Model Yachting News: Issue 45 – September 1992

ee 2S — ee Newen | soe om 49365 Welcome to the September 92 issue of Model Yachting News, which as you will see has been made up with the assistance of a nurnber of helpers, notably George Clark David Coode, Mike Howell, Andy McCulloch, Keith Partington, and Tim Townsend This superb response to our cornments in the last issue is really welcome, and we invite anyone else who would like to contribute on any racing yacht related subject to contact us. Quite 4 number of readers have made it clear that much of the information on rule changes in the last issue, notably on the Ten Rater class, ad come as a complete suprise, and this serves to confirm the need for an information point such as MYN You can read on page 21 of the progress an the & class rule, and if you refer alsa to the cormments an registrations on pages 6/7 you will realise there are quite a few sailors who feel they have an interest in the rule, but are not part of the consultation process. It ig certainly not clear to many UK club members that there now exists a number of International Class Associations to which [YRU-MYRD is offering the regulation of the class rules, so that failure to register their boat with their national authority means that they are, in effect, nat being considered when it comes ta modification of longstanding rules. SUunSEriptions. The 1992/3 subscription was set at one averall orice of £10 ta make it easy to get tt under way this year, with the alternative of # 20° US Dollar Bill for those 1m countries where 1t1s difficult to find UK currency ofr a bank which can send 4 draft in Uk steriing. We regret we cannot accept payrnent in Dollar Cheques or oiner currency, and we ask for the cooperation of all readers in avoiding bank charges in she general interests of all readers. Unfortunately we do not have a credit card facility either! we have stacks of issue 44 in hand, and also af this issue, for anyone reading this in someone else’s copy of the magazine who wishes ta take out a subscription Past Gack seus we have had donated ta us 4 set of all iesues from No2 ta No 39, from the widow of 4 former reader, and these are on affer as a set to anyone new to M¥N who wishes to get an almost cormplete set of back issues We would welcome offers for these as a set, the proceeds of which will go to the RNLI as a donation. Please contact us 4 t the Reigate address to discuss. There is only Round And About AC Cup class. UK interest in this rule, first developed in the USA, and published in full in MYN in the past, has resulted in a small number of boats being built, all to the same scale of 1/12th, the scale used by the american originators. John Lewis, the noted designer, has taken a first look at the rule and produced a completed boat which he describes as one of the most interesting model yachts he has yet sailed. David Trippe has almost got his boat on the water, and Bill Green is also reported to be completing one, both intended to meet with Richard Pearce’s own two hulls at a first UK regatta at Lake Windemere over the first weekend of September. Another UK sailor with such a boat is Gerry Weston White of the Swanley club, who has imported a Bob Sterne hull to his Advantage design. This hull gives a boat of Loa 71″, LWL 55″, draught 16″ and weight 25lbs. A sail area of 2086 sq in guarentees a sparkling performance, and by all accounts the class provides a really good balance of model design. If you want to get an Advantage hull kit, you will need to pay only around $550 FOB Vancouver, and this has to be excellent value for money as Bob’s hulls are beautifully moulded in kevlar. More information on the Advantage can be obtained from Bob Sterne, 3785 Edinburgh St. Burnaby, B.C.Canada, V5SC 1R4, and on UK developments from david Trippe, 22 Littkemead, Box Corsham, Wilts SN14 9AH, telephone number 0225 742745. Model Yachting History. Russell Potts is continueing to research the history of model yachting, and his enquiries for books on the subject have extended to both France and Germany. He has manged to sort out the worthwhile titles in Germany via a contact who was teaching in the UK and returning to Germany from time to time with a list of titles to check up on, and he is now appealing for similar help from a French enthusiast who might be able to make enquiries at the major French libraries to see if there are any similar old books of interest. Anyone with the right connections is asked to write direct to Russell Potts, 8 Sherard Road, London, SE9 6EP. Telephone number 081 850 6805. Hove Lagoon. If you have ever visited the Brighton and Hove area you will have seen the very fine Lagoon at the western end of the seafront, just before you reach Shoreham commercial harbour. This lake was very active in the 1960/70 era of vane sailing, but declined when the local club did not really take to radio control racing. New blood has now taken over, and a full programme of One Metre racing has been taking place this year, 1992. The lake was let to a windsurfing school for some vears. but this has not been active this vear. The secretary is John Churcher, telephone number 0903 230523, and treasurer Ray Baxter will alos be pleased to hear from you if you want to join in. Ray lives at 138 Frankland Village. Haywards Heath, West Sussex, and will ask only an interest for 1993, the subscription for which will amount to around the 1992 figure of £25.00. GENERAL ASSEMBLY- 1992 CHAIRMAN’S REPORT . May Ist on RU IM of on isi Div a ame bec we ce sin d pse ela e hav rs yea More than two on Uni the h wit hip ons ati rel our e tim s thi ing dur t tha ort rep to d 1990 and I am gla rly ula tic pae ce, dan gui and p hel ir the m fro ted efi ben e hav we and l dia cor n bee has The . ues iss 3/6 199 the h wit m fir con to 16 ix end App RR TYY the of on isi in the rev the of or flo top the and don Lon in nce ide res w ne its in ed ish abl est w IYRU is no of e hom l ona ati ern int the o int pe elo dev l wil , mes Tha the of w vie building, with its f hal for ed erv res n bee has or flo s thi of l wal ent min pro A g. lin sai of rt spo the el mod our of two or one e hav to ed hop is it and s sse Cla l ona ati ern Int the of els mod ual Ann the at es mis pre w ne the of g nin ope al ici off the at y pla yachts on dis Conference in November. the ed com wel we r yea t Las 28. of l tota a to sed rea inc e hav s ion Nat er mb Me Our for on ati lic app an ed eiv rec ly ent rec we and ia man Rou and via Lat of on affiliati be s ber mem our t tha RU IY of nt eme uir req a is It a. ati Cro m fro p membershi the affiliated to their full-size National Authorities and they have been given until end of this year to comply with this arrangement. Th date only five countries have a, tri Aus , lia tra Aus ion act ary ess nec the en tak e hav y the that us ify not to failed in y ult fic dif ing enc eri exp are s ber mem se the If . aco Mon and an Canada, Jap obtaining affiliation for financial or other reasons, they should let us know and we would report to TYRU. of rt spo the for y bod ng kki tro con the be to is RU [Y of ive ect obj al ion tut sti A Con ore ref the is It n. tio era fed ng hti yac of ld wor e sol the and ms for its all sailing in sts and regrettable that in our branch of the sport there is still a division of intere e hav and iga Nav of s er mb me ain rem l stil ies ntr cou an ope Eur t Eas the of t mos made no move to join MRYD. Early last year we issued copies of the Division’s manual to all Member National Authorities. We hope this has proved to be a useful source of reference which will be kept up-to-date. We have welcomed the return of “Model Yachting News” and, with the Editor’s agreement, we intend to use it as our official news outlet. y bus y ver t kep n bee e hav tee mit Com es Rul ing Rac the and tee mit Com cal hni Tec The e tiv pec res the to ed end ext are nks tha ul tef gra our and rs yea two t pas during the and ut inp ir the for s tee mit Com the of s ber mem the to and an irm Committee Cha lynew the of an irm Cha the y, tel una ort Unf es. air onn sti que s iou var to ses pon res rse cou d nne pla his il fulf to ble una was tee mit Com icy Pol and ion sat ani Org med for ant ort imp ore ref the is It d. cte ele rebe to h wis not s doe and 2 199 of action for that someone should be found to fill this vacancy as soon as possible. ce den pon res cor h wit g lin dea nt spe was e tim n ow my of l dea at gre a Last year relating to the IEC 12 Metre controversy and the resulting file was fully two inches thick! The Class has been put under two years’ notice of withdrawal of the by ons ati end omm rec ‘s tee mit Com ent man Per the t mee to s fail it if on iti ogn rec end of 1993. It appears that positive steps are being taken towards achieving a compromise solution to the problems and we hope the parties involved will be able to reach agreement well within the required time. The 10 Rater Rule revision has now been