The Model Yacht: Volume 1, Issue 6 – March 1929

ff RE nB 0 D tlB mg CEL2&®RE LINCOLN MEMORIAL POOL, WASHINGTON, D. C. Mz&R®H9 ill929 m5 ®HBENqIT§ A ®OHDclf Sfl®60 2& clfB2&R BUIIiD A REAL WAELTHR R. MANY STAR BOAT MODEL You)hi Designer and Bwtlder Of Scale 1-% inches by 1 inch PLANKED AND FRAMED High Class Model Racing Yachts Desigr.s, ft.tings, sails and accessories Va¥#i[tc:Esi¥u%tE:nv.e] and unique method of Model The most complete and accurate Star Boat Model produced. Endorsed ty -Naval Architects and boat-builders. Employs the art of boat-building. SDaci;fro}ins Keel…, -.MB:B:::::?o;i::i;P!`ie:! Frames . Planks . . Transom •,a s:rflTTa:,:ii:a:d:;,::a;:e:,tef:#!::t:sc:&heawpffi,veiF,ciEfi:s: PACIFIC MODEL WORKS T. E. LANDER 7 W. R. MANY Construction set-complete only Slo.00 5425 Third Av®nu., IOEi Ang®l®g. Calif. Free C:ircular Wtcot coa8. Rapre8onto.ive8 Of Model Boat Works Model Boat Works, Stamford, Conn. Tlckaphone, Vermorut 5646 56 Davenport Street, Stamford, Conn. ” Orighals in Miniature” -RACIN.G POWER BOATSSTEP HYDROPLANE -mahogany, used but sound; with shaft, strut, and bronze racing propeller – 36 inches by 10 inches – $25 ` `8. G. E.” Championship Winner New York, 1926 Ship Model Makers’ club Varnished and hand-rubbed mahogany; 32 inches by 11 inches; slightly damaged deck, but does not leak a drop. No fittings. A very fast INTERNATIONAL Founded bor CAPT. E. ARMITAGE McCANN hull – $20 With an Official Magazine Racing Marine Engines Built to Order Only Several fast second-hand engines for sale, overhauled, and in running condition. I have no catalog. Please state your requirements plainly EDWARD E. THORP\ 12 Lawrence st. THE SHIP MODELER Becowtiif ully Iuustrated Irrf ormative Interesting Full partieuhars. Postpaid 40 cents from Ship Model Makers’ Club 55 Middagb Street Brooklyn, N. Y. GREENWICH, CONN. Application pendifig for entry as 8ccond-cla88 mail at the Poet Office at Concord, New Hamp8hirc. qIT H mB MODmBm9 curA®Hill The Magae:ine of Model Y achting Vol. I MARCH,1929 No. 6 The “Weaver ” Steering Gear A Different ftype of Amtounat¢c Gear Said to be the Equd!l of Any “J°Lpe;’:¥e:=£t:tE£::tiaf:tdite::e:I:;g§+n::gig:¥e:::e;hc:.: the Gosport Internationals, and he is the owner of a house full of trophies, cups, and ribbons of all colors for bringing his yacht in ahead of the rest. Weaver has used a gear which he has develop.ed himself, but which has never, we believe, been d65cribed. The accompanying rough sketch gives the general idea of the ge-ar. It is not to scale, the spring and other parts being enlarged out of proportion, for the sake of clarity. No sizes or dimensions are given, as the size of the yacht, the length of after deck available, etc., govern dimensions. Weaver believes in making it as short and light as possible, considering that every fraction of an ounce saved in weight of fittings helps toward success. At the left is shown the rudder stock to which is affixed, by a pin, a piece of brass rod for the tiller. Unscrew the pin and off comes the rudder, as Weaver hangs the weight of the same from the top of the rudder port, or tube, and does not use a pintle at the lower end of rudder stock. The rudder-head end of the tiller is turned down and flattened, for a better hold on the rudder stock, which is a hollow tube. The tiller is made from a round bar which is threaded to take the thumb screw (this` is shown larger than it would be proportionally). The sides of the tiller are filed flat so that the slide will not turn over as the thumb screw is turned. This slide is made of a bit of tube with flattened sides; a “lip” is left on the top of the forward end for an eye through which to run the main sheet. Two ” lips ” are tuned over at the after end to hold the thumb screw, which is not otherwise attached to the slide. At the after end of the tiller is a swivel to which is attached the tension spring, the after end of which is also swiveled to the threaded bar used for taking up the slack in the spring. This bar, also of brass, has flat-filed sides to prevent tuning over. (The filing of both bar and tiller is done after threading.) The bar passes through a piece of thin brass tube (also flat- tened to prevent bar from tuning over), which has a long lip turned down and back that is loosely swiveled at the deck plate to permit the entire after end to swing freely from side to side. The deck plate is a doubled-over strip of brass or light aluminum designed to prevent chafing of the wood deck and to give less friction. The “slack-take-up ” bar is prevented from pulling out by a threaded wheel, as shown. While the forward wheel, or thumb nut, may be quite small, the after one is a bit larger, as it is used more often. A small screw button, .8, is set in the upper side of the forward end of the bar; another, 8, on the upper side of the after end of the tiller. The wire loop, which is used to prevent too generous stretching of the spring, is permanently hooked over the after screw head. The eye at the forward end of this wire loop is long enough to give a little loose play -say, one-eighth of an inch. This loop has another use, to be explained further on. The main sheet, as shown, leads from the boom through the eye on the slide, and forward to a pin rack, cleat, or bowser line, as you prefer. That is the running sheet. A beating sheet may or may not be used in conjunction, hooking on a long hook near the taffrail. Operation of this gear is very simple, as there are but two adjustments to make. The slide on the tiller remains in the same position for all courses of sailing when you have found by repeated tests just where it does best. If you have used a “slow” thread for the thumb nut, nothing will move the slide from its position but your own fingers. The ¢owo%7¢j of rudder action is governed entirely by the fore and aft movement Of the adjusting bar. Suppose, for instance, a Certain amount of slack is needed to sail a certain course with a certain wind; 2 THE MODEL YACHT 7u”,a.tc;.,::4,i;`’t’o’4rc°;;i,i:;`°’„„ `,,`-, “ ` i,-“`,.–i-“,`,` , ` “OtO”8,,,.`,.,:.„„,,nj..I.i,.,- , .•.,.’.’-,-,,,I_,.,-rna A;G,„~,, #zb,f~znife „,c /oo,.®,,.–I/O £f iTU:4:#f„’.::,r„ _±±.±.Edi%Low##EN/-EE¥=±;;;y`””‘4`,”,c,,.I,,`_/pe\ •-. ` >8n„ ,., t4,,.,ed ,’On/f/onedf:/.iI//ed. -:I—:::A..`±?rd,– „,e/`J, !„D„C,c^%%:/=`V„’n,tc,,a,, – _ -, W€AVEfl/ GEAfl i,Z„„€ the threaded wheel is moved up or down until the tension is taken off the spring and a given amount of slack is allowed. A puff hits the sails; the extra tension on the spring causes the latter to give the extra amount of helm needed, ancl then pulls the rudder back to the proper angle as the wind lightens. Thus the yacht keeps a straight course. The wire loop over the spring acts as a governor to prevent giving too much helm when the forward link is dropped over the button, 8, on the after end of the tiller. Since the eye on that end allows a certain amount Of play, the helm can go over just that far. If the puff pulls heavier, the yacht will eat up into the wind instead of falling off . This wire loop has another use -for jibing. Several small screws, brads. or nails are let into the after deck, in straight line on either side, and angling ou`t from the center line of the hull. These ” buttons ” are so placed that the free end of the loop will go over them, thus pulling the end of the after bar more or less to either side, as desired. With the helm adjusted to make a straight course on the one tack, the loop is thrown over one button on the same side as the boom. This has a double action. It will both insure a permanent helm on the correct side, and will also cause the yacht to resume the desired tack if she should accidentally change tacks. The loop can also be made to jibe the yacht after she has sailed the desired distance from shore on the wrong one. According to Mr. Weaver, this gear can be given even better nicety of adjustment than the better known gears, and requires no more tuning up to learn. Once the forward adjustment has been found it is not changed; and the after one is quickly made. Model Yachting in Scotland Scd:::vAe¥ep,,£sasa::tnyco::::fyTnegr£:::sewhhae¥: east of Labrador and due south of the North Pole. Mariners and others are directed to this delectable land by an odor as of sanctity and whiskey, which surrounds it like a halo and is perceptible even across the Atlantic. It is not so well known that it was a Scotsman and a Scotswoman who discovered the potentialities of America. This interesting pair, called Haki and Hekja, accompanied the Norseman Karlsevne on his expedition from Greenland to the south. When land was reached, Haki and Hekja were sent inland, and they returned after several days with samples of grapes and wheat. It was in this manner that the new land was identified as Wineland the Good. But that was nearly a thousand years ago. A Scotch joke takes time to mature. Broadly speaking, the natives of Scotland are divided into two classes – the Scots wha hae and the Scots wha hinna. The former sail real yachts on