Model Yachting: Sail and Power: Volume 6, Issue 66 – August-September 1950

I I.( se–, ( t“ ‘\ Sfif¥ AUGusT. – sEPTEmBER i950 Copyright 1950 C 0 N T E`>N.®T S RACING SCHEDULES HOW TO SET .THEM UP KID STUFF-EDITORIAL •l-ed Houk MODEL SPEED BOAT NEWS B9b Graham SOME THOUGHTS ON “A” CLASS DESIGN WHAT ABOUT TLt,E 5c,c. wioDELS S. S. Rabl M. Y. R. A. A. CONVENTION SEATTLE, WASHINGTON, SEPTEMBER 3RD Phi,ip Barr ‘ aseRE=RE:=T ~J`-` -‘ _r. Editor’s Notes Club Notes Price 25 Cents Entered as Second-class matter March 31st,1948, at the Post Office at Providence, R. I. Hditor6ceL nobel ti ckf,.tt9 SAIL AND POWER..: ‘,, Seantioh of the M. Y. R. A. A., to be hllJ at Seattle, `September 3rd, on`.Qapf t’i“e very important issues to be .`consiflered by the delegates will be the matter oi” supporting this magazine in the futur,i`. `.-`.–.., All St’at.es Publishing riouse, Inc. /.Owhers an.d Publishers PHILIP BARR, Editor It has been a herculean tf.sk for the publishers to bring the publicat:on up to Associate Editors a high standard, and we feel that the past twelve months of sustained improvemeiit merits the confidence of . DR. T. W. HOUK everyone i.1tereste.d in model yachting. The field is small. The few stalwarts Sail : 6019 51st Ave., N. E. who sincerely have the sport at heart anid have clone their best to carry the Seattle, Washington .load, deserve =i`om the ran’c and Power: 6 North East Ave. Baltimore, Maryland back; MR. ROBERT GRAHAM 1,2e?s€;t|%g;,S#e;.t AUG -SEP.1950 • \ No 66 SUBSCRIPTION RATES Domestic, Foreign, One One ` If this magazine is to continue its advancement, very definite action must be taken by the fraternity as a whole through the various clubs, and this action must be maintained through the secretaries of the clubs. To rely upon individual members doing their part is, unf ortunately, impossible. Too many “laggarids” pad the club rosters. They Contributing Editor Vol. VI fill something more than a verbal pat on the JMR. S. S. RABL Year …………………… $2.00 Year …………………….. $2.50 demand the most and give the least. The Clubs are in the best position to get real results. Why not each club underwrite a minimum annual co.ntribution through ADVERTISING RATES t:ie M. Y. R. A. A., toward subsidizing (Effective March 1, 1950) •„ the growth of the magazine? Throug`h benefit functions of various types, the required annual contribution would easily be obtained. How much? If each club would undertake to raise annually the sum Of $25.00, the magazine would. grow by leaps and bounds. To disabuse the minds of those who may conclude that the publishers desire to make a ‘fortune out of the magazine, let it here be stated that no such thing is remotely possible in view of the costs 1 Page, Sin’gle Edition ……………… S?0.00 1 Page, 12 Editions ……….. Each 18.00 % Page, Single Edition ……………. 11.00 I/2 Page,12 Editions …….. Eachl0.00 1/4 Page, Single Edition ……………. 6.50 1/4 Page, 12 Editions ……. 5.75 Each All cuts extra unless supplied. by advertiser. •} Copy must reach our office by 25th each month f or next issue. Terms: Check with order. ` THE M. Y. R. A. A. CONVEN,TION SEATTLE, WASHINGTON, SEPT. 3R`D “\ ‘Duiing t`he ‘forthcoming annual con- Address all communications to MODEL YACHTING MAGAZINE 92 Douglas Ave., Providence 8, R. 1. of publication today, and further, that the publication would have ended last January if the publishers had’ not been good sports and carried the load them- =J±_ -J-,-_– -‘ —–` _. ____ 2J selves so that tile fraternity could enjoy its continuance. The time is at an end for “words of praise” to suffice in paying the bills. We have do:1e our part. The proof is available for anyone to see. Now its up to the rank and file, plus the good faith of the clubs, to do a little performing. The convent:on will be the time and place to insure d“finite and positive action. What this convention will do in the matter will govern the future of this magazine. And we’re not kidding. What each Club ought to have is a man of the calibre of the national president, who knows how to “apply the needle” to get results. Even the stout heart of Dr. Houk has not been sufficient to move a large number of “laggards” into action to support a wholesome cause. A` competent and energetic leadership is severe,ly handicapped by human barnacles who have the “gimmics.” Dr. Houk and his fellow-officers deserve bet- ter consideration in the future than they have received in the past from . . . not a few . . . but the whole fraternity. Finis. The Editor. Khut9s Stuff! By TED HOUK Many model yachtsmen suffer from an unnecessary fear that th` ir activity will be considered juvenile by the public. They go to great lengths to explain how costly their yachts are and how difficult to design and bqild. Thus they widen the gap betwieen the boy and the man, some•times too wide to bridge over. ‘` Let us examine the facts in other sports. Big league baseball is a far cry from the baby who rolls the ball back and f orth to Daddy on the parlor rug. Yet this baby play is the beginning of major league ball playing. Nowhere does baseball create a division between juvenile and adult activity, but rather the child advances by easy stages from the tot with his big rubber ball to the King of “The Seven Ages of Man” has often been paraphrazed to apply to specific areas of human endeavor. At the risk of being trite, may we suggest the “Seven Ages” of a Model Yachtsman: I. The baby in the bathtub, who pushes his bar of soap around, making fcrry boat noises the while. 11. The toddler who tows his toy yacht along the pond`side with a string. Ill. The Cub-age boy who whittles a sailboat from a shingle, mounts a paper sail, and turns her loose to the mercy of a friendly breeze. IV. The teem-aged lad with two or three-foot sloop, complete with keel and Marconi rig. Many hours he has laboriously worked on his rna,sterpiece, and now she is sailing proudly on a reach across the bond. V. The young man with his well built and nationally registered speedster, waiting for the starter.s signal, “One and two, in the water!” VI. The middle-aged genius with his radio controlled scale model of a square rigger, ocean going tug or battleship. Now and then he sails his racing sloop to a National CThampionship. Perhaps he has written a book. VII. The Patriarch of Model Yachting. His sailing began at Prospect Park or ‘Frisco when he was in knee pants. Having gone through all these stages he sits as Judge in an International Championship. His advise is eagerly sought, his designs (he is still designing) built by everyone. His retirement hours are happily spent with his wide correspondence as a National Officer, his constant designing and building. He is a happy man indeed, and’ will never gi.ow old. Is there room in this progression for an unbridged gap? I should say not. When the uninf ormed spectator chides you about model yachting being kid’s stuff, agree with him quickly. “Sure, so is Baseball !” He will scratch his head. for a while and sheepishly answer, “I get your point.