The Model Yachtsman and Marine Model Magazine: Volume 5, Number 11 – February 1933

—y souae ili Miif – ——-, mm ‘dee: a e+ a : y, ——— — = wee -_— —_ —_ –s «+ _—_ AND “MARINE,”MODEL MAGAZINE _ oo Il. Seventh of ouch Menth. FEBRUARY, . b De ~ 1 OF 6 & : NO. fod 5. Sem ; VOL. st 255 Registration of Model Yachts 257 International M.Y.R. A. … 260 535% 20S .. 265 6-metres ‘‘Gudrun Elvira II’ 268 Hobbies and Models Exhibi. tion oe Shiplovers’ Senéplation Our Scottish Page… atts Ti Sissies GREER OS CD CAL Bost Our Coastal Schooners ) .-. 265 ces| The Model Yachtsman’’s Work- aetna shop … ‘ Flash Steam Plant ff Choice of Dimensions Correspondence… : fozee 258 Model Windjammers .. wee ‘co, … cae 8° The S.S. ‘*L’Atlantique’’ thts «. 256 273 … 274 as a can ED “55 ey). yeos UUCMR THE MODEL GOLDEN YACHTSMAN HOUSF, GT. AND MMB ECRU SCM CCRN Chet MARINE PULTENEY “e MODEL STREET, MAGAZINE, LONDON, W.1. ee ees 1933 February 19383 The Model Yachtsman DO YOU How your UNDERSTAND Model Yacht is measured? Or the Rating Rules governing various Classes? IF NOT, you should buy yourself a Copy of MODEL SAILING CRAFT By W. J. DANIELS and H. B. TUCKER Price 25s. nett; postage 9d. Profusely illustrated with Photographs, Designs and Diagrams. In this all his volume the Model problems—Rating, Yachtsman can Measurement, find the Designing, solution Building, of etc. Obtainable from the Offices of “The Model Yachtsman,” all Bookshops and Libraries, or direct from the Publishers, Chapman @ Hall, Ltd., 11, Henrietta Street, London, W.C.2. BIPOD MAST oY All Race winners in the near future will be fitted with Bipod | White Heather Yachts T GROUP S GROUP 42/6 to 72/6 uahd socket bwo years R GROUP 4 to 10 Guineas experimenting with these 10 Raters; 6 and 12 Metres; A-class. and have now achieved great rigidity combined with light- a ness. SPECIAL Be hice < gen A 24 ins. long. Right and left-hand Screwed. I also make Swivelling Masts (centre), of the same material. Fittings Forty years’ experience in designing, building and Sailing all kinds of model and Hand-made Fittings in brass or chrome finish. Dees : Price 1/- each Spars : Sails Accessories Send for List. craft. = LINE NICKEL PLATED RIGGING SCREWS tubing. Alljoints are rivetted to angle castings. L-+.\ 12/6 to 29/6 Masts J. Alexander & S Model Yacht Builders, Ons, Andrewd.Bark | | | asiron, PRESTON, Lancs. 26, Alderley Road, NORTHWICH, Ches, J |) TRADE SUPPLIED. In replying to Advertisers, please mention THE MODEL YACHTSMAN. 4 Zz AND MARINE MODEL MAGAZINE Vol. 5, No. FEBRUARY, 1933. 11. EDITORIAL. E may be somewhat Editorial by unusual making an to commence an apology ,to readers. Nevertheless we do so. By a curious unable to account error Those who would have us disinter this matter and want the M.Y.A. to declare the results null and void are entirely wrong. which we are absolutely for a mistake was made in the date given in the Model Yachting Association advertisement last month. It was stated that the Annual General Meeting was on January 2\st whereas the correct date (28th January) was stated in the M.Y.A. report on page 229. On all sides one hears satisfaction being expressed at the firm attitude taken by the M.Y.A. 1932 Council in their actions to prevent repetition of the incidents which caused dissatisfaction at several important race meetings last. year. These incidents can be attributed to lack of clarity in Rules that were absolutely plain to older model yachtsmen who knew perfectly well what was intended, but were misinterpreted by those who were newcomers to the sport. We refer amongst other things to the disqualification of a boat during the British Empire Championship because her mate turned his boat by hand instead of using his pole. This disqualification had a grave effect on the Championship as it resulted in the award of 3 points to one of the leading boats which as events subseuqently proved made a considerable difference to the ultimate placings. The affair is closed as far as the past is concerned, but it is the business of the Council, (without casting any aspersions because of what has occured in the past) to take firm steps to prevent any recurrence of similar incidents. This is being attended to by a series of rule interpretations which are being promulgated for the guidance of competitors and race officials in future. We also congratulate the out-going Council for their proptitude in getting out the M.Y.A. Fixture List in good time so as to permit clubs to compose their own fixture lists to suit the national events. * We are very Secretary of * * pleased * * x to hear from International Model the Yacht Hon. Racing Association that the United States has entered for the World Championship Races at Fleetwood. We hope that some of the other nations composing the I.M.Y.R.A. will also enter. A straight duel between the British and American champions, such as occurred at Gosport last year, is very interesting but it must be admitted interesting when four engaged. that it or five or six Tue is still more nations are Eprror. OOD news is to hand from the United States as Mr. Fred L. Pigeon, Hon. Secretary of the Model Yacht Racing Association of North America, has sent a challenge for the “Y.M.” Cup, which forms the trophy for the A-class World Championship Races. included in the Agenda for this Meeting, and let the writer know accordingly as early as possible. Mr. Pigeon’s letter is dated 31st December and its receipt was hailed with much satisfaction. In entering for the World Championship, Mr. Pigeon esked for the necessary information as to date and water for the Regatta, which has duly been furnished. The races are being held on August 5th, 7th and 8th at Fleetwood. This new lake, the finest in the Kingdom, is new to most model Olympic Games. yachtsmen in this country and should thus: offer no advantage of local knowledge. ae All the other members of the I.M.Y.R.A. have been advised of the choice of water and dates for the 1933 and strongly urged to compete. *x* The attention * of * * the x * national authorities composing the I.M.Y.R.A. has been called to the question of the Iversen and similar vane steering gears as to whether the vane is to be and included in the sail area for encouraged in every possible way. * * * A direct application is being addressed to the Olympic Games Council itself by the I.M.Y.R.A. * * * News is to hand of a Danish model yacht club, Kebenhavns Model-Sejlklub, of which Mr. K. Svarrer is the Hon. Secretary. We hope to hear more of this organisation shortly. There is also a model yacht club in Switzerland. This is a comparatively small body, but makes up in enthusiasm for any lack of numbers. We hope that we shall shortly see both these countries applying for membership of the I.M.Y.R.A. A. E. FOSTER, Hon. Secretary, I.M.Y.R.A. not to It is to be hoped that the other nations will tndorse the attitude of the M.Y.A. towards this eype of gear as undoubtedly steering gears can be much improved and we have by no means reached finality. Experiment ought, therefore, to be K€ *€ * We understand that the M.Y.R.A. of America is requesting the American National Committee to put forward a similar request, and it is likely that the M.Y.A. will put forward a request to the British Committee also. The reckon this area as regards classes that are solely under its jurisdiction has been made known to the other nations and and an expression of opinion on the matter has been requested from each. * * The Deutsche Seglet-Bund has requested the German National Olympic Games Committee to request the inclusion of model yachting in the 1936 measured rating. decision of the M.Y.A. (British Empire), *x* * Moreover from its open situation the stranger who can handle his boat is as well off as the resident skipper. 7 February 1933 The Model Yachtsman 256 K The Annual Meeting of International Delegates will take place at Fleetwood this summer during the World Championship Regatta. National Authorities should, therefore, consider whether they have any matters which they would like AMERICAN NEWS. WE hear that the new model yacht.lake at Boston is now nearing completion. Its dimensions are 1,000 ft. by 250 ft., and we understand that it is open and suitable for staging an international race. Those who have seen both say that it compares very favourably with the Gosport Lake on which all the World Championships have hitherto been sailed. We understand that Chicago has under consideration the construction of a second model yachting basin larger and better situated than the first. The visit of a British model yachtsman this summer to the “Spirit of Progress” Fair Regatta would just put the sport on a proper footing in the States. february 1933 And Marine Model Magazine. 257 THE REGISTRATION OF RACING MODEL YACHTS. E have been asked to draw the attention of readers to the regulations concerning the Registration of Model Yachts, and to point out that in future these regulations will be strictly enforced. Further, no race entry will be accepted under any circumstances unless the yacht’s registration is absolutely in order. It is, therefore, essential for all model yacht owners to ascertain from their Club Secretary that he has done what is requisite as far as their own boats are concerned. Owing to the fact that since the M.Y.A. Register was opened many Club Secretaries have omitted to advise the Association of changes of yacht names and ownership, also of boats broken up or sold out of the clubs, it was found necessary to send out forms last September and October requesting certain information. Only-a comparatively small-‘number of Secretaries of Association Clubs have troubled to complete and return these forms to the Hon. Registrar. Owners should note that until these forms have been completed and returned, the registrations concerned are null and void, and therefore entries for these yachts cannot be accepted. For their own protection owners should make a point of definitely ascertaining from their club secretary that he has done what is necessary and received the confirmation of registration from the M.Y.A. By Tue EptrTor. (4) Entries for the first race of the season close on April Ist. Any application for confirmation of Registration must, therefore, be made not later than March 14. Otherwise boats will have to be considered as unregistered and expunged from the Register until such time as they are properly registered afresh. Registrations confirmed before that date will be valid for 24 months from date of confirmation. (5) All applications for registration or re-registration must be sent direct to the Official Registrar of Yachts, Mr. A. Littlejohn, 124, FitzNeal Stree, London, W.12, and not to the Hon. Secretary or any other official of the Association. MODEL YACHTING ASSOCIATION. WE have been requested by the Hon. Secretary of the Model Yachting Association to announce that since the publication of the 1933 Fixture List in our January issue, it has been found necessary to make an alteration in the date announced for the Scrutton Consolation (10-rater) Cup Race. Instead of being held on April 15th, the date will be April 8th. Otherwise the arrangements will be as previously announced. Owing to the late date in the month on which it was held it is impossible for us to include a report of the M.Y.A. Annual General Meeting in the present number of the Magazine. Full report will, however, appear in our next issue. The Registration