completed by the Sub Committee set up for the purpose. National Authorities had the opportunity to comment at the beginning of last year. When the Technical Committee has vetted the new rule, it will be passed to the Permanent Committee for ratification. On the subject of expenses, which is due for discussion at the General Assembly, I think it would be appropriate to repeat what I said in my 1990 report, coupled with |reminder that we are obliged to follow the IYRU Constitution which includes National Authority grouping. We are self-funding and our chief concern to ensure that the Division has sufficient funds to operate efficiently. If we are to continue to fulfil our objectives, then we must maintain our income and our Members must understand that, if they wish international racing to continue, they must be prepared to pay for it in proportion to the size of the sport in each country. Whether or not the present subscription categories are proportionately fair is a matter for discussion but in the end the fact remains that there is a minimum income requirement below which the Division could not function. I fail to see any connection between the voting power and fees paid. A sympathetic view would, I am sure, be taken by the Permanent Committee if any Member finds it difficult to meet its dues to the Division. I am pleased to report that three successful Championships were held in 1991 and we congratulate the winners of the World 10 Rater in France, the European RM in Finland and the South American Regional RM Championships in Brazil. The Euro Grand Prix continues to attract popular support and we also congratulate Janusz Walicki who was the winner in 1991 and looks set to repeat his outstanding performance this year. On behalf of the Division I thank the Member countries and host clubs for successfully organising these events. Finally, I think it is appropriate to mention that, on 19th November 1983, the IMYRU Executive Board admitted the American Model Yachting Association into its membership of the Union after twelve years of negotiation and a vast amount of correspondence in which I was involved. It therefore gives me a great deal of pleasure and satisfaction to know that the AMYA will be hosting an LYRU World Championship for the first time and that our General Assembly will be held during the Championship week, at which I shail look forward to be being present. On behalf of the Division, I wish the organisers a very successful event and the competitors an enjoyable week’s racing. Norman Hatfield Chairman wn August ’92. The Numbers Game. George Clark. TEN RATERS The IOR is an old established class, unfortunately they are now few in number, so few that the MYA is considering withdrawing recognition of the Class. The 1991 Vane National attracted a single figure entry; this year the entry was bigger but still only single figures, which I consider a sad state of affairs. Currently there are only about a dozen Vane 10R with valid certificates and about thirty RIOR. More boats are sailing but, for reasons unknown they do not have valid certificates. The RIOR are healthier and there is a steady stream of new boats including some with swing rigs. The boats themselves generally are attractive to look at when sailing. There is a gradual progression to lower displacement and deeper fins both being more exaggerated in the RIOR. The vane boats require a quick crew when the wind blows, radio sailors do not have the same problem, the boats can be quick but dexterity is more relevant than physical fitness. The draught of vane boats is to a degree limited by the waters on which they are sailed, you need to turn them, radio sailors can launch their boats once only, so do not have the same degree of compromise forced on them. A few statistics and comments, gleaned from current registrations. a)Longest LWL 62.6 inches. Shortest LWL 48 inches. ( The longest boat is a Vane design, the shortest for Radio.) The longest LWL I can recall is 65″ approximately; the boat being of little use in heavy winds. The shortest boats are, of course, taking advantage of the unrestricted draught they can use and have big sail plans. Providing the LWL stays as recorded on the certificate, I can see no bar to a boat having more than one fin/keel with differing draughts to allow it to complete in varying wind strengths. b)There are fifteen designers with currently registered boats. Peter Wiles being the most strongly represented. Squire Kay being the second most popular; both designers specialising on RIOR. Vane 10R designs come from Dicks, Austin, Stollery, Dunkling and Lewis. c)The majority of the hulls are GRP/carbon/kevlar, there are a few fine examples of wooden planked boats. d)Sails do not seem to be taking advantage of the various materials/techniques that have been used successfully on RM’s. The LOR rule allows more scope for experiments with he sails than the M rule; no one Dn seems to be taking advantage of the freedom so offered. The 36″ Restricted Class. The 36″ Restricted Class is like the 10 Rater a very simple rule to understand, it produces a boat that is easy to transport, like the more recent One-Metre class; unlike the One Metre the sail plan is unrestricted. The very fact that there is no restriction on sail area produces problems peculiar to the class, four or more sets of sails and a multiplicity of spinnakers mean that the vane skippers need a lot of practice to get the best out of their boats. Radio 36R tend to have fewer sets of sails and of course, no spinnakers. Swing rig are quite common and R36R tend to be lighter than their vane cousins. 36R especially with radio control are a popular class for one off own design/building. Amongst the recognised designers, Alex Austin is far and away the most popular, being credited with about half the currently registered boats. Equal second are Tony Abel and Squire Kay, the latter two designers devoting their attention to R36R. The most popular boat is Alex’s “Taxashun” and its various close sister’s modifications. Few boats are to the maximum displacement permitted by the rule. The writer is a proud possessor of a 1950’s maximum displacement Duck design, which in the right conditions can still be competitive. A seemingly evergreen design is that by Chris Dicks, the original boats to the (Realistic?) design placing 1,2,3 and 5 in the 36R Nationals over 15 years ago, but still being sailed competitively to-day both radio and vane. Some of the recent converts to R36R are ex RM Skippers who don’t wish to be involved in the ever increasing costs of a competitive RM but don’t like the restrictions imposed by the One Metre rule. There are some 40 currently registered R36R but only a handful of vane boats which means that a lot of people don’t have current certificates for the 40 or so vane boats that regularly turn out for the annual “Pugwash Trophy” which is always a credit to Ian Taylor’s organisation and a most enjoyable event. Both 1OR and 36R have far more boats sailing than the registrars listings imply, the skippers sail their boats happily without too much reference to the rules regarding certification – long may they continue to enjoy their sailing. eg TB LUFF WIRE on] TAcK TERMINATES INSIDE LUFF TAPE EYELET. OUTHAUL PRom IGGAuUCE RVBBER RUBBER ADJUSTMENT, BEND STAMESS WIRE, —__ ‘O’ RING BULKHEAD GRommeTS, TIGHT FIT ON Boom = 1.@. S/ib” TD ON A 3/Q” Boom, ao) HOOKS WITH CoRD. ©} ———— N ALL FITTINGS ON BOoM SLIDE TO SUIT various Tie FeoT LENGTHS. Ory BTEBSLTS IN DECK OR BETTER, IN SUNKEN WELL! To LOWER RIG, ~ ~? ; (FO Moree yrerTNc NEWS Mike Howell MI UOLTITEAULLS ELEVEN DAYS, ONE HOUR AND 30 MINUTES TO CROSS THE ATLANTIC not bad going really, this is the time it took “Fujicolour” to cross the Atlantic to win “Europe |”. The first mono hull arrived some two days later. This illustrates the difference between mono and multihulls both full size and model, before saying any more, you lead carriers, one of the trimarans did capsize and had to be rescued. The point here is multihulls offer a greater element of risk when pushed to the limit. For the model sailor standing by the lake side in a strong wind it tests your sailing ability to the maximum. AUTUN VOILE VITESSE. Crossing the channel to France always conjures up an air of excitement, the way of life, the food and wine with added benefit this time to race multihulls at international level on the very large lake at Autun, The two day event is one of a series of races of multihull meetings sponsored by the French magazine RC Marine attracting both mini 40’s and 2 Meters. The first day’s racing was called American Style, meaning that both fleets sail together and the last one over the start and finishing line after lap two drops out, but still retains its race position. The duration of the race can be measured in laps or time, thus allowing more races to be sailed in a day. After completing the first days racing we all retired to the local