„ Swats. 3 Some Thoughts On then round up with the wind as the puff leaves her and coast high in the wind until the next puff reaches her. A boat with flat sails very close hauled often will be slow to adjust herself to a puff 66Al9′ a.ass Des5gro By TED Hu`JK Now that (war permitting) theie is to be a British challenge for the “Yachting Monthly Cup” in 1951 it behooves us ,to start preparing our defense. This defense falls und.er a number of headings, viz : (a) Hull and sail design. (b) Selection of defender. (c) Selection of pond. (d) Selection of officer of the day and race officials. (e) Organization of social and other committees to take care of the off pond arrangements. (f) Collection of funds to assist visitors and pay for other out,of-pocket expenses. Taking these up in detail. Hull and Sail Design: As the race will probably be held in the east at Boston, a consideration is to have some boats in the elimination race suitable to conditions at that or other eastern ponds. The outstanding wind condition to be expected is unsteady. – Practically all winds on the eastern seaboard are not constant in direction and back and veer thru angles of 45 up to 60 degrees so that skippers have to be on the alert at all times to select the right course to take advantage of these changes of directions, and translated into hull design this means having a boat that can adjust itself quickly in direction for all points of sailing except for reaching winds where steadiness is very much to be desired. The eastern coast winds also vary from day to day in strength so a boat has to sail well and be controllable in winds varying from one mile to 30 miles per hour with the bulk of the winds ranging from 3 to 10 miles per hour. In sailing to windward in a veering and will waste it by flapping too long and not get going until the puff is about over. Light displacement boats often adjust themselves quickly and. get going smartly but do not coast well thru the soft spots. A well adjusted gye is a “must” in these waters and many races are won on this alone. As the above mentioned conditiolis have prevailed since the “A” Formula has existed a study of the changing de-. signs thru the years should be instructive. It was first thought that a sail area of 2,000 square inches was necessary to drive an “A” hull largely because this area was scaled down from full size yachts, but the hulls with 45″ waterlines and 36 lbs. displacement were easily overdriven and became unmanageable except in very light wind.s so that progressively watcrlines were lengthened, weight was increased and sails reduced until a measure of stability in hull design was achieved when the 50-50 formula was evolved. This gave a boat of 50″ waterline, 50 lbs. displacement and a little over 1800 square inches of meas- ured sail area and many fine boats were evolved by this means, notably “COMANCHI,” designed by Fred Pigeon, built by Mr. a. E. Steinbrecher in 1933 and sailed by Tom Williams to victory in the National “A” races in 1941 and again in 1944. COMANCHI’S measurements are L. 0. A. 73.75, LWL. 49.875Q.B.L. 47.56”. Extreme beam 14.06″Displacement 47.875 lbs. and sail area of about 1775 square inches. Due to the public discussion of the design of America’s cup contenders the attention of designers was directed to the possible advantages of maximum water line lensths and maximum displacement and relatively small but efficient sail plans so that boats up to 56″ water lines with 66 1bs. displacement and winds of fluctuating strength, a boat should adjust itself quickly to each puff of wind`, get under weigh smartly and 4 only 1600 square inches of sail area were boats. These designs are worthy of close tried out. Such boats, if well designed studybeingfor fullkeel yachts withdeep and with effi3ient sail plans should be rudders. The dimen`sions are approxi\,inners if winds of from say 10 to 30 mately L. 0. A. 80”, L. W. L. 50 beam miles p`r hourcould be assured. As such 14”, displacement 501bs. Sail area `-,7iiids do not Prevail on most ponds a around` 1800 square inches and having r treat from this extreme had to be slightquarterbeampenalties. Inasense in_ade, and hulls of 53″ waterlines, 581bs. these designs were in two parts, one the dsplacement and a little over 1700 upper canoe body with very easy dis|uarc inches of sail area are proving agonals, anid L. W. L. beam almost the slccessful ira too much extremely light. same as maximum beam, the other part winds do not prevail. was the very thick garboard and keel. Designers observing the performance By this design the sailing lines were very of “X” class boats where long watersweet but the displacement was kept at 1 nes, light displacementandsmall butefnear maximum and also the sail area. ficient sail plans are`used, are wondering With so much displacement in the keel if this type of design would prove sucthe boat leans easily in light airs and due cessful for a “A” boat. Another pigeon to the lean freeboard sections she,settles d. sign throws some light on this question well in the water in a breeze and uses and that is the “Detroiter” built also by her long lines. The wr.ter designed his G. E. Steinbrecker in 1934, whose diArawalv alongtheselines evento using mensions are 0. A. 76.5″ L. W. L. 50.75”. the full rudder altho warned that others Beam on L. W. L. 14.09″, displacement had failed with this type of design. After 45 lbs. sail area 1606 square inches. a yearand a half of experience with this Detroiter. won the National “A” race in boat (her record:-Won E. Div. Race 1947 and 1948, and has |roved a good 1949 against Pigeon’s Ranger: Won Naall round boat. tional “A” race at B’oston in 1949; The problem of “A” boat design as Second in E. Div. “A” races in 1947 and the writer sees it is a six prong3d one, 1950), Shows that a well designed full first, how to get long sailing lines and rudder boat is not an impossibility. The yet rctain enough sail area to drive the advantages of this typ3 of design are, hull in light winids, second, how to dis_ 1St, better Wave pattern when.sailing on tribute the maximum displacement so as the wind and thus higher speed, 2n¢, a to get the maximum sail area while re.