The Model Yachtsman and Marine Model Magazine: Volume 5, Number 2 – May 1932

Ul | Ni Lap lai It] – 5. NO. – __ MARINE MODEL MAGAZINE Re AND VOL. —— ee re 2. ee : Seventh of each Month. MAY, Editorial … How a to make Scale reading Plans Building a of the Liner, … for . Working Model Turbo-Electric *¢ Monarch Bermuda’’ … of Ber News of the Little Ships … The Shetland Sixern Model Yachting Association News ae sag a . Ms Our Scottish Page The Keel Row … Calcutta Model Yacht Club Bending and Stretching New Sie Swe Sails … The way the Wind Blows… Correspondence pw wii Sani The Model Yachtsman, Golden House, Great Pulteney Street, London, W.1. 1932 The Model Yachtsman | May 1932 Psatirday. May 28ih & Sunday, May 29th, The Rick Pond, bee Park, Surbiton GLENHAM CUP ENTRIES Entrance Fee 2/6. Winner holds the CLOSE MAY 3 Boats per Club. Cup and receives [/4th. Start 10-30 a.m. valuable replica. 2nd, 3rd and 4th Prizes if entries warrant. Y.M. 6-m. Owners Association, Hon. Sec. J. G. FELTVVELL, 90, Church Road, Barnes, $.W.13 a . #3 Model Yachting Association. e WHITSUN ° e – 4 White Heather Yachts e FIXTURES T GROUP 1682 MAY 14 & 16. Hastbourne Cup (A-class) Tae. | YO 234 24″ 12/6 15/6 18/6 22/6 29/6 R Unlimited Entry, 2/6 per Boat. 268 sa s. 5-Rater … 3 Beats per Club, 2/6 per Club. ae C Manchester 10-rater Regatta. 0 ee ten AOL Oe 0 GROUP 10 Rater Platt Fields, Rusholme, 10-30 a.m. and 2-15 p.m. 3328 a. 44 “2 aye te i Rick Pond, Surbiton, 10.30 a.m. and 2-0 p.m. 29% 42/6 52/6 62/6 72/6 GROUP £f 24″ 1.0 A. MAY 16. London 10-rater Regatta. MAY 16. S GROUP 210 Gilbert: Recreation Ground, 10 a.m..and 2-15 p m. ‘ se 6 and 12 Metre International A-Class Unlimited Entrv, 2/- per Club. fo ae Soe Fittings Competitors are warned that Officers of Day : = Spars ; : Sails and Accessories for above events have been instructed not to permit competitors to start unless Rules as to Rating Send for Vist, Ee oan ail numbers are Certifi Ss hed ae Markiings an d Sail b J. Alexander & Sons, Model Yacht Builders, C. N. FORGE Pe siag’ nase heeat ASHTON, PRESTON, Lancs. 151, Lichfield Grove, Si London, N.3 a .. TRADE SUPPLIED. In replying to Advertisers, please mention THE MODEL YACHTSMAN. 3 THE AYACHTSMAN MODEL a2 / = ca ~_ ——— _—— tee ~ — _— —— _= AND MARINE MODEL MAGAZINE Vol. 5. MAY, 1932. No. 2. EDITORIAL. N the pages of this magazine we have frequently pointed out the necessity of standardising classes for the Juniors, and we believe that we were partly responsible for the agitation which led to the Model Yachting Association forming a_ subcommittee which created the 36-inch Restricted that local racing rules are used rather than M.Y.A. Rules. One of our largest and most energetic clubs is the Fleetwood, and this club are taking a prominent part in the movement to get standardised 24 and 30-inch classes formulated: and recognised by the Class. The used are unrestricted L.O.A. and partly to the fact Model Yachting Association drew much opprobrium on its head in connection with this class as the restrictions formulated shut out a one-design class designed by the Commodore of a prominent Midland Club, which actually joined the Association a month or so after this class was created. Ever since this there has been an agitation to increase the draught and beam to admit these particular boats, but the Association has very rightly stood firm. If once the restrictions had an inch or two added to the depth and something to the beam, the next thing would be that another group would ask for a pound or two more weight until the boats were nothing like the original idea,and all the boats built and designed to the original set of restrictions were hopelessly outclassed. Now it is obvious that if classes of L.O.A. boats are permitted without other restrictions that very undesirable racing boats will be produced. More- M.Y.A. The Fleetwood suggestions are :— 24” L.0.A., 7” beam, 84” depth, 7 lbs. weight. 