The Model Maker: Volume 17, Issue 5 – February, 1940

Volume 17 THE COMMODORE’S CORNER Presentation and discussion of technical and theoretical subjects related to model yachting will be the feature of this department. Material intended for publication should be addressed to “The Commodore’s Corner,” care of THE MopsE.MAKER. Constructive criticism of articles and plans are invited. All such, however, must be free from rancor or personalities. Vane Steering for Model Yachts in Pond and Open Water Sailing. “California Tailfeather,” or steering vane. vane, the present highly developed California vane, or “Tailfeather,” and others. To operate a vane gear, follow these simple directions: (1) Point the boat toward the course you wish it to follow; (2) set the sails correctly; BY THEODORE W. HOUK. Bading CRuonet Gf the Gane cane Bie “Geparience ~ its practical. pe pital McCoy] to his HE vane steering gear article, is and may be bringing rapid changes in model yacht racing in America. It may briefly be defined as a wind-operated (3) hold the rudder amidships; (4) point the vane down wind, let go, and the boat is ready to sail. Slight variations from principles will naturally these occur. fundamental If your boat requires weather or lee helm to steer a straight device which actuates the rudder of a yacht, course, rotate the set of the vane 5° or 10° ina while acting independently of the sails. A vane direction opposite to that which you wish the steering gear was used by Nathaniel Herreshoff helm to be exerted. in 1875, and in 1931 Jack Iverson brought it into directly For example, in running use in Scandanavia, and claimed a patent on it. tendency to head up into the wind, toward the Although used by several European and Ameri- side opposite the main boom. To correct this, it before the wind, the models have a can skippers, the Iverson gear did not attain is necessary that the rudder exert its influence general success until Sam Berge of Norway per- toward the side the boom is on. Therefore, the fected and successfully used it. vane is set about 5° from the midline on the side International recognition of its possibilities followed Berge’s opposite the boom. success in winning the world’s championship in In beating to windward, one would naturally the International A Class in 1935 and 1937. His expect to set the vane at a 45° angle on the lee device came to be known as the Berge vane, and side. was followed by other variations of the Iverson head up into the wind too high, move the vane gear, notably the Lippold a little more athwartships, thereby exerting lee 148 vane, the Thorsen However, if the model has a tendency to The Modelmaker helm. If, on the other hand, the boat seems to be early Berge vane, due to the force of gravity falling off the wind too much, move the vane a swinging the vane to leeward. little more amidships, thereby exerting weather same force is advantageous in starting on a run However, this helm and bringing her head up into the wind. under the lee of a blanketing shore. The rudder Most vane gears are equipped with adjustable is gently held amidships until the boat clears the beating stops, which facilitate the exact setting shore and full action of the vane may take effect. of the vane in coming about on the opposite tack. I have found the Berge vane easier to operate in In reaching, the vane is set at a 90° angle on open water because of its rigid, compact con- the lee side of the boat. For a broad reach, move the vane forward of 90°; for a close reach, slight- struction, and lack of projecting parts that are likely to foul with the skiff. The California vane ly aft of 90°. appears to be superior for pond sailing. Some skippers make a habit of trimming the Proper trimming of the sails is most import- vane farther aft for beating or reaching in heavy ant. Although it is possible with the vane gear weather to correct for drift, or apparent change to make a boat run dead before the wind when the sails are set for a beat, it is not considered in wind direction due to greater speed. vane gear by simply putting the boat about on good practice, except possibly under very unusual circumstances, such as when rounding a the other tack without turning the vane to the buoy in open water sailing. A short gye can be accomplished with the opposite side. The boat will go out from 6 ft. to Use of the vane gear does not require any 12 ft. from the shore and come about on the alterations from the previous set of the sails in previous tack. a very handy maneuver a well balanced and well tuned-up yacht. No when beating to the finish line and your boat is changes from the previous center of effort are required. Proper balance of hull and sails are just as important with vane steering as with the Braine or other types of steering gear. Although the vane gear, properly adjusted, will bring an This is coming ashore at an acute angle, just a few feet from the line. A short gye out into the pond and up across the finish line