` Very maneuverable boat on the winid taining the long sailing lines. Third how Which gyes Perfectly and, 3d, a fast hull to keep the minimum wetted surface conoff wind. sistant with maximum displacement. The disad’vantages are,1st, too much Fourth how to keep the lateral plane to a friction in the steering mechanism cLnd reasonable relationship with the sail vane and this requires careful design, plan and`to provide a maneuverable boat. 2nd, a tendency to broach off the winid Fifth what is the most efficient sail plan in a strong breeze and, 3d, difficulty in taking into consideration the limit iri steering a straight course on a reachi=ig height of rig? And, sixth, how to design board.; this can be partly overcome by a hull that will lean easily in light winds using a centering rudder on the vane so that sails ,set properly and yet have but this creates difficulties if the boat enough reserve stability so that the hull ,`gets into dead air on the windwal.d side will sink in the water and use the ends of the pond where there is not enough and so gain sailing length in a breeze. wind to actuate the vane. The measureSometime ago, Mr. Francis Herrishoff, a ments of Arawa IV are L. 0. A. 83.3”, nephew of the famous ylcht designer, L. W. L. 53.05”, L. W. L. Beam 13.7j”, Nat Herrishoff interested Mr. 0lin displacement 571/; lbs. sail area 1681.8 Stephens in the design of some model square inches. Another type of des:gn 6 that has pl`oveid successful is exemplified by the “Ranger” and the writer’s Arawa Ill both are of the “round as an apple” mid-section type. The measurements of Arawa Ill are L .0. A. 81-L. W. L. 53.8″, L. W. L. beam 12.4″, displacement 56 lbs. and sail area 1624 square inches which are quite similar to Ranger’s. This type of design calls for a minimum displacement in the keel which is of the fin type and the rudder is deep and small with a skeg and placed at the extreme after end of the L. W. line. The rounded mid section.s and full ends makes for an easy leaning boat in light winds and good I.eserve stability for the heavy winds. With slightly less displacement the Ranger has easier diagonals and her end.s are carried out further than the Arawa Ill. To designers not acquainted with the Boston pool, a few words about the sailing conditions there might be of some help in visua)izing the problem of boat design to suit the conditions. The pool is about 1000 ft. long and 300 ft. wide with a rounded granite edging except for two sections of catwalks at each end. All pools with solid edges get very choppy at the leeward end in a breeze. One side of the pool is open to the Charles RIver, except for some occasional low planking the other side is backed up by six or seven storied buildings and rows of trees. The ends are obstructed by stone bridges well landscaped with trees. The result is that the best winds are from the north east or north west, which come diagonally up or down the pool from the Charles River. South east or south west winds are tricky and races are often won in these winds depending on which boat has the windward belth. A north wind gives a reach both ways but is seldom steady and it is almost impossible to reach the full length of the pool with a reaching jib and a boat which gets under the weather shore has a hard job to get away again. A south wind, I am told, is very fluky as there are gusts down each street between the houses and the wise skipper at all costs keeps on the leeward shore. The Boston club is going to lose their fine club house as a new roadway is to be built along the south side of the pool but they are to get a temporary hut until a permanent place can be built. The best winds are the north east and north west; next best the south east and south west, and due east and due west are sailable but in all of these kinds the •starting of an off wind boar.d presents a problem due to the bridges and planting at each end of the pool. The starting stations are on the catwalks beneath the arches of the end bridges and. the models start off with a good wind thru the arch but they quickly get into the eddies caused by the planting and pick up stray eddies which can cause all sorts of grief. Many times in fairly light winds one boat gets a start off wind thru the calm patch and is half way down the pond before the other boats get going. The device that this condition has developed is a light centering rudder on the stearing gear whereby light eddies do not affect the rudder and. the model coasts thru the calm patch with the way it gets from the starting blast thru the arch. A fairly heavy boat with long lines which will coast well is a good type for this point of sailing and as jibe’s are frequent in the broken wind, some skippers uise rubber bands or spiral springs to ensure that the mainsail and spinnaker are in opposite sides when the boat finally.gets into clear wind but this can prove a hard.ship if the sails get aback. As was intended when the writer titled this article, most of it is about “A” boat designs and the pool conditions affecting same. The other headings “b to f” inclusive are matters which only the executive committee of the M. Y. R. A. A. can rightly discuss and` decide, but one question it might be proper for the writer to raise is: are the times, place and arrangements I or the cup race subject to approval of the special committee appointed in England to control the racing for the Y. M. Cup? Rae6ng Schedwhes, How To Se. The..I. Up By TED HOUK Across the top place the numbers 1, 2, 3, 4, 5, etc., leaving the middle number in the right hand column, known as the “bye” column, like this: bye 12345 Hurried attempts by race officials to set up equitable racing schedules at the start of a regatta often end with a hopeless snarl. Most officials arm themselves with a copy of the admirable Standard Starting Schedules arranged by Chas. Farley. In the absence of these starting schedules however, an official can set up almost any kind. of a schedule by symetrical juggling. It has long been traditional in Model Yachting that each yacht must meet each other yacht at least once. Elimination races leave skippers disappointed