of Model Yachts is governed by the Rules laid down. (See Sailing Rules Nos. 1 (c) and (d), and 3, aslo Rating Rules on page 25-of Rule Book onward.) All model yachtsmen should make a point of reading these M.Y.A. reports and thus seeing what In this connection the following points are emphasised as they will be strictly enforced :— BRADFORD M.Y.C The annual general meeting was held at the Talbot Hotel on Jan. 11. The following officers were elected: President, Mr. B. H. Butler; Commodore, Mr. Frank C. Hirst (in place of Mr. Vernon Dawson, resigned) ; Vice-Commodore, Mr. E. North. Secretary, Mr. A. B. Roche, 263, Barnsley Road, Wakefield; Treasurer, Mr. B. H. Garbull; Race (1) No Registered Numbers will be issued unless the proper Declaration of Measurement is lodged by the Club Official (Hon. Secretary or Measurer) appointed by his club to attend to these matters. No numbers can, therefore, be issued until a boat has been completed and measured. (2) Numbers cannot be issued direct to an Owner or Builder, or Sail-maker. In cases where it is desired for the sail-maker to put numbers on sails, the owner must arrange for the proper application for Registration to be sent through the Club Secretary before this can be arranged. (3) Re-registration is necessary where a boat has changed name, or ownership, or her owner has changed clubs, or when any alteration and subsequent re-measurement has taken place, or if it is now 24 months or longer since she was last measured. In the latter case re-measurement is necessary before the boat can be re-registered. the Association is really doing for the sport. Secretary, Mr. W. Harrison;. Measurers, Messrs. Whitaker, Clapham and R. Turner. The balance sheet, which is again on the * right ” side, was read, and three new members elected. Prizes were given as follows: “ Port-to-Port: E. Turner. ‘ Flag Races” (A-class): E. North and 10-raters: E. Turner and J. P. F. C. Hirst. Clapham. 6-metres: V. Dawson and E. Gill. : The following Easter programme was arranged 10-raters Bradford (A-class): April 14 and 15. (A-class): April 17. April 16. 6-metres “ Wade” 36-in. Restricted: April 18. Cup: J: P. G 260 February 1933 The Model Yachtsman ON THE RIGGING AND SAILING OF MODEL WINDJAMMERS. (Continued from page 233). Swear sails should be made to the exact But, of course, you have to make hay of all that. measurements of the yards, less the half-inch at each end, and of the perpendicular height between them. They should be cut out very carefully, after being marked out on the sail-cloth in pencil. Allow half an inch for the hem; and run the machine round at least three times. This gives The original grass will be very different from the a good stiff edge to the sail, an important matter ; and it strengthens the sail. The hem serves as the The head and leeches of a squaresail should be absolutely straight when cutting out ; the foot of the sail may curve gently down, just as the foot of a staysail does. When cutting squaresails, go with the material, square across the sail cloth. The sail will then machine up very nicely. ’ Staysails and jibs seem to give the best fits when they are cut with a slight bulge outward on every side. When such a sail is then strongly hemmed it lies as flat as a board after setting. As windjammers’ sails take some making and fitting, it is well to make them of strong material 2. See = ship, for the very I do not fit halyards to the yards. They are unnecessary. The yards hang quite well on their slings and trusses, in other words, on the screweyes previously described. When you do not want This gives a stiff fore edge ; and when the sail is pulled tightly by the halyard, this edge keeps the staysail reasonably flat. Threetimes round with the sewing machine, as before. in the first place. If you can get the experience and assistance of the Lady of the House on this point, it is well. It is better still if you make your own ship from keel to truck. Every yachtsman should be as handy as the sailor himself, with a needle. I cut out, machine, stitch on hooks, and bend onto the yards, all sails. It is a tedious job, of course ; but the delight of getting a good fitting suit of twenty or thirty sails on a windjammer is something worth taking a little trouble to have. Each squaresail must be sewn to her own yard permanently, for hard sailing. A sort of marline- hitch-threading, with stout waxed button thread, seems to work well, and gives the roband effect of the real ship. You had best take a browse among the books on Seamanship in your local library. You will pick up a good many useful hints and ideas on - Tigging and knotting there. SS + gee Ree jeer gees a clew lines on your yard below. in asa hem, just as you have done with the other ! lifts and simple reason that you do not need them. What is not needed is discarded by the sailor. Your clew lines should be mere loops sewn onto each clew of a squaresail. These loops fit over the ends of the Avoid the selvage edge of the cloth when making squaresails; and, when cutting out staysails, get edges. L hay you have to make for your own purposes. There will be no Flemish horses, foot-ropes, yard- bolt rope. the selvage on the fore edge of the sail and turn it | By Doveias J. Boytn. You will also get a fair idea of the style of a windjammer, from photographs of the real thing. One of the best books I have seen was by an American, Reisenburg, I believe ;— “Standard Seamanship.” That book gives one of the clearest descriptions I have ever read of the tacking of a windjammer. the squaresails, you simply take off the loops at the clews, unhook the braces, and lift the yard out - of the truss. The mention of the braces brings me to the working of these many yards. Let it be understood at once that is absolutely hopeless to attempt to manage the model as the real ship is managed. You are sailing a great ship without a single man on board. All thoughts of the proceedure on a windjammer therefore ;—‘‘Fore bowlines! Raise tacks and main, lee crojick braces! sheets! Mainsail Haul! Weather Board ! Fore braces! Ease thespanker! Board tacks and sheets! Steady !”’ will have to be forgotten. The principle to be held in mind on the model is this ; that your squaresails, be they six or twenty, must work as one sail! There are but two squaresail tacks on your ship viz.—the port fore-boom tack; and the starboard fore-boom tack. The forward lower corner of each of the lower courses is pulled forward by what is the brace of the*boom ahead ofit. A tack pulls forward; a sheet pulls aft, and it is possible to argue that this brace is a sheet. It will- now be advisable.to explain that_all the yards are hooked by bowsie lines together,and the booms of the lower courses also. They are braces only in the sense that they brace one another together. Your real braces are all on the mizzen yards, for they run down to the channels on deck, thus holding the whole set of yards in place ; that is—when you care to use them. They are seldom needed ! In like manner, for working to windward, your bowlines, holding the yards forward on the weather side of the ship, communicate their action from the fore yards to the after yards ; and unlike the bowlines of the real ship, they are all attached to the foreyards, and not to the leeches of foresail and of fore topsail only. February 1933 And Marine Model Magazine. It must be clearly understood that it is not always 261 The yards on the three masts being strapped together, fore to main, main main to mizzen, all the way up the, mast, each by port and starboard braces hooked on at equal distances from the cranes, they all move round When beating to windward, you will need to fasten forward all the fore mast yards on the weather side. To do this, you reach down the fore tack first, which is hung on a screw eye on the fore yard. The hook of this tack you fasten into a screw eye on the bowsprit. All bowlines and braces having bowsie tightening arrangement it is together, and, if there be a wind abeam, you can easy enough to get necessary to fasten down onto the deck any of the ~ real braces cr bowlines. sail for hours without ever once fastening a brace down onto the poop, or a bowline down onto the bowsprit, the wind itself jamming the yards onto the backstay, and holding them there. In these circumstances, a windjammer is easier to sail than a yacht. All you have to attend to is the flicking round of the yards with your walking stick, at the end of a run, and the setting of steering gear, or of the spanker. That is the state of affairs when reaching—the ideal point of sailing, for a model windjammer, far more so than running before. When running, of course, it is advisable to square the yards a little, but not dead square. I have not seen a ship yet that will run dead before the wind. Very far from the run being the windjammer’s favourite point of sailing, it is just about her worst, if accuracy on a target be anything to go by! Of course, a nice quartering wind is another matter. A wind on the quarter is the windjammer’s joy : but entailing as.it does, a.close-haul back again, on the return journey, it is not such a care-free business for the yachtsman as the plain reach. You must get your bowlines on, forrard, to come back again, though you can run down without fastening any braces*at all. theyards set to the angle necessary. Then fasten foreward the fore bowline, likewise to a screweye on the bowsprit. This bowline is attached to the fore yard ; and when notin use, it is hung up somewhere, say on an eye in the topsail yard, Your topsail yard will likewise have its own bowline on each end of it, port and starboard. That is fastened into a sliding ring, like a bowsie, on the fore skysail pole stay, which runs down to the end of the jibboom, in this case. This stay is very handy indeed for the holding of the upper bowlines, for the fore topgallant, the fore royal, and the fore skysailbowlines are all hooked onto similar rings placed higher up the stay, at, roughly, their own level. This keeps your yards close-hauled, and firm ina jerky wind; and, even in a steady wind, if the yards were not so held, they would all fly aback directly you got rather close to the wind. It is not necessary to hook on all the bowlines, even on a stiffish close-haul. For moderate slants, it is quite sufficient to use only the fore bowline (the fore-yard bowline), and the fore tack, (which holds the fore-boom forward). These, of course, communicate their motion to the yards and booms A race between Mr. D. J. Boyle’s two Barques ‘‘Naomi De Lacy’’ and ‘Cicely Fairfax.”’ 