30” L.0.A., 8” beam, 9” depth, 9 lbs. weight. The boats would be measured in a box in a manner similar to the 36” Restricted Class. For the 24-inch boats we ourselves think that 8” depth and 5} lbs. weight would be ample, and for the 30-inch 7 lbs. weight. Possibly it would be advisable to add some price limit as otherwise the boy whose father is wealthy enough to go to a crack builder will capture every prize. For the 36-inch boat such a thing as a price limit would be very inadvisable. This class, besides being the biggest class used by the Juniors, is the smallest class used by the Seniors, and is particularly useful for small ponds and when travelling. model racing in smaller classes we believe that last We ourselves publish “ Babette’ (36-inch) and * Atalanta” (30-inch), which are both capital designs. Those interested in the formulating restrictions for a 30-inch class might do worse than have a look at ‘‘ Atalanta” before they decide as it will give them a pretty good idea of what can be season very few if any prizes went out of the town ! done on this length. over any visiting boat would stand little chance. In one seaside place that rather specialises on We attribute this partly to the fact that the classes THe Epiror. 90. The Model May 1932 Yachtsman HOW TO MAKE A SCALE FOR READING PLANS. By YarpsTICcK. Owing to exigences of space, magazines sometimes reproduce plans on an awkward scale. In this article our contributor shows the method of making a scale to suit any size plan. This article should, therefore, be of use to every marine modeller. HE Editor of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE has instructed me to write a short article on the reading of plans and designs with special reference to plans space, an inch as the majority of designers work in decimals. Finally, it is a rash assumption when one finds one is not to plan to blame the designer without being absolutely sure of one’s ground. In the reading of plans, rules calibrated to decimals of an inch are best. Those showing 30ths and 40ths of an inch are usually stocked by good 1 foot, or possibly on a scale that cannot be reduced to anything in particular with the aid of an ordinary foot rule. Under such circumstances it is a very simple matter to construct a special scale to enable the correct measurements to be read straight off without any trouble. Of course, scales are available for all the com- drawing instrument makers such as Messrs. Stanley’s of 13, Railway Approach, London Bridge. These firms can also supply a rule calibrated to 50ths of an inch, and this is probably the most useful of the lot, as by judging the spaces between the 50ths, measurements can easily be read to .01 inch. Now if our design is half, one-third, one-quarter, or some other convenient fraction of full-size, there moner ratios (one-third, one-fourth, one-twelfth, etc.), and before dealing with the method of making is no great difficulty in reading off the measurements and multiplying them by two, three, four, ete. special scales, I will make a few remarks on reading plans that are either full size or on some simple scale. Of course, if the design is two-sevenths of full-size or some other curious fraction, the matter is more complicated, and under such circumstances if there are a number of measurements to be taken it is probably an economy of time to make a special scale for the job. If, on the other hand, the scale is unknown and difficult to find, it is obviously best to save trouble by making a special scale for the job. It may be mentioned that some few model yacht designers occasionally use a scale of 1 em.=1 in., which sometimes proves puzzling to those who do not know it. Having decided that a plan is on no known or convenient scale and that cne is going to make a special scale, the first thing is to select some definite measurement which is definitely known such as the L.O.A or L.W.L. The problem is then to construct a scale based on this length. By way of explanation, let us take an example. reproduced on an awkward scale. Now it often happens that owing to exigencies of it is necessary to reproduce plans in a magazine on some awkward scale such as 23 ins.= In this connection I trust that I may be pardoned for telling a little personal experience that I had. A year or so ago I designed an A-class model on a L.W.L. of 48 inches. When the design was almost finished I decided to snub back the ends about an inch in order to get a little more sail. -I did not consider it necessary to respace the sections, but left them at their original spacing of tenths of the first waterline (i.e., 4.8 ins.) A fairly well-known professional model builder was entrusted by one of his clients with the building of a hull from these lines, which were available in the form of a half-sized blue print. Unfortunately the builder was one of those who merely measure in eighths of an inch— in fact, I believe his sole measuring instrument was