Model Yachting Newsletter: Issue 10 – September 1982

21) i. f E> news no.10 0982 ing etter masthead This issue contains a number of race results, which reflects the considerable number of major regattas taking place during the peak of the season. Als included is an article on mast materials written by Graham Bantock, which we hope will interest the more technically minded readers. subs Subscriptions for the NEW year run from JUNE 1982 to MARCH 1983. 1982/83 subscription is: £5.00 post paid U.K. £5.00 post paid EUROPE. £6.00 post paid ALL OTHER COUNTRIES. We have full sets of 1981/82 copies plus a few sets of 1980/81 copies still in stock and will supply these at the reduced rate of £3.00 per set (whilst stocks last) if ordered with a new subscription. Make cheques payable to: Model Yachting Newsletter Address to: 5, CROFTON COURT, CYPRESS ROAD, SOUTH NORWOOD. SE25 4BB. adverts We accept advertisements from known bona-fide model yacht fitting makers who assist us to finance the Newsletter by this means and in turn we hope to help people new to the hobby to find out where to get those awkward bits and pieces that the local model shop never stocks. If you wish to place an advertisement to sell quantity production of hulls, fittings, please contact the Editor to discuss direct (01-653-7909). The advertisements for sale of secondhand boats etc. sails, or are put in free for subscribers. photos For both the Newsletter and the M.Y.A. exhibition stands we would like to receive good quality photos (black and white only for M.Y.N.) or slide negatives (colour for M.Y.A. Stands). Anything different, fittings, sails, boats sailing, unusual shots of people etc., all will be acknowledged and returned where requested. cover Cover shows the two boats used by Barry Jackson at Dunkerque place second in the 10 rates. entry this to win the RM worlds and What a pity transport costs reduced the non-European time. please mention Myn when replying to adverts IMMYRU This was held during the Novotel, the News the World Championships on the evening of Friday 23rd July, which overlooks the sailing lake et Armbouts-Cappel, 17 countries competing in meeting – Zealand, Australia, Norway, Tepresentative the Championships, Belgium, Brazil, South Africa, and Denmark, Sweden and the best attended meeting The meeting received the Officers’ in 13 near Dunkirk. Of sent representatives to the England, U.S.A., France, Holland, Italy, New making it by far the most the 46 year history reports, at of the Union. the main points of interest being:- 1) The increase in membership to 22 countries with approximately 2800 registered yachts of the International Classes. 2) Approved changes of National Authorities in Belgium, Denmark, Holland and Sweden, where new organisations yachtsmen than did the have been formed previous which give better representation to model authorities. 3) The Racing Rules Officer, Roy Gardner, listed a number of amendments to the R/C Racing Rules to bring them into line with the 1981-84 IYRU Rules. circulated to all member countries for postal voting, These will be together with a recommendation either to prohibit the discard of disqualification points or to abolish discards altogether. It was proposed by Sweden and agreed that, in future, instead of IMYRU publishing its own R/C Racing Rules, the IYRU Rule Book will be used by all countries and the IMYRU will publish a list of amendments and rules that do not apply to R/C racing, for insertion in the back of the IYRU book. This will have two advantages: (I) it will no longer be necessary for member countries to perform the laborious task of translation because the IYRU book is already available in several different languages. (II) Any future amendments would appear with the new IYRU Rule Book issue every four years, 4) thus eliminating the task The Rating Rules Officer, Chris Dicks, revision of the “M” Class Rules, which are taking some time 5) but he hopes views and amendments to adhere to the original time draft for postal voting. The Publicity Officer, Vic Smeed, again complained about lack of news from member countries, although several publish their own newsletters and it could prove if they would send copies to interest. Brazil, France, him so that he could extract information of Holland and Sweden agreed There followed the election of Officers, retiring after four years’ ambassador for organisation in reported that since publication of the draft he had received many comments, to collate, schedule for issue of the final of bringing the IMYRU rules into line. the Union in situation recognition valued of his the over U.S. there. services and and during has which been Byron Sansom (U.S.A.) time he worked hard Byron was elected has general to comply. with the President, service, helpful to has been a good try to resolve the dual a Vice-President of the succeeded as President by Neil Union Bennell (Australia), who is well-known internationally, is a successful business man, is able to travel to improve widely and resides the stature and partly in Australia and partly in California and is eager status of IMYRU. follow is that of the IYRU and, in this He is convinced that respect, he the right path to said it is encouraging to see that five countries have joined their IYRU affiliated National Authorities – in Canada, the Canadian Yachting Association (C.Y.A.), France, the Federation Francaise de Voile (F.F.V.), England, the Royal Yachting Association (R.Y.A.), Holland, the Koninklijk Nederlands Watersport Verbond (R.N.Y.U.) and Italy, the Federazione Italiana Vela (F.I.V.). Other member countries are strongly urged to follow this example and, if direct affiliation is not possible, Class All another approach could be to apply to join as a Association. the other “fficers were Chairman – Norman Hatfield. re-elected:- General Secretary/Treasurer – Ken Roberts. Rating Rules Officer – Chris Dicks. Publicity Officer – Vic Smeed. Racing Rules Officer – Roy Gardner. Liaison Officer – John The Rating Rules Standing Committee was also Cleave. re-elcted with the addition of two new members and consists of Chris Dicks (Chairman), Alan Fish (Australia), Stanley Goodwin (U.S.A.), Jean Pierre Dole Robbe (France), Jan Dejmo (Sweden) and Alexander Verheus (Holland). It was also decided to elect a Racing Rules Standing Committee, Roy Gardner (Chairman), members of which are Hein ten Harmsen Van der Beek (Holland) and Des Fairbank (South Africa) with a fourth member to be nominated from New Zealand. The Chairman said that he had been responsible for liaison with the organisers of the four World Championships held so far = Gosport 1975, Durban 1978, Ottaw a 1980 and Dunkirk 1982 – and he felt the time had come to broaden the invol vement. Following a discussion, it was agreed to form an International Eyents Committee, the function of which would be to collaborate in advising and assisting future host countries to stage Internaional Championships and Regattas. The representatives from Brazil, France and South Africa volunteered to serve on this Committee and will work with the Chairman as and when the need arises. After formal ratification of Executive Board decisions Telating to the acceptance of Brazil, Hong Kong, Portugal authorities in Belgium, announced would that, take with and Denmark, effect over from Switzerland into membership from and the change Holland and Sweden, the Italian representative January 1983, the Modelvela Italia, based yachtsmen (about 200), and is affiliated to its full-size counterpart, from to represent the considered the final by national at Como, the Federazione Modellistica Navale Italia as the national The new organisation represents practically all Italian model authority for Italy. An application of the American Model U.S.A. instead of the meeting but decision because the Yachting Association to affiliate to the Union the Model the members Yacht Racing Association of America was felt that the Executive Board should make Board had a better knowledge and background leading to the current situation in American model The submitted by England were agreed:- following motions the F.1.V. understanding of the yachting. 