the Clyde, with occasional raids on American waters ; the latter are devoted to model yachting as the next best thing. There are some 20 clubs affiliated to the Scottish Model Yacht Association, and as many more are unattached. There are clubs in the extreme north of the Shetland Islands, one on Stroma in the Pentland Firth, several in the Orkney Islands, and one at Ardnamurchan. These remote clubs sometimes sail on the sea, or on large lochs; but at least 90 per cent of Scottish model yacht racing is done on small ponds, say 200 to 300 yards long, and, of THE MODEL YACHT course, the models are trimmed from the bank. With that dour pertinacity which has made the Scot revered at home and loved abroad, the Scottish A§sociation has declined to be led away by experimental, “sinple,” fantastic, and extraordinary rating rules devised and advertised by ingenious individuals. Having found a good thing 20 years ago in the I. Y. R. U. rating rule, brought up to date by the international conference from .time to time, the Scots have adhered to it and want no other. There are two important classes of models at the present time. The large class is the Twelve-Metre, scale one inch to one foot, with a water line length of 43 to 47 inches, displacement 30 to 36 pounds, and sail area round about 1,900 square inches. These large models are verypopular and provide good sport ; over 60 may enter for an open race in the Glasgow district. There are several handsome trophies for this class, and the Scottish championship, open to the 3 best boat from each club, is always a ” hot ” contest. Within the last two years another important class has been introduced. This is the Six-Metre, scale one and two-thirds inches to one foot. This is a smaller and handier model of about 37 inches water line, 20 pounds weight, and 1,200 inches sail. Perhaps this size is better adapted to the average pond than the larger model, and the popularity of the Six-Metre yachts has been reflected in the models. In any case, the “wee Sixes” are becoming very popular, and many are being built for next season. Mr. William F. Robertson, a well-known yachtsman on the Clyde and on American waters, has presented a handsome cup for annual competition -the Robertson Six-Metre Cup. This cup is open to all established model yacht clubs, and I am sure that the West of Scotland M. Y. C. would be delighted to welcome a competitor from America. JOHN A. STEWART. How to Build and Rig a Model Yacht Part IV-Constrttction ¢Cont4uned) WHs:e¥riFn°::°¥:n:h:u:orpemo:mtbheer::LIL,eatvh:c:t: than the sides, in order to take the screws that hold the deck. Also leave the stem of the hull, from sheerline to keel, a bit thick; and it is as well to leave a thicker ” rib ” down the stem from transom to keel a sort of stem post. Some builders will also leave ` ` ribs ” of extra thickness at wide intervals along the hull, particularly from chainplates to keel, to take some of the strain from the mast stays. The skin of the hull must be of even thickness, not only to balance weights but also because of the different stresses likely to be set up by absorption of moisture, paint, vanish and the like. It goes without saying that the lighter you can fashion the hull the more weight can be placed in the lead keel, where it is needed. Paint the Hull When this task is completed the heaviest work is over. Smooth down the inside of the hull and apply several coats of paint or varnish. No matter how carefully you ” batten down. hatches ” when sailing, your model is sure to take in some water; therefore the interior surfaces should be as water-resistant as the outer. For stiffness and strength, to stiffen the deck and to permit use of thin deck material, several deck beams should be built in, the number and size depending upon the length of hull. In a small yacht, say up to 30 inches over all, we need hardly bother with beams. These beams should be strong and stiff , but as light a§ possible. Some people use oak, others find white pine or any scraps suitable. Some build up deck beams of two or three pieces glued together; others use solid beams ; while still others find it possi- ble to reduce weight slightly by hollowing them out. At any rate, the upper surfaces should be curved to form the “camber” of the deck-not only for beauty but to better shed solid water. The beams should be mortised into the sheerline, the ends coming down flush with the latter. At least one beam is needed under the butt of your mast; one for each end of the hatch coaming (if you are going to have a hatch), and a broad-one to Steady the rudder tube. If the hull is long, use your own discretion in adding others. The usual Six-Metre yacht, for instance, will have up to about 8 beams -one at the rudder tube, two at the hatch, one between rudder and after end of hatch; one, two, or three under the mast, with a fore-and-aft beam flush under the deck to distribute the weight and push of the mast; and one forward to take the screws for the jib traveler. If you are going to use a very thin deck you must determine where fittings and screws are to go and reinforce the under side of the deck with thin strips. Keel and Rudder If you are not handy at casting lead take the pattern for the keel to a foundry and have the job done. The cost of lead and casting will really be but little and you will be sure of a good job. Whether it is to be detachable or not the lead must be affixed to the fin tightly. For a small yacht a long bolt or two may be cast into the keel, borings made up through the fin to accept the bolts, and nuts and washers to screw down on bolts from within (before applying the deck) will make the job strong. rfee faeej owe4fj be i,n exact ahigunend with the center tt!ne Of the hull. If not, the yacht will not sail a straight course. This is most important. It is desirable to have the lead of the larger craft 4 THE MODEL YACHT detachable. Long bolts are cast into the keel and go from the solid lead through the fin, through the bottom of the hull, and up into the deck beams. They should have nuts threaded on the bottom before casting to hold the lead; or else turn a slight crook in the bolt. A long brass rod, about 1/8th inch, will prove satisfactory. Cut the rod sufficiently long to trim off at the finish and, before casting, thread to take two nuts and a washer at the deck end. Determine the e#oc! positions of these rods (two are sufficient for even a large lead keel), bore the patterns and fit in dowels of the same diameter as the bolts or rods, as a guide for casting. These dowels are removed when the impression is made in the moulding sand or plaster, and the rods or bolts are carefully laid in place. They should, of course, be perpendicular to the lead. When you have the rough cast, with embedded rods, bore suitable holes in the bottom .of the hull to take them, and carefully fit the keel. On the larger models these two rods are usually spaced to go through the deck beams at each end of the hatch. Do not smooth off the lead until the fit is exact. These keel rods go into two brass tubes running from the bottom of the hull up to the deck beams, for water-tightness. Some builders have the rods come through the top of the deck with room to take a washer, nut and a lock-nut. Others countersink these nuts in the tops of the two deck beams. This job should be thoroughly water-tight, and to take the strain off the two tubes, two hollow wood posts run from the bottom of the hull to the under side of these deck beams. Keel Plates To prevent denting the edges of the lead and the fin when the lead is detached it is best to fit plates to the upper surface of the lead and the lower surface of the fin. These may be brass or aluminum, perfectly flat for a good fit, with the inner surfaces sawed out to add as little weight as possible. They are nailed or screwed down. If part of the wood fin comes.off with the lead, the lower plate is attached to this, also. The Rudder Aluminum, brass or wood are used for rudder blades. Take your choice; the brass is, of course, the heaviest. For the rudder stock use a piece of light brass tubing – or pipe. Saw a slot long enough to take when opened up the forward edge of the rudder blade. The wings are riveted down on the blade. A pintle may be inserted in the lower end of the stock, or the weight Of the rudder may be taken on the deck end while a strap i§ used to steady the lower end of the rudder. I know one builder who uses neither, letting the rudder hang free. The rudder stock runs through a rudder tube, flush with the bottom of the yacht and flush with the deck to keep the water out. This tube is of a size to take the stock snugly, without any chance of binding. Cut the rudder stock just long enough to clear the deck by enough margin to hold the steering gear free of the deck. Some builders bring the end of the rudder tube a quarter of an inch, or so, above the deck, and swing the rudder on top of it. The Deck The deck need be no thicker than the thinnest wood you can get, if it is reinforced