a carpenter’s folding two-foot rule! He blandly proceeded to space his sections 43 inches apart instead of 4.8 ins. He happened to meet me when the boat was nearly completed and calmly told me that my drawing was out, as he found himself decidedly short on his overall length. Of course, if he had measured up carefully he would have found that though my sections did not fit in with his 4? ins. that five sections were exactly 24 inches, and a little simple division sum would have told him that the correct spacing was 4.8 ins. Now there are two lessons to be learned from this blunder. The first is that one should always check the measurement of the space between waterlines or sections, or the thickness of bread-andbutter layers by measuring up over several. More- over, a rule calibrated in decimals of an inch is almost more useful than one calibrated in eighths of Suppose that we are about to construct a model on a scale of 2 ins.=1 foot of a boat 18’ 8” L.W.L., and the only plans available have been reduced so that the L.W.L. on the lines is 10%”. Unless one was aware of the correct method of making a scale, the preparation of drawings the correct full-size for our model would appear a hopeless task. As we have found from our plan that the L.W.L. is shown as 10%” and the L.W.L. is actually 18’ 8’, we know that our lines are on a scale of 10{”=18′ 8”, and in order to take off the measurements we need the problem is to construct a scale on this basis. Take a sheet of paper and draw on it a horizontal line AB exactly 10” long. At any convenient angle to the line AB, draw the line AC, making this either 18%/,.” long or more conveniently 9*/,,” long. Divide the line AC (which is on a convenient scale) May 1932 And Marine Model Magazine. 25 Figure |. Scale in into parts representing the 18’ 8” of the actual L.W.L. From B draw the line BD parallel to AC, and the same length. Divide this into similar parts. Feet call it 10.5” and multiply by 2, we get 21”, which is the same thing. Now join the spots that have been found on the However, if one is actually making a scale, there line AC to the corresponding spots on the line BD. The lines joining the spots intersect our original is an easier way still. We know that the L.W.L. shown on our plan is actually 10%” and our model is: line AB and divide it up into the required scale. to have a L.W.L. of 374/,,”, so from plan to model The scale so found will of course give the actual measurements in feet and inches, and in order to get the correct measurements for a model 2”=1’ 0’, the scale is 10{”=37!/,,”. Our scale is accordingly constructed in exactly the same way as before, but marked out for the correct number of inches for the model. – they must be divided by 6. A more convenient way is, of course, to call the measurements inches and multiply by 2. Thus, if a measurement of 10’ 6” fy, The two methods are shown in the two diagrams is taken from the plan by means of the scale and divided by 6, we get 1’ 9” for the model ; or if we made up to read off a plan correctly and Figure 2 shows a scale made to read off directly for the model. accompanying this article. FiguReE 2 Figure 1 shows a scale Scale im Inches. BUILDING A WORKING MODEL OF THE TURBO-ELECTRIC LINER “MONARCH OF BERMUDA.” (Concluded from page 8). ORWARD the building-up piece that has to go on the end of this layer can be used to form the deck, and this also must be similarly varnished on the underside. It would not be a bad plan to put this piece temporarily in place and shape it to the sheer, and then remove and varnish the underside (leaving the edges bare for the glue), and before fixing, size the deck and put in the planking lines with Indian ink, fixing them with a coat of varnish afterwards. The after deck can be similarly treated. By ATLANTIC, The inside of the boat up to this point will now have been hollowed out not more than #; in. thickness being left anywhere except up the stem, where the thickness originally left will have been very little reduced. As the rudder is being made to work, it will be necessary to put the rudder-tube in position at this point. Although not shown on the plans the balance rudder is streamlined. One way to make the rudder would be in two pieces, cutting the groove for the stock half in each. The two parts could then be glued together face to face, shaped, and rivets put through them, tube and all. Before doing this the two ends of the tube