restaurant and partook in an excellent meal accompanied by good wine. Day two dawned with a light breeze with more wind expected later, it had a habit of disappearing at the wrong moment allowing those behind to catch up. The two fleets were divided between mini 40’s and 2 metres. The final race of the day was the long distance race from one end of the lake around the island at the other end, then back to the start and finish line. FINDINGS. Autun confirmed that the French have an expanding multihull following, and sail them faster than we do in the UK. The current fetish to reduce weight by UK builders may not be the answer to winning races. The Cobras belonging to Chris and myself are considered to be heavy by some. It turned out that they were about the same weight as the winning min 40 Cobra at Autun. WING MASTS. Everyone seems to be talking about wing masts. Mike Friend produced a prototype earlier this year, although working well it was a little heavy. Some of the French 2 metres sported wing masts which looked impressive on the shore but to water it was a different matter. Controlling the angle of attack needs to be cured before they will make the winning frame. My friends in the full size world tell me that a new shape is being developed and tested. I am sworn to secrecy at this point in time, all I will say is that wind tunnel testing is impressive, more about this ata later date. The Nylet mast is gaining acceptance as a half-way solution until the weight and section of a wing mast is solved. BRITISH MODEL MULTIHULL ASSOCIATION (BMMA). The association now has 28 multihulls registered reflecting the growing number of people interested in sailing multihulls. The secretary is Mrs. Avril Howell, 15 The T.ancino W Snssex BNIS 8PH Tel co Crescent 0903 763567 I have heen sailing at a number of different venues along the south coast this year and have been surprised at the interest shown, more importantly I am aware of a number of people who are about to or are building MINI 40’s. The meeting held on May 24 at Cotswold attracted 8 entries. Mark Beighton sailing his new trimaran won the event. Andy McCulloch is now sailing a trimaran again after a short romance with a catamaran. I am sure that members of the BMMA will try and organise some meetings further to the East next year to enable all those in the Midlands and East of the country who are interested in multihulls to witness the thrills and spills during the racing. Worldwide multihull sailing is gathering new fans. However I note that people are designing and building 1 Metre multi’s. The two main classes in Europe are the Mini 40 1.2 metre in length and the 2 metres. Both classes have rules which allow development and are not complicated. The Mini 40 is the most popular which has over 60 boats afloat. The message here is to build and design Mini 40’s and not | Metres. We need some plans for home building without the expense of preparing moulds and the associate costs of glass or carbon fibre. If you have a plan and are prepared to let us publish the general lines, Model Yachting News, I am sure, will publish them with the designer’s name and address to obtain the detailed construction drawings. Finally a little bird tells me that Dave Stone is getting his Iris on the water again. What good news. HOVE SHIP MODELLERS The other Sunday the HMS held their annual meeting at the Hove Lagoon. What a fascinating day, meeting all people who sail barges, square riggers,schooners and trawlers. Norman Allen invited me to bring my Cobra along because it is a scale model. Fair winds all day gave everyone a chance, not only to sail their own boat but other peoples as well. Formula Carbon MINI 40 Multihull Fibre/Epoxy construction throughout — Supplied as hull and float shells and ready joined cross beams — Detailed build manual and drawing — bare weight 3 Ibs (1.5 kg) approx. £1902:: For further details of PANIC and sailmaking plus service Specialising in MIA) Multihulls please send SAE to address below Droadway Sailboats Sunrae, Leamington Road, Broadway, Worcs. WR12 7EB England. Telephone O386 852164 ss —_ – LETTERS MARBLEHEAD – SELF DESTRUCT. The other Saturday Mission Control and myself decided to go over to Eastbourne and see one of the Marblehead European ranking races. I should tell you that Mission Control has only just started sailing one of my old One Metres, and the thought of seeing some of the top people sailing at Eastbourne seemed like a good idea. The afternoon was not one of the best ones we have had of late, it was raining and blowing force 5 plus, I might add it takes dedication to go out and watch any event yet alone model boat sailing in these conditions. Arriving at the lakeside the scene was one of utter disarray with boats going in all directions. “Was this a race” enquired Mission Control. No they were getting ready to start a race, Fortunately we met someone who told us this was the B fleet preparing to start a race, quite frankly I did not think at this stage they were all that bad! The only indication of things to come was that all the swans had gone to the other end of the lake and the remainder at our end were cowering under the bridge. Then an eerie voice called out, “60 seconds to go”. Now trying to get 12 plus boats, 50 inches long with great lumps of lead on the bottom of the keel between two buoys is asking for trouble, still the race officer must know better: 10 seconds to go and everyone is trying to find room and squeeze the boats in between two buoys, zero and they are off. The next thing we heard was “11, 95, 67 you are over the line”, now what chance did they have of going back when all the rest wanted to go in the opposite direction. “Contact 23 and 56 ” cried the judge. No! “contact 23, 56, 97, 87, bang, two more collide which requires the rescue boat to go out and part them. Shouts from the intrepid sailors of “Water:”, “Overlap” or “Starboard” followed a few more bangs, tells the spectators that they have reached the first mark. Wait a minute, “protest number 56”, God knows what he had been up to. “What are these men doing running down the edge of the lake carrying transmitters in Safeway plastic bags” asks Mission Control. Well I tell her they are getting ready for the fight when rounding the next mark. More shouting and banging as boats hit each other causes me to turn up the volume of my personal stereo. Then the lake goes all quiet as each competitor takes his or her boat out of the water. Now, why are they rushing up to the tent. we ask. Someone tells us they are going to hold a protest meeting , he continues to tell Mission Control and myself that they have only sailed three races since lunch time. Golly what has happened, PC Plod has arrived and is talking to some of the people outside the tent, surely they have not come to blows inside, no only a small boy is lost. Wait a minute they are putting the boats back in the water again,, this is A fleet we are told, “are they quieter” enquires Mission Control, “not really, this lot make more noise shouting at each other”. The rain comes down harder and the winds get a little stronger, the eerie voice calls “60 seconds”. “Stop, Stop” calls a race observer “someone has sailed off with one of the buoys from the starting line”, what a good fellow he has sailed it to the bank. Now we have a problem, no starting line, “get the rescue boat out” cry the competitors, no we have a bold man who starts to swing the lead anchor weight of the buoy. What a shot, he missed all the haats Oh My God he hac reduced the lenoth af the ctart and finich line -~- hack camec the eerie voice “60 seconds”. This should be fun how can you get all those boats through the start line without hitting each other. The answer is simple you do not, bang and crash this time, “contact” shouts the race judge “45,34,11,98,49”, and the race has only been running for one and half minutes, more to come, a voice is heard to shout “No, if you had called it before it would have been correct, when you did call, the problem had gone”. Now the A fleet are in full cry everyone calling “Starboard”, “Water”, or”Overlap” and the judges calling numbers, it was rather like holding BINGO in the middle of the M25 rush hour, I notice that some of the wives who have been braving the weather leave for the Cafe and disown their husbands making all that noise. Finally the race ends and back to the tent for yet another protest meeting. Time to get a coffee and reflect what I have just experienced. Now I have been sailing for over thirty years in full size boats, to be more truthful B and C class catamarans and at European level. Forty to fifty boats on the start line, very seldom did we hit each other with very few protest meetings over a week’s sailing, so what has gone wrong with model boat sailing. It does not give a great sport a very good name and more importantly will not encourage people to sail Marbleheads, no wonder the One Metre has grown in