because of the short participation time of those eliminated early. On the other hand long drawn out races in which the under dog must compete to the bitter end, are ted`ious to the tail-ender. Given adequate wind, a round of twelve races or 24 boards can be completed in 5 or 6 hours of racing, with time out for lunch. This means that up to 13 yachts can compete a round in one day, sailing in pairs. Given a breeze 2 3 Etc. Leaving the middle number alone in the bye column, fill in the remaining numbers from right to left, pairing them up with the numbers already whtten : 19 28 3 7 4 6 5 bye 2 3 Etc. The first line will constitute the pairs that will sail in the first race. The yacht in the bye column sits it out. In a like manner complete the second line, starting with 2 and adding the numbers 3, 4, etc. from left to right. This will constitute the second race. After coming to the highest number in the series and finding more spaces to fill, carry on with number 1. In the case of 9 yachts the second` race would be as follows: 2 3 4 5 6 from left to right, and 7, 8, 9, 1 from right to left. The schedule so far is like this: bye yachts can complete a round in a day. 19 2 8 3 7 4 6 5 When more than 13 yachts show up it 21 3 9 4 8 5 7 6 is ad’visable to sail in threes, f ours or 3 fives, unless two or three days racing Etc. time are available. Having decided The schedule is completed, following whether to sail in twos, threes or fours the schedule may be set up by the follow- this same pattern, remembering that number 1 always follows the last number. ing methods: ODD NUMBER OF YACHTS, BY TWOS See if you can follow the pattern through Suppose you wish to set up a nine this whole schedule for nine yachts. 9 yacht schedule. Down the left side of a races complete the round. page place the numbers: 1, 2, 3, 4, 5, Oof 12 to 15 M. P. H. as many as 16 etc., like this: 1 2 3 4 5 E,c. In a race with odd numbered yachts in pairs, the first number called can have the choice of positions at the start of the first board, the second number called may have the choice on each return board. EVEN NUMBER OF YACHTS, BY TWOS Start by placing a column of number 1’s down the left side of the page, matched up with numbers 2, 3, 4, etc. like this: 12 13 14 15 Etc. In the first line add half of the remaiming numbers from left to right, like this : 12 13 3 4 5 Etc. There is no bye column. Work back from right to left, the remaining numbers, 6, 7, 8, thusly: 12 8 3 7 4 6 5 13 Etc. The second line follows the same pattern, except that number 2 always follows the last number, like this: 7, 8, 2, 3, etc. 12 13 14 15 16 17 18 8 2 3 4 5 6 7 3 4 5 6 7 8 2 7 8 2 3 4 5 6 4 5 6 7 8 2 3 6 7 8 2 3 4 5 5 6 7 8 2 3 4 Read the above schedule through, from left to right and doubling back from right to left and see if you can I ollow the pattern thruout. Now try to set up schedules for odd and even numbered pairs on paper, from memory of the system. In the even numbered series it is futile to arrange the schedule so that each yacht has the same number of choices of position, and this had better be left to the flip of a coin. (To be c6`ntinued.) a Dalle Courutg Parle Deapar.oni.eact Mr. Ted Houk, President Model Yacht Racing Association Seattle, Washington Dear Mr. Houk:The Dade County Park Department is desirous of reviving its prpgram of model yacht racing in the various county barks and we wonider if you can forward us leaflets, rules and regulations or any other literature you might have. It is our plan to start an extensive drive to encourage particip’ation in this activity with the ultiinate goal of establishing a pcrmanent club house in one of our major parks. Needless to write the above requested information will be greatly appreciated. Sincerely yours, (Signed) Jerry Donovan, Dii.ector of Activities. Rae8ng News Sonro Franc6sco Bonap Areon National A Class Championship race held at Belle Isle Pool Detroit, Mich., July 2nd, 1950. Five boats appeared at the pool, but due to some rudder difficulty, Skipper Topping withdrew. With only 4 entries left, it was decided to sail 2 rounds and finish in one day. A fresh South West wind of about 25 in:les made a perfect beat and run in the B’elle Isle Pool. Bertha Ill Det. MYC. Clarence Schaitberger 11 Clynder Cadillac MYC W. W. J. , Detroit MYC Bertha 11 Cadillac MYC 12 23 Archie Arroll 10 13 23 Walter Foote 202 Carl Lukey 7512 Arrol’s Clynder and Scaitberger’s Bertha Ill being tied with 23 points each, a windward board was sailed and Charence Scaitberger was the winner. George Steinbrecker, Sr. was Regatta Chairman; Ed Phillips and Vic VanCeulebroeck starters; Mrs. A. J. Fisher, scorer. The Committee had looked for some visiting Model Yachtsmen in this race and regretted their absence, as it was a grand, bright sunny day with lots of wind. for A boats. Even Detroit should have turned out more A boats for a National Race, but this is the sorry conditions of A racing in this area or all model yacht racing. A. J. Fisher, OOD. Season Race, M Class of the S. F. M. Y. C. which was postponed from the sche- duled date of June 25 to July 2, brought out a field of six competitors to enjoy some typical Calif ornia Summer weather, marked by warm sunshine and a light but steady 12 knot Westerly breeze. Hundreds of interested spectators lined the banks of the lake watching the duels provided by the different pairs of racing craft, and this day’s event marked the initial racing debut of Mr. Bunce’s new M of Cheerio Ill design and Mr. Zapata’s new creation of his own design, both of which pe`rf ormed very creditably and will no doubt be heard from in the future events of the popular M Class. Results for the day were : Boat Amow Bobkat Apache Cheerio 3 Undine ……………. Number skipper 26 Schmidt 6 Tofte 726 0 49 1 Score Gallagher Bunce Pearsall 21 pts. 19 pts. 17 pts. 17pts. 15 pts. Zapata 15 pts. The Virgil Cup race which is an annual event open to boats in the X Cnass was sailed off in a good 12 to 15 knot Westerly breeze on July 9. Nine boats were entered in this race, but Chester Curry’s Anna, No. 27 suffered the loss of his main traveler in a collision, caus- ing his withdrawal from the race. Last year’s winner, the Mad Bob, flagship of Commodore Moyes, repeated his previous success, scoring another win on this cup. E]apere*t Model ¥aeht Results : C’eeb Boat Mad Bob Rena Number skipper 9 11 Moyes Lyon Bumble Bee 6 T.fte Duet 5 Haxton Diane 40 Pearsall Flying cloud 26 Schmidt Viking . 