forming the stock would have to be plugged by sweating a piece of brass } in. long into them. The bottom one would have to be bored upward about } in. to take the pintle. The rudder tube should be an easy fit for the stock | f May 1932 The Model Yachtsman 22 and should have a circular washer soldered at the bottom to form a face-place against the inside of the hull. The tube should be carried up just above the level of deck C and its upper end should be supported by a special transverse beam which will also form a deck beam. The upper end of the stock should be carried 3 in. above the top of the tube, and any form of below deck control that the builder fancies can be fitted though a tiller with a rack would probably be the simplest. The next layer is treated in a similar manner, but before the deck is put on. the forward end, provision must be made for the step for the foremast. The circular block that supports the heels of the derricks can be embodied with the foremast so no special preparation is needed at this point. As the hull is completed up to the level of each of the upper decks, the sheer at the ends must be carefully marked up from the layer below. Positions can be taken half-way between the sections. Through the spots so found a line is drawn using a flexible batten, and the sheer trimmed down sharp to the required height. The next layer will bring us to the sun deck, and here we come to what is possibly the most difficult part of the construction. The layer should be hollowed round leaving } in. of wood. This will be required to support the deck. Before the sheer is cut for the sun deck it would be as well to think out the construction that will be required. As this deck is to lift off, the rails will have to come with it, and therefore more than the thickness of the deck will have to be allowed for. As the deck will be } in. and a reinforcement piece 4 in. thick will have to be used as well, for this deck only } in. will have to be taken off the sheer. The reinforcement piece can be } in. wide and mahogany will be the best material. The houses are best made of sheet metal with the sides and ends bent down, an overlap being left at the corners. Flanges are left that are fastened to carlines round the opening in the sun deck and the thwartships beams. The funnels are embodied with the house tops so that all lifts off together. There will be an inner funnel or funnels incorporated with the lamp and boiler casing. The dummy funnel and the ventilators serve to ventilate the space under the deck. The rudder should have a brass shoe carrying the pintle. The shoe is screwed to the underside of the keel, being let in flush. The original vessel has quadruple propellers, but for a model of this kind twin screws would be appropriate and there is no great difficulty in arranging this even when only one engine is fitted. The bosses for the propeller shafts can be formed and fixed after the hull is shaped up. Very little has been said about the installation of the plant, but how this is carried out will largely depend on what is being used. Every care must be used to insulate the hull and decks from the heat generated by lagging and the provision of air spaces round the compartments where the plant is situated. There is a fiddley grating shown between the two forward funnels and this will also serve to dissipate the heat. Before the machinery is finally fixed, the whole boat and plant should be weighed (boiler and lamp being filled) and due allowance made for any additional fittings, painting, etc. The total weight so obtained should then be subtracted from the 27 lbs. which the boat is to weigh when completed. Any balance should then be put into her in the form of sheet lead across the bottom midships. The wood should be well painted several coats beforehand where the lead is to go and the lead thickly painted on the underside and put in whilst the paint is still wet. How much deck detail is fitted must entirely depend on the builder’s skill and patience. In order to improve the appearance, it is, however desirable to include the more robust details at all events. As this deck has a con- siderable fore-and-aft sheer and it will be best for the sake of keeping the rails in good order to impart this to the deck, the best plan is to put tissue paper along the sheer to avoid sticking, lay the reinforce- ment slip along it, glue the top and then put the deck into position on