be disliked in most sporting circles. We cannot see why the 1 & l Dear Editor: In the May issue of MYM your article on Scoring for Pond Sailing, promotes a change in scoring from the outmoded 3 and 2 system to a more equalized method whereby each yacht receives one point for completing the course and an additional point for each yacht beaten. In so doing you used the time-tried method of skiff sailing clubs, citing ·also the generally good sportsmanship and co-operation found among our fraternity. May I say, that in all I have read about the sport, this is the first word of commendation, (or in other words ‘-‘boost”) for “skiff-sailors” that I have run across, and coming as it does from a veteran “Pond-skipper,” deserves at least a few words of thanks. system could not be used for Divisional and National championships. Note that under the “Sailing Rules” any club may use any sort of scoring they. wish to for local events. Should the 1 & 1 system be adopted for Divisional and National Championships or for Invitational Regattas, a club would not be obliged to use the same· system, when sailing at home. The one point given each yacht completing the course is nothing more than major yacht practice, and interpreting it as “giving a point for LOSING” is fallacious. L. G. Parker, Comm., Lynn M. Y. C .. EDITOR’S NOTE: This person sailed for several years in skiffs, too! Lynn M. Y. C. Dear Editor: I have read and re-read your article ijn a new method of scoring. You made some good points, such as where a boat gets points for winning by a few inches and the loser gets zero. I found that out to my sorrow at Fleetwood, where the official report states “the score did not indicate the closeness of the races;’ You may remember I suggested dividing the fleet into classes similar to the figure skating classes, novice, junior a.nd senior championships, or perhaps a system of handicapping worked o’ut like in golf clubs and based on previous scores given in percentages like baseball. Of course these scores could not apply to Divisional or National Championships. The idea of giving a boat one point for losing is plain nuts. Regarding the 3-2 system, it was always considered more difficult to design a boat to sail faster to windward, altho the vane gear has to some extent counteracted this. I still think the 3-2 system ii;; a ~ood percentage. George Baron 14 The Lynn MYC, -which sails from skiffs, have moved from their old sailing waters and are now sailing on a better pond called “Floating Bridge Pond,” or Buchanan Bridge, situated off Western A venue, Lynn. They have the use of a building for a boat house for storage of models and skiffs. Long Island M. Y. C. The Long Island MYC have transferred their sailing from the Hempstead pond, now minus water, to the lake at Springfield Gardens, the spot formerly used by the Atlantic MYC. However the latter pond is also becoming weed-blockedJ but the skippers hope conditions will not get too bad for a while. This pond does not have a good walk all around, and we can remember when John Black, C. H. Farley and a lot of other skippers slipped on the muddy shore~ and went in up to their necks amidst jeers from the onlookers and curses from the victims. This pond would be a very good one if the Park Commissioners would just build a board catwalk around those parts of the shore which require wading. .. f -r Model Yacht Racing Association of America MEI\IBER CLUBS ATLANTIC-Sam Engebreitsen (C) Nicolai St., Hicksville, N. Y.; Wm. Perfect (VC) Old Saybrook, Conn.; Chas. Heisterkamp..,tS), Park Ave., and Apple