such large numbers to the detriment of the Marbleheads. However, the same will happen to them if an identical attitude is adopted as for the Marbleheads. The rules are the same as the ‘large boats and multihulls so why all the fuss. One of the clubs in the UK {full size sailing club) decided some years ago to put a stop to sailing by the rule book and unnecessary protests, by introducing an up front fine of £10 for each protest, if you lost, you also lost £10. Maybe mode}! yachting needs something like this! For myself I shall carry on sailing my model multihull and Mission Control her one metre, one thing for sure that we, like so many other club sailors, do not want to be part of the Marblehead shouting matches and prefer to sail for fun, after all it is supposed to be a sport!! THE OBSERVER. Mike Howell RULE CHANGES TOO FAR I see that yet another committee is doing a so-called revision of the 10 rater class, please, please leave this rating rule alone, it has produced the most elegant and beautiful of yachts. My late father (ex M.Y.S.A.) made five in the twenties.In the past sixty years I have made seventeen of this class, why nit-pick and dabble with a class that has stood the test of time (braine, vane and now radio control). Look at the mess the marblehead and one metre rules are in now, checking the weight of a rudder indeed! No wonder newcomers are put off Model Yachting with all these silly rules. I suspect that commercial interests are behind this, to deter anybody from making a mode] in the garden shed using simple rules and no specialist equipment. Shades of Mr. Daniels – Braine Tucker and Littlejohn all of whom alas are no longer with us. Yours Sincerely Fred Ivory (Nearly 80 Yrs. of age) 1} * ONWARD THE BRITS!! Some who were able to examine the first draft of the revised rules have been wondering why some of the amended Rules, after being passed by TC majority were deleted. I must say I was rather surprised and a little upset myself, after all the work involved and a clear majority in every issue. The English MYA wanted these Rules delayed for a further year of discussion and presented the Permanent Committee, largely English I am told, with a list of some sort to support this, claiming, “complications”. P.C. ruled in their favour, in spite of the fact that Revised Rules were originally intended by 31.3.91. The Executive Committee over-ruled this decision but those amendments specifically listed by MYA Tech. Sec. Graham Bantock. A considerable percentage of the amendments resulted from MYA/Bantock suggestions and TC has two English members who already had had their votes on each issue. My own vote, and that of the Chairman Jan Dejmo as well, was never used – it was not once needed to secure a decision. “Politics” was obviously involved once the matter was out of my hands but once again I am sure owners here will be pleased with the 1992 rules. I’m certainly not upset now by those deleted and I think maybe MYA has dirtied its own nest. Take what I called “differential weighing”. A minimum weight with each rig, to discourage the practice of building light hulls and placing “ballast” in the bottom end of masts of Rigs 2 and 3, Most of us don’t do that – it was never intended to be allowed, but does make more sense than alternatively using heavier booms. and/ or boom fittings. Internal “ballast” to bring a boat up to minimum weight was a “grey area” in 1989 Rules, though T C regarded it ti be covered by [YRU measurement Rules. Now we have its specifically mentioned – it must be “securely fastened” in the hull. If it is in the bottom end of a mast stepped below deck, as the English like them, I don’t see that “Ballast” in the mast is “securely fastened” in the hull. Meanwhile the Kiwis scored a few points, must jacks and checkstays allowed for deck stepped masts, and those “flutter patches” on sails. I don’t think we are much concerned over the things that were deleted from the First T C Draft. One thing that has caused comment is deletion of rules regarding revolving masts. They are not allowed anyway, as not specifically mentioned and in any case wold be difficult to make work with the rigging and fittings allowed or required. A double or pocket luff mainsail would be far more effective, but is not allowed. We also scored with acceptance of pucket luff jibs, which mainly were using already. The main thing is that all these things were approved by an International Committee and now we can discuss at club levels any future amendments, with a National and International means of recording our views. Final decisions must always be made by an International majority. Measurers are now required – by the English, to fill in the old measurement forms, but make a solemn declaration that the boat complies with 1992 Rules How bloody stupid can anyone get? Maybe we are upsetting someone’s “superiority” rights. Five Kiwi designs in top seven and the other two French in our nationals! Enough said! John Svenser. [|TYRU One Metre Sub Committe Chairman] New Zealand. Swan Models For competitive racing yachts & equipment We stock a range of hulls, sails, masts, fitting & radio gear to meet most of your model yachting needs. ONE METRE YACHTS The “Comick’ is a competitive yacht designed by C. Dicks which has proven itself over the 1991 season. The deck & fin box are already fitted & comes with a complete kit or in several stages of completion. There is also a new One Metre coming for 1992. MARBLEHEAD YACHTS The “Slick* with its carbon light-weight hull & narrow beam, is a very competitive yacht designed by C. Dicks. With a string of good results in the season, we look forward to 1992. SWAN MODELS SAILING SCHOOL We are starting a series of lessons, mainly for beginners, at our lake at New Barn Park, Swanley. The school will be based on One Metres & Comick yachts all available for use. The syllabus will include setting up & trimming of yachts, sailing techniques & basic racing rules. For further information on the above send a S.A.E to: Mike Weston, The Bungalow, New Bam Park Swanley, Kent. BR8-7PW Tel : 0322 666363 ‘ r es Buropean Racing. France. Sixty boats entered the M class nationals held at Orleans, a pretty good entry considering that interest is said to be affected by the same cost problems as that causing UK sailors not to compete at high level. The event was won by Rene Villeret, a man who has studied both the theory and practic of the M class to the extent of produceing a booklet on the subject of hull and rig design. His boat was clean and immaculately built, with the obligatory swing rig. Phillip Sol was second, and Jean Brillot third, with Remi Bres in ninth place, and Paul Lucas in nineteenth place. Sailing was done from a “scaffold” erected over the water itself, and a photo I have seen resembles the Fleetwood scene of ten years ago!!! Spain. Spanish M class sailors congregated in the Madrid area on open water ued also by full size yachts to compete in the 1991 Spanish national championships. Well known to UK sailors, Jose de la Fuente won followed by Javier Aguirre and Armando Rodriguez, from a total entry of twenty one boats. Entries came from clubs in San Sebastian, Las Palmas, Seville, Valencia, Barcelona and Murcia and places in the entry list were in their regional events. based on one for every four entries Racing took place over two days, first with some selection races, and then in two fleets relegation and promotion. European M class Grand Prix. The UK round of the 1992 series took place at Eastbourne over a very windy and wet weekend, 11/12th July, and over 30 boats included one from Holland, two Germans, and two french visitors. The racing on the first day was not helped by driving rain, but conditions improved for the Sunday, and the event provided plenty of close racing for two fleets, and a win for Janusz Walicki. This was the fourth round of the 92 series, promoted by the [YRU-MYRD to provide a regatta series giving ihe top national sailors a chance to congregate at good venues, the best four resluts to count. The first round took place at Osiglia, Italy on a reservoir formed by a hydro- electric dam, and forty four sailed here, sailors from France, Germany, Switzerland, Monaco and England joining the Italian entries. Christophe Boisnault won by a comfortable margin, and one rather special feature was a mile long race useing the road at the waterside as a path for the sailors to follow their boats. The second round followed in France, and three UK skippers, messrs Bantock,Cleave and Nick and Lindsey Weall, joined a tweny five boat fleet on another reservoir on which they had-the use of a sailing school buildings as backup. British results included a win for John Cleave sailing his rather enecial Stoallervw decion Graham Rantock inct ninned Tannez Walicki for second and Nick Weall fourth. Lindsey Weall managed to finish twelfth overall, making it a pretty good weekend for all the UK entries. The third