it, weighting to the correct sheer. This will assist to give the correct curve, but holding- down clamps amidships will also be required. A strong thwartships beam must also be put at the fore-and-aft ends arranged to drop inside the top of the layer, and another beam at the after end of The opening for the houses is then cut. A beam had also better be put to take the socket for the mainmast. This socket can take the form of a brass tube closed at the lower end. the houses. TE, ser yi AT And Marine Model Magazine. May 1932 23 aie mnBor x —s te<—=——s5 LONDON JOTTINGS. It is believed that Master E. T. Brown is the youngest skipper that has ever taken part in a National Championship as he is only thirteen years. of age, but he sailed his boat with a skill and judg- M.Y.A. NATIONAL 10-RATER CHAMPIONSHIP. ment that is highly commendable. At first sight it would appear easy to design a successful 10-rater. The rule is easy to understand and measure, yet allows of all speedgiving qualities being incorporated in the design. Draught, beam, and displacement are all unlimited, and there are no distracting restrictions to bear in mind. The class has always been popular, and may be still in existence when more complicated rules such as the A-class and International Rules have passed into limbo. There are those who » Y.M.6-m.0.A.), 26; Gosport M.Y.C.), 25; 3rd, “Flame” ‘“ Dawn” (W. Birmingham M.Y.C.), 24; (A. Jones, H. Davey, ‘‘ Folly II.” (A. Reade, Gosport M.Y.C.), 22; “Twinkle” (W. R. Emery, Y.M.6-m.0.A.), 15; “Shannon” (H. G. Pyne, Gosport M.Y.C.), 15; “Molly Bawn” (J. Baker, Gosport M.Y.C.), 11; “Joan” (A. Pellat, Gosport M.Y.C.), 9. Mr. H. C. Whetstone was O0.0.D. and had the though she was hotly pursued by two of the Hove fleet and one of the London boats. On the second day there was a heavy S.W. wind that caused almost all the boats carried storm canvas, except a new London boat, ‘‘ Carpe Diem,” which carried her full sail in a remarkable fashion and piled up the points whilst the wind held. After lunch, however, the breeze moderated and most of the models changed up to their larger suits. After the re-sails had been taken it was found that “ Reliance ” and ‘‘ Impudence ” had tied for third place, and it was decided to sail it off, but a foul occurred right at the start, so eventually the destination of the third prize was settled by the spin of acoin. Result :— Ist, “Seawind” (A. Pelling, Eastbourne), 624 ; 2nd, “Silvia” (W. C. Hac,king, Hove), 553; 3rd, “Reliance” (R.. H. Bayliss, Hove), 55; “ Impudence ” (A. Simmons, M.Y.S.A., Kensington), 55; “* May Bee” (A. Boniface, Eastbourne), 503; “Betty” (F. Borkett, Eastbourne), 50; * Pollyanna”’ (H. Smith, Eastbourne), 48; “ Our Liz” (H. Payne, Eastbourne), 41; ‘ Red Wing” (P. Smith, Eastbourne); “Mimi” (W. Fillery, Eastbourne), 38 ; ‘‘ Ethel” (G. Veness, Eastbourne), Diem” (A. Cohayayhi, M.Y.S.A., 37; “Carpe Kensington), 32; “Sunbeam” (J. Camies, Eastbourne), 26 ; ‘* June” (F. Fowler, Eastbourne), 26; “Ithaca” (KE. Parker, Eastbourne), “Glad Eye ” (P. R. Bird, Forest Gate), 21; 21; “* Iris” (M. Arlotte, Hove), 15. assistance of Messrs. Reade and Arberry. One interesting feature of the racing was 25 the excellent showing put up by “ Folly IL,” one of the oldest boats built under the rule. Although very small in comparison with more modern boats, she is very sweet lined, and admirably handled. At the close of proceedings, Col. Sparrow distributed the prizes and thanked Messrs. W. H. Smith (Chief Constable), Woods (Brighton), Harris. (Margate), E. Fillery and James, who acted as officers for the race. F..B, At the close of racing, an adjournment was made to the Crown Hotel where an excellent tea was provided by the Gosport M.Y.C. SOUTH COAST. WEST CORNWALL M.Y.C. This club, which has its headquarters at Hayle, EASTBOURNE M.Y.C. The Club held its fifth annual race for the Chamber of Commerce (10-rater) trophy on the Gilbert Recreation Ground Lake on March 26 and 28. On the invitation of the Commodore, Colonel W. A. Sparrow, Councillor H. R. Watling started one of the first pair of boats away. A light easterly breeze gave a beat and a run at the start. The entries numbered seventeen and included boats from the M.Y.S.A. (Kensington), Hove and Brighton M.Y.C., Forest Gate M.Y.C., besides the local craft. From the start ‘‘Seawind’’ went to the fore has lately been making considerable progress. A new model, “‘ Celsa,” has just been built by Mr. H. Matthews to the A-class design by Mr. A. E. Foster, published in THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE of June last year. *Celsa”’ is the Cornish for “ First,’’ and she is the first boat of her class to be launched down in this part of the country. She is planked of mahogany and from the photo sent us is an excellent piece of building. A second A-class boat is on the stocks, and it is hoped that these two will form a nucleus from which a healthy A-class will spring. We are indebted to Mr. W. Polglase, of Porthleven, for news of this interesting development. 