1) “A” Class Rating Rules – in Section C, FREEBOARD – delete “actual” and insert “measured” and in the same sentence delete “(refers to rule 1b)”, 2) “mM” Class Rating Rules – in Section 4, PROHIBITED, sub-section (f) – delete “weight of lead” and insert “the keel and/or”. the whole of sub-section (b). In Section 5, UNRESTRICTED – delete (Effectively, in each case, the above brings the IMYRU rules into line with the M.Y.A. rules.) A motion to adopt the deferred for a postal Olympic scoring system in future World Championships was vote. This concluded all the business which was conducted under pressure in the space of 3 hours, the Chairman closing the meeting at 11.20 pm. This was really too short a time to do full justice to an agenda covering two years, and for the next General Meeting in 1984 it is recommended that it should start in the morning, when delegates are fresh and not suffering from fatigue after a long day’s racing. NORMAN HATFIELD Chairman RIOR nats Held at Poole M.Y.C. apparently over the happened. No weekend of 10th/11th July, official report of the event has ver little been are as follows:- Vs T., Fuller 24% 11. P. Barker 71 2. D. Waugh 24 12. J.C. 723 3. R. Stonham 37 13. C. 4. J. Ellison 5. J. Osborn 41% 46+ 14. 15. L. Thompson G. Cargill 6. R. Stevens 55¢ 16. A. Nicholson 7. A. Miles 8. N. Rothwell 9. L. Baker 58+ 612 70} 10.3. Croxson 703 Van Dyk Colbell 17. Ne Curtis 18. T. Abel 19. P. Porter 743 75 76% 774 84 874 88 of interest received, but results imyru worldchampionship Having spent eight days as a member of the panel of six Race Observers/Protest Committee at Armbouts-Cappel, I think readers may be interested to hear how it all worked out and what lessons the experience has taught us for the future, Firstly, let there be no doubt whatsoever that this was a superb exercise in organisation on the part of the host country, those responsible being the 0,0.D., Alain Bartier, the Secretary, Jacques Porisse, members of the local Club, the Yacht Club Flandre Artois and the full-size National Authority, the Federation Francaise de Voile (F.F.\.), all of whom deserve the highest praise for all their hard work and efforts, which resulted in the best R/C World Championships so far. Others will no doubt report on the results of the racing and the boats and skippers taking part. This report deals only with the race management. The 12 pages of Race Instructions in French issued to all competitors included a sample printed Protest Form, correct in every detail. However, the instructions referred to a “Jury” being composed of six “Judges” divided into two groups, each of which would alternate as “Judges” and “Jury”, mornings and afternoons. was that and this the spot system. The error here, of course, under IMYRU rules (and MYA rules) there are no “Judges” but Race Observers resulted in the preliminary races during the first two days being judged on and penalties being called by the chief Judge by radio relayed over the P.A. This was not in accordance with IMYRU rules Part I1, rule 2.2., Part IV, rule 33 and the first part of Appendix II. However, before RM fleet racing commenced on the third day, a meeting was convened between the 0.0.D. and members of the Executive Board and the problem was resolved immediately. All competitors were informed that races would no longer be “judged” but “observed” and in cases of infringement the Observers would simply call “Contact” and the relative boat numbers. Unfortunately, this change to the correct procedure led at first to an undue number of protests from skippers who were unaccustomed to our rules. There were quite a few written protests for “starboard” refusal simply because skippers did not do their penalty turns and there were several cases of disqualification because neither skipper protested and infringement. The excessive number of written protests caused delays in the racing because, under the “Fleet system”, they had to be resolved before continuing with the next round, but the skippers had only themselves to blame for not observing the rules. Things did, however, gradually improve until by the second half of the week everyone had settled down and there were no further problems. This can be attributed to several factors:- 1. The knowledgeable and experienced team with whom I had the pleasure of working – Roger Coustillet, Secretary-General of the F.F.V. and Jacques Simon, an F.F.V. Federal Judge. Members of the second group were two other Federal Judges, Claude Vidal and Mons. Roussat and the Chairman of the Dutch National Authority (NEMOZO), Hein ten Harmsen Van der Beek. I am glad to be able to state quite emphatically that there was no hint of any national bias in any of the decisions taken and a glance at the top ten places in each Class should be sufficient to satisfy any doubts on this score. Anyway, “Les Brits” should not complain with Barry Jackson winning the RM class for the second time with 31 points margin over the young Frenchman, Pierre Jahan, the positions being reversed in the R10r Class but with a smaller margin of 14 points and Barry again repeating his performace in Durban, 1978. In addition to these successes, England had three skippers in the first ten in each Class and won the Team Trophy. 2. Our interpreter, Michelle Lahure, who was on duty every day from 9 asm. to 7.30 pom, helping out with language problems. Without her help the protest Committee could not have functioned effectively. 3. The first-rate organisation of the Race Committee under Alain Bartier. 4, The excellent system of appointing three youngsters, two girls and a boy, as “Secretaries” to each of the Race Observers, their job being to note down all the infringements, penalties and protests as and when they occurred and, at the end of each race, they compared notes to cancel out those incidents which had been absolved by penalty turns. The remaining notes were then used as evidence in judging written protests, which had to be handed in within 15 minutes of the end of the relative race. 5. The video-taping of all races, the tapes being used to assist the Protest Committee to arrive at decisions in difficult or border-line cases. 6. The use of a computer for scoring and producing the results. 7. Excellent boat storage, transmitter pound and launching, recovery and rescue facilities. 68. Clear and precise 3-minute countdown, with opening bars of Tchaikowsky’s 4th Symphony used as a warning “jingle” for the commencement of the next race. 9. Easily distinguished marks that rotated at a touch, However, an event of this size can never be perfect in all respects and some improvements could have been made which would have benefited the racing:- 1. Courses = Full Olympic courses with port roundings were not set until the last two days. The reason given for this was that the wind direction was unsuitable, but I think the problem could have been overcome, A starboard rounding course involves right-of-way boats breaking into the line of port tack boats that are already on the lay line, resulting in a potential multiple-protest situation, especially at the end of the first beat. When an Olympic course was eventually set for the final races on the last two days, it resulted in better racing, fewer protests and easier observation of overlaps, besides providing an excellent view for spectators, with the fleet short tacking along the shore. 2. Racing marks and start and finish lines – The marks took far too long to move for a course change and at least one race had to be re-started because a start line mark broke adrift. Also, at times there was insufficient port bias on the start line. 3. The measuring process took place over two days, which was an improvement over the three days wasted at Ottawa. Even so, the time and effort involved in measuring very nearly 100 boats does not seem to be justified. were ignored and fresh Certificates completed, Surely, spot checks should be sufficient, boats immediately the final Ags in Canada, Rating Certificates so what is the point in having one? with full measurement of the first three results are known, which was, in fact, done. At least a couple of unfortunate RMs had about +” chopped off their sterns because their overall length was deemed to be excessive, measured parallel to the WU.L., until a check revealed that they had not been so the “bits” were stuck on again! All cork bumpers had to be replaced with Dow-Corning bath caulk, which I feel was rather a pointless exercise. It is not the material of which the bumper is made that causes damage but the weight behind the impact. 