rather than a long leg to the other side of the pond, will often win a unruly boat under control as well as if she had race. In open water sailing, the short gye is of particular value when rounding a buoy. If, on a beat to windward, your boat threatens to pass a skipper aboard, the addition of this apparatus will not make a poorly balanced and improperly trimmed yacht win races. to the inside of the buoy, simply put her about The principles of construction are the same without touching the vane, and continue rowing for all vanes. A flat sheet of wood, metal or celluloid is frictioned on a rotating shaft, the base of which is connected with the tiller of the yacht in such a way that the rudder swings in a direction opposite to that of the vane. Differences consist mainly in the method of frictioning the vane to the shaft and the method of transmission of forces from the vane to the rudder. The on your course. She will swing out, come about, and round the mark. All you have to do is wait for her to come to you and you are all set to retrim for the next buoy. Open water races are often lost by delay at the buoy. Often a quick retrim of the vane without adjustment of the sails can accomplish a smart rounding, or prevent passing the marker on the wrong side. Used in combination with single-sheet control of mainsail and jib, a retrim can often be effected in a split second. When sailing to windward in a gentle breeze that shifts from one side of your boat to the other, the vane is particularly valuable. By watching for fluttering or backwinding of the sails, a quick movement of the hand, turning the vane to the opposite side, will keep the boat heading for the buoy as before but on the opposite tack. Iverson gear had a disk mounted at the bottom of the shaft, the circumference of which was perforated by a series of small holes, closely spaced. The vane was attached to the shaft by means of a sleeve. A pin was mounted on the bottom edge of the vane, and by dropping the pin into any one of the small holes, the set of the vane could be controlled. Transmission of forces from the vane to the rudder was by means of an arm, attached to the disk. On the end of the arm was mounted a vertical pin that slid freely in a longitudinal slot in the tiller. Excursion of the feature is of greatest value in windward work in tiller was limited by the length of the slot. The transmission of forces by the Berge and California vane is on the same principle. The Lippold vane transmitted forces to the very light weather. In winds of less than 2 m.p.h., rudder by means of crossarms mounted on the difficulty is occasionally experienced with the rudder post and vane shaft. The California vane is counterbalanced very accurately, and adjustable so that greater or less leverage may be obtained. The counterbalancing February, 1940 The ends of the 149 crossarms were connected by cords that crossed parts, but not so the vane gear. each other like the letter X. The frictioning of pre-existing pintle, peg-in-hole, or other devices the vane to the shaft was the same as with the at the bottom of the rudder post, and mounting Iverson gear, the proper type of bearing in its place, action of The early Berge vane gear consists of a shaft the vane will be much improved. Simply attach with a disk and arm soldered to the bottom. a flat sheet-brass shoe on the skeg at the bottom This rotates on a piece of 4” rod, pointed at the of the rudder post. upper end, mounted near the transom and ex- rudder post to a conical point having a 45° tending up through the shaft to a bearing that is angle; cut away a small portion of the neighbor- soldered into the upper end of the shaft. The vane is mounted to the shaft by means of a Se ing rudder so it will not bind on the shoe. Do not bore nor punch a hole in the shoe, just leave At the bottom of the vane is a rotating it flat, and the rudder will rotate on it as freely as a boy’s top spinning on a flat surface. Remove fixed disk. The vane is held in position over the the rudder from the tube, clean off all corrosion, friction disk by means of two little metal lips of and, if necessary, file the post smaller, finishing the disk, turned up on either side of the base of off with fine emery paper to assure free action. the vane. The protruding portion of the bolt at The action should be so free that the rudder will the top of the shaft is threaded. swing when you blow gently on it, or when the A washer, a spring, another washer and a nut are mounted boat is tipped ever so slightly from one side to on it in such a way as to exert downward force the other. Care should be taken that the rudder on rigidly does not bind at its point of full excursion. This The force is thus transmitted to the can be controlled somewhat by arranging the the sleeve attached. to which the vane is base of the vane and thence to the friction disk. length of the slot in the tiller so as to limit its Adjustment of the compression of the spring excursion to not