round was set for Oslo in Norway, and largely consisted of scandinavian entries, although Janusz Walicki once again topped the entry., followed by Torvald Klem. More rounds follow in Geneva and Germany later in the season, but these will tens to be overshadowed by the World Championships in New York which has attracted a full preentry list of seventy five boats and looks set to be a highly competitive event. more easily Make all weight in light winds and to avoid fittings on this boom aft of can be fitted in the forward the the end of boom swivel the end hitting point as boom. JiB TWITCHER Serva operates the line. weici is aliacned lo Sultan end of sprig iaiate d forward of oivat AS line moves, foreeing p VOrc emg the e The spring Centrepoint ts mc.e vh-hee Po doom tr to Casy ta rig, overdeck mounted, and easy te 3 side ar the water light as on a reach. possible. A counter ONE METRE RANKING RACES 1992, IN THE SOUTHWEST MIDLANDS AND NORTH. Tim Townsend. There were 29 entries for the One Metre SW District Ranking Race at Sedgemor near Burnham-on-Sea, Somerset, on 2nd August. This was the first MYA race hosted by the Club and visitors were attracted from as far afield as Kent and Essex. The winds were generally light from the West, made flukey by the bank and trees overlooking the lake from that side. G. Bantock continued his recent good form in the Class having already won the 1991 National Championship and the SE District Ranking Race, and he won this race convincingly with his Jazz design. Top Places. Position Skipper Club Design {st G,Bantock Chelmsford Jazz 2nd T.Townsend Swanley Ragtime 4th M.Kemp Haversham Rhytham 5th M.Hounsell Woodspring Ragtime 6th M.Cheshire Swanley Comick 3rd B.Wiles Sedgemoor Bikini Twenty skippers gathered together at the new water at Sneyd near Birmingham on 16th August for the Midland District Ranking Race. The lake was situated in the grounds of a chool near the MG. It was a large piece of water not surrounded by the trees or buildings which so often affect lakes used for model yachting, and it was in the opinion of many competitors one of the best lakes they have used in this country. Racing took place in sunshine and winds which strengthened gradually during the day until it really was marginal topsuit weather. OOD Mike Kemp used the size of the water to allow all 20 boats to sail in every race (a new experience for some), Fifteen races were sailed at a relatively relaxed pace. Many different designs had good results, but all were eclipsed by the performance of Graham Bantock who won races one to fourteen inclusive, blotting his copybook with a 3rd in the final one. Top Places Position Skipper Club Design Ist G.Bantock Chelmsford Jazz 2nd 3rd 4th 5th 6th M.Weston R.Vice T.Townsend D.Fox M.Cheshire Swanley Clapham Swanley Oxford Swanley Comick Comick Ragtime Ragtime Comick The final ranking race before the 1992 National Championship was hosted * by the Etherow Club and sailed at Edgeley Park, Stockport on 23rd August. This, the Northern Ranking Race attracted 27 competitors, sailing in two fleets.The fact that this was the third Ranking Race in as many weeks probably prevented some people from attending, but there was nevertheless 16 a reasonable contingent from the Southern and Metropolitan, and Eastern Districts. The lake at Edgeley provided a different but no less challenging venue than Sneyd or Sedgemoor, as it was set in a residential area, the surrounding buildings creating a wind that shifted and gusted with little apparent pattern, although at the end of the day the leaders were those you would generally expect to see at the front. Top Places Position Skipper Club Design Ist G.Bantock Chelmsford Rhythm 2nd 3rd 4th 5th S.Kay M.Roberts P.Playle K. Partinton Ashton Birkenhead Chelmsford Ashton Sea Petrel Comick Rhythm Own Design 6th T.Townsend Swanley Ragtime SUMMARY The one overriding feature of the three Ranking races this summer has been the totally dominant performance of Graham Bantock, in widely differing conditions, and sailing two designs of boat (albeit with a family likeness). The other obvious feature has been the number of different designs which have been sailed to good results at one time or another, and the number of different makes of sails which have been seen at the front of the fleet. While the Jazz, Rhythm, Bikini and Ragtime designs of G, Bantock; and the Comick and innumerable narrow boats from the board of Chris Dicks appear to have dominated the results., successful designs have also been seen from Squire Kay, Keith Partinton and Bill Sykes. Likewise, although sails from the lofts of GB and Martin Roberts dominate the fleets in terms of numbers, the leaders boats have often been seen sporting the sails of less fashionable makers. Homemade sails are also quite popular, some good some not so good. What is significant is that a well built, well tunes, well sailed boat can achieve good results whatever the designer and sailmakers name. At the end of the day all this variety probably indicates a healthy class where the size and materials limitations of the hulls, and realistic tolerances of sail measurements encourage homebuilding and home design. Now I’ve seen the variety in this country, roll on the Europeans, so I can see what our friends from abroad have to offer the Rule. Tim Townsend. RANKING LISTS 1M Results after 2/8/92 [S/W] 1 Mike Weston Swanley 2 3 4 5 Tim Townsend Graham Bantock lan Cole Mark Dicks Swanley Chelmsford Chelmsford Clapham 6 Rob Vice Clapham Nth Nat 75 0 0 0 85 80 M&S M&S 179 200 95 0 195 163 0 0 174 100 17 100 74 Eas S/W 85 100 0 0O 96 100 455 400 94 8& 64 97 0 0 353 348 93 67 93 87 75 79 Total 460 346 1992 R.A. NATIONALS Organized over the weekend of 13th /14th June by Sandwell College with assistance from SNEYD and with Gordon Sears of Market Bosworth as guest OOD the RA Nationals were held at Forge Mill Lake in Sandwell park on the outskirts of Birmingham. The 24 entrants were pleased to find excellent launching facilities from a concrete jetty and a good expanse of sailing water reserved for their use over the two days. Although small, the Sandwell College club with their able assistants had prepared well for the event with pre-arranged access for cars to the water’s edge for unloading and a delivery service for refreshments from a local restaurant. A walk round the boat park was an education in “A” boat evolution, from a 1931 vintage yacht, converted to radio, to up to the minute hollowed and bustled creations from our top designers. Several immaculately finished wooden lightweights from the pen of John Lewis were in evidence to say nothing of the trio of “Argo’s”, incidentally both John Lewis and David Hollom (‘‘Njinsky’s” designer) were visitors to the event, – nice to see you both. Conditions on the Saturday were marred by the ultra light (at best) winds and the presence of floating weed strands which, in these circumstances had a noticeable detrimental effect on the performance ofthe yachts, particularly the lightweights, however it was the same for everybody. In spite of his admitted lack of experience with the class Gordon did his best to use what little wind there was to best advantage, this meant frequent course changes, many of which are notin the book, and a labour intensive day moving marks for the rescue boat skipper. The four seeding races, (Two “A”, Two “B’”), effectively sorted out the wheat from the chaff, on this occasion the wheat being the skippers with the smooth technique. The boat really didn’t seem to matter to a great extent although the seeding results showed a marked predominance of traditional designs at the top, it seemed that this was no place for the high tech sprinters of which several were present. Straight fleet racing followed the seeding rounds on a three up / three down basis, some of the rounds ran to half an hour, some much less. Most of us had a moan about the lack of wind, or the weed, or both. The odd protest was resolved by Gordon with co-opted assistance where necessary. It is a credit to our OOD that he managed to keep it going with frequent course changes and a flexible attitude to the rules applied to suit conditions that were trying to everyone concerned. The end of the day saw D.Priestly just in the lead but with M.Topp and J.Carrol very much in evidence. Sunday arrived with a little more wind, the ripple on the water would have gladdened the heart of a trout fisherman. Several skippers well down the order were looking forward to possible promotion and those in contention were seen to be re-assessing the opposi- Model Yachti News” tion under the improved conditions. Competitors were down to 22 with the retirement of the Poole contingent, due we were told, solely to Saturdays conditions. Sundays racing proved to be similar to Saturdays with several course changes being required to suit shifting conditions before eventually an extended triangle / wide sausage emerged as the standard