Lane, Riverton, N. J. BERKELEY-Geo. E. Atthowe (C) 1924 Prince St., Berkeley, Cal.; Donald Grimes (VC), 1131 Neilson St., Berkeley, Cal.; Lois E. Atthowe (S). BOSTON…:._Fred L. Pigeon (C), 131 Coleridge· St., E. Boston, Mass.; H. E. Richardson· (VC), 643 Fiftl’\ St., So. Boston, Mass.; Wm. E. Wadsworth (S), 48 Simmons Av., Belmont, Mass. CADILLAC-Harry Chandler (C), 3476 Audubon, Detroit 26, Mich.; Sim Smith (VC), 636 Hanna St., Birrningham, _Mich.; Wm. Robertson (S-T), 17180 Chandler Park Drive, Detroit 24, Mich. I–‘ (11 CENTRAL PARK-A. B. Reynolds (C), 5000 Broadway, New York City; J. A. Weaver (VC), 169-01 32d Ave., Flushing, N. Y.; J. J. Treuchtlinger (S), 66 Fort Washington Ave., “New York 23, N. Y. • :::HJCAGO-Thomas Molloy (C), 7121 So. Paulina St., Chicago, Ill.; James McKinney (VC), 6818 Cornell Ave., Chic2go, Ill.; George Macey (RC), 310 So. Wood St., Chicago, 111.; John Clark (T), 7411 Constance Ave., Chicago, Ill.; Dr. Leonard Peal (S), 7319 So. East End Ave., Chicago, JU. CLEVELAND-A. H. Beecher (C), 3586 Warren Road, Cleveland 11, Ohio; Robert. Morris (VC), Rd No. 2, Hudson, Ohio; 0. J. Steppart (S-T), 3921 Henritze Ave., Cleveland 9, Ohio. DEEPER HUDSON-Fred Gould (C), 552 Madison Ave., Albany, N. Y.; Malcolm Robertson (VC), 545 Broadway, Albany, N. Y.; H. V. D. Allen CS), 1506 l!n.i1 Schenectady, _N. Y. DETROIT MODEL-Geo. E. Steinbrecher, 18806 Gainsborough, Detroit 23, Mich. ~.:¥-• J;MPIRE-Waldemar Freudenthal (C), 304 E. 83d St., New York City; Nick Caeti (VC), 309 E. 5th St., New York City; Walter Lison (S), 251 E. Kingsbridge Road, New York 58, N. Y. FOREST HILL-Ronald Meil ((;), 4186 Ellison St., So. Euclid 21, Ohio; Ray Savage (VC), 2628 Princeton St., Cleveland Hgts., Ohio; Arthur Newbacher (S), 13509 Casper Rd., Cleveland 10, Ohio, Elmer Neufer(T),15712 Scottsdale Rd., Shaker Hgts. 20, Ohio, IBVINGTON-Pierson Gordinier (C), 311 Vermont Ave., Irvington 11, N. J.; Edgar Van Name (VC) 191 Roseville Ave., Newark 7, N. J.; L. J. Tokar (S), 1156 -Grove St., Irvington 11, N. J. LONG ISLAND-J. L. Sythoff (C), 84-09 Talbot St., Kew Gardens, N. Y.; Otto Gerry (VC) 85-17 106th ·st., Richmond Hill, N. Y.; James Fulton (RC), 103-20 94th St., Ozone Park, N. Y.; Walter Krebs (T), 204 W. Seaman Ave., Freeport, N. Y.; James Warrell (S), 42 W. Hawthorne Ave., Valley Stream, N. Y. LOS ANGELES-Adolph Borreson (C), 1049 Cherry Ave., Long Beach, Cal; A. R. Lassel (VC), 831 Lakme Ave., Wilmington, Cal.; W. R. Many (S)., 365 So. Mansfield Ave., Los Angeles, Cal. LYNN-Louis G. Parker (C), 42 Bartlett St., Malden, Mass.; Harry Kamerick (VC), 20 Houghton St., W. Lynn, Mass.; Soren P~derson (S), 53 Ellsmere Ave., Lynn, Mass. MARBLEHEAD-Dexter Goodwin (C), Stacey St., Marblehead, Mass..; Francis Courtis (VC) 57 Elm St., Marblehead, Mass.; W. E. Hoeg (S), 11 Jersey St., Marblehead, Mass. MILL POND-E. P. Phillips, Jr., (C), Box 523, Port Washington, N. Y.; Adrian Jselin (VC), East Williston, N. Y.; J. L. Sythoff (RC), 84-09 Talbot St., Kew Gardens, N. Y.; F. E. Farmer (S), 31 Harbor Road, .Port. Washington, N. Y. l\lONTCLAlR-W”lhs C Axt (Cl. 28 Gates Ave., Montclair, N. J; Fred M. Muir (VC), 43 James St., Montclair, N. J.; Richard 0. Reger (S), 139 Chestnut St., Montclair, N. J. PHOENIX SPORT CLUB, INC.