262 The Model Yachtsman on the main mast and the mizzen mast, through the braces which connect them all together. You need seldom use your real braces on the after side of the mizzen yards. You often run before the wind most accurately if you run with yards in the moderately close-hauled position, the squaring of your yards apparently leading tu a good deal of yawing about from side to side, in a fresh wind. The fore bowline will do for that manoevre. It merely holds the yards steady ; which is all you want. Your fore bowline is the maid of all work on the model windjammer.. You may be, able to sail for days using no other bowline, and no mizzen braces whatever. You can, of course, quite safely run before the wind with your yards swinging loose, held together in one compact body by the intermediate braces which run between foreyards, mainyards and mizzen yards. There is little danger of you going aback; and the yards adjust themselves to a balance with the steering gear, squaring off, or close-hauling, as the wind-pressure decides. The head of the ship being off the wind, and the rudder keeping the vessel down-wind, you can gallop away to your heart’s content without a single fastening to the deck, or to the bowsprit. It might be as well to remember that the more sail you carry the more you yaw about when running down-wind ; and, conversely, the more sail you carry, the better you can sail to windward ; that is, of course, if the strength of the wind allows you to crack on sail. If you are running with a pile of sail up, it would seem best to close-haul your yards, and put your helm hard up. You then get a I can imagine the Braine steering working fairly well, though it must be remembered that the ’ spanker of a ship will have comparatively small power to put into the quadrant, being a small sail, when compared to the total sail area. It might be possible to work your quadrant from the mizzen yard, however, and thus tap the power of all the sails on all the yards: but I have never tried it. I have always used my own steering gear, vastly preparing it. It may seem homely ; but it works. That is all you want.* I have found it best to use a weighted rudder, a variant of the old-fashioned swing-rudder. to Iceland and the White Sea. The Club Commodore, Mr. J. Marsden, was represented by a fine model of Henrick Hudson’s ‘* Halve Maen” in which he discovered Hudson’s Bay. A number of beautiful ships in bottles were also shown, including one particularly beautiful specimen in a noggin gin bottle. The Model Ship Society No. 2 was represented by a most interesting collection of models ranging from a Dutch Admiralty yacht to a collier brig. The modelling of these sailing vessels is a most fascinating hobby. Sailing craft are gradually disappearing from our merchant marine, and it is a work of these craft by models and plans for the benefit of future generations to whom a “ Geordie” brig will mean little or nothing. Even where plans are preserved the little niceties of rigging are not recorded presumably because they were once so well known to those who built and used these vessels. Amongst the Ship Model Society’s exhibits was a nice model of the ** Royal Daffodil.” This Liverpool ferry boat was originally known as the “ Daffodil.” She took part in our Navy’s glorious raid on Zeebrugge and when she was returned to her owners, H.M. the King signified his approval of her name being changed to the ‘‘ Royal Daffodil.” An historic little ship that well deserves to be perpetuated as a model. Her builder, Mr. A. R. B. Lyman, is to be congratulated on his choice of subject. A wonderful model of the R.M.S. “ Aquitania ” by a member of the Ship Model Society, Mr. W. Ashton, was also shown. This six-foot vessel is complete to the smallest detail. The Fleetwood M.Y. & P.B.C. are to be congratulated on their fine effort in making such a wonderful show. An exhibit of this kind cannot fail to bring the importance of marine modelling home to the public. © We understand that the complete exhibit of the Fleetwood M.Y.C. may be transferred to the forthcoming Brighter Homes Exhibition in Birmingham from February 9 to 25. If so, our Midland readers should make a point of seeing this, as it will be the finest model marine exhibition that has ever been held in the Midlands. We are very interested in the connection between Marine Modelling and Brighter Homes. Undoubtedly everyone is the better for a hobby and a man with a hobby is far easier to live with than one whose spare time hangs heavily on his hands. We asked one lady of our acquaintance about model yachting and brighter homes. She replied “Yes, a hobby for a hubby. I have heard of golf widows and model yachting widows as_ well. Possibly the home ts brighter when the man goes out model yachting. What d’you know about that one ? 265 And Marine Model Magazine. February 1933 THE SHIPLOVERS’ ASSOCIATION. GS ae Association held a private exhibition of models and articles of nautical interest at its usual meeting place, the ‘ Admiral’s Cabin,” Strand, on January 3. Whilst the exhibits were not quite as numerous as those at its previous show in October, quality made up for any lack of quantity. The first exhibit to catch our eye was a charming miniature waterline model of the well-known * Thermopyle ” on a scale of 1 inch=48 feet. The little vessel was shown under sail heeling slightly to a moderate breeze. This pretty little model was by Mr. P. F. Chowles, whose work is well-known to readers of this magazine. A splendid group of steamship models by Mr. F. E. Hills included the ‘* Monarch of Bermuda,” ‘** Gothland,” ‘‘ Britannic,” ‘‘ Dartford,” and a superb “ Aquitania’’ in her wartime guise of hospita: ship. These models are all on a scale of 1 inch=80 feet, and the amount of detail included is simply astounding. Mr. Hills also exhibited a model (scale 1 inch= 40 ft.) of the *‘ Bonadventure ”’ (a.d. 1470). This is her maker’s first attempt at a sailing ship model, and we trust that it wili not be his last. The vessel is shown as a waterline model under sail and the details are authentic as far as can be ascertained. Captain Poyser loaned a remarkably fine example of a ship in a bottle which he purchased in Bordeaux in 1911. This is a five masted barque and contains more detail than we have ever seen on one of these models and also better workmanship. A partially constructed model of a third-rate of 66 guns by Mr. L. H. Rust promised to be a magnificent model. She is a waterline model and the hull was shown with masts stepped. The Secretary, Mr. B. Lavis, was responsible for showing two interesting curios in the shape of a finely-carved walrus tusk and an example of the King Edward Coronation Medal struck by the P. & O. Company. The date was, of course, June 28, 1902. An interesting model of a Brixham trawler on the hard for a scrub was shown by Mr. A. M. HelySmith. The figures of the crew working on her bottom, nets drying, buckets and loose gear lying about, lend a remarkable air of verisimilitude to this model which is not only a model but a panoramic view of what must have been a commonplace scene before these craft got so scarce and were all fitted with motors. Probably the most interesting model on exhibition was a partially finished model of an Indiaman (circa 1800). This model so far represents several years of hard work in her builder’s scanty leisure hours. She is properly framed and planked up, has all lower decks complete with every detail down to the ringbolts for the running-out ropes for the guns. The lines were taken from Lubbock’s ** Blackwall Frigates.”” A wonderful piece of work on which her builder is to be congratulated. We hope to see her again in a later stage of construction. The Association has now a very fine collection of plans ot all kinds and most of these are available to members on payment of a small fee to cover blue printing and expenses. Our Scottish Page “Toes is an apparent absence of movement in Scottish Model Yachting circles at as indeed is usual at the end of early days of the following one. ‘apparent’? advisedly as, while of general news, there is still present, the year and the We use the word there is a dearth a stirring of the undercurrent discernible and evident preparations for the new season are in progress. We are interested in the decision to hold the International Races at Fleetwood this year and it is possible this may lead to an increased interest in the A-class here as well as in the Midlands and North of England all of which should be for the ultimate good of the sport. While doubtless there may be a shade of sentimental regret at forsaking the Gosport venue even temporarily, in view of the excellent support accorded to the meeting there by the local authorities, we are still of opinion that the principle of running important events at various suitable centres is one to be commended and likely to lead to increased interest generally both on the part of the sailing men and local councils and other authorities. We certainly hope for an increased entry from Scotland for the International events. 266 The Model Yachtsman February 1933 Dumbarton held their Presentation of Prizes and Social Gathering on the evening of 28th December, when a considerable concourse of members and friends assembled. Commodore J. N. Todd presided with his accustomed cheery competency, and following a satisfying repast gave a survey of the activities of the past season. He commented on the fact that a very large sailing programme had been carried through as the waters had remained in splendid condiion. The measures taken to deal with the weed menace, which had proved so formidable in former seasons, had been highly successful and he trusted that this recurring annoyance had been to a great extent permanently eliminated. Ifso, they had undoubtedly one of the finest waters in Scotland well worthy of housing the most important events. He had a word of commendation for the Juniors and in advising them to maintain interest in the sport assured them of every possible assistance on the part of the Senior members. They had all spent many happy hours at the pond side, and benefitted both mentally and physically thereby. Dumbarton had had the honour of housing the Scottish Championships for 1932 and the A-class Lilian Cup race, and all these events had provided very successful meetings. Musical items were interspersed with the formal presentation of the prizes as. follows : Ribbeck Cup Race—M. Irwin, R. Bonner, J. McAulay; Miller and McPherson Cup Race— R. Bonnar, J. McCrimmon, J. McDermott ; Provost oan oe od == Prize Race—A. Hosie, M. Irwin, H. Neil; Boys’ Race—J. McDermott, C. McFadyen, J. McIlwraith, first, second and third respectively in each instance. The consolation prizes went to G. W. Kershaw and H. Weatherall. The company were very appreciative of the entertainment provided by Mr. J. Anderson with his concertina and various other contributors of songs, musical selections, etc. Secretary Leishman delivered a brief address and the conventional votes of thanks brought a pleasant function to a close with “Auld Lang Syne.” While we are on the subject of Dumbarton we may say that Commodore Todd is busy building a new A-class model from the board of Mr. J. G. Feltwell and as we understand models from the same lines are also under construction in English quarters, we hope opportunity will arise to pit them against one another. If it is possible to do this, some interesting available. comparisions should become We hear that the Johnston Club is enquiring for 6-m. and 12-m. designs and as a natural corollary anticipate new models emerging from that quarter when the season opens. as we The West of Scotland lectures are proving acceptable and Mr. A. Weir provided instructive discourses in the two initial efforts. We hope to comment briefly on the complete series in our next ssue, as also on the social gathering combined Photo: J. A. Stewart. The Scottish Commodore at work. with the prize presentation projected by the Club for 3rd February. Referring to Mr. J. A. Stewart’s letter regarding the West of Scotland results published in our December issue, we would like to say that our remarks were in no way intended to provoke controversy. In truth there is no basis