66 Bothner Melanie 24 Gallagher Score 31 pts. 29pts. 29 pts. 25 pts. 22 pts. 21pts. 21 pts. 19 pts. The present season has been marked a noticeable decline in interest, or at least a considerable falling off in the Sunday forenoon activities of the Power By a. 0. DAVIS Things are 16oking up for the-Everett Club this season. `Twould appear to the trained eye that the local group is growing into a hale and hearty club. Several events have come to pass during the month of July. The local papper carried a bold faced headline on the sport page, “EVERETT MAN TAKES HONORS IN PORTLAND OREGON”. (yes we have the Boat Division of the S. F. M. Y. C. It local rag on our side too). Six of the is reported that Heine Free, one of the Everett members teamed up and tramsmost active proponents of power boat ported two marbleheads to Portland for activity has been sojourning in the East Oregons first North West Assn. regatta. for some time, and Vice-Com. Ed De- The Everett brought home a first and Gear, the wheel horse of the purely a third and all of the hardware in sight. speed boats flying around the magic The Blackmore Cup went to the winner circle in previous seasons, has been com- plus a handsome permanent trophy given mitted to other interests. The report by the Oregon club. These were the is that Ed is building a full size speedster first trophies ever won by the Everett for deep waters of the Bay. Club and we feel very happy about it even if we must split the honors with Following the convel.sion of Frank T. W. Houk our National President. Schmidt’s Vex into the DX Class, since Why? Well you see the cup was won when the boat is very seldom seen in by an Everett man with a Seattle Boat. action under her radio control, interest Dr. T. W. HOUK and family were there in this form of control shows a percep- with two boats and only three sound tible lag in these parts. A report said legs to use in sailing them. Dr. Houk to have originated in the East has it having just recently emerged from the that the apparatus required I or opera- hospital where he underwent a knee tion in the Citizen’s Band is said to be operation and sampled’ the fare of some available at the cheap (?) cost of $400, of his patients. The upshot of it was if true, makes the further conversions that he offered a. 0. Davis of the to radio control highly improbable. Everett Club his “Helene” to sail in the race. So Davis took the fifty thouNow that the unprecedented series of sand dollars and `by crackie’ he won the victories of winnings in the X Class by Blackmore Cup with it. Remington one boat seems to continue with u`nAdams of the Everett group placed broken regularity, it begins to appear third with the .`Canvas Back” a slack that further healthy competition in this bilge double ended hull of his own declass can only be expected under some sign that is proving fast. form of handicapping. Otherwise, a slump in X Class events seems probable. Event number two. The Everett club the ninth day of July took delivery for the Pacific North West Assn. of a G. a. Gallagher 1® lovely gold cup to be raced for by class A boats that was donated by the junior member of a business firm in our fair city. The Attwell C`onstruction Co. Hurrah! for our side. Event number three. Everett is to have another trophy this month. A highpoint trophy to be awarded to the Everett Skipper who amasses the highest number of points during club races for the season. This trophy is given by C. 0. Davis of the Everett Club and he won it in Portland Oregon July second this year. Can anyone think of a good reason for stashing away on a closet shelf, a perfectly good trophy? course? We have an electric timer available too but most of the time we are too lazy to plug it in to an electric outlet. Our club has more than its share of eccentric members-but we have a whale of a good time in our meetings and at our races. It is a fact that none of us can gue;s what the others might come up with next in the way of an idea or a gidget to improve a gadget that came to another of our skippers head during a nightmare. Well so it goes in the Everett Club. We wonder what happens in the other clubs around the nation? Event number four. The banks and merchants in Everett are providing us with good advertising by giving us space in their show windows for display of our yachts and the six beautiful cups that we race for in this area. In this way we are able to effectively advert:se our coming races, to the public. Event number five. A new irinovation. The appearance or should we say, disappearance among skiff racing clubs of the sinking bouys. The Everett. Club is not any more lazy than any other club. The only difference is that we did something about it. No one it has seemed in the past, has been able to get to our sailing waters on regatta days soon enough to set the bouys out. Starting time for the races have repeatedly rolled around and found the bouys not yet set thereby delaying the start of the race. Starting in the month of July we no longer have that problem. When the race is ready to start and the contestants are on the starting line the 0. D. merely bellows over the loud speaker system, “Boys release the Bouys!” And. presto, the boys release the hand lines at the dock and up from the depths of the lake pop the bouys in a predetermined spot that give us a triangular course just three eights of a mile around. Isn’t that just a dandy set up for timing a yacht around the See the next Issue fol. (he ANSWER 1`1 Bditowls Notes With the Korean crisis mounting daily, and news out of Washington indicating that economic controls will be When the whole human race will learn the rules of good sportmanship and will dilligently live by them, proba- bly the Supreme Being will have a greatpassed by the congress, publications are threatened as to future availability o£ paper. er opportunity to insure “peace on earth, good will toward men.” We shall do our best to com- When a player in a game of sport bat this difficulty when confronted with fails to abidie by the rules, he invokes it. penalties upon himself, and often is Our subscribers may be requested banished from the fold. to bear with us in having to use what- When a nation fails to observe the laws of world society, ever type and quality of paper may be the same action should be applied to it forced upon us. by other nations, and knowing the penalty to follow, perhaps, a United Nations Organization would function with great- er facility than at present. Should we be subjected to “an all out” mobilization, let us hope that all out. sports may not be paralyzed.. This magazine does not intend to en- gage in political discussions, but it does Dur. believe in the preservation of the Ameri- ing World War 11 we had sports some- can way of life, and any interference what curtailed, but not entirely elimina- with that way of life, merits notice even ted May the present and future situa- in the pages of a sporting publication. tion of our defense requirements be no The sooner all of us close ranks, and more and no unite in the common purpose before us, less demanding of us. However, if home defenses require that the earlier we will dispose of interfer- all of us put pleasures aside, we can ences with our serving God and country. take it in our stride and do a fine job A goodsportsman should subscribe 100% at it. to this observation. 