course. Unfortunately there were frequent hold ups due to protests. It is of particular interest to note that the great majority of these protests resulted from collisions caused by skippers “Barging In” or leaving insufficient room at marks. You cannot throw these larger yachts around like a Marblehead and even in the competitive arena of a National Championship common sense should prevail. The tussle between Derek Priestly and John Carrol continued throughout the day with, if! remember rightly, both skippers taking a trip down into B fleet. It was eventually resolved in Derek’s favour but only by a small margin. Overall, an enjoyable weekend marred to some extent by the very light conditions and not helped by those over enthusiastic tactics. RESULTS [ PLACE | ENTRANT 1 oe: 3 4 [| 8 6 7 8 | | D-Prieatiey. Fleetwood Carrol Woodspring | E.Crockford | Gosport | P.Mastell Leeds Bradford | C.Smah MLTopp 9 10 1 12 13 14 15 16 17 18= 18= Richards N.Rotiwea Watson T.Jenkins T.Milis B.Atkins M.Roberts MHarts PPorter Idler WN. Whiting 2 LTaylor 20 24 23 ry CLUB Birkenhead ‘Swanley Bournville Woodspring Swantey | Woodspring Swantey Birkenhead Fleetwood Swantey Birkenhead Bournvilte Bournvilte Leads Bradford Swanley KPartington | Ashton ‘S.Ehiers Woodspring P.Wiles K.Collins Fleetwood Poole Poole | | SCORE 232 344 $5.1 67.7 747 80.0 102.7 120.0 134.0 136.0 143.0 145.0 155.0 152.0 166.0 160.9 160.0 1710 177.0 182.0 186.0 196.0 REG.No / YACHT | DISP.(ib) | L-W.L (in.) | S.A. (aq in) K.852 Ecky Thump K.1041 Intrepid K.1348 Blue Peter Il K.1276 Sisis 52.3 51.88 42.0 NA. 542 55.19 53.0 NA 1584.2 147654 1488.1 NA K.211 Dawn K.1351 Jest K.1357 Fulmar 42.5 40.95 1784.6 K.1312 Belstone Fox K.1347 Argonne K.1083 Osprey K.1288 Nginsky K.1352 Perfick K.1291 Jeannie K.1042 Tequiliia K.1366 Tempest K.910 Verte 1307 Alexian K.1340 Rose Marie 51.26 41.28 52.7 50.8 52.75 55.2 255 31.25 50.88 485 543 55.2 $1.22 $5.2 535 540 56.0 40.95, 42.0 54.12 52.75 55.2 1471.1 1503.01 1504.7 1535.8 15524 14481 1000.6 1378.73 15335 1404.9 1527.7 K.1308 Deterrent 52.375 53.75 15132 1356 Hot Gossip K.1310 Shere Khan 1350 Argonaut 1285 Flapjack K.1361 CedarBreeze | 19 45.125 50.25 40.81 aa44 41.6 52.25 536 $1.06 50.3 50.5 1601.6 1506.5 1563.37 1367.24 1643.8 INTERNATIONAL “A” CLASS The Class Association The International Class Association was formed in 1989 following a move by a group of British skippers to form a National Class Association. Class Association now has members in Great Britian, The Inernational Australia, Denmark, Canada, United States and Germany and represents over 85% of the current “A” boat skippers world wide. Class Rules The International Association wa$ asked by the then I.M.Y.R.U. (now the I.Y.R.U.M.Y.R.D.) to redraft the Class rules and to bring them into line with other model yachting rules and the I.Y.R.U. format for all classes. The process of the rule rewrite has been carried out by circularising all members of the Association with proforma’s for their comments on the various proposals made. These have then been used to prepare a draft rule which was sent to all members in May 1992. In addition to the Association members, views have been sought from well known “A” boat designers and the draft rule was prepared by the Secretary/Treasurer of the Class Association. The old rule, which has served the class well for many years has a number of areas which could be improved and tidied up. The most difficult one being the old “Rule 5 Hollows and Notches”, and this rule together with the proposals for sail area measurerment have generated the most correspondence. The rule rewrite has been undertaken within the remit given to the Class Association by the M.Y.R.D., in addition their requirements and those of the I.Y.R.U. have to be considered. It has been suggested in some quarters that only the views of the members of the Class Association should be considered at this stage, however this is not possible as the Class Association is not the sole and final arbiter of the Class Rules. It should be noted here that the Association will be making some proposal tothe M.Y.R.D. for hopefully simplifying all class rules and will be seeking also to define more precisely the position of Class Association within the I.Y.R.U.M.Y.R.D. heirachy. It was stated at the outset of the rule rewrite that it was hoped that the changes to the rule would be kept to a minimum, and the prime aim of the rewrite was to remove the “grey areas” and possible different interpretation of measurement. It was also stated that all progress is change but not all change is progress. The voting returns on the draft rule gave 86% in favour and 14% against. There have been a number of sensible proposals made regarding the draft and these will be circularised to the membership in September .It is hoped to have the new rule in place for the first World R.A. Championship in Denmark in August 1993. ‘ Finally let me assure all current “A” boat owners and potential ones the class is not going to be altered by the new rules, all existing yachts will be grandfathered and boats will, I trust, always remain the graceful yachts they are now. DAVID COODE 20) Two detail shots of M Class yachts, the ane above being a Spanish boat at this year’s RM Nats, a neat way to fix the jib clew on a swing rig. The traveller is a pulley block tied to the sali corner. The photo below shows John Cleave’s latest boat, 4 cornbination of 4 Walicki serofoil mast with a swing rig system. Built by Graham Bantock. _s : er. Sf $ ty r , 1992 R10R NATIONAL CHAMPIONSHIPS. The excellent purpose made lake in Poole Park was the venue for this years R10R Nationals over the weekend of 18th./19th. July. Itis a great pity that the members of the host club were not rewarded with a higher number of entrants, the amount of work which had obviously been put in to the organisation deserved a better turnout than the sixteen skippers actually present. Come on “Ten” owners, if you don’t wantthe class to die you willhave to turn up and race!. The yachts present were a good cross section of the current national fleet. Several popular designs originating on the continent or in the southern hemisphere were represented with three of each of “Peken” and “Sea Skua” being the most common U.K. designs. Mike Evans seems to have taken up being OOD at the 10’s Nationals on a regular basis and it needed only a short and informal brief to get boats onto the water for the seeding rounds prior to the split, on merit, into the two fleets to contest the championships. Three up and three down gave adequate opportunity for promotion to the opportunist and equally quick relegation for the over enthusiastic!. A good breeze, “B” Rig in my case, completed the cocktail to give close to ideal conditions for the class to show off its high speed potential. Mike set a wide course enabling the 10’s to show their paces and most skippers had some success during the day, Peter Wiles and Squire Kay were very soon seen to be the men to beat with Ken Collins and David Coode also showing well. The end of the day, twelve races and two discards left Squire with 1.7 points and Peter with 10.2. Ken Collins had a firm grip on third and David Coode had lost a good position by leaving early for a pre-arranged family “do”. Gear failure and radio problems, of which more anon, took their toll and the lower end of the board could have been in any order. Although no set arrangements had been made for Saturday evening a common venue for a meal and the odd drink had been chosen, many of us enjoyed an evening in the company of other skippers and members of the Poole club, nice thought Poole, very pleasant. Sunday had threatened poorer weather but it didn’t turn out too bad after all, conditions being still near perfect for the 10’s. One or two had fallen by the wayside but had remained as observers, model yachting at it’s best!. During the early races Squire and the “Sea Skua” were almost unbeatable, the gap between him and Peter was building into a buffer large enough to take the Championship when Lady Luck deserted him. A collision, thought initially to have only knocked the rudder off centre, turned out to have loosened the servo/winch tray in Squire’s boat. Although a temporary repair was achieved between races, the effect of a variable neutral on rudder and slack sheets took the edge off the boat and Peter was quickly able to more than make up the deficit. Amore solid repair, carried out during the lunch break, brought back the lost performance and we were treated to an afternoon oftight racing to decide the eventual champion. The afternoon saw reduction to a single fleet with more gear failures, repeated attempts at “port starts’, in which | confess to being the prime participant, and more races than | can remember as our OOD went for his discard target. David Coode managed to drag back most of his losses from Saturday and made sure that Ken Collins could not relax in his third place. In the end Peter won by 10 points, but | don’t believe anybody knew the result for certain until the prizegiving. Overall, a great championship with virtually no arguments, plenty incidents, few protests and a good atmosphere. Well done Poole and thanks to all those who helped. Finally to those radio problems, no names because nobody is looking for excuses, but you may find this interesting. Several skippers complained of what is best described as a ‘‘dithering” rudder, never a winch. It happened to both 40 and 27 Meg(AM & FM), and it was intermittent. My own gear had been double checked and aligned in the boat, it was re-checked on arrival home and was found perfect. Confused?, | was, but just up the lane from the lake we found some commercial “Remote Controlled” boats of the pay and play variety, – | wonder if!!. Keith Partington. 