26 The Model NORTH COUNTRY. Yachtsman 10-raters~ all had their part. favoured DARLINGTON M.Y.C. The Club held a Whist Drive and Dance on March 4, which was attended by the Mayor of Darlington and helped to bring the Club a little more before the town’s notice. The membership is now forty-eight. The members have a number of 10-raters on the stocks, and hopes are entertained that the first of these boats will take the water at Whitsun. The club is anxious to arrange inter-club fixtures in the near future, and the Hon. Secretary, Mr. E. W. Serginson, 23, Cobden Street, Darlington, will be glad to hear from other clubs. The only obstacle appears to be distance apart. The Club recently visited Scarborough and took part in a three-cornered contest as detailed below. SCARBOROUGH M.Y.C. For the first time, on March 26 team racing took place at Falsgrave Park, Scarborough. The teams consisted of five boats from the Darlington M.Y.C., five from the Graham Training School, five 10-raters from the Scarborough M.Y.C., and a second team of five unclassed boats from Scarborough M.Y.C. The reason for the inclusion of the second Scarborough team was that it seemed hardly fair to pit the mixed classes team from Darlington against five of the best 10-raters of the home club. Actually it was left to the Scarborough mixed team to uphold the home club’s prestige as the 10-rater team did badly, but the mixed team rose to the occasion and handsomely defeated the Graham School Sea Scouts, whilst the Scarborough 10-rater team came third and Darlington last. In justice to the Darlington Club it must be pointed out that they did not bring their second suits and were consequently overwhelmed in the heavy wind that prevailed. It is interesting to remark that the vessel that topped the entire fleet was a barque, the “ Cicely Fairfax.” The Darlington visitors were entertained to lunch by the Sea Scouts at the Talbot Hotel. This function was presided over by the Mayor, who welcomed the visitors. The four leading scores were :—‘‘ Cicely Fairfax ”’ (D. J. Boyle), 38 ; ‘‘ Onward ”’ (Master H. Horsley), 36; “ Britannia” (M. Whitley), 30; ‘‘ Dauntless ” (Eric Saltmer), 25. The team scores were: Scarborough Mixed ‘Team, 139 points ; Graham School Sea Scouts, 106 ; Scarborough 10-raters, 85; Darlington, 77. We are glad to have news of the Darlington and Scarborough clubs, and hope soon to hear that these clubs have become Recognised Clubs associated to the M.Y.A.—(Editor). BRADFORD ML.Y.C. The season was opened at the Club’s new water at Larkfield Dam, Rawdon, Yorks, with a series of races over Easter in which the A-class, 6-metres, and May 19382 with ideal weather The meeting was from the model yachtsman’s point of view. “SAmongst the visiting modelmen was Mr. J. Le Flufy, of Cork, and members of the East Hull M.Y.C. and from the Manchester clubs. The Bradford M.Y.C. hopes to see these gentlemen visit them again in the near future, and also extends a hearty invitation to other modelmen. On March 26 the race for the ‘‘ Wade ” Cup was held. This is open to the 6-metres class and attracted six entries, all of whom were skippered by their owners except ‘‘ Plover,” which was sailed by G. Brown. The wind gave a beat to windward and arun back. Result: “ Freedith ’ (J. Le Flufy), 23 ; ‘** Plover’ (Vernon Dawson), 17; “ Leda” (W. H. Porter), 12; ‘‘ Melia”? (F. Hirst), 11; “* Blue Bird” (E. C. Kitchen), 10; “ Dainty” (S. Brayshaw), 2. In the absence of the donor, prizes were presented by Mrs. Kitchen. A Club team race on the tournament system was held on March 27. Each of the five teams consisted of an A-class yacht and either a 6-m. or a 10-rater. Winning team: “Juno,” A-class (E. North), 13, and “ Blue Bird,” 6-m. (E. C. Kitchen), 14. An open 10-rater race was held on March 28 for a cup given by Vernon Dawson, Esq., and a second prize by