4, There was some criticism about a ruling given that only the skippers in a race could protest a yacht with which they were not actually involved in an incident but which they had witnessed committing an infringement. The same ruling was made in regard to the calling of witnesses to a protest. Rule 68 states that a protest can be made by any yachts against any other yacht in the same regatta, for an apparent infringement of the rules or comparatively small sailing instructions. entry where This is all but at Dunkirk the non-racing skippers were kept behind a barrier amongst the spectators and if the 0.0.D. we could have decision was right, 5. for a skippers not actually racing have more or less the same viewpoint as the Race Observers, them, very well run into all kinds of trouble. So, had allowed protests from in this case, I think the but it needs looking into for the future. It is by no means certain that the “Fleet system” as a method of running a World Championship is preferable to a full tournament schedule and, from remarks I overheard, many competitors favoured the latter. The “Fleet system” has two main disadvantages:- (i) Racing is delayed while results of written protests are awaited. (ii) The method of scoring is disproportionate and results in too great a handicap for those skippers relegated to the lower fleets. Again, this is something to be decided for the future. 6. Although no real difficulty was experienced with the language barrier, this would not necessarily be the case in a future host country. The IYRU Constitution states that the official language is English and it would be a wise move, I suit. This would have to be put to the vote by member countries. 6 think, to follow None of the aforementioned criticism is meant to detract in any way from the overall picture of efficiency. This was only the fourth Championship of its kind and we have learnt a lot in seven years and are still learning from our mistakes. Maybe the 5th Worlds will be even bigger and better, but as yet no country bas applied to host them and, whoever does so, will be hard pressed to emulate the Frenshmen,. Norman Hatfield 6 metre The revived Scottish M.Y.A. held a pleasant national event for vane 6m class boats on a warm sunny day with a medium to fresh wind blowing nicely down the Edinburgh club’s water at Inverleith. The competing boats ranged over a wide time scale in age and make interesting reading:WASP NEDA RENOVATED FIONA FULMAR built 1937 1937 1948 1951 1955 owner G. A. A. We H. Wishart Fraser Turnbull Arthur Shields FRAM 1957 R. Wishart SAN GOR LINDSEY ANNE GIRL ANNE 1976 1980 1981 J. Stewart J. Milne I. Clements We must assume the 1960s were not a good vintage decade for 6m construction. All the yachts are of planked construction, eight of them being varnished, which makes a pleasant change from the ubiquitous fibreglass hull. Of particular interest were the yachts of Robert Wishart and John Milne, the former being yellow pine with mahogany inset water line and king plank, the latter being a beautiful Oroco wood and mahogany built on ash timbers. Hugh Shields’ new Bantock design having been completed too late to be measured, he had to bring in his reserve line of defence. 0.0.0. Vincent markham set the marks to give a challenging course on the half-moon shaped lake and racing proceeded briskly. The yachts of Messrs. Shields, Turnbull and Wishart gradually scored ahead of the rest of the fleet, all of them being particularly good on the beat. The final race was between Messrs. Shields and Wishart, both now with identical scores, and after a terrific tussle Hugh Shields managed to take the beat with Robert Wishart winning the run. outcome was very well This received as these two competitors are the most consistent long- term champions sailing north of the border. The final result was a win for Hugh Shields soring 34 points, Robert Wishart coming second with 33 points, and third place being taken by Allan Turnbull. letters. John Osborn’s letter of June’s M.Y.N. clearly expresses his personal opinions on the sport, and I would say that after a very short period of time, all new skippers do the same: indeed, Roger Stollery’s view of Marbleheads, last paragraph, opposite page, is completely different to John. However, John’s own letter details the popularity of the class; convenience of size, both hull and masts, total flexibility regarding construction from bits to scratch built, simple measurement controls and of course many people already enjoying owning and racing Marbleheads (most people realise before they but a boat that “cruising” alone is boring after ten minutes). Marbleheads are not ‘freaks’ but they are racing machines and 1 agree that new ideas are constantly employed, but they do not have to look balanced wherever they are (a glimpse at a few full size boats will confirm this). 7 cont’?d Restricting will sail plan height is pointless – it is already and any efficient sailmaker ensure that all his customers benefit from maximum dimensions for any given suit of sails. too much Also it would not stop sail boats broaching and diving as any vessel can have for a given wind strength. That Marblehead popularity has grown is to grow while people regard it as undeniable, convenient and but from nothing? It will continue enjoy it. John’s Woodspring Club is well supported in all classes, but ignoring R.M.s (no meeting offered points this season) will not make them go away, and it would be very disappointing to see the Cheddar Cheese and Brian Bowman Trophy not attracting new people. Yours sincerely, MARK HAMMOND Cheltenham M.yY.C. A team nats The championship held again at Wilton Lakes, change, with six Birmingham, was well supported for a teams coming to the starting line. It was predominantly a northern race with only one entry from “south of Watford”! Shame on you. Racing started a little later than anticipated at 11.15 am and continued without much excitement until about 3.45 pm when because at 3.55 pm it started more and of feet, some more until about so it was decided been completed and several the OOD called a tea break. to rain 5.15 and rain – pm. to curtail The then it hailed – water racing for resails were required This was fortunate in the the pool day even to tidy up then it rained rose by about though only the schedule – a some couple six heats therefore had a clear picture of the position at Saturday night was not possible. Sunday racing commenced about 9.00 am with the resails from Saturday. Even then a couple of pairs who insisted on repeatedly sailing catamaran style were held over till the end of sailing. The championship was completed by about 5.00 pm with all outstanding resails completed. Sailing was pretty uneventful apart from a couple of incidents where the OOD had to lay the law down. There were two dead heats, two blue flags and lots of red ones. The wind was from the south west which is not good for our pool as it curls around the boathouse and the starts are generally poor for the first few yards or so until in the clear wind. Mike Harris Bournville was the most consistent skipper and ended up to take the top scorer which helped trophy. BRIAN BULL Results K, Butler M.3. Harris Bournville ” Venceremos Sundance 46) 61) 107 D. Knowles Southgate Revolution 43) 80 K. Roberts J. Bush Birkenhead ” Quick Revolution 46) 24) 70 G. Reeves Fleetwood Lollipop 45) 69 C. Hartland D. Hardwicke Birmingham ” Revolution Antipodean 37) 25) 62 B. Barber F. Percival Leeds ” Orange Peel Lollipop 28) 33) 61 I. Taylor D. Rose ” ” Orange Peel ” 37) 24) Nylet Model Yacht Fittings The Ultimate System S20) 24 oP Nylet a ie Model Yachts 33 ehoky Bear Dirate TS MAS * GS TIN FIT * ENT IPM EQU R/C * S KIT HT YAC ING RAC * S SAILMAKER RM ‘PIRATE’ One of the new generation of yachts during 1982, Pirate is for those who prefer to live dangerously; features a high quality lightweight hull carbon-fibre toughened, ‘Solartex’ fabric deck, detachable keel fin, facility for bow bumper, our rather fine S201 mast and panelled sails. Also the Nylet version of Tim Fuller’s R10R ‘Nooky Bear’ , L.O.A. 60″, LWL 48.2″; very exciting and a must for those who enjoy a larger yacht. Nylet kits now even easier to build. NYLET SAILMAKING SERVICE – any size, colour & type of sails made to order; 3 panelled sails for racing work – rapid delivery. Send SAE for details of hulls & kits (UK only), OR for the entire range of products in our world-wide colour illustrated mail-order catalogue, 50p in UK; Eire IR £1 (IR currency notes only); curr. notes US $3, AUS $3; other countries notes $5 equivalent. World-wide mail order – prompt despatch. (Please mention M.Y.Newsletter). NYLET Ltd. SP6 IDG, England. e clubs. for Discount availabl 118-122 Station Road, Fordingbridge, Hants, 56 – 5345 Telephone :042 36 class nats 2 20 1 The Birkenhead Club held the 36″ National Champi onships at their lake time for many years. 