underneath to take screws, brads, etc. After all, on a model it is simply to keep the water out. It is probable that plywood decks will always absorb water and then curl and warp and be difficult to keep tight. Some ” neat ” builders.cut a shoulder into the sheerline and inlay the edge of the deck into it. But this is a hard job. It is easier to screw the deck down on top of the sheerline. Give both sides of the deck several coats of spar varnish before screwing down, and when doing `the latter you will find it desirable to apply a thick coat of white lead under the deck where it joins the sheerline to make it water-tight. Leave an appreciable margin of deck to trim off around the sides after the job is done. Caulk it carefully with ambroid, or something of the sort, around the rudder tube. You will probably find it easier to cut the hatchway in the deck after the deck is screwed in place; the coaming can then be fitted. A light strip of dark colored wood, such as mahogany, should run around the deck edge, for a rail. Make it low. The hatch cover, mast step, and a breast hook in the bow, all of the came wood, finish off the deck nicely. If the deck is of light colored wood you may wish to use waterproof black ink and a drawing pen to line it off in simulation of planking. Do this after the deck is screwed on and hatch and rail finished. It is best to have one coat of vanish, lightly sanded, on the wood before marking. Then add the other coats. Make the spars as light as possible, with due regard to stiffness. Suit yourself as to a hollow mast, iuattt::mweh=Petrhet:#:o£:t::tmaast:g::ntir::tj£?.af¥e: Side is straight, otherwise you’ll have to have ” tailored ” sails to get a fit. A Real Schooner Model HTscisoo::rf°yfta:a::eratcheireinatrfisnc°otun]:]r°yr:fo:°tdhe: story of W%¢.P¢ej shows what a schooner can do. Wfa¢.P¢ej was built by Commodore Charles E. Wanker, of the Prospect Park M. Y. C., who put in a whole year of spare time on her. She is 80 inches overall; 49 inches waterline; 16 inches in beam; with a draft of 15 inches; sail area 3,000 sq. inches; and displaces 35 pounds. The model is planked with white pine, and trimmed with mahogany. Her first season was 1923 when she only took second prize-o„Jy, because ever since she has grabbed first place in the club’s schooner class! Last fall she made the fastest time in a race that any model has ever made around a triangular course on Prospect Park Lake, covering the three quarters of a mile in eight minutes. She has done considerable open water racing in Gravesend Bay, off the Atlantic Yacht Club, and is even a better performer in rough going because of the steadier winds. Proposal for a New Model Yacht Rating Rule Sttgg/est4ons for Three Classes of “Sail Aredr’ B:uleJ What is really needed to build up the model yacht A the annual meeting of the M. Y. R. A.discussed held in sport in this country is a scale model of a large yacht, New York, last December, there was in Mr. Black’s opinion. While this assertion will a proposal to change the present measurement and rating rules, and a committee was named to submit a probably arouse considerable discussion, there are rule of the greatest possible simplicity, yet one that would prevent abnormal boats or “freaks.” This committee consists of : C. W. Bedell, of the Central Park M. Y. C. (chairman); E. A. Bull, representing the Prospect Park M. Y. C.; John Black, representing the Rhode Island M. Y. C.; J. A. Potter, of the Boston M. Y. C., and Tom Moore, of the Washington M. Y. C. The first suggestion we have received on this matter is the following proposal made by Blackand it is to be remembered that this is a ¢roposo;, only. The officers and committee of the M. Y. R. A. would, naturally, be glad to receive the suggestions and ideas of those who have given the subject any thought. “The square-metre classes are very popular very many experienced designers and model sailers who will heartily agree. There is plenty of room for argument, pro and con. Various measurement rules in the past have produced monstrosities with inordinately deep fins, great I;ulbous keels, sail area all out of proportion, and hulls that look nothing like what F. T. Wood calls the ” major ” yachts. There are those who much prefer the ” yachty looking ” hull. On the other hand, the model yacht must be designed and built tomeet conditions of wind and waves which require extra weight or power to overcome. The matter of size must also be considered. Those who are unfortunate in the matter of a convenient sailing station, light skiffs, and easy means for transportation of yachts, etc., find the larger classes abroad,” Black writes, “and have been adopted for impossible to maintain. There are, therefore, localities where the American “8” class models, for racing in the United States. International races are instance, are unpopular. Also, if we want to enlist the to be held at Marblehead in these classes this suminterest and enthusiasm of our younger builders, we mer. ” To have a rule successful for model yachts there should provide classes which include yachts that are not too bulky to transport, and yet are sufficiently must be a rule based upon the large yachts. The simple limits here suggested, with sail area the main popular in many localities to afford the widest factor, should give us the results desired.” possible competition. “We have no such rule,” says Black. “The Here is the proposed rule: Sail Area ……. 22 Sq. 30 Sq. 40 Sq. Metre Metre , Metre sq. in. 944 sq. in. 1,280 sq. in. 1,720 Draft (maximum) 8.6 9.5 Beam (greatest) . 10.8 12.2 WL-I………. 54% I. M. R. A. Class A (Six Metre) is a real model rule and is the best yet. This class, with 300 yachts already built, is going strong and will continue for a long time to come. ” I think the sail-area rule proposed here would be 10.3 13.4 an ideal one, and one which will develop hull form and create interest all classes. I have spent much time on this matter and the metre sail area class is .99 1.18 1.31 H-0……….. what I think is needed. Any rule in which the over-all 8 …………. 4.32 4.89 5.36 length is limited will, in my opinion, kill a class. Our WL-I is the length measured at a point obore the Universal Rule boats are far better looking than any water line (and parallel to it) equal to the distance International Rule boats, and I feel that our models H-O in the table. 8 is a measurement in the forebody should be the same.” of the yacht, in plane WL-I, placed there to avoid an It is well to add here that THE MODEL YACHT has been besieged by pleas from correspondents for a undesirable form. ” It was suggested,” adds Black, “that the largest rating rule that is “not so durn complicated.” Our class be limited to 2,500 square inches of coil. This letters declare it is more difficult to solve the intriwould allow boats to be built so large that they would cacies of some of our complicated rules than it is to not help the sport. With the three classes named build a large model. The answer, from several deabove there should be a wide enough range of size, signers, is for those who cannot interpret the rules, to allowing each designer full Scope in developing his obtain plans worked out by those who do understand them; that, after all, the rules are not compliparticular type of model. ” No displacement or freeboard limits are given, cated. The writer hereof, however, is a member of as it was not considered necessary in a sail area rule. that class that finds our rules intricate, and is forced One thing that must always be kept in mind is the to depend for a good design upon the “expert ” who fact that a sail area rule will always produce a very can solve it all. Also, we take exception to John long boat, and for this reason the 22-30-40 square Black’s statement that the foreign square-metre rule metre classes are suggested. The writer is indebted he has taken for a pattern is what is needed. This to Mr. L. Francis Herreshoff, of Marblehead, for the rule, in the full size boats, has produced extremely table of figures.” long, and very narrow hulls, with but little under- 58 73 % 5 6 THE MODEL YACHT body and very small sail area. Frankly, we do not think they would make desirable models, and in this we differ from the proposer of the rule. Why not show a little originality and develop a simple rule of our own that would give a model more suited to our conditions? There are those of us who would like to see the model yacht developed to the point where it will more generally attract the interest of ” major ” yachting circles, especially in design. We believe the model yacht to be the ” training ship ” for the future yachtsman. If there are developed classes which are more in conformity with rules and designs of the large yachts, it is believed we can interest the Big Timers. On the other hand, this miniature sport will not attract either interest or backing from the Major Leagues if its craft differ too widely from the conception of the 14- to 16-year-old division, was won by Loring Schultz. William