12 Model Power Boating 4gr. 9/.9. gR% Wfoout A®oeef tfoe theoretically, it would weight only one. 5 ‘ C.C. jIToC!els? :]#ho::.:::hptrh°t:ttyfeo.u]dwE:I;ew:ig:::8 By S. S. RABL surfaces which were a quarter as big and if you do some figuring you will find Long before the airplane ever flew, that the load per square inch of planing mathematicians proved withtheirfigures surface would be only half that of the if it ever did fly that it would be so parent model. Thus by reducing the tiny that only a watchmaker could build size we have also reduced the weight it. They were wrong! Behind their on the I)laning surfaces. By reduciiig calculations there was a th.eory which is the load per square inch on the planing a proven one in the science of mathesurfaces we decrease -their resistance. i`ilatics’ an.I physics. By their theories But what are we driving at? Just this; shoulid we construct a blame twice as big IT IS THEORETICALLY POSSIBLE it would weigh eight times as much TO GET AS MUCH SPEED OUT OF A while only having four times the area. SMALL HULL WITH A GREAT RELetusinvestigatethis. Takeaoneinch DUCTION IN THE POWER REsquare. It contains only one square inch QUIRED. in its area. Double it on each Side, and Let us look at some concrete examples. it contains four square inches. (2”X2”). Let us take the large man carrying hyIf we take a one inch cube and double dros. Why, for instance can a 225 cu. its linear dimensions making them 2″ in. boat do seventy on four hundreid we have 8 cubic inches within its boundhorsepower, while it takes a 1500 H. P. aries where only one had existed be,fore. Al|ison to make a Gold Cupper do better If I remember the law rightly a Plane than a hundred? It is also on record increases as the square of its linear dithat some outboards have beaten some mensions while a soliid increases as the two-twenty-fives. There just “ain’t” no cube of its linear dimensions. Thus justice in a big motor. The model airmathematically the airplane Was implane boys are getting hep to this fact. possible. |f you don’t believe this, look at the price It is a poor I.ule that does not work reductions on the point sixty mills. The both ways. If we were to build a hull speed of the Thimbledrome and the Midonly half as big as one for a 10cc motor, get race cars and their, popularity is 13 another good proof o`f this fact. In our own game, it was not a big 35cc but a ten that has passed the eighty mark. Well! what about five see-sees? I know the first objection comes from these overworked heroes of any model Hydro meet, the race committee. I personally can’t very well blame them. With the existing classes they start early on the morning of any meet and it is five b’clock before all the records are straight and the trophies distributed to a crowd of fans who are anxious to jump in their i[;::.ersN::do:e:tsfetpefr::et::::s!nati:: these little puddle jumpers race against the “E” boats but record them at five See-sees. If they become numerous the I. M. P. 8. A. will set up a seperate class for them. Personally I am foolish enough to think that I could build one of these here “petit bateaux” and give some of the “E” boats a good rubbing. Down in my shop I have two of the little mills that are plenty hot, one a Mccoy and the 1tl` other a Dooling, and if the old Simon Legree of a skipper of this here magazine ever stops beating on mah haid with a belaying pin to the accompaniment of “More copy-more copy” this Little Eva agoin to make me one. What will the ultimate half pint hydro be? THAT is any bodies guess but.we can not make it just half the size of an “E.” Certain barriers prevent this. While we have seen some “E” hulls only seventeen inches long, it is my own opinion that this is about the minimum of length for longitudinal stability in any model power boat. We can not halve the size of our structural members either. There are certain minimum sizes with which we can work. As an instance of this, we may use a quarter inch square stringers in a 10cc hull but three-sixteenth inch material is about the minimum through which we can put fastenings. Some of you experts may be able to use oneeighth square stock and cement the planking to it using a lil pin here and there but then you are an expert (which all of us are not). In the matter of planking, again a sixteenth is as thin as we can get it and that is about as thin a5 we can go for strength even on a 5cc boat. Even with these difficulties I can f orsee a hull that will not weigh a half pound all told. As I have often remarked before, horsepower is only so much weight moved so fast in so many minutes. If we reduce the weight we can reduce the H. P. for the same speed. The little hydro in the sketch is my id.ea of what a 5cc boat should be. The motor should be a hot one, the choice is yours. There is a faint possibility that at extreme speeds that she may fly; this may be cured by widening the stem. It may be possible to keep her sides parallel aft of the front bulkhead and set the shaft in an enclosed alley or to use a small strut under her transom. Then again the hull may be built as is and if there is a tendency to fly, it will be an easy in.atter to cement some one quartel` inch balsa fins in a horizontal position to add area to her tail. Where there is a will there is a thousand and one ways. Well! Hows about it fellas? Who is going to be the first to p€ass sixty with 5cc – or do I have to do it? and won first with a best speed of 53.19 in. p. h. Jack also won second with