1992 R10R NATIONAL CHAMPIONSHIPS RESULTS TABLE (After Discards) PLACE | ENTRANT DESIGN CLUB SAT.PLACE | SAT.SCORE FINAL SCORE 1 P.Wiles K.3095 No.2 Peken Poole 2 10.2 25.5 2 S.Kay K.3051 Top Cat Sea Skua Ashton 1 AT 35.2 3 K.Collins K.3086 Cedar Wind Cedar Wind Poole 3 28.2 96.9 4 D.Coode KZ.16 Spirit O.T.W. Airshaft Guildford 10 91.4 121.2 5 K.Partington K.3050 Akela Sea Skua Ashton 9 90 150.0 6 AChidley K.3092 Kitrinia Sea Skua Woodspring 8 87 205.0 7 B.Wiles K.3127 StickyFingers Gremlin Sedgemoor 4 33.7 241.3 8 M.Hounsell K.3015 Diva Anja Woodspring 6 49 253.7 9 R.Chadwick K.3093 Pullet Chicken Guildford 16 159 266.0 R.Owens K.3102 Saras Sampan Dare Dare Swanley 5 41.7 272.4 1 E.Crockford K.3033 Freezin Hot Freezin’ Hot Gosport ig 72 361.0 12 D.White K.3124 Deboni 2 Peken Poole 14 109 364.0 13 C.Jackson K.3130 Anja Anja 15 Woodspring 1 95 384.0 14 P.Smith K.3061 Silver Fern Dare Dare Poole 12 98 387.0 15 E.Abrey K.3007 Dinkum Karnol Woodspring 13 105 394.0 16 R.Burgess K.3126 Dolphin Peken Woodspring 15 117 406.0 10 | ; r YACHT | IYRU MY¥YRD MAJOR 1992 1993 1994 1995 1996 Australia S.Africa New York Rm World EVENTS. Sept. Feb/Mar. Rm Euro Jan. Fleetwood 30/4 May/June. Chicago Rm N.American August. R10r World Australia 6/15 Sept. R10 Euroa RA world Denmark 21/27 Aug. \Metre World \Metre Euro. France Cleveland 9/12 April. Nordic Finland Norway Sweden Denmark Iberian 29 OLIVER LEE YACHTS CHAPE! peers ee eee Tel. for all runs. Welcome. H OO. a aie Oo lightweight, popular classes. Quotations by a4 epoxy coated fins & rudders ‘One return offs’ post. or Trade Eliptical production is enquiries ere Boo 142g Tapered in section and profile edge. (Soz) 460mm x 110mm x 10mm max e115 200 RUDDER BLADE. Eliptical profile. From With s/s. stock From POSTAGE AND PACKING. Up to 4 fins 4 OF ENGLAND ABEL MODEL RACING £8.00] £3). 50 to 10 fins SUPPLIER £6.00] £5.007 Oo Ss 2 al Oj OS a =) “a I a 2 =; ol 6a Ss N es 8 Gd 29 oE o 2 ie 5 x a Hu £2 i a 06 = = a yo Ge “2 ine ES HH 5 = *? @ =m . ~ Ge a 5 =) nm aa 5 Q] LU 53 wo 0 a trailing oo. oO wh. oa oO Se oa MARBLEHEAD KEEL FIN. Tapered in section and profile Eliptical trailing edge. 610mm x 110mm x 10mm max Weight 213g (740z) £21.00 TUNY on Hu ONE METRE KEEL FIN. SOUTH em 782305 4~ieoe Bees Ae Examples:- Weight 0621 nao Fr O | LS Laminated, ROAD a im lu wo 0722 324677 = «4 KE ae :- YACHTS Petersfinger mt Road Salisbury SP5 3BY 1992 R36R NATIONAL CHAMPIONSHIPS. Hosted by the Market Bosworth club the 1992 R36R Nationals were held over the weekend of 4th./S5th. July. Gordon Sears and other members of the host club had done a fine job on the pre-arrangements with permission to take competitors vehicles onto the bank alongside the competition area featuring as anotable achievement. Frequent winner of the event over the last few years Peter Stollery, who had elected to give the rest of us a chance by serving as guest OOD, commented that preparation had been so good that all he had to do was organise the races, well done Market Bosworth!. Not surpringly Peter had elected to use the Stollery racing system which is gaining in popularity now that skippers are becoming more familiar with its workings. Saturday started with a good breeze which was to freshen as the day progressed, several skippers being thankful for the advice to bring small suits which was included with the entry package, | for one finished the day in my smallest rig. Seeding races were cleared quickly with each of the 26 entrants sailing in three races with the worst result being temporarily discarded. Roger Stollery, sailing Peter’s “Taxachun”, had a clean sheet, tying for first place with Squire Kay who discarded a hefty 14 points!. A short break whilst Peter prepared his three “Division Boards”, mustn’t call them fleets!, was followed by racing proper. Peter set a fairly long course with a couple of marks a good distance away dictated by wind direction. Judgement at such distance proved difficult for many of the skippers and several incidents occurred at these marks resulting in shouting matches and ignored collisions totally alien to the usual R36R environment. It is to the credit of our OOD, his first nationals in the position by the way, that he saw fit to correct this trend and stamp his authority on the meeting by reading the riot act when the occasion demanded it. Saturday’s racing closed after a total of 9 races with, after 1 discard, Roger Stollery leading on 17 points, Gordon Sears second on 23.1, and John Henningham third with 26.1. The majority of skippers, though by no means all, had bounced around the divisions during the course of the day. Many of us spent Saturday evening at a pre-arranged informal gathering at the local hostelry where excellent refreshment, some of it liquid!, helped calm frayed nerves from a hectic day. Sunday arrived with threatening sky, a strong breeze and a stiff dressing down for all from our OOD, “There will be NO repeats of yesterdays indiscretions, you will DO your turns or you WILL be disqualified”, or words to that effect, – nice one Peter!. The course had been re-set on a different part of the lake with a more open ~ aspect and better prospects for those difficult marks, we were also further away from the Windsurfers for whom the yachts appeared to have a magnetic 6, attraction on the Saturday, all looked well for a good days racing. Race 1 confirmed that the course was not quite so critical and as the day developed it became obvious that several skippers were trying very hard to challenge the overnight leader. Gordon Sears and Dave Mann managed to stay in “A” division all day, as did Squire Kay following promotion in his first race, Richard Aucott was really concentrating and was never out of the first five. Roger however had really got the bit between his teeth, he had an objective that few skippers appreciated, in spite of his prominent position in Model Yachting he had never before won a Radio Nationals event!, this was his opportunity to do so, and he has no intention of letting it siip away. Of the 12 races sailed on Sunday Roger won6 with his worst results being a couple of fourths, in spite of everyone else’s efforts he took the championship by a good margin. Richard Aucott’s excellent second place earned him the Rose Bowl, both were richly deserved. Most skippers had the occasional problem with strands of floating weed, sharp leading edges on foils and prognathous leads definitely contribute, we also suffered on both days with the Windsurfers coming in close, perhaps we should talk to them politely instead of yelling abuse!!. Other than that it was a great weekend, thanks to all concerned. Keith Partington. 1992 R36R NATIONAL CHAMPIONSHIPS RESULTS TABLE (After Discards) ENTRANT CLUB YACHT R Stolery Guildford Taxachun PR Aucett Woodspring GSears SAT.PLACE FINAL SCORE 170 m4 Deduction 480 2B MBosworth Pronto 221 768 OMam M Bosworth Deduction nO B47 SKay JJ Henningham Burgess Astton Mayesbrook Woodspring Ses Strimp 2 Deduction Deduction 620 261 5a7 e74 371 1127 K Partington Aston Sea Shmp i fi 660 1497 1 720 ‘A Austin M Hounset Gidod Woodspring Dedkxtion 1 SAT.SCORE ’ 700 1287 1S70 1670 Mayestrook 730 1920 Astton 537 1927 amo 770 280.0 2640 2870 2708 270 80 209.0 050 4400 THE FREIGHT TRAIN As mentioned earlier in this newsletter, | have recently put a new boat on the water. The use of the existing hulls from the old Runaway Train as floats, has lead to some interesting discoveries regarding the interaction of the boat weight, and the mode of capsize. First, a bit about the boat’s construction. The idea was simple enough. build a hull to go in between the old floats. | carved the desired shape from some pink flooring grade insulating foam, removed most of the middle, and then skinned the whole thing with 127 gsm glass cloth and epoxy resin. The resulting hull weighed in at about 1 1/4 lbs, which | considered acceptable. The wing is based on model aircraft construction methods. A white foam core ~suitably strengthened) skinned with 0.4mm plywood. Finally, and primarily to save time, | adapted the Runaway Train hulls and bolted them on to the wing to produce a tri. The results of the first few sails were very promising, The most outstanding improvement from the Cat was in the manouverability. The tri was able to turn as quickly as the monohulls, and to this day, hasn’t missed a tack. | believe that the reasons for this improvement are threefold;1 ) The reduced resistance to turning that the spread of a cats hulls cause. 