more than 20° on either side of allows the vane to be altered with the hand, but the center line. still exerts sufficient friction to hold the vane in early reported failures of the vane gear are due It is possible that some of the place against the force of the wind. The whole to rudder-post friction. affair—vane, sleeve, shaft, friction disk, fixed tween the vane pin and vane shaft as well. A disk, and arm—when in operation swings as a raking rudder requires bearings of the “point- unit. The later Berge vane differs in that the Look for friction be- in-indentation” type at both top and bottom of vane is attached to the sleeve by means of a long the rudder post. split arm, or frame, allowing the vane to be adjustable. A machine screw with a conical hole pivoted up or down depending on tke leverage bored in the small end is usually installed. The top bearing shou’d be The vane steering gear has greatly simplified desired. – Grind the bottom of the friction disk that bears on the surface of the sleeve. – By removing The California vane differs from the Berge the handling of model yachts, and its ease of op- vane mainly in the method of frictioning the eration should do much to encourage beginners vane to the shaft. A shorter sleeve is used and who have experienced difficulty in mastering friction is obtained by means of a tension wing- more bolt and nut at the edge of the sleeve. The should be a boon to the more experienced skip- balsawood vane is held in a frame made of per, who may devote his attention to the set of complicated types of steering gear. It stainless steel wire, permitting adjustment for- the sails and leave the tiller in control of this ward, aft, up or down, as well as rotation of the almost perfect helmsman. vane in its own plane, or quick change to a vane & feather of different shape or area. The frame is soldered fast where it straddles the sleeve, and the counterbalance weight slides. Improve- ments have been made in the beating stops, fric- tion sleeve, and other parts. In fact, improve- ments in the California vane have been coming so rapidly that radical changes occur while descriptive material is being prepared for publication. A word of warning should be given users of the Braine gear who are mounting vanes on their present craft. Be sure there is no friction in your rudder post or tube. The Braine gear will, perhaps, operate with some friction in these 150 How About Some Club News? One department of THE MopELMAKER that is woefully lacking in contributions (and, it seems to us, the department which should be overflowing) is the Club News section in the back pages. So neglected has it been in the past that we’ll wager many of our newer readers didn’t even know we had such a section! We’ll gladly donate the space for short writeups about what clubs (and individuals, too) are doing to keep up interest. Club secretaries, especially, are urged to send us notices (not later than the 20th of the month preceding publication date, please!). The Modelmaker Mast Rake Indicator “Try AKISH” is a descriptive term often applied to sailing ships because of the extreme angle from the fore and aft perpendicular at By which the mast is set. When a mast leans backward it is said to be “raked,” and the measure- Walter ment between a mast squared with the water- K. line and the point where its tip is actually fixed Moss is termed the amount of the rake. Model sailing yachts, especially racing craft, have their sailing qualities materially altered when a change is made in the amount of the rake of the mast—the center of effort of the sail plan is shifted backward when the rake is increased, causing the boat to luff into the wind, and forward when the rake is lessened, reducing the “pointing” ability of the yacht. In most cases a certain amount of rake is beneficial and this is found to be from 2” to 3” in a Marblehead class model. In using a bipod for squaring the mast with the beam, many skippers overlook the equally important adjustment of maintaining the same amount of rake each time the rigging is set up, or when a change is made in the location Mast indicator installed on a yacht. affords. a constant guide in making future adjustments. A wide bottomed arrow, or marker, is attached by an ordinary brass screw to the mast itself, and on the same side as the plate. Because of a slot cut in the shaft of the arrow through which the screw is placed, the marker can be slipped up or dow.: a matter of 14”, which facilitates adjustments when changes are made. When the mast has been stepped and is squared with the beam, the marker is pressed of the mast ferrule on the mast step. To correct down so that the two feet rest on the plate and this condition the writer has worked out a “mast the tip of the arrow points to a center line on the rake indicator” that provides a simple, ever- mast, or the front and back stays are adjusted ready, and accurate method of assuring a uni- until this is the case, thus assuring that the