Smith took the Second prize and William Budd won third place. In the 11- to 13year-old class L. M. Cormack won first honors, Frank Notrem was second, and Algy Nomyokas was third. The prize winners in the power boat model contest, judged at the Sportsmen’s Show which preceded the Motor Boat Show, were Thomas Roberts, E. T. Macomber, Stanley Pigeon, and David Pigeon. Two models, built by sixteen-year-old boys from F`. T. Wood’s School Boy Model, published in THE MODEL YACHT, took first and second prizes. miniature yachts. A Boston Model Exhibit An interesting feature of the New England Motor Boat Show which was held in Mechanics’ Building, Boston, February 4th to 9th, was the large display of models exhibited under the auspices of the Boston Model Yacht Club. Fred L. Pigeon and Orrin Champlain were in charge of the arrangements, and prizes consisting of wood blocks made from the keel of the U. S. S. Co7asj¢./”j¢.o„ were offered for the best models sub- mitted by school pupils. Among the famous model racing craft on view were Jofa„ Zrorz;ord, a Class 8 champion for 1928 which was designed by Fred L. Pigeon and is owned by Standish Pigeon; Bc4„7ay JJ, winner of the local first prize in Class A, 1928, owned by I. A. Potter; Cyg#e;, Class A, winner of the 8. M. Y. C. special John Harvard’, the handsome Class 8 model of F. L. Pigeon, Boston M. Y. C. The picture gives an excellent idea of the size of the hollow triangular mast as developed by Pigeon. Ship Curves Full size blueprints of the ship curves and splines prize, 1928, owned by Gene Macomber; S¢./uerw¢.fag, Class A, winner of second prize, 1928, designed by published in the November issue of THE Mol)EL J. A. Potter, and owned by Robert Patterson; EJ¢.zobeJfe, Class A, owned by Standish Pigeon; £¢.gfe!, Class 8, designed and built by Orrin Chainplain; Vaiowp, Class 8, owned by I. A. Potter; Bai7G7GG7e;j, Class 8, owned by Gene Macomber, winner of second prize Stratton Cup, 1927, 8. M. Y. C.; £¢.gfafce¢.7Gg, Class 8, owned by Chandler Hovey; and YACHT are a great help to the amateur builder and designer or student of design. You can secure a print for 35 cents, a charge which covers cost of reproduction, postage, etc. Here i§ what one reader has to say about these prints: ” I consider them of great value and a great saving .to one interested. I get the same `kick’ out of making a set of these curves as I do out of building a model ship or yacht. The novice should have this set before he starts to think about building a model. He must learn to lay it down on paper first, and then team to take it `off.” Using this print for patterns, you can carve a fine set of curves of thin wood, celluloid or thin metal. 4e#or¢, Class 8, owned by Fred L. Pigeon. There was a model of a Canadian ice breaking steamer shown by Mr. Stratton and there were several models of power and steam yachts. A model of the schooner yacht £¢.Zy was finely done and enclosed in a glass case. There were a number of models of full-rigged ships which were built to scale and finely executed. One of these was of the ship C. 4. Foy#e, of Boston, and `vas lnade by Captain Samsing, of Use a Displacement Lubricator ” Don’t run your steam engine without a displaceWollaston. This vessel was complete to sails, rigging, lifeboats, running lights, wheel, binnacle, anchors, ment lubricator,” is the warning from Frank Birch, lines, etc. In the booth of the Boston Lands Marine Company there were two models of Gloucester fishing schooners and a model of an old Rockport lime schooner. The prize in the schoolboy modeling contest, in designer and builder of model steam locos, marine and horizontal engines for model power craft. And : “Any kind of oil will not do to lubricate the cylinder of a steam engine. Use superheated steam oil.” Mr. Birch has been engineering in these lines for years and knows whereof he speaks. THE MODEL YACHT ffmHB MODIAm9 arA®HqIT THE MAGAZINE oJ MODEL YACHTING P#bJ¢.shed lfo„jfeJy ¢j 10 Ferry Street, Concord, N. H. Edjlor..Of O#cc, 4735-13th Street. N. W.. Washington. D. C. B”s®.„ess O#cc, 205 East, 42d Street, New York. N. Y. Vol. I MARCH,1929 No. 6 Single coSies,15 cents Yearly sulsoriplion, $1.50 Foreign.$1.75 7 would like to design their own models. They think this is too difficult, too intricate. It is not so easy, at that. Those practised in the art will tell you that when you develop your skill to that point, ” designing your own ” is the most fascinating part of the game. We have had letters from a number of people who have found some of the books on model design and construction a bit over their heads. They say the authors seem to have taken for granted that readers know a bit more than they actually do, and that they jump a bit too rapidly. We have been asked to open a question box, in which readers can ask questions to clear up various points, and in which authors, designers, or others can make reply. How about it, you writers-Tom Moore, Norman Skene, Albert Leitch ? t[iEch#D9E:n¢AFH°Tn.eB£:ergte;i]Sg:g£`ndefec8i::sep#:nb::i: 2°esncE:ats:£723d5STti'{rNtNeee¥t¥gtf.’#..#…E¢`ats°£i:]gtco°nTeBPc:d- the present writing the date and place of this Gammin’ Wi’ the Skipper summer’s elimination regatta to choose the American challenger at Gosport are still indefinite. Boston, we understand, wanted the series, but it seems that the new sailing station will not be ready in time. The Washington M. Y. C. has invited the M. Y. R. A. to again hold the regatta at the national capital, and to hold it earlier than last year, say, late May or early June. It was found last year that our representative, Weaver, had to ” hump” considerably to get Pojsy in final shape, and make his arrangements in time to catch the last steamer. There should be more time between the eliminations and the date of the internationals, and we hope the eliminations will be early this year. From Washington comes the argument that breeze and sailing conditions generally will be better at an earlier date than in July, and also that the club’s new boathouse will give fine facilities for both pond and open racing. A It was a matter of regret to all of us that there should have been a hiatus between our November and January issues. There are many troubles in life – and most of them pile up in the publishing business! It Simply was not possible to get things going earlier; but after this you will receive your MODEI. YACHT on time, every month. Since, perforce, we dropped two issues, previously paid up subscriptions will be automatically extended. A l9Jf-inch model by Mr. Smith of the Class R design on the following page. Well, sir, we don’t speck or read much Norwegian , so when we came to look over the catalog’ of entries. in the recent show in Oslo we were somewhat stumped -for a while. But then we tuned over to We understand that Skipper Amos Ardoene, of the Rhode Island M. Y. C., at Providence, is organizing a team to compete in the Eagle Cup Races next September. Competition in this American classic has been confined almost exclusively to teams a page with an “ad” on it that said: “The Yachtsman, Scots Wiskey -” Then we knew we under` stood the whole booklet. There is not a one of us who does not like t o hang from the Central Park, Prospect Park, and Boston Model Yacht Clubs, and it will be a good thing to see on the walls of a den or workroom, living r Com or “saloon,” a good marine photograph showin g that another trio of yachts at the starting line. most beautiful of man’s handwork, a yacht under full sail. A. R. Brown has a portfolio of some I,500 Model yachting is a rapidly growing sport in this country, but there is still a large group of people eight- by ten-inch photos available in a vari ety of “just sailing around” with makeshift craft who attractive forms, at nominal prices. THE MODEL YACHT Lines of a Class R Model, Universal Rule Scale for Model % Size between the “medium small” size for younger modelmen, and the increasingly popular Six-Metre Frank G. Smith, Waterbury, Connecticut. Her Class. It should, therefore, find much interest among dimensions are: I.o.a., 57 34 inches; I.w.I., 37j€ inches; those who have already built small models but are beam,11j€ inches; draft, 8 j< inches; displacement, not yet ready to start out in the larger classes. In 661 cubic inches, or 23.9 pounds. The sail area is fact the Class R model is already enjoying great 1334.3 square inches, with 1101.4 in the mainsail and popularity in many sections of the land, particularly in New England. 232.9 in the jib. The designer has worked out the plan thoroughly, This design shows a class of model yacht that is ERY sweet Class R model is our design offering A\ this month. The boat is from the boards of THE MODEL YACHT 9 S€o/e. "..® din.I..i... a.l a//ow /or deck rL.Qd. T3 r..a 7r.dd.r L®clci \|/ood Tredder: A 'ne5 •J?.Ci/a(sR. Model Yoi¢hit Dirrie^Sions 4x,gF,o`.n#df%# go?