6 club members entered, 5 from Bourneville, and further south. Mersey, for the first 3 others from It was very encouraging to have all these entries from south of the but disappointing to have Following a short briefing, poured for the none from Fleetwood or Bradford. race started in very calm conditions, hardly a ripple on the lake. Scoring for the first board was 2 from the clubhouse, 3 returning. Fortunately by heat two the wind had strengthened, and altered direction. The rain down However, the the a while, weather scorer soon at 6, all some brightened sun came out and everyone Ken Jones kept to his and up seemed officials getting and although to be enjoying schedule of 1 during the Cat in the Hat, wind in the remained process. light all day their sailing. round completed resails having been taken the soaked during the day and sailing. racing finished The leader at this stage was sailed by Caroline Somers and Mick Harris, 53 points. Close on their heels was Alex Austin with Shy Tot, 45 points, and Peter some rs, 43 and Martin Roberts 41 points. All competitors and officials had the Opportunity in barbeque at the Roberts residence. the evening to dry, and organised most by the peaple canteen turned up ladies, for and beefburgers, cooked by aimed at making things difficult the next day! everyone seemed to enjoy The next day was dull, the together for a Fortunately the weather was sympathetic to the plan. (Friday night had been so terrible no-one dared to hope for much.) and get some willing and salad, male very helpers. sunny superbly Also a punch The children played swing-ball and evening. cold but windy. sausages It was warm, This cheered most people up, and at 9.30 the 2nd round was started. 3rd suits were worn, and some skippers found sailing was more successful for them, some did not manage to get their boat s to go as well in the stronger winds. all day for It became obvious, the top place. however, that two boats were Alex going to fight it out Austin got Shy Tot to go better in the stronger winds, and it was just a question of whether he could overtake the Some rs/Harris partnership score from the previous day. Alex thought he was fighting to stay in 2nd place, but there was never any doubt that 1st and 2nd places woul d be occupied by the top two yachts from Saturday. The wind held all morning, but after lunch it became lighter very gradually, sail changing the end of each heat, pace, and morning therefore but not all resails had was at once. been taken in a progressive one, some yachts changing at Fortunately racing had been kept at a fast the sO a slower pace was acceptable to the 0.0.D. same conditions as they had occurred, The last heat however saw the top tuo boats still fighting it out. Shy Tot got the beat, coming up the lake in the first few pairs, then Cat in the yat started out against Mickey Finn. The wind decided to play unfair tricks, and it dropped, changed direction, blew slightly, dropped, changed, blew – it was fairly chaotic for a while , and no-one was certain of getting best position for mast over the “run” the 3 points. the final finishing Vic wind line to Bellerson shift, the as well, and the was fortunate wind despair of Mick to have his suddenly blew hard, Harris. The final boat in the leaning the blow was losing Alex getting his and leaving a gap of 1 points between them with one resail for Alex Austin to take. This posed no problem to him, his yacht going straight down the lake, and Piccolo’s record of one run on the second day was not broken. The race was racing were sailed in a seriously, very friendly in spite of the only built and registered fashion, size of boat. recently, but also all As will hopefully be skippers seen they will and mates took from the numbers, race again next the many year. Alex Austin sailed his own design very well, he had no mate, so spent a lot of time running round the lake. The boat’s running capabilities were improved by “hydrofoils” put on for running, they certainly stabilized her. The two Somers’ boats again performed well at Birkenhead, ending up equal in the Northern pistrict event run at Birkenhead a few weeks ago, just beaten by Martin Roberts then, this time they improved on the previous performance. They were very good running boats, very steady in all wind conditions, and even in small main and jib suits they carried fairly large spinnakers without broaching, a fault with most other 36″ yachts. Young skippers and mates were prominent again, ability in all conditions. 10 they all seemed very keen, and showed Total Ae 1212 Shy Tot Alex Austin, 2e 1221 Cat in the Hat Mrs. 3. 1220 Toccata Peter Somers, 4. 1152 Phantom Raspberry Blower C. Martin Guildford Somers, Bourneville 103 102 Bourneville 85 Roberts, Birkenhead 76 Birkenhead 68 5. 1228 Apollo Trevor Jenkins, 6. 1210 Metal Mickey Roger Vice, 7. 234 Ariel Walter Jones, 8. 1226 R2 Christopher Harris, 9. 1072 Piccolo John Bush, 10. 1167 Batman Tan Taylor, 11. 1089 Mickey Finn Vic Bellerson, Bourneville $5 12s 13. 4279 1225 U.x%.8. Miss M Graham Elliott, Birkenhead A. Trinder, Bourneville 50 36 14, 1227 Alphachrome David Potter, 25 D2 Clapham 68 Birkenhead 66 Bourneville 65 Birkenhead 56 Southgate 55 Birkenhead further afield At Easter the S.A. National Championships for R/c model yachting took place in Cape Town with an entry of 14 R10Rs and 20 RMs. Fleet sailing system was used with promotion relegation races after each scoring race, and no discards allowed. scoring was as laid down in the latest IMYRU rules. Point The 10R class sailed first and the racing commenced with rain and light winds which made conditions a bit difficult for the skippers particularly as the courses laid were large and the far marks difficult to judge even without the rain. However, olympic courses were used very effectively and throughout the championship proved a very fine skippers. test of yachts and The wind strength gradually increased and some of the 10 raters changed to second suits while some were able to carry top suits throughout. The outstanding yacht was the winning Eclipse of Peter Simons of Durban who romped away from the field winning by the large margin of 23 points. He scored five firsts, two seconds and two thirds. In second place was Keith Gerson also of Durban sailing his 2 – 4 – 10. Third, just two points behind him, was Barry Loubser of Cape Town also sailing a 2- 4-10. Both these yachts were designed and built by Roy Curtis and are enlarged versions of the 247 by Chris Dicks. In fourth place was K®ith Mackey from the Transvaal sailing a K9 —- one of Squire Kay’s designs. The event took place over Easter Sunday and Monday. The Marblehead race started at midday on Tuesday with a working suit breeze which made for exciting racing. With three fleets there were quite a number of races required in the preliminaries to establish the scoring fleets. Racing was very close and exciting with little to choose between the boats. Because of the beautiful venue, and the large courses, tactics played a major part in the results and there were surprisingly few incidents on the water to cause penalty turns. RM S.A. Champs was Craig Millar of Durban sailing a local The winner of the design known as the ‘KD! by Garth Thompson, well known in vane circles (1979 A Class championship at Fleetwood). Craig has only been sailing R/C for a year and he put up the highly creditable performance of scoring three firsts, two seconds, one third and one sixth, for a total of 15+ points. Second was again Peter Simons of Durban with his Radio version of the Ratoncillo (a vane design) on 20 points, third again Barry Loubser of Cape Town with his Ashanti on 