for such as the results stated are authoritive and unassailable facts. Doubtless all sorts of fantastic comparisons could be manfactured by taking various hypothetical presumptions as a basis and it might be amusing to do this, but we have neither time or inclination to indulge in ‘such flights of fancy. Obviously our comments were in no sense derogatory to ‘‘Ellora’’ and the undoubted ability of this fine model rather enhances the results obtained by her rivals. As she has scored a total of 149 out of a possible 230 points actually competed for the percentage of 64°78 given by us is quite correct. Following on our paragraph with reference to a new model yacht pond at Anstruther, (Fife), in last issue, we have now ascertained that this water is approximately 200 yards by 25 yards in extent and is situated at Cellardyke. Under the direct patronage of the local Improvements Committee, February 19383 And Marine Model Magazine. which exhibits commendable interest in encouraging the sailing of models, the East Fife Model Sailing 267 its first contest on 2nd January, when a no less than 62 fleet of participated in the racing. craft Club has been instituted to utilise the waters and Gratifying public interest was evinced in the event has already gathered a membership of over 100 which is constantly being augmented. The type of model generally favoured is the ‘‘Fifie,” an old style of fishing vessel at one time peculiar to the East Coast, and the models range from 36” overall and perhaps larger, down to 21”. They are usually dug out of the solid wood with no acknowledged system of rating or restrictions. As the greater bulk of the club members are presumably practical seamen, we have no doubt that the advantages of the recognised model types sailed by the organized body of the sport will quickly gain recognition and thus enhance the interest and enjoyment of the East Fife men. Meantime, the club carried out and some racing, hundreds described of by spectators the local followed press as the “the biggest attraction staged in the East Neuk for many years.” The proceedings were under the control of Bailie Bett, Vice-Commodore of the Club as Umpire, efficiently assisted by Mr. M. Gardner as Starter, and Mr. Alec. C. M. Bett, deputy Secretary, together with various members of the Committee as Stewards. We offer our hearty felicitations to the new venture on its auspicious initiation and wish it every success for the future. We hope to have an opportunity of visiting the district ere long. Tur ScorrisH COMMODORE. FROM THE EVENING NEWS. 28th November, 1932 A fair wind, a fine wind, to sail the Spanish Main. AT THE ROUND POND. Ay / Bare sails curtesying and waves agleam, Big ships, little ships and ships with steam : When the wind blows the water gets rough : ‘“Wuff!” cry the little dogs, ‘“Wuff! wuff! wuff!” Black boughs bending to the Autumn gale : All aboard ! All aboard! Who’s for a sail ?” Up the pond and down the pond, round the world and back : “Quack!’’ cry the big ducks, “Quack! quack! quack!” And what shall our cargo be when we sail home again ? Coffee and bananas and mahogany in baulk. “Squawk!” cry the little ducks, “Squawk ! squawk! squawk |” “Two bells! two bells! ’’ the church clocks call : “Time we had dinner,” say the captains all. Steer your ship to port again, she’s travelled far enough. “Wuff!” shout the little dogs, “Wuff! wuff ! wuff| ALGOL. Here comes breakfast tor the gulls and coots, _ And there’s a little bad boy that’s gone and wet ~~ his boots. Won’t he get a spanking, the silly little goof ; “Woof |”’ ery the big dogs, “Woof! woof! woof!” Here’s a mighty ocean where the trade winds blow, And here lies a stout ship. Oh, where shall she go. With you for the captain and me for the crew ? “Mew!” cry the white gulls, “Mew! mew ! meeeew |” poem, One has a cutter and one has a yawl, And there’s a great liner with no sails at all. But ours is a schooner and she’s ready for the trip ; “Yip!” squeak the littlest dogs, ‘Yip! yip !yip!” Singapore calling. and the Isles of Spice ! Or shall we try Jamaica ? I’ve heard its rather nice. There’s coco palms and flying fish and parrots in the trees : “Please!” ery the please!” It is a great pity that many of our contemporaries are still in ignorance of the difference between a toy boat and a model yacht. If they could see some of our juniors handling 36in. Restricted Class boats (aye, and 10-raters too), we should see less of the sort of thing represented by the above grey gulls, “Please! please ! The average journalist invariably finds material for a cheap joke in the model yachtsman and treats our sport as a child’s game. We ourselves saw some small boys playing Association Football with a bundle of rags as a ball and piles of coats for goalposts. Yet do we imagine Cup Ties are child’s play ? The answer is in the negative—we have too much intelligence—though being an old rugger player we understand as much about soccer as **Algol’’ does of model yachting. 268 The Model Yachtsman “GUDRUN ELVIRA IL.” 6-metres (12ins. = Ift.) “Ii Sail Plan of this model appears on page 270. Febrnary 1933 February 1933 And Marine Model Magazine. Designed by SAM. O. BERGE. Scale: Sheer and Waterline Plans, One-sixth of Full-size. Body Plan, One-third of Full-size. ® = s+ 4 S 1 6 7 $6 9 jo jt & 2 eS N\ t Half-size blue prints of this pretty design (body plan full-size), are available from the offices of THE M.Y. & M.M.M., price 12/6 post free. 269 270 The Model Yachtsman February 1933 SAIL PLAN OF “GUDRUN ELVIRA IL.” 6-metres (lzins. = lft.) Designed by SAM. O. BERGE. ‘ | ii 50° ADOYR DEL ay MAINSAIL 69% 276 _ 9520″ Foren Ang 50 : 16 = _ 400’, “[gs28 / Less 15% Pel -__60° ey PULAREA = 292″ 35,95″ WVi292 = 35,95″ – ’ Cul 0 GMa. (Lass (l/s”1 FT) ,GuDRUN ELw/RA JD” iL Tei S454 LUST 789 TTT I CNR 4H PO Ie Eo So 32 4 ] 56 The above sail plan is interesting as it also contains a rigging plan which should provide very efficient mast staying. Beginners in the study of designing will note with interest the method used to find combined C.E. of the sail} plan. February 1933 And Marine Model Magazine. 271 (Continued from page 241). HE spars are the next item to be considered, and may be dealt with in more details as the rules for rigging and setting up of the masts and spars follow each other consistently. Sail area governs the length and spacing of the masts in a schooner | | of the hold, which will be somewhere in the region of 13 feet. From the heel to the cap the length is 62 feet and the diameter is }? inch for every yard of length, this being a survival of a very old custom just as it does in any other type of craft, and it is of measuring timber in yards and inches instead of feet. The greatest diameter is at the partners and with this point of view in mind that we must consider the difference between a two-masted and a three-masted schoone>. partners) at the hounds, and 2 inch at the cap. In the “ Emily Warbrick” the figures would be I have worked out the relative heights of several vessels and the relative heights of the different masts and have come to the conclusion that it would be useless to attempt to give factors for the heights of the fore, main and mizzen masts as these vary considerably in schooners of the same size and character. For instance, the *“‘ Jane Banks” has a comparatively short lower foremast while the main and mizzen are long and about the same height as each other. The same applies to the topmasts. In the “ Emily Warbrick”’ the fore and main masts are about the same height in the lower masts, taking into account the rise in sheer. The mizzen is shorter below but equal in the topmast with the main and slightly longer than the fore-topmast, and so on. It would be quite in order to make all three masts equal in height as in the American multi-masted vessels but for looks most designers make the main slightly higher than fore at the truck, though they may be equal elsewhere, and the mizzen just a little shorter everywhere. In the two-master the masts are either the same size or the main just a bit longer than the fore. The spar measurements of several two-masted topsail schooners will be found in Kipping’s ““Masting and Rigging,’ and these could very easily be adapted to any hull of similar measurements. However, I have endeavoured to work out the spar measurements of the “Emily Warbrick” from a photograph, using the method I suggested at the beginning, and will now give these figures as they come along coupled with the factors for the diameters which are generally accepted for British vessels. The bowsprit should be the same in diameter as the mainmast and is a single spar of 25 feet outside the stem. The fore and main lower masts are the same height at the hounds and cap, and so the figures for the one will do for the other. In deter- mining the diameter, the whole length must be taken into account from the heel to the cap. It will, therefore, be necessary to find out the depth then gradually tapers to }? inch (of that at the from deck to cap 49 feet in the main and fore, and 45 feet in the mizzen. The diameters of the fore and main will, therefore, be 15.5 ins. at the deck or partners and 11.6 ins. at the hounds. The mizzen mast will be 14.5 ins. at the deck and 10.9 ins. at the hounds. The headed lengths will be 8.4, 8.4, and 7 feet respectively, these figures being about the average for the headed lengths of schooners’ masts. The diameter at the caps will be 9 44 ins. in the main and fore and 7} ins. at the cap of the mizzen. The masts are left square for a short distance above and below the hounds to steady up the trestle trees and cross-trees. The trestle trees are half the given diameter of the mast in width and half of that amount in thickness, The length is governed by circumstances, and in this case we will make them 26 ins. long in the fore and main and 24 ins. in the mizzen. There are several ways of making the caps, and we need not worry about the old-fashioned method of using wood, but adopt the neater one of metal. In the model this will have to be brass, as it is easier to work than iron. The shape can be seen in the accompanying sketch of the masthead. The one to the left is for the main and mizzen, and that to the right for the foremast, the only difference being the provision tor a truss to carry the lower topsail yard which takes the place of the eye on the fore part of the other. These eyes are generally provided for in the casting and are shaped and worked up from four lugs at the ends and sides of the cap. Three eye-bolts should be driven into the afterside of the head as shown to carry the peak halyard blocks and topping lift, etc. (See figure 8). Returning to the trestle trees, these should be supported by oak cheeks and bibs in one or either side, as shown. The length of the cheeks should be about equal to the headed length, but I have shown them shorter to save space in the drawing. The cross-trees on the foremast very closely resemble those of the topgallant rigging of a ship, as may be seen. Those on the main and mizzen are simpler 272 The Model Yachtsman February 1933 and have only one long cross-tree between the lower masthead and heel of the topmast. The other crosstrees are cut off flush with the trestle trees to form a frame for the top. The length of the long crosstrees will vary with the requirements and can be adjusted when the rigging is being set up. Secured to and resting on the