#;?7 as the lines show, and he has developed a mighty pretty model. Commenting on the plans he says: " My only criticism of the lines is that sections 3 and 4 are a little full above the water line; but anyone with an eye could soften that. little defect when building her. You will see it is just a plain `R' boat with no frills. I made it to look pretty as well as sail. I made a small model to float exactly where `my design says it should. This small model Dlaph;cemenft C6l co.In. -2;3.I I:A.. is only 19J4 inches long, and she does just that. "I might add that the top of the lead should be lower forward and higher aft than shown, unless a brass rudder is used. Then it should be lower from end to end, but mostly forward. This is because I did not allow for weight of rigging." The sail plan of this design will be published in our next issue, together with the sail plan of F. T. Wood's school boy model, published last November. Naval Architecture for Small Boat and Model Yacht Builders Ery Thomas L. Lathrop Sea Scout Naval Instructor Lesson No. 3 - A Skiff with which we are familiar, but that we have such combinations as 1-94 and 0-3-1. H¥;::rgiaos:p]:%°h:c¥eg]o°::t:::du:a]rn:ddtr:ew=nv;r:i a boat. I trust that the student has been enabled to fix these lines and their relation to each other firmly in mind, as any attempt to lay down and fair up a set of lines without knowing the function of the several line groups would result in complete failure. In starting our first actual design (or perhaps I should say our first full size working drawings, as we are not design;ng but reproducing in full size the actual working draught of our boat from the scale drawings given by the architect) first carefully read over all the important information given. In Plate 1 we note that this information pertains to the design of a dinghy 9 feet 6 inches long, and that it is of the deadrise type. I have selected this type of construction as our first attempt at developing a boat's lines for several reasons. First, because we require a boat small enough to be laid down full size on our drawing board, or about 12 feet long. Second, the deadrise, or semiflat bottomed, hull gives a combination of curves in the profile, and all the projections and intersections can be connected by straight lines to form the shape of the bottom. By the use of this type of construction as a starter we are able to produce a more satisfactory result with our limited knowledge of the subject. We note in Plate 1 that the designer has divided the sheer plan into 10 stations and has numbered these from 0 to 10. We also note that a base line has been established and that in all cases dimensions are given either from this base line or from one of the several station lines. We note, also, that while some of the dimensions governing the shape of the sheer plan are shown by the use of dimension lines and figures, the greater part of the information required to determine the shape is not shown. If we were to show all of the dimensions on the three views of our drawing we would have so many lines, figures, and arrow heads that we would entirely cover the design lines. They would become lost in a mass of detail. Table of Offsets To avoid this the designer has drawn up a tabular form known as a table of offsets, in which he has shown by letters and numbers all the dimensions omitted from the line drawings. The 10 stations are shown across the top of the table, which is divided into two parts. One contains information pertaining to heights above the base line; the other gives the dimensions of the half-breadths out from the center line of the hull. We also note that the dimensions, as given in the several squares, are not shown in a form 10 In any kind of a measurement you first determine the number of largest units; next the number of next largest units, and so on down the scale to the fraction of a unit. If we see a dimension given as one foot, nine inches and one-half inch, or 1 foot 9j€ inches, we know at once that one unit of feet, nine units of inches, and one-half of one unit of inches are called for. This is the method used in the table. The first figure of the group of three denotes the number Of whole feet; the second denotes the number of whole inches ; and the third denotes the number of eighths of an inch. As J4 of an inch is about as close as the average boat builder cares to work in hull construction the table is rarely carried beyond this figure. Therefore, in reading the table we read the figures as 1 foot 9 inches and 4/8 of an inch. In a dimension such as 0-3-1 we read "no feet, 3J4 inches." And so we find the entire table composed of these :£emiE!s:artj;n:f°fifgtuhr::eafr8ou:e:ttwh£:h#teo:ic#;°hna:; given in the usual way. We also note that in some cases there is a small letter above the last figure in a group. This letter is either an "F" or "S" and denotes that the last figures should be measured off either slightly full, or slightly less than, its value. As the table does not go below ;4 inch in values and we may need to show a dimension of 7/16 of an inch, we might show this as either 4-S or 3-F. That is, 4/8 scant, or 36 full. Study this table until you are able to convert figure groups into required dimensions. Layout Now let's start on our layout, as the design of any boat, no matter how large or small, must be drawn out full size before the boat can be built. As our drawing board will just accommodate this design we must take care in placing the views so as to get all the drawing on tlie board. I have shown in Plate 1 the complete set of lines much as they would be laid down in a ship builder's loft. This shows one view on top of another with the body plan in the center. In the views directly below the completed line drawing I have shown the construction lines for the several views. I have shown all the lines as developed from the direct dimensions given in the profile view and body plan, and have shown as a series of short intersecting lines all the dimensions as given in the table of offsets. We find that if we Spring a batten or spline through all the intersections marked "S " we would have the curve of the sheer line; and that by doing the same with points marked " C "we have developed the chime line, or the line of meeting between the sides and THE MODEL YACHT bottom of our boat. The keel line is developed by drawing a line through the points " K." It might be well, before starting the full size layout, to draw in the lines on the plan drawing. Also take your dividers and transfer some of the heights and widths around to their locations in the several views. As the skiff is 10 feet long we will require a sheet of paper of that length and about 3 feet wide. The first line to be drawn in is our base line, and then the two water lines. Here is where the straight edge comes in. Do not attempt to draw any long lines by the use of a triangle against a T square, as this will tend to have one end of the two lines closer together than the other end. Be sure, also, that the base line is at right angles with the station lines. Perhaps the best way of transferring dimensions from point to point is by the use of a beam compass, or trammel points. A set of trammel points can be had at any hardware store and are not costly. In building up from the base line set off the distance for the first water line on your trammel points and strike an arc in two or three places on your drawing. Connect these arcs with the straight edge and draw the line. The second water line should be dra.wn in the same way, working from the base line. With a little care you should be able to make a good square job; but it must be square and to scale, or your boat 11 When you have the profile and plan view in place you are ready to start the projection of the body plan. As our space is small we will show this in the center of the drawing, using the regular base line and station No. 5 as a center line for ,this view. This will bring all stations from 0 to 5 forward of the center line and all from 6 to 10 aft of the line. Now comes the hard part of the drawing. In the view marked sheer plan I have shown stations 5 and 9 pro].ected from their proper intersections. Let us (Continued on tiage 16) '\ r i 1 1 r I T + i I- .I I I .I I, I i i I 1` r `1. r. II 't I:_ 11Ill I [± i tr ,_. 1`' ;I will be wrong. Acov6 cast a.~slo~ _ -,/,,,,;,.'`.,i.-.;/,i±;i:1±:-. i:.` A,'2-FZ,:,,-`fJ,_,,-22 IIIIIIIII|--EjEzijL|=> 11_ Bl.WIN® .OAf|O L’.A. .L \ I/, I,`~ rs !1 ‘3+i- e;.T -,– L — – -‘ \ / 1 / ~ ‘ / `,X C ewE,I 11+|V `-.. i •L/ Ice- p,~Jb’ C~ £_I- r J’idiJ Stu_ -r L.W II o’^®o^|aL LIN aLOFOpJtrs Plateando 0.set . Linesfor93< -®L, 6TATION SHEER LIN[ !!;i cHiue LiNt5 BcrTTon or r(.L sHEEe Li~E CHl~E L.NE !ii keel Li~E I 2 '-,`7,'`6-oP J '`¢S 4 5 .j`4 h¢<. G `- 7 6 -4.,. '~4{ /a '+f-9S foot dinghy. '`6.' ~ 0~4 Ch'01 0`,`0 a-7~7 a~ 7~e; o`J`o. -7`Z o`7.7. 