mast form rake at all times. Dependence upon the eye is at a predetermined rake. and judgment is eliminated, and with this goes To establish the original amount of rake, rig serious errors in rake variations of as much as the boat on a stand and, through the use of 3” or even 4”. Mounted along one side of the mast step, on the deck, is a flat metal plate which merely wedges and a carpenters’ level, level the boat along its water line. Now attach one end of a piece of string to the tip of the mast, apply a weight to the other end, and let it swing free. Gradually shorten or lengthen the front and back stays until the weight-hangs 3” behind the foot of the mast, just above the deck. Do not change the stays until the marker has been corrected for this angle. Attach the marker to the mast. It will probably point ahead of the mast’s center line. Remove it and file away its rear foot to a point where, when it is back in place, the arrow tip finally centers on the mast. This may have to be done several times oie Brass until the correct angle has washer been obtained. However, all Slot future rake adjustments can _—Indicator loosely mounted now Mast step pressing the marker down be accomplished by on the plate and proceeding File this foot of indicater to line up arrow with rd on mast after mast is properly raked February, 1940 with fore and aft stay adjust- ments as outlined. Drawing shows the indicator and mast before adjustments. 157 BY C. O. BROOK ITH all the happy memories I hold of the the vast number of national and divisional advent of the M class into the sport, I events, let alone the inter-club meets . . . and doubt if any class has created quite the excite- when we add to these the Canadian events to ment of the X class, so called because it is purely which we an experimental class. events—well, there simply isn’t time enough in At first it received the same coldness the M had to take, but with de- are invited, and the international any one year to take them all in. signers and builders, practically all novices at By the time this goes to press the Eastern least in designing, being allowed to work out Division will have completed plans for the Spring their own ideas without restrictions of much meeting and election of officers to be held at the moment, the X is being built in many of the Taft Hotel in February. clubs. 7th Ave. and 50th St., New York City. From the Pacific Coast to the Eastern The Taft is located at There Seaboard come letters of “I just designed a new will be the usual banquet which precedes the X” and invariably ending with the assertion that business meeting, and which those who miss, learn to lament. it is a winner. Reservations may be made in The X will doubtless enjoy popularity by those advance with the hotel manager, both for the who prefer to sail free of any added trinkets banquet and sleeping accommodations, and from beyond the main and jib plus the old reliable my past several visits there, no regrets ever Braine gear, especially since it has been officially emanated from this scribe. The date is Feb. 24. adopted by the M. Y.R.A.A. along with the The meetings have always been both instruct- ive and exciting, and this year, in addition to British 6-Meter. The 6 will be popular with the designers and skippers who want a near-prototype model, for other business, the president of the Eastern Division is urging the adoption of the 36” class, the 6-Meter yacht is about the nearest type this the formation of a junior organization and the writer can conceive to the larger classes. holding of divisional championships for these It is, from my point of view, hard to build to the rule, youngsters. but it is also a fine looking craft. All it needs is the age of 18. Juniors will be accepted if under running lights and perhaps the addition of cabin day, starters, scorers and judges. The events will They will have an officer of the and cockpit and it’d make a good craft for the be run as are the adult races; there will be no movie industry. fooling because of their youth. From the reports of the various clubs, I am again compelled to wonder what 1940 holds for They’ll play the game and learn, or find themselves disqualified. And that, gentlemen, is real instruction. the sport. By actual contact with several thou- Those who wish to enter models for display at sand skippers in the past 11 years, I feel safe in the National Sportsmen’s Show, to be held dur- saying that in actual sailing condition there are ing the week preceding and up to the night of more than 2000 model several the meeting, should send them to the Model classes. Anyone who has seen 30 yachts in one Yachting Exhibit, care of Tex Foster, Grand event, and having even a mild imagination, can Central Palace, Lexington Ave., New York, N. Y. visualize what 2000 yachts in yachts the mean. And this figure is conservative in the extreme. For those members or clubs who hold the Once seeing the enormous space alloted to the sport, and the tremendous