cross-trees of the foremast are two spreaders which take the foretopmast backstays, the two cross-trees in this case being longer and supporting and spreading the shrouds of the fore-topmast with their futtock shrouds. About equal to two-thirds the length of the head below the hounds on the foremast will be found a truss for the fore-yard just as in the full-rigged ship. The only other fittings which are permanently fixed to the masts are the saddles to carry the boom and spider bands, but before these are finally secured the mast hoops must be put on. The number will vary according to the length of the luff of the sail and will have to be determined when we get to that part. Having decided on the diameter of the mainmast, we may next proceed with the shaping of the bowsprit, which should be the same as mentioned above. Along its length are a number of stops cut to take the stays and other bowsprit rigging. The foremost of these will be a short distance in from the end—say, two feet, this being the amount of the pole. The next groove or stop will be a further 6 feet and the following one 7 feet. The bowsprit may be either square with the corners rounded throughout the length of the housing nil or octagonal. At the bed where it rests between the knight-heads and on the stem, it must be square. From here forward it will be round, tapering away in a convex diameter. curve to about one-half its given The bowsprit of the ‘‘ Emily Warbrick ”’ is about 25 feet, exclusive of housing and hed. The yards of a topsail schooner resemble those on the mizzen of a ship as there is very seldom a sail on the lower yard, or crossjack, as it would be called on a ship. The fittings and proportions are likewise similar The length, of course, to those of the larger vessels. must vary, but the reader may find the following typical and useful in rigging a model of the “* Emily Warbrick”: lower yard, 51 ft. 6 in. overall length ; upper and lower topsail yard, each 47 feet overall. The yardarm will be 2 ft. 4 ins. on the lower yard and 2 ft. on each of the other yards. The diameter of the lower yard at the slings The fittings on the lower topsail yard are just as in the lower yard except that a jackstay must be put along the upper part of its length. The foregoing also applies to upper topsail yard. The booms and gaffs are nearly equa! in length to. the space between the mast, just a comfortable space being allowed for them to pass over without touching. The diameters of these will be according to their length and the factors are 3 in. to ~ in. to every yard of length. On the after-end of each boom there should be fitted a band with four eyes in it to take the sheets, lifts and other rigging. At the fore end should be fitted a goose-neck or pair of jaws. as shown in the plate last month. This completes the masts and spars in themselves and we will next have to deal with the standing and running rigging which goes to set up and work these spars. (T’o be continued.) should be 8} ins. and 3? ins. at the yard arms. The lower and upper topsail yards are each 7 ins. in diameter at the slings and 3 ins. at the yardarms. The fittings are quite simple and merely consist of a common truss at the slings of the lower and a sheave at each yardarm to take the topsail sheets. Outside this will generally be found a band with two or three eyes to take the braces and lifts. [ We regret that owing to a misunderstanding we gave the scale on the Arrangement Plan of the Three-Masted Schooner ‘‘ Emily Warbrick” which was published last month as “8 ft. to 1 inch.” This should have read “12 ft. to 1 inch.’—EDITOR, THE M.Y. & M.M.M.| Ii a Hutte 273 And Marine Model Magazine. February 1933 n bea AM MO \fNa AVeint ain (uttunbu ia Hh,iwoinehhRKi$ ILocil)P ‘ YACHTSMAN November issue, is not very sanguine that satisfactory pulleys can be made by the average model yacht builder. Let me assure the latter that very efficient pulleys can be made by any fairly skilled worker without a lathe or other tools beyond a hand drill, vice. few small files, and silver solder, all of which are usually in the model builder’s lay-out. Small turning up to 4 inch diameter can be done quite simply by means of the hand drill, and the following describes the turning of sheaves. In Fig. 1 the hand drill is screwed down to a board through wooden chocks which raise it sufficiently to clear the revolving parts from the board, thus forming a headstock. In the jaws is a short of #s in. iron nail having a cross pin A driven through a hole in the end. Engaging the cross pin A is a carrier B which is driven on to the squared end of the round brass rod C from which the sheaves are turned. DD are F is the tool rest, and before placing E in position, F is placed across end of road as a rest for the centring tool X (Fig. 2). After centring in this manner the hole can be drilled quite central up the rod for a number of sheaves. The drilling done, E and F are screwed in position as Fig. 1. Grooves are turned with tool Y and sheaves parted with tool Z (Fig. 2). Do not cut more than three-quarters of distance down to hole ; saw the sheaves off when all turning is done. Fig. 2 illustrates the turning tools; X is a pyramid pointed centring tool; Y is a round nose grooving tool; Z is the parting tool, all of which can be made from the tangs of small files. The sheave casing (Fig. 3) is made from thin brass of German silver. First file out a small die (Fig. 4) from steel rather thicker than the shears, drilling a hole at the position of the sheave pin. Over this die bend the thin brass as indicated by the dotted line (Fig. 4), drilling holes to correspond with hole in die; insert a pin and place upright in vice, gripping below pin. File away the material indicated by shading at H (Fig. 4) and with a punch bend the parts K so that they meet over the curved portion of the die. A slight nick at L with a thin saw (old table knife, worn thin and edge serrated) should be made. File away material on each side of pinhole to correspond with die and remove the casing from the die. The joints of the curved part should now be soldered. Silver solder makes the best job, but is rather tricky and unless care is taken to remove the solder stick or wire instantly it fuses; a blob of solder may form inside the curve where it cannot be removed. If this happens, re-heat the casing in an inverted position, when the blob will flow to the outside where it can be filed away. The casing should be held in the flame by means of iron wire of about 18 8.W.G. attached at the loop. Tongs conduct away too much heat. I find the flame of a bunsen or gas ring without using a blowpipe quite sufficient. A more powerful flame makes the delicate handling of the solder ( eee should not be of larger sectional area than as < ay) difficult. For flux apply to the joints, with the aid of a needle, a small drop of water and then with the same needle a little borax powder, taking care that the joints only contain flux as the fused solder will run wherever there is flux. SAILOR. CooF7 f | _ Hoe SS = ' bearings drilled to exact size of rod C and screwed to board. E takes the place of a tailstock and is merely a conical pointed screw with two nuts, mounted on a support, and is not intended to form a bearing for rod, but to keep it close up to the nail at A. silill . il e 3 ? } ] \ al “t i ti a He we be MAKING STEERING PULLEYS. T HE writer of a recent article on making metal deck fittings, which appeared in THE MODEL 4 274. The Model Yachtsman a oe February 1933 bed Fig. 2 Making Steering Pulleys. Fig. 3 Fig. 4 (See Article on previous page). EXPERIMENTS WITH A FLASH STEAM PLANT. By J. VINEs. In this article our contributor, who is universally recognised as an authority on Model Steam and Petrol Craft, gives many useful hints. The novice and many experts also will learn much from this article of great value and interest. LTHOUGH in competition work the petrol motor has been the centre of interest for some considerable time, there is a considerable revival of interest in steam-driven models at the present time. One reason for this is that the average amateur has little chance of gaining a place in races round the pole when pitted against the small band of specialists who have made this field their own. Moreover extremely speedy boats are unsuitable for running on the straight, in steering competitions, or in fact anywhere except round the pole events. . Generally speaking also the steamer is more reliable in the hands of the amateur, and by adopting a type of craft with a moderate speed of say 12 to 14 m.p.h. it is possible to make a more interesting model than a full racer. In fact a semi-racing craft can be made a thing of real beauty. grew out of my first attempt ‘Toby’ may be of interest to those readers who contemplate using flash steam for ordinary runabout craft. The use of flash steam for model The hull, 40 inches in length, was built of tinplate with fore-and-aft bulkheads. The blowlamp container which has a capacity of about 1} pints, was built into the stem with pump attached which was actuated by a long lever from about midships, the filler cap coming through the deck. The fore bulkhead was built with a strengthened dummy front in view of possible collisions and this feature proved useful in actual practice. heavy, and if a sufficient head of steam is to be provided has to be made of very ample size. On the other hand the flash boiler has usually been regarded as a fearsome contraption only suitable for extreme racers. Yet if properly designed and installed, the flash boiler is perfectly tractable and can be used with advantage in any kind of hull where it will show many advantages over other altered several A photo and short description of my boat, **No. 55”, appeared in the October issue of this magazine, and the following description of how she has sinkable, as the pond I was using at the time was very deep in parts making the recovery of a lost boat a very doubtful proposition. The big difficulty with steam-driven models has usually been the boiler. The pot type of boiler is types. boats been generally associated with high-speed racing craft, but I wanted a boat capable of fair speed, straight running, trouble free in action, and un- the semi-racing running hull type, times the The boat was of forward before a section being perfectly straight was achieved, the material lending itself to this operation. On this lake considerable difficulty was ex- perienced with floating debris which often fouled the propeller and stopped the engine. This is one of the chief snags in using flash steam for runabout purposes, and was surmounted by the device of fitting an adjustable safety valve to the steam coil at the water intake. A small pipe led from this directly over the blowlamp nipple. The way this functioned was that when the engine stopped February 1933 And Marine Model Magazine. 