253 points, fourth Des Fairbank of Durban with his Ashanti on 263 points. It will be seen that the racing was very close indeed. On the second day the wind was quite strong and a number of boats were down to second suits. final day the wind was a top suit breeze for most so we had the full On the range. At the same time in Durban at Easter the Natal M Class Vane championships took place. The winner was Robin Thompson sailing his 247 – Corky = on 41 points, second Eric Stone on 40 points, third a tie between Garth Thompson and Ms Laurette Groenewald which was resolved by Laurette winning the sail-off. Their points were 39 each. Fifth was Cecil Gurney on 38 points. Ly mast sections Choosing a mast section for a new boat, perhaps of rather different size, sail area and displacement to one already owned, is usually based on an educated guess, personal rule of thumb experience or the recommendation of another person. In the absence of useful quantitative data concerning commonly available mast sections the final choice may be somewhat arbitrary. A number of terms are often applied to mast sections e.g. stiff, flexible, bendy, rigid, light, heavy, and to mast materials e.g. strong, weak, flexible, soft, hard. All these are rather vague and of qualitative value only. They do not express in precise terms the properties of a mast and therefore are of little use in helping us to choose a mast. In these days when a carbon fibre mast may cost more than a profesionally moulded GRP hull and a wooden mast is good enough to get 3rd place in the 1981 US RM class National Championship it would seem useful to make meaningful comparisons of the various sections available. As an introduction to the terms used in describing the properties of a mast let’s consider what happens when a simple beam is loaded as in Fige1. The beam is loaded at its centre by a 2 kilgram weight. When the load is removed the beam returns to its original shape (in this case, straight). Hence the beam is STRONG enough to take the load without suffering permanent deflection. When the beam is loaded it deflects downwards and the deflection is a measure of the FLEXIBILITY. However, flexibility is not usually a useful property and its opposite, STIFFNESS, is, strictly speaking, the term which should be used to relate how well a beam resists deflection. Low stiffness means large deflection for a given load and high stiffness Means a small deflection. Intuitively the stiffness of any section depends on two things, a) the material it is made of and b) the cross section geometry. The stiffness is arrived at, in engineering terms, by multiplying the MOMENT OF INERTIA of the section by the FLEXURAL MODULUS of the material, as given belou: (1) STIFFNESS = EI where E = Flexural Modulus I = Moment of Inertia Units of kg/mm? or 1b/in? Units of m4 or in’ Moment of Inertia The factor 1 measures the ability of the beam’s section itself to resist bend and is naturally higher for larger diameter tubes and larger wall thicknesses. For a circular tube the moment of inertia is given by the formula: ka) 4 0 4 = sey (dy = ay? For small wall thicknesses, compared with the diameter, this is the same as: (3) ts aus 3 dt : 7 where qa is the average of dy and q; and t is the wall thickness. Clearly the diameter has a more profound effect on the I value, and hence stiffness, than does the wall thickness because the diameter term in the equation is cubed. Doubling the wall thickness doubles the weight and the I value, whereas doubling the diameter doubles the weight but increases the I value eight times. eZ When considering a beam’s ability to resist bending it is important to consider I about the relevant axis. Obviously it would not matter at all in Fig.1 if the beam section was rotate through 90° or indeed any other angle. This would not be the case for a beam of rectangular section e.g. a piece of 50mm by 25mm timber. For such a rectangular section I is given by the following formula: (4) jee a aa With the greatest dimension vertically and substituting it in place of the tube in Fig. 1 the I value is four times what it would be should the section be rotated through 90° e.g. b = 25mm, Consider mast sections 8 to 15. to fore and aft bending, Iyy, Each has two I values of interest. and one relevant to transverse One is relevant bending Ixx. Not surprisingly the greatest difference between Iyy and Ixx occurs when there is the greatest difference between for and aft and transverse dimensions of the section. Flexural Modulus Flexural Modulus, to bending. or E, in equation 1 represents the resistance of the material itself The following list is arranged in ascending order of E. LEAD ALUMINIUM COPPER STEEL Of interest to us are the various alloys of aluminium, glass reinforced plastic and carbon reinforced epoxy resin and wood, essentially those materials with a high E to weight ratio. MATERIAL: Typical values for these materials are: SPRUCE GLASS FILAMENT TYPICAL UNIDIRECTIONAL GLASS LAY UP CARBON FILAMENT TYPICAL UNIDIRECTIONAL CF LAY UP ALUMINIUM ALLOYS E 41000 kg/mm? 8000 2700 24000 43000 7000 DEFLECTION The deflection at the centre of thebeam in Fig 1. is given by the formula: (5) da 3 (shear deflection is ignored) 48 EI The deflection will double if the load W is doubled or if EI is halved. In the case of a model yacht mast the load is not concentrated but fairly evenly distributed over the length. However the general principle indicated by equation 5 remains the same. For a mast we have little control over the applied load which is dependent on the heel and forward forces acting on the rig. These are normally required to be as large as possible. However we do control the value of EI by the choice of mast section. Equation 5 can be re-arranged as: a. = (6) 3 48d By setting up a length of mast section as in Fig. 1, loading it and measuring the deflection in the centre it is possible to arrive at the value of EI This was how the values for sections 1 to 17 were determined. for that section. It is a much less time consuming process than calculation, Experimental determination means it is unnecessary to guess the £ value of the CF sections which is so dependent on the quality of the lay up. STRENGTH It was assumed when first talking about Fig. 1 that the beam returned to its original shape when the load was removed, i.e. no permanent deflection took place. Most masts will be seen to bend considerably at times, probably most when caught by a hard gust when sailing down wind, or when an over-enthusiastic sail trimmer goes a bit berserk with the backstay tension. Usually a model yacht mast will recover from quite large deflections brought about by these circumstances. This is because the stresses caused in the mast section are much less than the material’s YIELD STRESS i.e. the stress at which the material begins to yield permanently. It so happens that with the materials we use and the general geometry of model yacht rigs there is no real problem due to lack of strength. 13 As an example imagine a 2 kilogram load at the centre of a horizontal 34″ diameter 22 gauge HT 30 alloy mast 2 metres long. The deflection at the centre would be about 4 – 5 inches yet the maximum stresses would be only half the yield stress. The more lighter sophisticated methods of rigging employed to enable sections stiffness. on full size yacht masts For this reason a reduces strength the use of smaller and but maintains apparent ‘somewhat greater number of mast failures occur in full size than in model sailing. Likewise mast failure may become more common in model yachting as the quest for lightness in the rigging department develops. TABLE I MAST SECTION DIAMETER OR CODE EI yy 6 EI MAIN DIMENSIONS times 10 kg *X 2 ~~ -WEIGHT/METRE «mm WEI GHT/92″ (grms/m) (ounces) 1 3/8″ 22g 3/8″ diameter 195 1°5 54 465 2 7/16″ 20g 7/16″ diam. 2-8 2°8 78 6°4 3 1/2″22q 1/2″ diam. 3+5 35 73 6-0 4 9/16″ 20g 9/16″ diam. 6+2 6+2 102 B+4 5 5/8″ 20g 5/8″ diam. 8+7 8°7 116 9°6 6 3/4″ 20g 3/4″ diam. 1492 14°2 141 11°7 7 Carbon 11*Smm diam. 4°6 4°6 57 ) cr 12+Smm diam. 6+0 6+0 63 ) tapering 135mm diam. 77 77 68 ) 1 = 10mm 14¢Smm diam. 9°7 9+7 73 ) 8 GROOVY127 12°7mm diam. 299 33 75 6+2 9 GROOVY145 14+5mm diam. 6°0 6°6 113 94 10 GROOVY167 16*7mm diam. 9-8 97 138 11°4 11 6127 + CF 13¢Smm diam. 57 604 100 83 12 NYLETS201 17mm by 12*2mm 5*9 