interest displayed by the public, one wonders why there are not too opinion, based on their own activities, that the many models to display. sport is dwindling, I urge they go to all the position on the best floor. events scheduled for 1940. They will need access more than 100 models and in the 2 years we have to the mint and a used the show, we have had more than 25,000 6 months’ vacation twice annually. It is nearly impossible to keep up with 166 visitors to the booths. We have the choicest We have space for Only those attending can The Modelmaker describe the interest and excitement when it was Mipwest EXECUTIVE COMMITTEE (not termed learned that model yacht racing was not a child’s a division): Thomas Bryant, 1035 Eason Ave., play in some pretty park. Detroit, Mich.; Thomas Battenburg, 914 Roger I’d like to see some of the Wisconsin clubs represented. St., N. W., Grand Rapids, Mich.; Norman Lloyd, Last year we saw models in cut-away, deck 2658 W. 39th PI., Chicago, II. completely Paciric Division: Charles Simpson, president, rigged. This year we will see the vane and the 401 Kentucky St., Bellingham, Wash.; Paul Col- sliding rig. lett, vice-president, 21806 Princeton, Hayward, plans, gear plans, in frame and Much as I lament, the sliding rig is now a commercial product, and I saw one that Calif.; was both neat and serviceable; a simple wire- Lakme Ave., Wilmington, Calif. A. R. Lassel, secretary-treasurer, 831 rigged device wherein the user can shift his rig EASTERN Division: Tex Foster, president, 113- as much as 7”… and it dispenses with deck 18 Atlantic Ave., Richmond Hill, N. Y.; C. O. blocks and much other paraphernalia. I use the Brook, vice-president, 107-58 128th St., Rich- word lament on advice of counsel . . . for I weep mond Hill, N. Y.; R. P. Dezendorf, secretary, 808 to think that time is changing so much of the Chancellor St., Elizabeth, N. J.; A. S. Anderson, older methods of sailing . . . in “prototype,” if I treasurer, Lenox Ave., Rumson, N. J. may, superseding the days of “iron men and wooden ships.” Years ago I vowed that model And I can’t think of anything that is more reassuring to an officer than to find a reasonable sailing vessels had attained their majority—had amount of mail from those he is serving, mak- come admit ing suggestions, criticisms, etc. He then knows “improvements” he is in office and has some reason for interest into many their manhood—and changes many yet I . and am compelled to wonder “What next?” in doing the things you feel should be done. Perhaps I had better, with my older colleagues, And this is not a complaint, but another turn say “The days of wonders never cease,” and take of the main sheet. Frequently we hear someone for granted the clever ideas of the newer gener- say, while at events, “I don’t bother with the ations. magazines; we never get any news in them.” For those who do not know, I might mention To which there is only one reply: No publisher that we have, in addition to newer gadgets and can print news of your club’s activities if secre- better sailing ships, “Women’s Clubs” in sailing, taries don’t advise him, and when secretaries fail and so many women skippers that we are com- in their job, any member (such as the complain- pelled to curb our language and expect to see ing one) can sit down and send this scribe a few some good looking damsel mark down scores far notes or a song sheet and we’ll have your ac- better than our own. tivities before many thousands of readers. And, being gentlemen, we must swallow our chagrin, and compliment them, And they are no “pink-ribboned” skip- And there is interest in this little mag… in three contacts we find three subscribers… pers, but efficient and, I might say, even less which is, I think, 100 per cent . . . our old stand- complaining than the men. bys, Charles Heisler Sr., Hampton Manor, Rens- I have received several requests for the ad- selaer, N. Y.; Charles Farley, dresses of the officials of the different branches Medford, Mass.; Tex Foster, of the sport, and for those who are unfortunate Ave., Richmond Hill, N. Y. 87 Quincy St., 113-13 Atlantic enough not to receive a copy of the 1940 Year Book which will soon be ready for distribution, and to give the information promptly, I offer them in these columns through the courtesy of the editorial staff of this magazine: Mopet Yacut Racine ASSOCIATION OF AMERIca: A. W. Greely, president, 153-B Westchester Apts., 4000 Cathedral Ave., Washington, D.C.; Theodore W. Houk, vice-president, 8053 Bothell Way, Seattle, Wash.; Carrol W. Sweet, secretary, 13 Franklin St., Marblehead, Mass.; W. E. Topping, treasurer, 1208 Lillibridge, Detroit, Mich. Eastern Representative: Washington St., Frank Marblehead, Goodwin, Mass. 68 Midwest Representative: R. J. Adams, 7119 S. Whipple St., Chicago, Ill. Pacific Representative: Harold Teel, 340 Nieto Ave., Long Beach, Calif. February, 1940 Pin-type price card holders make convenient rests for small art brushes.—Frank Bentley. 167