275 was frequently retrieved after an engine stoppage as a solid blob of copper. It is worth noting that after one of these mishaps the coil was reduced to about 6 feet, but to my surprise this short length steamed the engine quite well. Another difficulty that was simply dealt with was in connection with getting the boat into the bank quickly after engine failure. This was effected light line from bank to bank. but dropping it over the boat proved a difficult operation as the length of line in use was. often over 100 yards. After burning the line several times through it coming into contact with the blowlamp flame, a small hook was soldered onto by running a the head, as shown in the second photograph, making it an easy matter to drop the line over this part of the boat, haul in the slack and tow her to the bank. a With regard to the boiler itself I think the beginner would be well advised to start his experiments with a coil of copper tubing as it lends The Safety Valve Device. there was coil to flame. enough water and wet steam in the lift the valve and put out the blowlamp This gadget is shown in the accompanying photograph. The milled thumb-nut at the top regulates the pressure of the spring housed in the barrel. The thin tube on the left is of course the extinguishing tube which leads over the nipple of the blowlamp. I should explain that at this time the boiler coil consisted of 16 feet of }” copper tubing wound on a 2}” mandrel having a slight taper towards the steam outlet end thus taking advantage of the full flame of valve the arrangement blowlamp. was Before fitted, the the boiler safety tube Flame Adjuster on Blowlamp. itself more readily to being wound on a mandrel, and also avoids the corrosion inseparable from steel, especially in the case of a boat like mine which is only in occasional use, and saves the valve face being scored. This, of course, applies where comparatively low pressures are required, as from a series of experiments carried out (which included several burnt out pressure guages) I found that about 60 to 70 lbs. pressure gave an engine speed of 4,000 r.p.m., and a speed up to about 10 m.p.h. The blowlamp burner was of the ordinary type fitted with a Primus nipple and a long screw flame adjuster at the back as shown in the photograph. Length is desirable to save burnt fingers when regulating, and a great deal of the steady running of the plant depends on this adjustment. As will be seen from the illustration the lamp was Bow view showing Hook. a fixture in the hull, and was heated for starting by means of a small tray of asbestos string and a February 1933 The Model Yachtsman 276 few drops of methylated spirit, or a block of ‘Meta’ fuel. Care should be taken to fit gauzes as filters Coil Tubing: See this is thoroughly scoured before connecting to engine as copper scales a good in the petrol feed pipes as much of the trouble with blowiamps is due to neglect of this simple precaution. Roll a piece of fine gauze cigarette fashion and fit into the supply pipe at the union, also fit single pieces behind the nipple. deal when first used. Blowlamp: It is very important to keep this free from dirt, as after use carbon particles find their way to the nipple and cause trouble. A gauze at the bottom of the outlet pipe in the tank will help, and if an independent pump is used, keep it clean. Before dealing with the engine and pumps, I should like to give a few tips for beginners about ‘the parts already mentioned. Messrs. Bond’s of Euston Road, London, supply a flash boiler, complete, suitable in size to steam the engine, also the latest type of ‘Torrid’ burner (large size) which gives ample heat with a wide range of control. Hull: This may be of any desired type. If of wood, thoroughly case the coil in asbestos, adding an outside sheath which can be built up of metal, or ordinary tuning can be used. If the coil is tapered, do not choke too much or the flame may have a tendency to blow back. I shall be pleased to answer any enquiries sent through the Editor on any points regarding this type of steam plant, or anything not made sufficiently clear in the above article. Safety Valve Device: If this is used, the spring must be of phosphor bronze. (T'o be continued.) Mr. J. Vines has very kindly promised to answer technical questions on either flash, steam or petrol boats for readers of this magazine. Any queries should be sent addressed to Mr. J. Vines, clo THE MODEL YACHTSMAN AND MARINE MODEL All queries MUST be accompanied by a stamped, addressed MAGAZINE Offices. envelope for reply. If from abroad, an International Reply Paid Postage Coupon should be enclosed. THE DESIGNER AND THE CHOICE OF DIMENSIONS. ANON. In this article the writer gives the novice at designing a great deal of useful information which may help him to select the dimensions of a model he wishes to design. This applies particularly to models designed to fit a class under a rating rule, The considerations set forth should help in the estimation of the value of the different factors composing a rating rule. IVEN equally good technique, the most successful designer of racing yachts or models will always be the one who can best interpret the possibilities of a rule. Obviously any successful model must be fast lined and well balanced, therefore the biggest problem before the designer is the selection of his principal dimensions. What primarily are the features of design that govern speed? The first is actual sailing length, the second displacement, and the third sail area. Considering each of these in turn, we first deal with sailing length. If we had two boats—one with 40” length, 25 lbs. displacement and 1,500 sq. ins. S.A.; the other with 50” length, 25 lbs., displacement and 1,500 sq. ins. S.A.—the 50” boat would be considerably the faster of the two. If we can visualise the two hull shapes, it would be seen that the longer boat would be narrower, with finer waterlines and shallower in the body, with flatter buttocks. She would have more wetted surface, it is true, but the easier lines would more than offset the skin friction and the longer boat would have a higher potential speed. | | | Any vessel, whether sail or power driven, has a certain potential speed inherent in its hull. This speed is the same as the speed of waves having a distance between their crests the same as the vessel’s sailing length. This is approximately: the square root of the length in feet = potential speed in knots. Thus a model with a sailing length of 48” has a potential speed of \/4 = 2 knots. That is to say, that a model of 48 ins. sailing length will not exceed a speed of 2 knots, but that directly she exceeds 2 knots she is being driven at above her economical speed. To gain } knot, making the speed 2} knots, means hard driving, but to further raise the speed from 24 to 3 knots will take far more additional energy than that required to raise it from 2 to 25 knots. Hence it is advisable to have as high a potential speed as possible, which means a long sailing length. Now when a vessel is sailing normally in more or less undisturbed water, she creates a hollow into which she settles. She is thus in the position of sailing in the trough between two waves, one of which has its crest at her bow and the other at her stern. Hence we see why a vessel’s potential speed is the same as that of a wave system of an equivalent length. - February 1933 And Marine Model Magazine. Advertisements i BLUE PRINTS OF DESIGNS Model Yachts. Title Page and Index, Vols. I, Il or III, Price 6d.. post free. Binding Cases, Vols. I, Il or III complete with Title Page and Index. Also Binding Cases only, Vol. IV. Price 1/6 post free. Binding, Vols, I, I, II or IV, (including Case, A-Class. “Courtesy,” by A. W. Littlejohn* * Mussolini,” by Sam O. Berge, (Norway)t “Onward,” by Reg. W. lance* “EKlusive,’’ by Herbert Almond{ **Chloe,” (Model Yachtsman Design)* Half-size Prints 12/6, post free. Title Page and Index), 6 -, post free One copy only each, Vol. Bound Volumes. I, 22:6; Vol. II, 17,6; Vol. III, 17/6; Vol. IV, 12/6 each, post free. post free. Nos. 4 and 5, 1/7; No. 6, 1/1; Nos. 9 and 10, 1/7; Nos. 1] and 12, 1/1. Vol. II, No. 1, 1/7; Nos. 2—5, 7d; No. 6, 1/7 ; Nos. 7—12, 7d. Vol. III, No. 1, 7d; No. 3, 1/7; No. 5, 7d.; No. 6, 1/1; Nos. 7—12, 7d. Vol. IV, Nos. 1—5, 7d.; No. 6, 1/1; No. 7, 1/7; Nos. 8—12, 7d. Vol. V, No. 1—4, 7d. ; No. 5, 1/1; No. 6, 1/7. Nos. 7 on, 7d. Other numbers out of print. Readers having copies of out of print numbers are invited to return same for credit, 1/per copy. No other returns can be taken from either trade or private readers more than date of issue. eight weeks “Gudrun Elvira II,” (new design,) by Sam O. Berget Vol. I, Nos. 1 and 2, 11; Back Numbers, 6-Metres. **Kalulu,” by John Morton Jamest ‘““Prpogress,” by Reg. W. Lance* Half-size Prints, 12/6 post free. 10-Rater. “Flying Spray,” by A. W. Littlejohn* Half-size Prints, 12/6 post free. “Leonora,” by W. J. Daniels, (New Design)* Full-size Prints, 21/- post free. 36" Restricted Class. “Babette I,” by W. J. Danielst “Babette II,°’ by W. J. Daniels* Full-size Prints, 10/6 post free. from 30" L.O.A. Model. “Atalanta,” adapted from J. G. Feltwell’s well- All contributions and Editorial communications should be addressed to The Editor, and must contain known “Frolic” design. Plans 12/6 post free. name and address of sender. When a nom de plume is adopted, the correct Mame and address must be enclosed for our satisfaction. All queries requiring an answer by post must be accompanied by stamped addr d envelop Contributions for publication must reach us not later than 10th of month previous. All advertisements must be addressed to The Advertisement Editor, and should reach him by 10th of month previous to publication. All orders for the Magazine should be accompanied by remittance and should be addressed to The Cashier. Yearly subscription, rate 7/- per annum, post free in the U.K. and Empire. All Cheques and P.O.'s should be crossed and made payable to 7HE MODEL YACHTSMAN. *Fin-and-Skeg. by Dick Deadeye. free. GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1, Scale lin. = 8ft. 8/6 post Mounts Bay (Penzance) Lugger. of typical boat. Scale lin. = 1ft. Plans 6/6 post free. Cross-Channel Steamer. “Maid of Rutland.” ment Plans. Design and Arrange- Full-size for 1-metre model. post free. 8/6 1-Metre Racing Hydroplane. Half-size: Hull design by Reg. W. Lance. Sections full-size. 4/6 post free. Petrol Racing Engine. Department and addressed: MARINE MODEL MAGAZINE, +Full Keel. Prototype Scale Models. clearly marked in the corner with the name of THE MODEL YACHTSMAN AND Full-size “Lightning,” (Clipper Ship—Donald McKay), “Flying Fish.” In order to save time, all letters should be Fin-and-skeg. Under 30c.c, for Skingley. metre Hydroplanes, by J. Full-size design, 3/6 post free. Above obtainable from the Offices of THE MODEL MARINE YACHTSMAN MODEL AND MAGAZINE. B. Advertisements ii OUR LIBRARY BOOKSHELF Model Sailing Craft ag .. 25/- by W. J. Daniels and Il. L. 'Cucker. Elements of Yacht Design, (Skene) 24/-* Barlow’s Tables of Square and Cube Roots. a wha 7/6 Model Sailing Yachts. i 1/6 Model Power Boats. ... The Prince of Wales’s Appeal “I APPEAL to the men and women of our Empire to give generously in support of this great service—the I appeal not only as President of the Institution, but as Master of the Merchant Navy and Fishing FPleets.’’ EDWARD P. (New Edition). Ship Model-making. 6/- Decorative Ships. (Barbary Pirate Felucca and Spanish Treasure Galleon), Vol. II. Clipper Ships, ‘The Sovereign of the Seas.’ (Should be in the library of every Clipper Ship Modeller). Vol.I1I. U.S. Frigate “Constitution.” (Contains a mine of information for Ship-of-War Modellers). 12/- per volume.* By Chas. G. Davis. wk ... IN A MILLION.”’ The Earl of Harrowby, G. F. Shee, M.A., Hon. Treasurer. Secretary. Royal National Life-Boat Institution, 27/-# 22, Charing Cross Road, London, W.C.2 (Reprint). By Robt. Kipping. _ Sails and Sailmaking. Please send your 5/- and be ‘‘ONE Life-Boat House, Ship Model Builder’s Assistant. Masting and Rigging. Every year we need 1,000,000 FIVE SHILLINGS to maintain the service. (McCann). Vol. I. 5/- (eprint). 7 mm 6/- The above are reprints of contemporary books and invaluable to Square Lig Modellers. _ .. Water Colour Paintings of From Carrack to Clipper. By I. C. Bowen. R.N.L.I. Lifeboats. By Edward W. Ilobbs, a.t.Nn.a. ... By Robt. Kipping. February 1933 The Model Yachtsman 12/6 (Contains a splendid collection of photographs of Models of all periods). *Prices of American publications liable to fluctuation in accordance with the rate of Famous OLD CLIPPER Sy glis: faithfully portrayed and exchange. Please add 8d. postage to all books not over 6/- in price, and 6d. postage for larger books. Foreign Postages extra. Books not on wbove list obtained to order. THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON.W.1. correct in detail. Based on 40 years actual knowledge and contact with these vessels. J. E. COOPER, 20, Warren Road, WANSTEAD, LONDON, E. And Marine Model Magazine. The length of a wave system is measured from one wave crest to the next and its height from the bottom of the trough to the top of the crest. All wave systems of the same length travel at the same speed irrespective of their height. Thus all 30’ long wave systems travel the same speed. Obviously however, a 30’ wave system 6’ high takes more energy to propel than another 30’ system 4’ high. Hence a deep bodied boat takes more energy to propel than a shallow~bodied. craft of thé same sailing length. The principles of length and speed can, however, be carried somewhat further. A real yacht or a planked model is built on moulds (or shapes). Let us suppose that, having built a 26’ yacht, a boat builder decides to build a 30’ one, using the same moulds. The moulds are accordingly spaced wider apart and the boat duly built. The 30’ boat has the same body depth and beam as the 24’, but having greater length her displacement is greater. On the other hand, the buttocks and waterlines are easier than in the smaller craft. The 30’ hull has the higher potential speed, and is, therefore, relatively more easily driven. The 30’ boat would probably be faster than the 24’ one, even under the same canvas as the smaller boat. Spacing out the moulds in this fashion could not be indefinitely increased, however, unless the sail area was increased, because the motive power would eventually prove insufficient to Overcome the inertia of the mass and the increased skin friction of the greater wetted surface. Even if one took the design of the 24’ yacht and bodily increased her (7.e. length, breadth and depth proportionately) to 26’ or 27’, it is likely that the resultant boat would be faster than the 24-footer under exactly the same sail area. The point when the same sail area would prove insufficient to overcome the inertia of the mass and the increased skin friction of the greater wetted surface, would, however, come sooner than when only the one dimension of length was increased. On the other hand, provided the sail area was increased in proportion to the increased displacement, the larger boat would be the faster whatever the ratio of increase, We therefore see that the designer, in trying to get the utmost out of any rating rule, must strive to get the longest possible sailing length provided he does not thereby increase displacement and wetted surface to the point where S.A. proves insufficient. Further, he must strive to ease his lines as much as possible in order to make his boat more easily attain her potential speed. In this latter connection it must not be supposed that it is advisable to create a tender boat. If a boat heels too easily she lists to a point where her sails spill and lose much of their efficiency. Thus, though the boat may be easy to drive, she will waste her motive power, and so defeat the designer’s ends. bo J s~I February 1933 Now as the shallow wave takes less energy to drive, so does the shallow hull take less energy. This would seem to point to the scow type being the fastest possible type. Undoubtedly the shallow scow is the fastest of her sailing length provided she can be sailed upright. Hence we add beam to give stability and keep her upright. This gives a boat with great initial stability which rapidly decreases as the vessel heels. On the other hand, by keeping the yacht upright we negative the possibility of increasing the sailing length and thus again defeat our own object of gaining a high potential speed. Moreover, as the boat heels the verticals through the hull are no longer buttocks, but have become diagonals, so that our shallow beamy body has not availed us. Following this argument to its logical conclusion, if we make a shallow, narrow boat, we get a boat of small displacement in proportion to her length. As this light displacement means inability to carry much ballast, we get a boat deficient in natural stability (from form) and in artificial stability from ballast. Hence we have a boat which drives easily but* can only carry a small §8.A. Under certain rules it pays to develop this type, taking a small sail area and a long lean hull. The second feature of design governing speed is displacement. This can be considered in two ways—either as a product of length, breadth and depth, or as weight. Considering the latter first, what are the advantages of weight in a boat? Given the same sail area a light boat will have a certain advantage, in very light airs, over a heavier vessel. The inertia of her mass is more easily overcome, and she picks up speed more quickly; but once the inertia is overcome she has no advantage whatever over the heavier craft. On the other hand, the force of the wind is never constant and varies. If a lull comes the heavy boat will carry her way better ; and if the wind returns before she is entirely at a standstill, she will then be still moving when the breeze strikes her and thus get away more rapidly than her lighter rival. Again, there is a limit of lightness in building, and consequently the proportion of lead to total displacement should be greater in a heavy boat than in a light one. Ballast means the ability to carry sail useiully ; that is to say, at an angle of heel at which the sails are doing their work and not spilling. Further, in certain weather conditions it is not always feasible to reduce sail. For example, in gusty winds where the boat is over-canvassed in the squalls and under-canvassed in the lulls, it is necessary to carry more sail than is required for the heaviest puffs. Under such conditions the stiffer boat scores all round. In the lulls she carries her speed better, and in the squalls she is not pressed to the point where her stability collapses and she takes charge. In other words, she is more controllable, takes less helm, and is generally superior. 278 The Model Yachtsman Hence not only does a boat require a good proportion of lead, but this ballast must be kept low. In most rating rules there is a limit to draught, and unless the boat has a very small sail area it probably pays to go to this limit. On the other hand, in a class where draught is unlimited too much draught may make the boat so stiff that she will not readily heel to her most efficient sailing angle, and instead of having a smooth righting tendency may be prone to come upright in lulls with a jerk that entirely spills the wind from her sails and thus stops the way. As the boat displaces a volume of water having a weight equivalent to her own woaight, in order to get the requisite displacement in proportion to lier HELLO AMERICA! In the old days of wireless, only three or four years ago, those words produced a thrill in American ears. And once more those words will produce a thrill throughout the States, but this time they are “HULLO AMERICA! BRITAIN CALLING!” For the Model Yacht Racing Association of America has invited the national Model Yachting Association of the British Empire to participate in the Grand Regatta that is being held this summer on the Lief Eriksen Basin, Chicago, in connection with the ‘Spirit of Progress’ Exhibition. This invitation has been accepted and a British skipper will fly the old *RED DUSTER” on a British A-Class model at Chicago. There is not the least doubt that with the inauguration of International racing model yachting began to take its true place among sports. Before then it was regarded as a children’s game, model yachts as mere toys, and votaries of the pastime as amiable lunatics who formed a fit butt for the jests of amateur and professional humourists. All that is changed, and with the greater regard in which the sport is held by the public, local authorities in various parts of the Kingdom have realised the wisdom and necessity of providing more lakes and greater facilities for the sport. Now in spite of the long distance and expense, the most persistent competitors in International Races in this country have been our American cousins, who have crossed the Atlantic no less than eight times in succession and are once more coming this summer. In this country we are always agitating for more waters and greater facilities for sailing, but actually we are far better off than any other country in the World. Our friends in the States have, we believe, only four or five ponds on which sailing from the banks is possible. The ONE thing that they desire above everything else to advertise the sport and get assistance from the local authorities, is an international race in the States, Their coming here has helped us no end and now we are in turn to visit the States to assist American modelmen. During a recent visit to Paris, the writer happened to dine in a restaurant which was almost empty. A couple of tables away was a young American who seemed to be in some difficulty with the language, February 1933 length, the boat must have sufficient breadth and depth. This, of course, applies to the body as we have already application to considered the draught in its the keel. It must, however, be remembered that the keel has a certain amount of displacement itself, also that by filling out the garboards a considerable amount of additional displacement can be gained. The question of how much the garboards can be padded out is outside the scope of the present article and it will suffice to say that up to a point it is advantageous to do this, but beyond this point the consequent coarsening of the garboard diagonal causes choke, and introduces many undesirable features. ANON. (To be concluded.) LONDON CALLING! ! The waiter did not speak English but somehow the American managed to order what seemed a rather extraordinary assorted array of food. He consumed this and in due course was presented with his bill. It is by no means a cheap restaurant and the American seemed to think that his bill was large. He paid it, however, and departed leaving 1 franc tip, (about 2 p. cent. instead of the usual 10 p. cent.) The garcon stood and looked at the franc, and finally showed it to the maitre @hotel. ‘Ah mon petit,” said that worthy to the young waiter, ‘Votre client americain pense de la dette.” Well it is now up to us to think of the debt— the debt of gratitude that we owe American modelmen for visiting this country year after year—and to do our best to repay them by sending a good man and boat to the Chicago Regatta. It does not matter in the least whether we are A-class fans, LY.R.U. enthusiasts or devotees of 10-raters, we have all benefited indirectly by the popularity that the international events have brought to model yachting. The men who sail 36-inch boats, those who sail local classes or knockabout cruisers —everyone has benefited. To send a representative to Chicago is going to cost a lot of monéy, but we have to raise it. Everyone ought to send something. If you can afford it, please send £5. If you can only manage 5s., that will help. Even a shilling or the humble tanner is something. May we ask the help of each and every model yachtsman in every club affiliated to the M.Y.A. to help the Association to fulfil its promise ? May we ask every model sailor who does not belong to a club to likewise help so that the Old Country may keep its end up worthily ? The Chicago Fund is now open and contributions should be sent as soon as possible to the Hon. Treasurer’ of the M.Y.A., Mr. J. E. Cooper, 26, Warren Road, Wanstead, London, E.7. Club Secretaries are requested to posta list ‘on their Notice Board and canvas each one of their members personally. PLEASE GIVE GENEROUSLY AND AS SOON AS POSSIBLE. * * * * * List of donations and further news will be announced monthly in these columns. February 1933 And Marine Model, Magazine. NEWS FROM THE MIDLANDS. 