his class D boat. Bob Graham won first in class D. His best speed was 64.47 in.p.h. Bob also won third in class C. Second in class C was won by Howard Manderville and third in class D went to his brother Fred, Jim Hutchinson won second in class E. All the above are from New York. Ben Kaufman of Philadelphia boosted his own Eastern class A record by taking first at 61.89 in. p. h. His brother Herman took first in class C. His best speed was 63.03 in. p. h. Roy Buress of Baltimore won first in class E at 66.18 in. p. h. Roy has some ideas on stability control that the other boys are watching with interest. Third in class E was taken by White of Philadelphia and from the same club, Joe Hempl3 took third in class A. Joe Sparr of Baltimore won second in class A. Among the missing at this race were the Richmond boys and Kalfus and Parohl from the New York club. On June 25th the Baltimore Model Power Boat Club held a race at Patterson Park, with twenty-six entries. There were three new Eastern Circuit recor.ds made. Ben Kaufman of Philad.elphia raised his own record to 63.92 and won first in class A. Only five to go, Ben, for a world record. Ray Seavey of Philadelphia set a class D Eastern record at 74.26 in. p. h. However, he only took third place in points. W. Macwilliar!is of Philad’elphia set a new Eastern class E record with a new boat doing 74.75 in. p. h. He too, only won third place in points. The Eastern Circuit races are Model Speed Boat News By 8.08 GRAHAM The first race of the season in the east was held on May 21st at Gustine Lake, Fairmount Park by the Philadelrun on the Hawiian Club point system, phia Model Power Boat Club. There with onepointpermile perhour. Three were twenty-six entries representing heats are run and the pointstotaled. Thus Baltimore, Philadelphia and New York. the boys work for consistency as well as The boys had a pleasant surprise when high speed. Joe Sparr of Baltimore took they saw the sun shining. For some years second in class A and Andy Balling of back it has rained on the day of the the same club won first in class 8 with Philadelphiarace. TheNewYork Mod.el his steam boat at 12.6 in. p. h. Now Knights cleaned up, taking seven out of d`on’t laugh at that speed, Bob Graham the thirteen trophies awarded. Jack made lower with his usually fast class D Thorp was the only entrant in class 8 boat. This was 7.5 in. p. h. and everyone 16 wundered how the boat kept the line tight at that snails pace. I blamed the engine but since have found the strut back plate had dug into the transom and changed` the thrust angle. The moral is “always use a metal plate on both sides of the transom.” Well, let’s get back to the winners. Herman Kaufman of Philadelphia won first in class C with 64.10 in. p. h. Second went to Howard Mlndervill3 of New York and third to Max Biederman of the same club. Jack Thorp of New York took first in class D with 54.48 in. p. h. Balling drove out from Baltimore but only as a spectator, (to look at Mike Succarde’s steam boats). Mike had trouble and only made one run at 40 in. p. h. In class A gas ‘neither Terry nor Rodenheiser were able to complete a run. In class 8 Chuch Watkins of Chicago won first at 55.55 in. p. h. Second went to Bob Palmer of Chicago and third to Barney Kiewi3z of Detroit. In class C the only entry was Jim MacGregor of Toronto and he won at 62.06 in. p. h. Class D was won by Bob Palmer of Chicago at 74.07 in. p. h. Second went to Lou Toutant of Detroit and third to Second and third in class D went to Lou Darlington and Ray Seavey of the Philadelphia club. C. White of the same Joe May of Detroit. AI CThiavarini of Detroit won first in class E with 68.18 in. p. h. Second club won first in class E at 59.84 in.p.h. Second went to Jim Hutchinson of the New York club. Gloplugs are being used more and more, among the users are Seavey, Macwilliams, Biederman, Thorp, Hutchinson and others. The Detroit Model Power Boat Club had’ twenty-five entries at their two day race at Belle Isle on July lst and 2nd. The weather was good until the end of the second day’s racing, when a heavy downpour nearly washed away the men as well as the lady timers. No records were made and 74.07 was the best speed recorded. Entrants were present from Chicago, Toronto and Detroit. Andy went to W. King of Toronto and third to L. Giesler of Detroit. On the second day the Mack Park Trophy Race was run. By this time it was noticed that a duel had evolved between Lou Toutant and Bob Palmer. In the first day’s racing, Bob was only one mile per hour ahead of Lou in each heat. Bob won the Mack Park Trophy with 73.17 in. p. h. over Lou’s 69.23. Then in the final High Speed Trophy Race Bob again nosed out Lou to win with 73.77 over Lou’s 72 in. p. h. Bob was the champ of the race with three firsts (with his class D boat) and a second with his 8 job. ===T==E==?===?=-==========:E=i?:T:¥:T:i) MOI)EL YACHT FITHINGS C°m8:::S::S5°or.8Soe8,a::#e:::,£nx8.St[]ans:]uadn£:8cYa::’eATyMP:ds::.erfn8 BLUEPRINTS SUNKISS 50-800 SLIDING RIG CHEERIO 3 CHEERIO 2 KILTIE. 6-Meter 50-800 50-800 A. R. Las§el ¢`2.00 A. R. Lassel 1.00 i:h¥ :i::: :::: BOSTONIA . 7- aass A John Black 5.00 I Send 25c for 40 Page Illustrated Catalog of Ship and Yacht Model Fittings. A. J. FISHHIt |002 Etowah Avenue Royal ®ak9 Michigan 1, His 1} boat was powered (as were all the 8 boats competing) with a 30 c. c. two-cycle engine with disc rotary valve. The class C entry was a 15 c. c. two cycle with gloplug. In class D and E, Hornet and Dooling 10 c. c. engines were used, except Eddington of Toronto. His boat was powered with a Mccoy 49 which made a good showing at 58 in. p. h. The Toronto boys were all using a hull similiar to that pictured in the June-July issue of Purvis’ boat. The propeller shafts totally enclosed in a wooded skeg or deadwood. Barney Kiewi3z of Detroit is still using his inboard-outboard drive in his class 8 boat. This has a long shaft from engine inside the boat to a strut with two sets of bevel gears. Scott and Matthews of Chicago were using 30 c. c. four cycle engines in class 8 boats. phia, Chicago, Detroit, Toronto, and Switzerland clubs also Mr. Stone of England. Dr. Budd and Mr. Pool of Texas and Mr. Giesler of Michigan. The Durban, South Africa and Paris, France clubs expect to join so’on. Gems Suzor of the Paris club is experimenting with a class D hull with only one pontoon. The boat is powered with his home made 10 c. c. engine. Jonet and Devauze