-Charles Gobel (C), 1422 Jerome St., Philadelphia 40, Pa.; Joe Brugger (VC) 4211 North 9th St., Philadephia 40, Pa.; Alfred Schmeu~kle (S) 6810 Green St., Philadelphia 19, Pa.; Otto Sohns (T) 1645 E. Brill St., Philadelphia 24, Pa. PROSPECT PARK-C. H. Lucke (C), 6:;8 68th St., Brooklyn, N. Y.; E. M. Garbe (VC), 531 3rd St., Brooklyn, N. Y.; G. E. Brooks (RC), 929 E. 35th St., Brooklyn, N. Y.; C. E. Wanker (S), 666 59th St., Brooklyn, N. Y. RED BANK-A. S. Anderson {C) 19 Tower ,Hih Road, Red Bank, N. J.; Leslie Hill (VC} Little Silver, N. J.; F. S. Anderson (S) Matawan, N. J. • RHODE ISLAND-Howard Angell (C), 86 Brandon Road, Cranston, R. I.; s: R. Dickie (VC.), 125 Frari~ Ave., Pawtucket, R.I.;Elwin Mitchell'(R.C), 509 Park Ave., Prov.; R. J.; C. A. Nick-… erson (S), 17 Morton St., Prov., R. I. SEATTLE-Harold Pederson (C), 2822 W. 68th St., Seattle, Wash.; Jack Alma (VC) Issaqah, Wash.; Morris Fiare (S),. 7228 4th Ave., N. W., Seattle 7, Wash.; C. R. Simpson (T), 1535 E. 89th St., Seattle 5, Wash. SOUTH JERSEY-Marshall F. Guy (C➔, 108 E. Beechwood Ave., Oaklyn, N. J.; Marcus Olsen (VC), 23 E. Wal~ nut Ave., Westmont, N. J.; Norma·E. Guy (S), 108 E. Bee<:hwood Ave., Oaklyn, N. J. • TRE-POL-PEN-Tom Williams (C), 1722 Belle Ave., Flint, Mich.; Ed Maas (VC), 15850 Mansfield Ave., Detroit, Mich.; John L. Olenik (S), 5063· CanHT Ave., Detroit, Mich. WARJNANCO-Wm. L: Jones, 762 Murray St., Elizabeth, N. J. WASHINGTON-John T. Edwards (C), 7107 Allison St., Landover Hills, Md.;· A. W. Greely (VC), Westchester Apts. 39th & Cathedral Ave., Washington, D. C.; A. J. Downing (S), 4118 Woodb-4ry S_t.,Univers/ty Pai::k, Md. \ \\1-.Hll \ '- 11.\ I\..._ A:\l> U.IHHl·::–l’l)’.’-111·:’.’. r~ 0″1111.H ANACOf\Tk’.S Jam~s B. Wri~ht ll°\, Box 12, Anacortes, Wash., J11hn c.; Oor- cy (S) 1309 F1!lh SL, Anacort~s. w,,sh. BELLINGHAM-Bernard Mathes, 1635 Northwest Road, Bellingham, Wash. CLOVE LAKES-Henry M. Micha, 1026 Annadale Road, Annadale, S. I., N. Y. COLUMBUS-G. 0. Furry, Eng. Dept., Ohio Bell Tel. Co., 42 E. Gay St., Colum bus, Ohio. DA YTON-J. F. Bolgiano, 221 Baltimore St., Dayton, Ohio. FLORIDA-E. L. Cheney, Box 582, Winter Park, Florida. KANKAKEE-F. J. Schumacher, 528 S. Myrtle Ave., Kankakee, Jll. MILWAUKEE-F. R. Keebler, 2952 N. 49th St., Milwaukee 10, Wis. MT. LEBANON-Joseph G. Ayers, 760 Gypsy Lane, Mt. Lebanon, Pa. NEWPORT-E. Sturteyvant, 39· Franklin St., Newport, R. I. N. CAROLINA-Frank M. Dieter, Rt. 3, Box 63, Hope Valley Road, Durham, N. C. SAN DIEGO-;-Tom J. Allen, 969 Scott St., San DielfQ 9, Cal. Sl’ATEN JSLAN~-George W. Bedfo~d. 61 Burnside -~ve., Staten Island 2, ~- Y. ST. LOUIS-Robert Buckley, 4048 Olive St., St. Louis, Mo. RICHMOND-J. D. Vincent, 3519 Barrett Ave., Richmond, Va. PHILADELPHIA-Dr. H. J. Stout, 20 W. Phill-Ellena St., Philadelphia, Pa. TEXAS-John J. Bell, 610 Dallas Ave., Houston, Tex. ‘l’MVERSE CITY-R. M. Linsley, 525 Washington St., Traverse City, Mich. CANADIANCLUBS .TORONTO S. M. E.-W. B. Jones, 34½ Vii:toria Park Ave., Toronto 8, Ont. MONTREAL-Gordon A. Carpenter (C), 5614 McLynn Ave., NDG, Montreal, PQ.; R. D. Matheson (S), 415 Grosvenor Ave., Westmount, P. Q. WELLINGTON-J. F. Marr, 329 Wool• wich St., Guelph, Ont. VANCOUVER-C. J. Pratt, 6395 Cheater St.,. Vancouver, B~ C. MODEL YACHTING MONTHLY NEWSLETTER J NEILS J. RASLTUSSEH’FP :iyc writes n•:,’hat’s the matter with clubs never . sending reports? The J.IT!.l Newsletter should ta.Ke up sevaral pages, and 1t would be interesting to know what other clubs are doing. Prospect Park LlYC hae been a skiff-sailing club, but this year we started out for pond sailing to get better ideas and to learn what pond sailing is a.bout. “Skiff Sailing” by Capt. WhyteAshe interested me very much, and would like to commend him for a fine article. If the O.D. had to disqualify skippers in regattas for not round.irig the marks properly, and for towing and pushing models, he would have a lot on his hands,but there a.re still skippers in our club tha.t can SAIL around