2) The increased rocker that the centre hull of t hetrimaran configuration must inherently have to maintain sufficient displacement. Basic Body Section ‘- later the rocker wa increased to allow 7lb displacement. 3) The flat bottom sections of the new hull form. The new boat seemed quick and responsive, and had no vices in light and medium weather. However, on the first time | had a chance to drive the boat hard in a blow, a problem showed through. | found that It was really quite easy to sail the boat over her lee bow, when gn the wind. Offwind, reaching and running, no problem, the tailfoil held the boat level, but the beating (especially in the gusts) was a real balancing act. After deliberately driving the boat over, at close quarters a few times, | was able to see what was happening, but not to understand why. After much thought, and some more sailing | began to see what | thought was the problem. The one thing that | could not make the boat do, was to fly the centre hull. The moment that middle started to come up, the nose of the lee float dug in and the only way to keep the thing upright was to de- power and dump the rig. Not good. So, why couldn’t | lift the hull? As | mentioned before, the boat had been fitted with the old hulls from the Runaway Train to save time. | had stripped most of the gear out of them, but they still had things like centreboard cases and rudder tubes in place. As we all know, these bits collectively add up to a considerable weight, (usually about twice what you hope!) and the net result was that the floats each weighed about 1 1/2 Ibs. This of course put the overall boat weight up to in excess of 1 Ib over designed displacement. The net effect of this excess weight was to make the boat too stiff, in relation to the available buoyancy in the bow sections of the floats – the key to the problem. Let me explain my thinking. The boats capsize in two basic ways. Over the bows or over the side. The factor that controls which mode of capsize that you get is primarily the volume of buoyancy in the forward sections of the floats. With my heavy version of the Freight Train, the sequence of events was as follows. 1) Sailing along merrily, then gust hits. 2) Drive increases, causing the boat to try to tip over (initially sideways) 3) The weight of the boat holds the centre hull down, causing the increased drive to transfer to the float (rather than be absorbed by the action of lifting the centre hull) 4) The increased load drives the float under the water, and trips the boat up, over the nose. Watching this happen, | felt a remedy could be found via two different routes. 1 ) Increase the buoyancy in the bow or 2) reduce the boat weight. | was reluctant to re-design the float bow sections, being worried about the effect of “fat” bows on the hull resistance when the floats BR a) are being heavily immersed, so | elected to build new floats, concentrating on keeping the weight down. The result of this weight saving would be as follows (I hoped!) By reducing the weight of the boat, the centre hull would lift in the gusts, and start to bleed off power, before the loading on the float exceeded it’s buoyancy. In effect, the capsize tendency could be transferred from the over the nose scenario, to the much more controllable, over the side problem. The results of fitting the lighter floats proved that the theory was right. Instantly, the boats behaviour changed. The float diving problem simply went away, and the centre hull would be lifted easily in sufficient wind. In flat water and reasonably steady wind you couldn’t go wrong. Now, the excess power was being transferred into effort to lift the hull, and the load on the float was being supported without the nose going in. For me, this was a real breakthrough, | was now able to push the boat much harder than ever before, with the knowledge that in steady wind, | would get sufficient warning of any impending capsize. The “Fun factor” doubled! Of course we are not home and dry yet. | am currently working on the “impact capsize” that causes the boats to trip up instantly in very hard sharp gusts. The kind of gusts that don’t give you time to ease out (or for the centre hull to lift). | currently believe that the addition of buoyancy to the bows will not solve this one (nor bigger tailfoils) but believe that we need to provide dynamic lift well forward. Following this through, | have just fitted some “Bloodaxe” style anti-dive knuckles to the floats. At the Freight Train in tall rig (Old sail number time of writing they have yet to be used in anger. Has anyone else from Runaway Train) played about with this sort of thing? – let me know. Andy McCulloch 3 Axbridge Close, The Perrings, ‘Nailsea, Bristol BS19 2YN (h 0275 855209 w 0272 739090) 30 For Sale : Ch a | This column is intended for use by MYN subscribers to sell their boats, and such entries are free of charge. Last issue’s column was largely based on the listing kept by Graham Bantock when MYN ceased publication, and we are grateful for the efforts he has put into the listing, at no profit to Sails Etc, in an effort to circulate perfectly good second hand boats to new and keen owners!! MARBLEHEADS SIMPLET. Brand new partly built in Kevlar/Carbon. Hull, fin and rudder £75 Contact- David Coode 0483 860 246 SCAMP – “TOM BOMBADIL” N. 4242. Colour- grey. Hull Complete including lead. 4 conventional rigs. 27 MH radio and receiver. Just needs winch and servo £125 Phone. – Mic Chamberlain 0427/613859 Home. 0427/615628 Work. SLICK – “FLIRT” N 4750. 10 months old. Colour – green. Rigs. A + B Swing. Cl + 2 + 3 Shroudless conventional. All in excellent condition plus various sails. 40 MH radio, all batteries, winch and w/proof servo. All complete ready to go £850. Phone – Mic Chamberlain. 0427/613859 Home. 0427/615628 work. HUSH HUSH. Carbon Fibre with Kevlar. 6 rigs, 3 swing 3 shroudless, mostly Bantock. Without radio £625.. Phone – Dennis Gordon. 091 548 9833 ENIGMA- K4510 by Graham Bantock with six swing rings: carbon/kevlar/epoxy two fins, two leads, radio. All in immaculate order. Price negotiable. Contact – Nigel Fordyce, 17 Avon Place, Barnton, Edinburgh. Tel. 031 317 8304 PHEONIX. Designed by Frank Russell. Top Australian boat. Kevlar hull. Highly competitive boat. Hull, fin, lead, ruder and 3 suits of sails (no masts) £150 Phone. David Coode. 0483 860 246 STARDUST. by G. Draper. Almost brand new, excellent all round performance. Hull, fin, lead, rudder and 3 suits of sails (no masts). £150. Phone. David Coode 0483 860 246 STAR TEN. By P. Jahan, former world championship winning boat. Carbon Hull. Hull, fin, lead, rudder and 3 suits of sails (no masts). £150 Phone. David Coode 0483 860 246 “A*® CLASS VAPOUR TRAIL by A. Brewer. Very competitive boat. Glass hull moulding, part built. Fin and rudder £75 Phone David Coode 0483 860 246 ZIP Latest by A. Brewer. Glass hull and fin moulding £75 Phone. David Coode 0483 860 246. Any of David Coode’s boats can be supplied complete with masts,sails etc. 34 IYRU Worlds. Just in time to get the top results out to you with this is class worlds in New York. All 69 competitors got 23 races, and two courses were Unfortunately there were delays for protest hearings, a reports are of a very well run meeting. The top thirty finishers were; 1. G Bantock 79.2pts. 16 ¢ 2. Robert Wattam 3. Jon Elmaleh 4. Peter Stollery 95.5 95.7 104.4 17. D 18 J) 19 C 6. Chris Boisnault 7. Claes Lundin 8. Mike Weston 9. Torvald Klem 10. John Cleave 11 Martin Roberts 108.8 176.7 177.4 179.7 192.7 211.7 21 Jo 22 G 23 24 G 25 ie 26 £F 5. Janusz Walicki 104.4 20 W 12 Remi Bres 229.0 27 &F 13. 14 15 Wick Smith Roger Stollery Chris Lindholm 232.0 233.0 245.7 28 29 30. | | sue of the magazine, we have a report of the M run concurrently to speed up the meeting. nd some time was lost in the process, but first xeoff Smale 246.0 Niel Goodrich 276.4 De La Fuente hris Dicks ferner Gerhardt chen Weiss Kelter Jr if Neumann uy Lordat eon Taliac 288.0 309.0 3127 379.7 394.7 422.0 437.0 437.0 aniel Soane 447.0 ’W Simons K Shroeder > Crussely 1 Jefferson 476.0 478.0 482.7 487.7 WE LEAD THE FLEET FOR VALUE… Sails for all classes… — From multi-coloured to muiti-composite From Dacron to Kevlar From Stock sails to specials… wide range of fittings for most classes A comprehensive range of Pekabe blocks and fittings AVAILABLE NOW, the superb AIXTRA one of the fastest Marblehead designs in Europe (placed 2nd in the 1989 European championships) es Wiles Write for lists…enclosing S.A.E. to… SAILS 1 COURTENAY ROAD – POOLE – DORSET BH14 OHD ( ppJ) on rau PETER WILES 0202 744101 wyae) vs