of the Paris club are trying twin pontoon type hulls and have clocked 60 and 65 in. p. h. respectively. Pierre Chevrot of the Geneva, Switzerland club writes that the members are unhappy over the fact that they now must use silencers. The boats do not run as good but they are working hard to overcome this handicap. The ladies of the club took care of the timing and also fed the hungry contestants at both days of racing. A meeting of the International Ass’n was held on the night of July lst which will be reported by Barney Kiewicz. Iuterrmt€oaeeck M odel Power Boon. Assocaataoro Minutes of the lst Meeting of the International Model Power Boat Assn. G. A. R. Building, Detroit Michigan, George H. Stone of Englan.J writes U. S. A. that he is running, with the Derby, club, July 1, 1950 an International regatta on Aug. 12th Meeting opened at 8:50 P. M. by Actand 13th. The Swiss and French boys ing Chairman 8. F. Kiewicz. will be over to compete for the HispanoFinancial Status : Suiza and Ford cups. The rules of the Receipts………………$26.25 International Ass’n will be used and over Printing …………. „… 13.55 forty entries are expected. George has been tuning his boats and in trial runs Balance………………$12.70 has clocked 79 in. p. h. with “Lady Babs Nominations opened for Officers. 2.„ 8. Kiewicz nominated by H. Scott Mr. Paul Coleman, 18 Beach Hurst Marine Parade, Durban Natal, South Africa writes that he would like plans for a twin pontoon hull and also a jet boat. If anyone can help write direct to him. He is in a club of about six men who are working hard to make some progress. They are using 10 c. c. engines. ( Chicago ) . R. Graham (Jersey City) made motion, seconded by H. Scott that present acting officers be nominated for group election. Motion was voted and carried unanimously. i. e. Chairman: Bernard Kiewicz (Detroit) Board of Directors: James MacGregor The International Model Power Boat Toronto Ontario, Canada Association now has the following menRobert Graham, bership : New York, Baltimore, Philad’elJersey city, New Jersey 1, Howard Scott, Chicago, Illinois Charles Baxmann (Detroit) made motion that terms of Directors be 3, 2, 1 years respectively in order of their listing in Constitut`ion, and above. Motion was voted and carried unanimously. Discussion of representation by foreign clubs. Motion by Charles Baxman that each foreign country with 4 or more members have a member appointed by that group as the official local representative of the I. M. P. 8. A. Seconded by J. MacGregor. Motion carried unanimously. Motion by Louis Toutant (Detroit) that all existing records as officially recognized by the local member clubs at the time of running be accepted by the I. M. P. 8. A. as existing official I.ecords. point. Eliminate Section E. Seconded by C’. Baxmann. Carried unanimously. Major discussion on line time starting with first pull of cord. But no not-ion f or change was made since no flagrant or international violation has been noted to date. Joint motion by J. King and C. Baxmann that all notices of records be postmarked or mailed to the I. M. P. 8. A. within 10 days of the date of running. Seconded by J. MacGregor. rie.I unanimously. Motion car- It was decided that the Chairman will notify the membership whenever a new record is established. Discussion oI” “Stock engines, accessories and replacement parts” wias brought up by L. Toutant. Does stock manufacturer refer only to the specific manufacturer of the engine. Motion by L. Toutant to eliminate Class E if A-Gas, Rupert Terry, Detroit, “hopped up” parts that are commercially 68.87 M. P. H., Sept. 14, 1947 available are to be eligible for Class E. A-Steam, Michael Succards, Detroit, 66.83 M. P. H., Aug. 3, 1947 Motion withd.rawn to allow for clarificaB’-Gas, Edmund Kalfus, Poughkeepsie, tion of the rules. The Chairman has requested the Board N. Y., 80.36 M. P. H., Sept. 12, 1948 C-Gas, Herman Kaufman, Philadelphia, of Directors to determine what specific Pa., 64.65 M. P .H., Sept. 25, 1949 -:]arts are available from the manufacThese would be: D-Gas, Robert Palmer, Chicago, Ill. turers for use on their motors. It was suggested that direct communication be E-Gas, Robert Purvis, Toronto, Ont., made with the individ.ual motor manuMeeting adjourned by the 81.44 M. P. H., July 3, 1949 _`acturers. Chairman in favor of the last years rac78.97 M. P. H., Sept.19,1948 ing movies. Seconded by R. Johnson (Toronto). MoJOHN R. MATTHEWS, tion carried unanimously. Discussion on Temporary Secl.etary. allowable “Line time” brought up by R. Graham the clubs he represents voting some maximum limit set in the I. M. P. 8. A. rules. The following were present at the Motion by R. Graham to rewrite Article 2, Section 5 of Racing Rules that first IMPBA meeting: TORONTO: maximum line time be 5 minutes. M. Spear, J. King, R. Johnson, S. Ford Seconded by J. King (Toronto). Motion 8. King, D. Eddington, J. MacGregor. carried 14 to 1. Discussion on Section 5, Article 4C, NEW YORK: 8. Graham. D, E, by R. Graham. CHICAGO: Motion by R. Graham that restarts be H. Scott, R. Matthews, R. Palmer, G. permitted at any time within the conSienkiewicz C. Watkins. testants line time providing that official timng has not been completed, and that DETROIT: L. Toutant, C. Baxmann, 8. Kiewicz. all restarts be from the orginal starting •18 I-ou Toutant of the Detroit Club with his C]a8B D, Second place winner of the Detroit Regatta. His speed was 73.17 M. P.11. Herman Kaufman of Philadelphia. with his Class C, HRST PLAcrj winner at the Baltimore Race at 64.10 M. P. H. Engine iB a Hornet with the cylinder -bored out. Also FIRST PLACE winner at riay Philadelphia Race with 68.08 M. P..H. Ray Seavey of the Philadelphia Club wbo won third place at the Baltimore Race in Class D. He set a new record for the East with 74.26 M. P. H. Ben Kaufman of Philadelphia with his Class A, FIRST PI.ACE winner at the Baltimore Race at 63.92 M. P. H. Strut made by Barney Kiewicz of Detroit. A long shaft inside boat connects to engine. Strut unit has two sets of bevel gears. Boat Engine i8 Home-made, two-cyc)e,and his is a new Eastern Circuit C]as8 A Record. i8 Class 8, powered by home-made 30e.a. twocycle and has made 73 M. P. H. Philadelphia Race at 61.89 M. P. H. 1} Ben also won FIRST PLACE at the Mafy STRO’fi.GER. 2434 N.W. PORTLAND. BERT KEARNEY ST. OREGON 8 ANNUAL CONVENTION Model Yacht Racing Association of America .®%+Seattle, Washington September 3, 1950 \ Ad,erti-bt