the marks without towing, and to them go the prizes at the en:l of the season. This is my third year as chairman of the Regatta committee, a.nd to the be·st of my knowledge, all protests made on regatta da.ys ha.ve been settled with a. round-ta.ble discussion. As for the skiffsa.iling ‘ rules, they should be modified and changed, but I will leave that up to the Sea Lawyers, a.nd we aura have . plenty of themt Hishing lffii continued success, and may you NOT ha.veto cut it down to eight pages, but increase it to TWENTYFOURi ” The FOREST RILL ~.Y,C. held their Annual Regatta on July 14, 1946. This annual event is an i~-class ra.ce, pond sailing. Weather fair; w;I.Od to 8 niles. One round sailed, with time out for a picnic lunch. Scores E. NEUFER Webb Feet 25 R. HEIL Ariel 22 R. Neuf’er liolden Arrow 21 W. F • Post -,iahoo III 21 11. Donovan _ Kismet II 20 J. shanks Frolic 20 D. Boulter Tampa 20 The O.D. was A. Newbacher. –A. rm’i’/BACHER liARBLEHEAD CUP RACE at ;an Pond, Port -Jashineton, N. Y. July 27-28, ’46. Gordon c-µrry defended the cup and c. K .Ha.cAlpine was O.D. A .L’. .Ballantyne, the contender f’ron 1.1111Pond was unable to sail on account of the loss of one big toenail, and so Robert Ballantyne sailed Arrow III, and it was shown that he could still sail a boat. All boa.ts except Johnson of’ LI and Hopkins, DH used vanes. Wind was light and fitful 1st day and scoring had to be changed 3 times, and this favored the Bra.ins boats. 2i day the wind steadied but was still light tq moderate so the vanes came into the:ir own. Parker (Lynn) did well 1st day with his new rig but withdrew at the beginning of the 2d day. Scores—-R.H.Ballantyne Arrow III UP 48 Yi .D .Hopkins Dot c DH 38 Dan Manning Surprise 1,!H3 2 E. Johnson LI 32 G. Curry Sunapee A 31 C.A.Heisterkanp SJ 17 H. Denkewitz RI 12 L. Pa.rker L WD Curry, iieisterkamp and Denkewitz had west coast boats. –A.H .BALLANTYNE,Ch .R .C .E .Div .. There was quite a gallery. Robert Balla.ntyne’s wife and son, and James Fulton’s \vife, both from from Scot land, were present, and they had a grand time comparing notes. Ballantyne won his first official race since he returned from overseas. The mates were, Re~rnolds, liwinn, Goodwin, E .P .Phillips Jr., Heisterlramp Jr. Hill Pond has signed up another new member. –F • Yf.GWINN JR. MISS LOIS ATTHOWE, Secretary of the Berkeley tfYRC, has moved to 5944 cla.remont Av., Oakland, Cal. GUSS LASSEL sez: “UoRRIS FIARE of Seattle has sent Sa.mo. Berge a self ta.eking vane.Berge has sent a sketch of hos own version. Sam a.lso looked into X-class design and found: 84″ LOA, 61″ L\1L, 11″ beam, Draft 13″ & sealflipper keel. Displacenent is 27 lbs. ·Sam has not been sailing models for 2 or 3 years,but has devoted all his time to design la.rge sa.11 a.nd motor boats. Tha.t settles it.· Sa.m Berge of Norway and Fleetwood is still a.live and kiclcing and the model sailing world has not lost a skipper. out the model yachting world HAS lost one of its main supports in the person oc CHARLESSIMPSON of Seattle, who died as a result of asphyxiation while sleeping near a lea.ky exhaust pipe on a yacht he was taking up the ooa.st. . . . ” EDITOR’S NOTE: The 1.!arblehead Perpetual Challenge Cup was posted 1932 and there have been 15 consecutive races for it. R.H.Ballantyne has won it 3 times, and A.U.Ballantyne, a.lso Gordon Curry, have won it twice. It has 11ij.rrowly escaped return to ua.rblehead on several occasions. G.R.CURTIS of Allokland, New Zealand has beccMe a subscriber. His club races in dingies over a triangular course on a lake about a .half mile in diameter. 16