279 pound are required—a not prohibitive cost; but this could be reduced to about half by having a suitably shaped tank. The City of Birmingham M.Y.C. members have lately been taking an interest in the “ 1% six,” and being, as newcomers to the rule generally are, rather surprised at its ingenious complexity, their Commodore, Mr. E. B. Savage, C.E., has been utilising the winter months in enlightening them as to the procedure. Mr. Savage has made a “ dry To be very accurate a a salinometer, such as is used for testing the water in ships’ boilers, or a similar instrument would be required, but with a few experiments the weight of salt per gallon of water could be ascertained nearly enough, as sea-water itself varies. These hints may be of use to any other Club proposing to build under the LY.R.U. rule. measuring machine * with an ingenious arrangement Messrs. Cadbury are making a new pond, 500 ft. to modify the pressure of the sharp-edged supports, long, on part of their estate, which will be a great which were found to cut into the soft wood of the improvement hulls, and, to avoid the trouble of a special apparatus to apply the lift for sea water, has taken the practical method of raising fresh water to the proper density, which enables the correct overhangs as well as the L.W.L. to be directly measured. Mr. Savage finds that to do this about 16 lbs. of rock-salt at 3d. per small. Mr. on the present one, which is very Savage, who has designed some suc- cessful 10-raters, has inaugurated the new class with a boat to his own design, for which the new pond will be more suitable, and on the whole the prospects of the Club for the season are rosy. A.C.D. The Editor accepts no responsibility for opinions expressed by Correspondents. Letters intended for publication should not exceed 300 words in length, and must be written on one side of paper only. See note which appears elsewhere in this issue. THE INTERNATIONAL RACES. AMERICA AND THE INTERNATIONAL. Dear Editor, Sir, Your correspondent YZ (U.S.A.) states that “the real International 6-metres race alternately in America and England for the Seawanhaka Cup.” Actually these races are for small yachts (originally Half-raters, then One-raters, 6 and 8-metres) and have never been sailed in England. The races have been held on the the holders’ waters as follows :— Lake St. Louis, Canada on 9 occasions. Various, U.S.A. Clyde, Scotland on 6 on 5 do. do. Oslo Fiord, Norway on 1 occasion. If you can spare a little space, I would like to congratulate on a well-balanced January number. It is not often that an Editor wishes us a “ Happy New Year ” and at the same time proves his sincerity with a good January number. I have just finished reading it and, if I may, I would like to comment a little, answering, en passant, a few of your subscribers. The plans of the brig do not interet me ; those of the 6-metre very much so. Are blue prints available? (I would suggest that you add a note to each plan telling us whether plans are availabie or not.) (1925—1932) 21 races in all. Since it was taken across the Pond, the America’s Cup has always been sailed for in U.S.A. waters. It might be better if all International trophies were raced for in selected waters alternately. It may be added that the real model International 6-metres have raced inter-British, but not so far Internationally. Yours truly, JOHN A. STEWART. The M.Y.A. news. is concise, and yet very thorough. It certainly is news that the great event of 1933 will be held at Fleetwood, and also that this has been decided before the January Annual General Meeting. In both matters the M.Y.A. is to be congratulated. Fleetwood bears on the correspondence re ‘* Gosport local knowledge.” As none of our cracks have yet been in the Fleetwood water, and as this water has no bays, bridges, banks, or a gasometer, the regatta must give everyone a fair chance. There are no cracks at Fleetwood, if I may say so. 280 February 1935 The Model Yachtsman (In parenthesis I might say, nevertheless, that it is very sporty of a Gosport boy (our Lance) to so thoroughly give a description of the Gosport lake, and the best way to sail it.) Fleetwood again links up a little with Mr. Cheney’s invitation to Chicago. It is rather short notice, and I am afraid none of us will be able to go. But, coming to “ Y.Z.’s” letter: Why not join up Mr. Cheney and “ Y.Z.” and send a fleet over to Fleetwood? Carry out your elimination heats the week before. The best boat would, ten to one, win, and, with a lake as true as any lake can be, the U.S.A. would have a fair and a very good chance of lifting the pot in 1933. I am very much in sympathy with “ Y.Z.’s” letter generally. It is not doing our men any good to be designing for Gosport and Gosport weather. And it would certainly make us all think very hard if we had to meet U.S.A. in U.S.A. But there is a point that ‘‘ Y.Z.” misses. What lakes are there in the U.S.A. available ? In my knowledge there are Chicago (and to me it looks full of snags) and Washington (not attractive, either, from photos). Are there any others ? Fleetwood will give us all the “* weather” that Gosport can give—that is, if the south-westerly gales are making their visit as usual in July. So get together, America, and this year take the Cup back and so ensure a visit from England next year. A. ¥. BZ, yachtsmen to make a good show. If they do so, it is more likely than ever that good lakes will be built in the States. In any case the new Boston Lake will be as good as anyone could wish for, (see page 256), and the second Lake projected at Ohicago should also be well up to standard. The United States have at great expense sent a representative over for many years to compete in Britain. These International Races have done no end of good to the sport in this country. It is now up to us to reciprocate by sending a man over to make an international race over there and thus help on the sport in the U.S.A. Next year referred to in a vague way (contingent on the States winning the World Championship) ts no help to the model yachtsmen of the States who are struggling to get recognition and Jacilities from local authorities. Let us do the proper thing, the generous thing and start a fund right now and send a good man with his boat to Chicago this summer.—EDITOR, THE M.Y. & MMM. Quack! Quack !! Quack!!! Sir, The ducks will soon be hatching their broods again, and once again the dear little ducklings will take to the water. The enclosed sketch shows an incident last spring on the Round Pond, Kensington. Yours sincerely, [We thank our correspondent very much for his appreciation of our January number. It is our ambition (only limited by considerations of finance, which in turn means increasing sales) to improve with each number, but that admittedly takes some doing ! NATURE LOVER. Whilst the brig plans do not interest “ XYZ,” many find them most. interesting. As regards “ Maida’s”’ plans, these are the property of her owner. When we are in a position to sell blue prints of designs we publish we always state the fact. When the plans are not our property, but are reproduced by the kindness of the owner or designer, we are not in a * position to make any statement as to whether they are on sale or net. Our correspondent apparently wants the U.S. Championships held at Fleetwood, but without consulting our American friends we think we can safely state that this is not possible. Imagine how many entries we should get if we decided to hold the British Empire Championship in the States! In spite of “XYZs" remarks we feel that a_ representative should be sent to the States in response to the invitation of the American Association. What does it matter in this instance whether the Chicago Basin is an ideal sailing water or not? The race is not the World Championship, but a race held in Chicago in connection with the big Exhibition there, and it is up to model THE EXCURSION. “Any more for the Boat.” Printed and Published for the Proprietors by H, G. STONE, ''own Green, Wymondham, Norfolk. And Marine Model Magazine. February 1933 0. W. G. PERKS, _ | MODEL RACING YACHTS Stock, 18” to 60’ L.O.A. SAILCLOTH Waterproof Light Unshrinkable Strong WANTS. IN THIS ARE NOT COLUMN. 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Going Also complete numbers of MODEL cheap. YACHTSMAN from first number to date, (unbound). F. E. Mathews, 59, Artesian Rd., Bayswater, W.2. 36-inch A Waterproot Glue| Also Heat and Acid Proof. No more sewing joints. solid THE MODEL Test CHARTERED YACHTSMAN INVITED. Blowlamp; with advertiser is also a who is invited to communicate view auditing accounts = for Box 218, small business connected with sport. c/o “Model Yachtsman” Offices. 30, Red Lion Street. Holborn, W.C.1 ENQUIRIES Parts; ACCOUNTANT model yachtsman, Waterproof Glue, TRADE Boiler £3, or nearest offer secures lot. Stoke-on-Trent. Tin containing 20z. 8d., or 41b. 2/1, post free, from Dept. M. Centre-flue E C Williamson, 41, Seymour Street, Hanley, waterproof Craft. BY design. Stretford. Pumps, etc. A permanent and Daniels’ SHARPIE. HYDROPLANE HULL (Metre); B.B. Engine; set Breaking strain in wooden joints, moist and normal, over 1,100lbs. per sq. inch. RECOMMENDED L.O.A. Also 36-inch Littlejohn £2. Mahogany. design. £1, oroffer. Bailey, 68, Victoria Rd., AN ADVERTISER WRITES: + 2@T should like to say that I have heard froma = gentleman at Singapore who reads THE MODEL B YACHTMAN. So our news travels.” Tine Fixture Lists, etc. Pts aS te ADVERTISE B35 eae re IN __ #8"8 ix THE MODEL 3 YACHTSMAN AND ®&% for Model Yaeht Clubs 1x3! MARINEZ|MODEL » MAGAZINE. supplied by H. G. STONE, TOWN GREEN, WYMONDHAM, Norfolk, at Ss SPECIAL PRICES y, In replying to Advertisers, please mention THE MODEL YACHTSMAN. February 1933 The Model Yachtsman. ‘W._H. BAUER| S.M.Ri.C. Model and Yacht Repair Fit-out Service. Spars, Sails, Fittings and Accessories for all Classes. To order only. Decorative, Water-Line & old-time Ship Models Built 8, Uliswater Rd., Restored. 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