0~07 o`Jt5 o-e*. o-,+. o~/~J` 0~'® 0~'~' 0~,+6 o~3`r. o-4^± o` 6 .6. o~7,I `'~ a+S~4 a.'oJ '~S-I /.7¢ I -r'~7 '`®® I~Z~' I-+\+ tJtG /<`' /.rf .6-I /-`, `4`'' # 'J 1± 1% I a '8 '£ o`,a-I . a 1` 4~® '`Z1 '\ 0\5 '8 't Is the Ideal Rating Rule Possible? pry J. G. FBI.TWELL Courtesy of T%e rhodel Yacbtsnedn "A rating rule is a serviceable contrivance by YEARS ago when there were no rating rules or means of which class racing can be carried on; it restrictions, and handicaps were unknown, yacht racing resolved itself mainly into a matter of size, and the largest yachts generally won. Naturally this was very nice for owners of big vessels and very dull for owners of small craft. In order to make competition closer and more interesting, handicaps were introduced. Some of these were based on performance and some on various systems of measurement. It is not my intention to trace the history of yacht racing, or discuss at length the various types of yacht produced under obsolete measurement formulae. Early classification was, however, by various rules giving the measurement by tonnage, and the next advance was to form classes of yachts having the same tonnage, and thus class racing was evolved. At one of the early international yachting conferences Professor Froude put forward the following should be convenient in working and should foster a desirable type of yacht." Now there are only three methods by which these objects can possibly be attained. The rating rule can consist of a set of restrictions, or of a measurement formula, or of a measurement formula used in conjunction with a set of restrictions. A careful analysis of these three methods and the resultant boats may help in the consideration of the possibility of an ideal rating rule. I will, therefore, deal with each of these three methods in turn, enumerating the conclusions I have drawn in each case. Restricted Classes The most restricted class of all is, of course, a One-Design Class. Here all the boats are built from the same design to the same specification, and are as definition : far as possible exactly alike. They are frequently "The legitimate purpose of a rating rule is simply ordered in batches from the same builders at the to measure size; in order that the question of size same time, and a great saving of expense is thereby being eliminated, the yachts that win shall be the effected. They are usually designed especially to suit fastest for their size; and that the model evolved the water, and in many cases have provided excelunder these conditions of competition shall be the lent sport for a number of years. The type naturally speediest model." varies with the locality. In Scotland deep draft and Professor Froude called this definition a " Primary plenty of weight is favored. In the Thames Estuary or Ideal Principle," and it is certainly a very excel- centreboard craft of a powerful type are preferred lent definition of a rating rule, which will be heartily owing to the necessity of taking the mud between endorsed by those who hold that it is no part of the tides, whilst the Solent boats are powerful little craft suitable for the short seas they have to meet. proper function of a rating rule to mould the type of boat produced under it. The best known One-Design Class in the world is Experience has, however, shown that yachts the American "Star" Class. This is a sharpie type evolved under a rule frequently owe their success of boat and very popular in the United States, where to "measurement cheating" rather than genuine it has attained the dignity of a yearly National speed qualities. This might lead one to accept the Championship. sweeping conclusion that, as the character of the In Great Britain the most numerous One-Design best measurement-cheating yacht is solely dependClass is the Yare and Bure. These boats are a charment on the measurement rule, the very idea of the ing model from the design of Ernest Woods, of Cantspeediest model is meaningless, except with reference ley, Norfolk, and have a sailplan by the late Mr. to that particular rule. If we accept this view, a Linton Hope. The ideal of a British National Onerating rule must be regarded solely as a means of Design Class has never been realized, however, owing carrying on yacht racing. to the different types needed to suit the varying We might, however, be tempted to carry t`he conditions in different parts of the British Isles. matter a little further and ask whether in order to The main objection to a One-Design Class is that it only possesses a local interest, and this centres in get fair competition under all conditions of weather it is necessary, to some extent, for a rating rule to the men who sail them rather than in the boats define the type of boat produced? Moreover, it is themselves. A further objection is that all competiincumbent to protect the interests of owners by tion in design is eliminated, and with it all opportuframing the rule in such a manner that a desirable nity of progress. type of boat is evolved which is not liable to be The term "Restricted Class" is usually taken to rapidly outbuilt. This consideration is very necesimply a class of boat for which the main dimensions sary for the welfare of the sport: as far as full-size are fixed. A celebrated designer once asked why we yachts are concerned, and should also apply to should trust to a complicated measurement formula, models. which might or might not give us the desired size and Professor Froude put forward a definition to cover type, when we could fix the dimensions and be abthis which he styled an "Alternative Principle" as solutely sure that our boat would not be outclassed f ollows : by some extreme form of rule cheating. 12 THE MODEL YACHT 13 In my opinion the rule cheater is often almost as possible under a restricted class as under a measurement formula, and should this happen, further restrictions would have to be imposed until finally all freedom of design would be eliminated. Thus under the 1730 Rule (a tonnage rule) the tax on beam led to no remarkable developments until the introduction of the lead keel enabled sail to be carried effectively with a reduced beam. The ultimate outcome was naturally the " plank-on-edge " type which eventually caused the rule to be abandoned. ***** Again the extremely light displacement racing In a Restricted Cla,ss with fixed dimensions prac- machine of the L. and S.. A. Rule came in with the tically every boat is designed right up to the limits, introduction of the bulb fin. and consequently it is.almost impossible to make It might even be suggested that had the bulb fin those slight alterations in trim which so often make been discovered earlier, the earlier rating rules might the difference between success and failure. have produced very different boats from those which Some years ago Major 8. Heckstall Smith, Secre- were successful in their own day. If so, it might seem tary of the Yacht Racing Association, made the that we might not be altogether justified in discardsuggestion that for the purpose of rating model sailing Professor Froude's Primary Principle as cited ing yachts, all that is necessary is to fix the sail area in the earlier part of this article, namely that the and let the designer put whatever he likes in the way function of a rating rule is to measure size in order of a hull underneath it. that the speediest model may be evolved. This is a very simple and interesting idea. The This principle was departed from in the 1901 (the designer would have absolute freedom, and there is 2nd Linear Rule) and the succeeding rule. In these no doubt that in course of time the fastest type of we had the girth difference measurement which was hull would be developed, but it would, no doubt, be intended to produce a type. What the rule actually did was to put a premium on a particular shape, and governed by local conditions. Such a rule would not be practicable for real I think that everyone will agree it was a bad shape at that. yachts. The expense would be too great owing to the boats being so rapidly outclassed by the developThe effect of the 3d measurement in the 1908 Rule ment which would certainly take place under such was not so serious in the larger classes, but in the a rule. small classes the outcome was a narrow, over-canFrom an experimental point of view, some time vas§ed, heavy displacement craft. It is probable that or other, model yachtsmen might be tempted to give had the rule been retained, these features would have this idea the consideration it deserves. If such a class got more pronounced until we approximated the ever came into being, it would create considerable " plank-on-edge " type once more. This would have interest, but whether model yachtsmen would be taken us back 40 years. pleased with the resultant craft is quite another Measurement Formulae with Restrictions matter. Our present I. Y. R. U. Rule was introduced in No conclusions can be drawn from this suggestion, as the outcome would be too uncertain, but I suggest 1919, and has proved reasonably satisfactory, and that, except in a very small class such as the 14-ft. provided very close racing in the 6, 8 and 12-metres dinghy, the attempt to class boats by means of classes. Under the rule the displacement is practically a fixed quantity and is in direct relation to the I.w.I. restrictions