36 100 8+3 13 NYLET1000 19mm by 12*5mm 10°3 591 110 9-4 14 PROFILE L 19mm by 12*5mm 17¢5 94 213 17°6 15 PROFILE S 45mm by 11mm 6°6 4+7 141 11°7 16 5/8″ SOLID 5/8″ diam.esolid 4°3 4+3 88 723 17 5/8 HOLLOW 5/8″od by 3/8id 3+7 3°7 57 4*7 5°3 The ‘Profile’ masts are manufactured by R/C Bat, Stockholm. CONCLUSIONS Table I lists the sections tested in this investigations and indicated the EI value (Elyy for for and after stiffness and Elxx for tansverse stiffness), the weight per metre and the weight for a 92″ length in ounces. This last value is included as it is representative of the weight of a bare mast long enough for ‘through deck! stepped A class or M class maximum hoist mast and is therefore a good basis for comparison of weight alone. The case of the carbon fibre mast, section 7, is a pecial one. Because it is tapered a single value of EI would be inappropriate. Hence valuea re given for various section diameters. for a tall The diameter midway between deck and hounds would be about 13°2mm suit so the figure for the 13*Smm section is such a mast’s properties as a whole. reasonably representative of Mast 7 is therefore approximately twice as stiff as a 1/2″ by 22 gauge alloy section with a saving of O*70z.. The E value for the material in this mast was estimated to be 9200 – 9500 kg/mm’, a good deal lower than the value quoted for unidirectional lay up. €E for the,extruded aluminium alloy sections was found to vary between 7000 and 7500 kg/mm*, 14 I-7, 8 9 10 11 1+ 13 16 15 Bearing in mind equation 3 the EI The range of GROOVY masts, 8, 9 values for sections 1 and 10, 17 to 6 require no explanation. when compared with round allcy sections of similar overall diameters, i.e. 3, 4 and 5 respectively, show a 20, 10 and 5% lower stiffness/weight ratio. This is not surprising since a simple round tube, by concentrating all its material at the outside, must have a higher stiffness/weight ratio (considering both fore and aft and transverse stiffness) for a given diameter and material. The drop in stiffness is simply the price paid for the aerodynamic gains achieved by putting the sail luff in the internal groove. The composite section, directional workshop number 11, consists of a piece of 12*7mm GROOVY with uni- CF tape bonded to the outside using ordinary polyester resin and home techniques. The outside diameter is increased to 13*Smm giving an average wall thickness of O+4mm for the carbon reinforcement. Compared with section 9 (of comparable stiffness) a saving of 13 grams/metre is achieved with a 1mm smaller diameter. €£ for the carbon reinforcement was estimated to be 8400 – 8900 kg/mm and compares well with that for the commercially available CF masts. The ‘streamlined! sections 12,13 and 14 have Elyy roughly twice EIxxe This is by virtue of their geometry and makes them ideal for fully rotating masts where large fore and aft stiffness of the mast is required to compensate for it being stepped on deck. Comparing sections 12 and 13 with 4 and 5 (which have diameters roughly equal to the average of the Nylet masts’ principle dimensions) it can be seen that stiffness is reduced (averaging Elyy and EIlxx). Again this is the price paid for having a luff groove. Section 14 is basically a thick wall version of 13 and as a result stiffness is increased by virtually the same ratio as the weight. Section 15 is a section which has been shown to have low drag properties for full size masts. Partly because of the section shape, but principally because of the large wall thickness it is heavy when compared with sections of similar stiffness. The figures for sections 16 and 17 differ from the others in that they are calculated and not determined by measurement of the action section. A beam of spruce from a local model shop was tested for E and weighed accurately to find the density. For a given diameter a wooden spar (even a solid one) cannot compete with an allow one for stiffness/weight ratio. However, if a large diameter is accepted it is clear that wood can provide comparable stiffness for a modest weight saving i.e. compared with 3. In the next issue we shall see how to go about matching a mast section to any given hull design. 15 by Joyce Roberts A class championship There can be no other title for this year’s Championship but “The Frustrating Championship”. If anything stands out in retrospect it is the ficklness of the wind. The strength and direction were so unpredictable, and at times the heat so Overpowering that skppers tended to lose concentration, and sometimes tempers. Obviously the light winds suited some boats, and it is I suppose right that there should be different conditions to test out boatc. However, the variability of the wind was not a true test of any light weather design, luck played a part in most results, but probably evened out over a few days’ sailing, although some skippers were heard to mutter that they were never lucky. The 0.0.D. for the week was Peter West, he measured boats on the Saturday with his assistant Joe Meirs, had a brief meeting in the morning, and started the first pair off a 2 p.em. first, The wind was mainly from the sea/top corner, giving one long leg at but varying in strength and direction. 4 heats were sailed until 6 p.m. and the top boats were Kialoa and Quick 17/20. Dave Lathom had dropped 3 because of gear failure, Ken Roberts 3 to a faster boat, Muffie. Sunday saw the whole fleet out again, in ideal holiday weather. There was very little wind, starting off with a run from the clubhouse. It was 11.30 before this heat was over, direction altered continually, some boats ran both ways, some beat both wayse Some just drifted. Lunch was taken with the fleet at the far end of the lake. This gave Alex Austin time to mend his lead, which had become loose. Unfortunately one mate had to return home, Norman Hatfield sailing with Dave Knowles pulled a tendon, and had to be strapped up in hospital. After lunch the wind was still swinging, and boats at the beginning of the fleet always seemed to have beats both ways, those at the end had runs both ways. It was not until 5 that the wind seemed to settle to any degree. The top boats were Sundance with 26/30, and Kialoa with 25/30. On Monday morning A Fleet sailed. It was very hot, and the wind surprisingly enough was light and variable. So variable that a boat setting off with a good trim was often beatedn by a boat that seemed to have lost the race from the start. It took 44 hours to do 3 heats, with only 18 boats sailing. The new Stollery design Nice ‘N’ Easy, sailed by Graham Wyeth sailed well, getting 13/15, also the very lightweight Nuki. Dick Seagat did not drop any points, but had an outstanding resail at the end of the morning. By Tuesday morning it was becoming obvious that 35 heats were not going to be possible unless the wind strengthened considerably. There was a breeze at first for 8 Fleet, but it soon disappeared, and for a time there was a flat calm. One of the delights of watching during the morning was the sight of a winning boat not quite crossing the on finishing’ line as the wind changed, s different trim eventually won. so that boat that had struggled up the lake Not good for hot headed skippers. One delightful memory was the picture of That tacking backwards and forwards across the lake on shifting winds, while the French boat banked near the finishing line and Mons. Dole Robbe sat on the bank waiting for a suitable puff of wind to enable his boat to cross the line. during the morning, His patience was eventually rewarded. which presumably improved Mick’s mood after Monday afternoon. The afternoon’s sailing did not commence until 2.45. As usual, end to end. Martin Roberts was really enjoying himself by now, with 23/25, Kialoa getting 20/25, also Nice ‘N’ Easy. 3 heats were sailed on Wednesday morning, and slightly foggy. the wind swung from and ended the day basically iy was a beat and run, It was a good morning for Legend, with the old fashioned keel. but light, the oldest boat in the race, With enough wind to keep her going she was a formidable opponent, and on this day she got 15/13. Tepresentative in Sundance got 13/15 the International race The Internationai race started at 3 p.m. Kialoa only dropped 2, that so was the English was sailed in the afternoon, with 4 boats. 2 rounds were sailed in a good breeze. It was good to see that Hans Hoogewerff from Holland Monthly Cup. He has been a regular competitor from 16 won the Yachting overseas for many years, and this time brought two youngsters to The results were Holland 19, were a few mutterings day’s wind, it still sail Tpssup, England 18, from competitors seems a more we hope Scotland 13, about there will and France the International reasonable idea to sail be more in future. 10. Although there getting it in the best of the the afternoon, rather than Wednesday morning. The whole fleet sailed all day on Thursday. The wind lightened during the morning, and A beat from were a father and few Scoring 22/30, As son resails with before same the was not very high on 3 Neither One interesting race was skipper gave an inch, and there Father got the run, however! points. Nice rain. ‘N’ Easy, Kialoa tack positions, Sundance getting ‘normal’ final the creek, late that evening. giving a long leg, than it came giving weather boat on the and lessened. fling, Mick Harris on a with skippers comparing lazy guy prizes or else in and gave Dave notes, There was boat to have the fun Lathom a nice the lake. beat an advantage, an Austin so tack then the to the line, quite a get in the occurrence relief. and putting when a of resails. be sailed, However grim faces, prizes, stay in the boat’s Unfortunately he chose a highly up two spinnakers but racing had to finish by 4 Dave Lathom ended points ahead of Graham Wyeth. few lowly placed disqualified. Against a bottom boat it could have been amusing, it did not achieve any smiles at all. Two boards remained to while whether he could get the Wing and Wing Cup unforunate against, lift up There were wondering if they could decided to provide a bit of light number round, Skippers were now desperately fighting for sailed across the case of Alex the most runs. Placed sail and the long awaited contest occurred between Dave Lathom and Mick Harris. wind had a skipper there was no chance to sailing was possible, wind reverted to a and hopes of a complete race being sailed disappear completely. At first the wind blew from for gained in the sun. but swinging. This cooled followed by Step, Pepe and Razamataz with 21. Friday morning saw all The son boats. this Thursday, the wind had dropped at 5S. and design boathouse, there was a shower of some of the boats that had been melting all week between the up in an got himself but as things were p.m. and unassailable there were position, Dave had finished with a 78% average. 9 This was the same as last year, and in difficult wind conditions showed how a skipper with a good boat, on top of his form, could overcome all wind shifts. Dave had led throughout the week, Stollery the and had design, week. above all which as usual Mick Dave Rose, Harris Was in close, the prize a newcomer to the prize points behind and then another newcomer boat was the skipper proceeded to get 87/115, should be the competitors very well. strong wind. Third boat was but not at the top. list was The next fourth, with a Lollipop, 1 then Venceremos 13 Martin Roberts then after Mick Harris had told him the to do better, There were not enough bank Competitors were and so it proved. He fluky winds and heat, not the judges. Last year was a supply of people on not so organised the 0.9.D. their day this year. On one off, the temperature organised and this worked day tempers did and this rather spoilt one’s memories of the race. a slight decrease in new light winds encountered during to the A Class prize list, able the a percentage of 76. so that there to get control, boat was two boards could have altered the Tp sum up a race held in very difficult conditions, best combination. second sailed by Alex justin, On Monday morning he was 33rd, good, the list, and the final point behind was That, another Lollipop, with 101. The saw how it would perform in a four prize winners were very placings. calm. seemed very competitive in However no-one Sundance, else kept outwardly seem Fortunately with things calmed down and the rest of the week proceeded normally. There were a good skipper and mate There were number under of two new designs, the week, yachts type Midnight Oil were ‘old’ of boat. and two of each and Zephyrus, and Night but Night Owl quite a few boats had both 18. version of the Lollipop, design, youngsters competing again, was designs, Incredible Owl. of both them. of which Graham got his sailed by a comparative with Legend having how a Nice ‘N’ Easy, did well. boat sailing newcomer comeback the Also a new Bantock well by to the end of the sport. All other in ideal conditions for that big it looked. JOYCE 17 bigger ROBERTS Fletwod Bournevil Southgae Fletwod Birkenhad FBournevil letwod Bournevil Gosp rt 3905 wv Admiral L”ewis Y.M 6.0 A 39.5 Admiral Lewis Chelmsford leds/Brafo Birkenhad Y¥.M60A Birkenh ead Guildford Bournevil e G o s p o r t S c o t l a n d YoMe6.0Aco Birkenhad SRD4eviolcutk8sn Ltoliepry LolUip! n Gosport Fletwod 61 Sun. 44 60 he 21hts 65 bb} 26 30 wed. 57 53 63 30 By) 35 63 CF 1 83 48 49 Sa 31 18 73% 46 23 34 32 22 at 43 27 23 2 a9 39 42 40 19 23 20 20 22 41 45 3ALd9emwi2ra5sl 21 42 15 21 22 43 E1n28gplatds. 4 38Pel)(COBioery 39 Scherzo Bantock Birkenhead 9DMYCaoHIpnctue-lhrsiy.dg France Guildford SKcAL1air.om3n EKCToP2i1lrgaexvcfh0tsn 325 FletwodTrophyNeptune W2rT&iuhn5asgt JC2obKihuean7lptsy SAILS by Graham Bantock BANTOCK SAILS have been used to win British National Championships since 1978, Not surprisingly, perhaps, they win championships elsewhere too Sweden, Norway, US and South Africa. e.g. Denmark, More importantly for the majority of customers, BANTOCK SAILS provide high quality and reliability and have a long useful life. This is achieved by using the best materials available years and as about ten thousand and techniques developed sails. Consistency of every operation from design through to packing and tested over many cut is and finish is carried out assured by the same person, As you would popular; this expect, a product justifiably so. appeals neither to with a reputation like This has meant the long customer nor to BANTOCK SAILS delivery times in the me. will be past From October special and panelled sails to Marblehead standard dimensions will be available for delivery on a seven day basis. This is in addition to standard single panel sails kept for ex-stock delivery. As usual other orders will be completed as quickly as possible. In order to ease the early season load in 1983 a 30% discount is being offered on all suits below 60″ mainsail luff length ordered in October/ November/December. For state of the art sails from the source of most of the truly innovative ideas in recent model yacht rigging development contact GRAHAM BANTOCK at the address below. Send a large (A5) SAE please for information about sails, masts, rigging wire & cord, fittings and registration numbers. 35 the paddocks WITHAM essex tel WIT (0376) 516248 JONES FITTINGS C12, R10R, RM nulls, fins, and rudders available In GRP; sensibly priced alternatives to the usual kits offered alsewhere. The 3C12 is an’official’ mould and meets the class requirements and there is also a John Lewis ‘A’ class in GRP too. FITTINGS for every application. A complete range of items available from stock including radial jib fittings, goosenecks, bottlescrews, flat and round bowsies, stainless steel wires, aluminium alloy tubing for masts and booms etc.,etc. Manufacturer of Completed or part the world famous JONES VANE-STEERING GHAR. completed boats a speciality. SAE or international reply coupons, price vlease, for current lists. E.L.JONES, 8 Marline Avenue Bromborough, Merseyside. Tel. 051-334-1969 19 A ”M’ Class Golden Jubilee Regatta The title of premier event in the U.K. sailing calendar would disputed by the RM wand A class national championships, nQwadays normally be but this year saw a special event which must rank with them for interest. Held over a week at Fleetwood, Marbleheads, separate events for both vane and radio controlled together with a “vintage” atmosphere from the usual race, made for an interesting and different highly competitive one-class national. The vintage marbleheads managed to complete a 14 boat race and dominated by the Adams Foxtrot, showed several the designs, though older and heavier boats to advantage in front of an audience