alone must eventually result in limiting The designer is thus prevented from taking a little the designer's freedom more than is desirable. Measurement Formulae Restrictions are more or less direct in their effect, but a measurement formula is in reality an agglomeration of indirect restrictions. To take a very simple instance, let us consider the old L. and S. A. Rule. Here the designer is free to apportion his length and sail area as he likes so long as he does not exceed the class rating, but his s.a. is strictly limited by his I.w.I. or z/a.ce t;ersa). In consideration of measurement formulas, it i§ also necessary to consider the underlying principles which governed their evolution. It must also be remembered that whilst a designer will modify certain features in order to take advantage of the rule he is working under, there are other very important features over which rating rules appear to have little or no influence. Another point which must be borne in mind is that many of the conspicuous developments of type under various measurement formula were due to novel expedients in building rather than to the influence Of the rule. less displacement and sacrificing a little sail in order to get finer lines. This rule, like its two immediate predecessors, is a Linear Rule. The term Linear Rule is used to distinguish a rule in which the factors entering into it are added or subtracted, as against a square or cubic rule when they are multiplied together. It is held by many that a linear rule is superior to a cubic rule for the following reason : Let us suppose that: I +8 +I) -Rating Taking values: 10+5+2-17 If we increase each of these dimensions in turn by 1' we get: 11 +5 +2 = 18 (or 697o increase) 10+6+2 = 18 (of 6% increase) 10+5+3 = 18 (or 697o increase) Thus we see that an alteration of the same amouiit in any of the dimensions gives the same relative increase in rating. In the cubic formula: I,X8XZ)=Rating 14 THE MODEL YACHT Giving the same values: 10X5X2=100 Increasing the dimensions as before : 11 X5 X2 = 110 (or 10% increase) 10 X6 X 2 = 120 (or 20% increase) 10 X5 X3 = 150 (or 5097o increase) It will be seen that the smallest factor, which in a yacht is the draft, is taxed the highest. For this reason it is contended that the linear rule is the best on principle. I give this opinion for what it is worth, and leave it to the mathematicians to settle. In. the International A-class Model Rule * (under which the international model races are sailed) we have an entirely new principle as far as rating rules are concerned. In rna.ny rules failure has been traceable to the rule having a strong influence in a certain direction. In this rule we have two strong tendencies pulling in opposite directions. As will be seen, the formula is divided into two parts. The first encourages very light displacement, whilst the second encourages heavy displacement. The two parts are balanced against one another and can be easily adjusted by va.rying the constants to correct any tendency which is considered undesirable. Having the correct length, sail and weight, it only remains to add suitable restrictions as to freeboard, draft and overhangs. One can thus obtain the type desired, and within the limits imposed by the size and type, it is possible to evolve the fastest model. The A-class formula has now been in use unchanged for the past six years by model yachtsmen. Boats differing greatly in length, beam, weight and sail have been built under it, but in every case competition has been close between the leading yachts. Boats to-day are considerably larger than they were when the rule was first introduced, but I think that may be ascribed to designers not realizing the full possibilities at the commencement rather than to any serious defect in the formula itself . From our examination of the various forms of Rating Rules we, therefore, draw the following conclusions: In the case of restricted classes it would appear that if the restrictions are stringent enough to be efficacious, the designer's freedom will be curtailed undesirably and progress retarded. On the other hand, a measurement formula used without restrictions is very difficult to draft in such a manner that it will produce the type of boat desired and leave no loopholes for evasion. In fact many measurement formula3 ha,ve produced types very different from what was intended when they were drafted. It may also be said that the most satisfactory rating rules in practice have been found to be those where a measurement formula is used in conjunction with a set of restrictions. My final deduction, therefore, is that a measurement formula is essential to measure size (including * INTERNATIONAL MODEL A-CI,ASS FORMULA L=+f£-Rati`nB. NOTE. D in this rule is Displacement. sail area) and that restrictions are necessary to ensure a suitable type and guard against too great a divergence in any dimension or dimensions. If this is a correct inference, then not only is the ideal rating rule possible, but it will be found to consist of a measurement formula used in conjunction with a set of restrictions, and (subject to the limits of size and type imposed) the model evolved by competition will then be the speediest. [In view of the discussion. now going on among model yachtsmen in the United States, this article on measurement rules and their functions, by a well known British model yacht designer, will prove of interest. It appeared first in rfee A4lodej yaicfe!sowo7G.] Skiff vs. Pond Sailing Dear Editor: In the matter of skiff I/ers%s pond sailing : The former is fine in light weather when an oarsman has a chance to keep up with his model; but in any sort of a breeze a slight error in adjusting rudder or sails may cost him a far greater penalty than would be likely on a pond. Furthermore, it is much more difficult to make adjustments from a skiff, as both model and skiff are in constant motion. Then there is the scratching and bumping of the model which soon mars the finish. Another consideration is that the skipper does not have time to study his yacht, as he is kept too busy trying to catch her, except, of course, in light weather. F`or a real test give me pond sailing, provided you have the right kind of pond. GEORGE BARON, Ogden Park M. Y. C. A Much-Traveled Model The model schooner yacht WesJword, owned by the Tucker brothers, of the Prospect Park M. Y. C., recently arrived in her home port from Sam Diego, Calif., after sailing in many foreign waters. The model was taken to California six years ago by Lieut. E. S. Tucker, of the battleship A4:¢vyJa}7Gd. Since then she has sailed various waters around California, made two trips to the Canal Zone, three to Puget Sound, and has sailed in Green Lake, Seattle; Port Angeles; Bremerton, Wash. ; and in the harbor of Rio de Janeiro. Now she is back, tyG.a) the Panama Canal, to be sailed in club races by Fred H. Tucker, secretary of the P. P. M. Y. C. Have you seen Fisher's new catalog, Number 5? It's worth looking over, whether you are building model yachts or ship models. Fisher's offerings are all made in his own shop, and include standard gear, fittings and equipment. He will also "taylormake" special fittings to your order. Send a dime for his catalog. WITII TIIE CLIJBS Ill.,11.11.111111111.111111111111 Chicago THOUGH the Chicago M. Y. C. was organized only recently, we understand that the club has served notice of its intention to sail in this summer's national eliminations for Gosport. At the last report two Six-Metre yachts were complete and ready for action, with four others under construction. These models were built by Sea Scout members of the club, from designs of Mr. Thomas Drysdale, one of the most experienced "old timers" in the game, for all his three score and a dozen years. About half the membership is composed of Sea Scouts who are active builders and sailors under the tutelage of Mr. M. A. Johnson, skipper of their ship and vice commodore Of the club. As a single instance of their prowess, one of the Scouts skippered Mr. Drysdale's new Class 8 sloop to victory over a group of men last Labor Day. The younger Scouts are:\a-lso active with two classes of models, 30 and 40 inches over all length. Together with Scout officials, the Chicago modelmen have worked hard for a new pond suitable for a sailing station. The pond now being completed is a fine one, and is situated on the lake front where there is a good breeze at all times. Al Boston Members of the Boston M. Y. C. have been overhauling all their old Six-Metre yachts in preparation for this summer's national eliminations, and expect to have these craft making faster time than last year. (Which was going so7„e.) Six new models of this class are either built or being completed. This brings the Boston fleet of "Sixes" up to a total of 24 „ete; yachts. In addition, four new Class 8 yachts have been getting ready for the season's racing. So it appears that the " Bean-Eaters " are going strong after both the Yachting Monthly Trophy and the Eagle Cup. the Secretary's Cup, posted by Mr. Buhrmann. Skipper Joe Branham, who won it last year, has a new Six-Metre yacht all ready for the water, in expectancy of hanging on to the trophy. Several other members have announced craft in this class -some laid down and others nearing completion. Sailing will start as soon as the ice melts. Los Angeles The Los Angeles M. Y. C., a few months old, has now had four well-attended meetings. Each meeting brings out a number of new applications for membership. As this locality has a reputation for rapid growth, the club should attain strength ip short order. At least seven new yachts are under construction for the coming §eason's events, and a large fleet is already on the water. Sam Francisco "We have a club here about 30 years old. We sail on Spreckels Lake, Golden Gate Park, and owing to the topography, can sail only to windward. So we still use the old Sea.wanhaka Rule and have developed a special type of model that is purely an evolution to meet local conditions. "These models are fast, as the following incident will show. Mr. E. Stuart Tucker, model yacht `fan I of the U. S. Navy (he's well known to the oldtimers) challenged us to sail a race at Sam Diego. We sent a boat to sail against the y¢„¢ee G;.rJ which, I am informed, had done quite well in the East. As we sail only to windward, a beat of a mile and a quarter was arranged. I am informed that our boat started about 50 yards to leeward of y¢784ee G6.7Z, and got to the other end about 20 minutes ahead of her competitor. Tucker was reported to have said that our boat measured under his rule in spite of the sacrifice of q.b. and d. penalties." H. D. CARTWRIGHT, Washington T. Brooke Amiss, Jr., was elected commodore of the Washington M. Y. C. at the last annual meeting. Skipper Amiss has been one of the most active and successful Washington model men and the club should prosper under his direction. Paul Scharf was elected vice commodore; A. G. Buhrmann, §ecretarytreasurer; Tom Moore, fleet captain and measurer; Wesley Young, chairman of the regatta committee. A schedule of club races for alternate Sundays was drawn up for the coming season to allow for an equal number of events in both open and pond sailing. A special series of races will be held in October for Sam Francisco M. Y. C. New York The following officers were elected recently by the Central Park M. Y. C. to serve during 1929: Commodore, Alfred 8. Reynolds; vice commodore, Calvin D. Collins; secretary, Howard Griffiths; treasurer, Philip Pile; measurer, Joseph A. Weaver; trustee, Fred A. Branig; delegates to the M. Y. R. A. , C. W. Bedell and A. 8. Reynolds. Annual dues were reduced from six to three dollars a year, and new members will no longer be as§essed an initiation fee. The club will hold an inter15 16 THE MODEL YACHT are to be held at the home course of the C. P. M. club race for Class 8 and Six-Metre Class models on Memorial Day, May 30th, offering a cup for Y. C„ on Flushing Bay, and touches will be counted. There is no limit to the number of entries from any each class. The skipper whose name goes on either club. of these cups three times will become permanent Visiting skippers are invited to store their craft owner. The trophy for competition in Class 8 will be known as the Seebach Cup, while the "Sixes" at the club headquarters, which will be open a week before the event. will race for the Collins Cup. All races for these cups Exhibit of models at the Royal University of Oslo, Norway, to mark the twenty-fifth birthday of the Norsk Modelseilforening. Over 130 models were included in the exhibit. Was It a Success? HAT model yach`t exhibition in Norway? Well, just look at the accompanying illustrations. Any group in this country that could get together as many mbdels and stage such a show would be excused for patting itself on the back. some localities the smaller classes are sailed in open water, with the skippers wading behind them. IT (Coritinued from ¢age 11) take section 9. We find that if we take the point of intersection of the straight station line (in the sheer As previously mentioned in THE MODEL YACHT, plan) where it crosses the sheer line, and strike a this exhibit was held at the Royal University, in straight line parallel with the base line toward the Oslo, to celebrate the twenty-fifth birthday of the center line (as formed by station 5) we will have proNorsk Modelseilforening. The show was opened on jected this point. Next go down on the half breadth view and set off with your trammels the distance January 2nd by H. R. H. Crown Prince Olav in the from the center line of the plan view to the sheer line presence of various diplomatic representatives and high officials. It lasted until January 12th, and was as shown in the plan view along station 9. This will reported a great success. give you the width of the boat (or half of it). Prick We are indebted to Mr. Eugen Lunde, Chairman off this trammel setting along the line you projected of Norsk Modelseilforening, for the photographs and in the sheer line view, using station 5 as a center line. descriptive matter of the exhibition. The catalog Where these two intersect is the projected point of of entries shows that 130 models, including model the sheer line at station 9. Do this same thing for all intersections and for all yachts, square riggers, and smaller craft, were exhibited. This model yacht club published, at the same time, an interesting and rather comprehensive book dealing with the sport in general, listing local yachts, giving a description of the sport in various lands, and even going into the design and construction of the modem model. We recognized some well known yachts among the illustrations. Photographs of Scandinavian models gave interesting sidelig`hts on rigging, hull form, and manner of sailing. It is apparent that in lines such as keel, chime, and other lines. When you have these intersections all made connect them with straight lines and you have the form of the sectioli. If you remember to think of the drawing of the boat as a solid block of wood and that in plaLcing these lines you are sawing sections through the block, you will find it much easier to follow the projections. You can gain a good idea of this by taking a pair of dividers and transferring the several stations back to their other views. (To be continued) MODEL FITTINGS for SHIPS, YACHTS a#d POWER BOATS Venthat:§:'2Afirn¥:::io:!i:¥°£St'::otrfe=,i'#:c:h:,'u:Rha:¥C;Ei'£r:s?et£}g::#oS!3::i:gtc?']£If' A. J. FISHER 1002 Btowah Avenue ROYAL OAK, MICH. DIRECTORY Advertisers MODEI, STEAM ENGINES AND BOILERS FOR Bn¥tgtrreebe::%8±asy¥i#:°c?e]]rir:adsha#in8Eeattsh¥p¥n28t% While the circulation of THE MODEI, YACHT NEW FLYING SCALE MOI)BI, FOKKER SUPERuniversal airplane now available in construction sets. $9 each. Cash with order; delivery in 30 days. Write for circular. Whitaker, 1773 Lanier Place N. W., Washington. D. C. ;:;::;:i-::::::::::::::--`i:::::--::';:;;:-:--:::i,:--::-.:-I:i;;:::-;:::-:::I:i:::.:;::I:-:::I:::.:.:;::;::.i:`:;: as in a larger paper. gi:gi:E;a:g!;;y:tFiae!e!jt:e,:a::eh:oigi£:a?!df':c!iu;i;p¥itf;:::H;i %u[E;:.iji[:GET?!i,e:a.i¥£:t:E:::?i%::i#::h:apE:;e!se;no¥i?::::;n:d? FOR SAI,E-2 FAST CLASS "8" MODEI, YACHTS: £jk;;;#j:e:8:i:Oe:t;::O§v#3¥r;i;i::;n3:i:::§j;§{§jt;§n;: handyman around the house. YACHTING, INC. 205 E. 42nd street fife];i:§§i¥:§t.ffm:Liitoe:t7:5irkv:i:ted:#fnalF.c£:asp]::&[: iE?a;Eg¥fr:cei:?::£f:ig:ETe:Eia;,!:aaii.:o?pTi#n:tEevEfhp:-:::t: New York. N. Y. STEAM ENGINrs FOR MODEL powER CRAFT. Real working miniature steam models. Send 5 cents for list. Frank Birch, 131 Blza Avenue west, Hazel Park, Detroit, Mich. ELEMENTS of YACHT DESIGN LrE%Ntfnfe:y:7:?ii:gls:8*`g?jirckLOA3¥:¥s:::%Dg:I:!£:5¥]:: ¥a3:£%,8=dEOEi;;fpk:?eEksdiHri::pi¥On:Da:tcrEs8'sL;£7t:::hq¥Eirs:O¥ Fourth Edition By NORMAN L. SKENE £'E£:!nfu±E:gL±Nce¥aBn::.¥s+£€e[Z7:#:FDE:nL§rN?cch¥i?,`5.8C3; DEADEYES FOR SHIP MODELS, SIZES 3-16 AND E Vo:RmYodye:C8h±88:a±¥£:&8d°hra%]ed'af:o¥;obf°ffis8mc= d*oze;::h'c!ifb°byTEugEnhdor:,din. ¥e.laying Pins. 18 cents per BLUE PRINTS OF SI]IPS FOR MODBLMAKERS, !g;i:a:ff:.:;:u:¥::i;aii:gin;g¥=!gi:ii:!jaL!t;h!ft¥Tii Fg¥ci;!g#:::i#£:i]i:,ornri::jE:pn¥:n:;I:Fie¥aib¥fa:f3i 1927 Edition Price $3.50 a copy send for circular. Montclair. N. J. G. 8. I)ougla8, 165 Summit Ave., Upper If you are interested in model yachts you cannot afford to miss one copy of THE MODEL YACHT Subscri®tion price $1.50 Dca. year (2°acdap,cop:8d?£:ha°fu¥i#ii8EP±=a8n-) YACHTING, Inc. 205 East 42nd street NEW YORK Address: YACHTING, INC. 205 E. 42nd st. NOW York, N. Y. SHIP M®DHELS " Nothi;ng Ijike Making Your Own" S8w¥]b::a.Stcr::t;°i:t:%ttseaf:rpbouj'edrfnpia:t3°aindc:iis£]insgo#£k°s:i7h-i::hde'g::£dne: ;iuc;Hii;::digif!TI:ii:i;ii!t:n;t:lib;:::it:'iie;Ii;;:Iiad!n:ioi|;i:ail;;;;1;ii;f:i:;jij;rf;io:;:i:i::s:.:i;iiij;:;:.iij::ijj wirill be sent postpaid upon receipt of 15 cents (coin preferred). ti;a;:i::i:o€Si:;i:t]:§d¥iiii;:r§j:i:::i:::jt§fn;t;ii::ia§::::§ik§i!t::i#`±§;iiij:ijr:ei[§;i Model Ship Supply _Co. Min::Ei.,*. ¥.