many of whom will not have sailed with or against them. The windward performance of the heavier keel boats was well up to the modern lightweights in practice sessions though on reaching and running courses they could not hold on to the modern designs. A larger fleet of 21 boats came to the start for the vane race run on alternate mornings and afternoons during the week. The winner was Graham Bantock sailing the prototype Heartbeat, but apart from this design there were no new boats to be seen in the whole event. The one interesting point that emerged almost by accident was the number of top radio sailors who had their first taste of vane sailing as a result of a shortage of mates. It was interesting to see that they applied the same enthusilasm to the event as if it was their own speciality, and one or two said they would certainly have another go if the opportunity arose. The Radio-Marblehead event was scheduled on the alternate parts of the five days and 36 boats sailed a fleet system. Without doubt the boats were more interesting than the other fleets in both design and technical features. Amongst the British contingent there were examples of the new Hollom Synthesis, Bantock Heartbeat, four Dick Deceptions, and a radio version of Stan Witty’s Skippy van boat built at a lighter displacement but retaining the basic hull form, The continental boats were quite different from the U.K. fleet, with most of them being a G.R.P. hull which looked very like the early Stollery March Hare/White Rabbit designs even to the shape of the fin heel arrangements. Two identical planked timber boats of relatively normal style looked very elegant, and another one design in timber featured a very wide transom. Three beats featured rotating main masts mounted on deck. The weather for the whole week remained light, which made for comfortable sailing conditions and the minimum of breakdowns in boats or gear. RADIO MARBLEHEADS VANE MARBLEHEADS 1. C. 2. Dicks 41.5 68. Jackson 18. R. Smith 54.75 234 1. G. D. Andrews G. Bantock 83 3. 19. Bantock 65.5 236 2. T. A) R. Leckie Drury Latham 4. 20. OD. 239 ie 3. P. Stollery 5. M. Dicks 21. A. (4) Nicholson 82.5 249 4. 96.75 99.5 116 Potts 70 Ss Kay 4H, Stigler R. Stigler Re. Jones 6. 7. 8. 22. WU. 255 R. Seager 70 273 290 6. 7. H. Etzel 128.25 325.75 10. 26. 8. N. Hatfield C. Cheetham A. Austin OM. Dicks G, Geldard 61 9. 235. M. Schulz 24. 8B. Poser 25. W. Peukert 5. 326 159.75 9. J. Vice 53 11. R. Eastwood 27. C. 162 Poser 333 J. J. Walicki 339 Reeves 12. Kullick G. 49 28. 10. 11. P. 162 Whiteside 47 13. 29. E. L. Andrews Moarrison 342 163 12. W. Poole 14. M. Macconnel 30. J. 202 Valentine 367 N. A. Larraman A.D. 15. 31. 13. 206.75 372 14. 16. G.T. Cane R.Clark 32. H. 213.0 Kronke 372 33. 15. G. Kullick 214 378 34. R. Kirkham 397 36 35. 16. 3. Bush 17. M. Peppiatt B. Peakman 448 18. Roberts 34 17. Wilder 20 66 54 45 Bell 45 F. Percival 38 G. Clark 37 M. 36 19. E. 20. N. Watkinson 33 Wilder 29 21. Shields 27 H. GOLDEN JUBILEE VINTAGE RESULTS RACE 1. R. Seager 41 Lazy 2. OD. Latham 38 3. MM. Harris Charmaine 35 4. Araba P. Maskell 30 Gigi 5. W. Jones 27 6. A. Austin Lilhilda 25 Sapphire Devil Stollery Adams Foxtrot Littlejohn Plover Foxtrot n Littlejohn Falcon 7. (R. Stollery (P. Whiteside 23 23 9. K. Roberts Brandy Snap Bosuns Mate 20 10. E. Watkinson Fandango 20 Foxtrot Remar 11. P. Nash 19 Witchcraft 12. J. Bush Blue Magic 18 13. A. Bell Cuchaca Foxtrot 14. G. Reeves Bosun ” Tempest ” Gentle Ladye Feltham EAST COAST John Cleave took a quick trip to Gibbstown, New Jersey, Philadelphia U.S.A. to successfully defend his EC12M There were 16 entries: runner up, 12 on the outskirts of World Championship title. 12 from the local club, Carter Cain, from south Carolina, Chris Jensen the Mini America’s Cup from Detroit and Henry Morris from Delaware. Racing was on a lake similar to the New Forest one, schedule was not a perfect one and had been disqualified. one race in twelve was the on 20-21, plus. and the fourth boat with 40 the second day, discarded – There were eight boats each race. John had a clear lead with 12 points, On but about twice the size. but not if you At the end of the first day next three competitors, Henry Morris narrowed the gap and The mentioned above, all the scores added up:- John 314 = Henry 344 On the third day Henry beat John in a Henry had two with race where they met, the locals and John had two with assuming Henry won his However, win his last. The on to be no worse than 1 discard it, he thought. Henry had his second “EASY” + 2 in the John had a second, race, and again came he came and therefore had third, to which he had to leaving John unbeatable as he could in fact discard it if disastrous. winds were mainly force the last day. Final scores: 2-3 and it was noticeable There were no protests; plenty of rain in a week when southern First – John Cleave the weather was pretty cold and there was 41 Henry Morris 44 Carter Cain 62 Last boat how much closer the locals were England basked in sunshine! Chris Jensen 594 JOHN CLEAVE 245 for sale To make go ones. the pressure was beginning to bear on Henry and in his first “EASY” third – never mind, count, “EASY” to both Carter Cain and Chris Jensen and a lead of only two points – in other words he had races and with four races space for new projects Reasonable prices to 1°5 one design blue condition, little those who will give a good home hull white deck groovy mast, to the following: 2 suits Bantock sails, excellent used. RM Hustlebustle balsa/west epoxy hull (see article in MYN no. 6) two fins 3 suits sails (no masts) Contact Russell Potts 01-850 21 6805 IMYRU World Championships MARBLEHEAD WORLD CHAMPION Barry Jackson England 127.2 pts. Pierra Jahan France 158.1 Torwald Klem Norway 203.7 Anthony Owens John Cleave Paul Lucas England 204.8 England 246.1 France 254.2 Tim Fuller England 2777 Lars Andren Sweden 286.2 Jean Dezoone Belgium 290.1 Helmut Lupart Thierry Hervet Maurice Trulin Switzerland 292.1 France France 317.8 335.0 Alain Venthenat France 397.4 Desmond J. Fairback South Africa 420.4 Patrick France 42147 Robert Quens England 430.4 Gerhard West 460.4 Tailliez Schmitt Germany Holland 462.4 West Germany 46761 Peter Simons Claude Momo South Africa Switzerland 469.1 Raymond France 483.7 Charles Yabsley England 484.7 Jan Dejmo Sweden 497.7 Alain Germond George Flas Christian Simon France 510.7 Belgium 524 France 542.7 Chris Dicks England 551 3. de la Fuente Cabra Spain 574.4 Jack Lee England 575.7 Fritz Herfst Peter Rutetzki Hervet 480.4 RADIO 10R WORLD CHAMPION Pierre Jahan Barry Jackson Paul France 77.10 pts. England 91.50 France Lucas South Africa Switzerland Peter Simons Helmut Lupart Tim Fuller England Jean Dezoonz Belgium South Africa Desmond J. Fairbanks 136.70 185.60 191.40 192.80 213.10 233.80 Chris Dicks John Cleave England 241.80 England 274.20 Yves Le Goff Gerhard Schmitt Guy Lordat France West Germany 278.70 288.40 France 301.40 France 305.00 Belgium 312.00 Elvind Petersen Norway 337.10 Mario de Marchi Russell Potts Bengt Bellander Switzerland 359.46 England Sueden 371.70 374.70 David Hackwood England 383.40 Jack Lee England 405.40 Belgium 420.00 Spain 422,00 France 444,70 West Germany 467.40 Bernard Daniel Dumas Dereume Edouard Ainard Claudio Ruiz Jean Paul Denard Gunther Voelz 22 ICTORY SAILS VICTORY now make the sails for the: RM. National Champion 1982 and the RIOR. National Champion 1982 Perhaps we could also make yours. If you want to talk sails why not give me a ring. Telephone Roy on Stubbington (03295) 5910. VICTORY THE SAILS WITH THE SHAPE OF SPEED Championship sails at very competitive prices. ICTORY SAILS SEND NOW FOR CURRENT LITERATURE/PRICES VICTORY SAILS, 4 THE SCIMITARS, STUBBINGTON FAREHAM, HANTS. tel. Stubb.5910. ‘Fareham 236398 23 Robert J. Smith Dacht Fittings THE BEST QUALITY FITTINGS FOR ALL MYA CLASS YACHTS TRIED AND TESTED OVER MANY YEARS BY WORLD AND NATIONAL CHAMPIONS, ALSO BEING USED BY CLUBS IN ENGLAND, FRANCE, HOLLAND, DENMARK, AND SWEDEN. oS) Rigging Screws, Swivel Pulleys, Goosenecks, Kicking Straps, Eye Bolts, Winch Drums, Bowsies, Telescopic Fairleads, Mast Jointers, Stainless Wire, Rigging Line and many new fittings. =) sae BRINGS ILLUSTRATED CATALOGUE OR RING EVENINGS ROBERT J. SMITH The Nook tig or) Church Lane, Wymondham, Cy Melton Mowbray, Leics. Tel: (057284) 263 24