R. B. Roche, Esq. There was a whole-sail breeze, giving a close reach and a quartering run, 3 and 2 points being allotted. Result: ‘* Renee” (F. E. Turner), 32 ; “* Bluenose ” (W. Smith, E. Hull), 27; “ Flya” (J. Hobman, E. Hull), 26; ‘ Sheila” (S. Roo), 24; “Mary” (G. Rawnsley), 21: “ Britannia’ (J. P. Clapham), 16; ‘* Merlin” (F. Fouldes, 8. Manchester), 14; ‘* Winsome ” (G. Brown), 9; ,“‘ Cygnet” (H. Iredale), 9. In the absence of the donor” prizes were presented by J. Le Flufy, Esq. On March 29 there was a club race for the A-class, the prize being donated by Mr. J. Whittaker. All the yachts were sailed by their owners except “Harmony,” which was skippered by W. Harrison. There was a whole-sail breeze, giving a beat and a run. Result: “Juno” (KE. North), 27; ‘““Tmperia”” (B. Garbutt), 24; “Mary” (E. C. Kitchen), 23; ‘‘ Valkeyrie” (J. Whittaker), 17; “Harmony” (Major Butler), 15; ‘* Whimbrel ” (F. Hirst), 15; “Peggy” (J. Porter), 13; ‘“* Desiree’ (R. B. Roche), 2. In the absence of the donor, prizes were presented by the Hon. Treasurer, B. Garbutt, Esq. a. PC, WORKINGTON M.Y.C. This young Club has made a good start for the 1932 season as 25 members have been enrolled and membership is expected to increase rapidly. Several new models to one of the scale classes have made their appearance. Regarding the EditoriaLcomment on this club sailing models to the 1730 tonnage rule, the members are doing their best to gradually bring the club into line with other up-to-date clubs, but undoubtedly this takes’ time as the owners of existing craft have to be considered. The opening regatta of the season was held on March 28, when there were 27 entries in the three races. Racing was under the control of the Com- modore, Mr. A. V. Hannah. Results :— 35-Ton Class.—\|st, ““Ocean Wave” (A. V. Hannah); 2nd, * Rose”’’ (Miss H. Routledge) ; 3rd, “ Jester’ (A. Rothery). 25-Ton Class.—lst, ** Teutonic * (A. Armstrong) ; 2nd, “Swan” (H. M. Routledge). 15-Tion Class.—** Volunteer’ “Shamrock” (W. (A. Patton); V. Hannah) ; 3rd, (H. Fielding). “ Edie” T. H. R. FLEETWOOD M.Y. & P.B.C. The Club is still booming and now has about 240 members. (How we wish every one of them bought a copy of the THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE !—Ed. The M.Y.) A fine boathouse near the lake has just been opened not far from the lakeside. When it is completed it will look very nice as it is green with a red roof and has a lawn in front. There is a small office for the O.0.D., etc., as well as the actual boathouse. Not one penny piece has been paid for labour as the whole job has been done by members, which certainly shows the right spirit. The outstanding event of the month has been the visit of the Ulster M.Y.C., report of which appears elsewhere in these columns. What promises to be another attractive event will be held on July 23rd, when the Blackpool & Fleetwood Yacht Club hold their annual regatta. The Committee of the Club have invited the F.M.Y. & P.B.C. to enter A-class models for an Open Water Race in the Channel and offered to provide a trophy and sufficient motor boats from which to handle the models. T. McG. ULSTER NOTES. ULSTER M.Y.C. VISITS FLEETWOOD. The Ulster M.Y.C. visited Fleetwood and engaged the Fleetwood M.Y.C. in a series of A-class matches on March 25 and 26. The visiting team of four boats captained by Major G. H. Lee was opposed to five local boats, but in each heat the home club had a bye to balance the extra boat. There was a stiff breeze on both days, giving a run of 800 feet out and a beat back. On March 25 the visitors were at one time 15 points ahead, but Fleetwood gradually overtook them and at the start of the last heat were a single point ahead, but then ‘* Lydia II.” won her only points of the day, giving Fleetwood a total of 51 points to Ulster’s 48. 27 And Marine Model Magazine. May 1932 Individual scores :— ULstER.—** Patience ”’ (Maj. Lee), 20 ; ** Piccolo,” (W. Tregenna), 13; ‘Hugh Charles” (J. J. Beasant), 9; ‘‘ Moyola ” (J. Smith),6. FLeEETwoop : ‘** White Heather IT.” (W. Alexander), 20 ; “Alpha ” (W. Newton), 12; “Sunset” (D. Leadbetter),¥9 ; * Elphinette ” (D. Roberts). (J. Winstanley), 8; ‘‘ Lydia IT.” On the following day the Ulstermen reversed the decision by an even narrower margin as their score was 51 to Fleetwood’s 49. Individual scores :— Unstrer: “* Patience ” (Maj. Lee), 22 ; “* Piccolo,” (W. Tregenna), 18; ‘ Moyola” (J. Smith), 6; ** Hugh Charles ” (J. J. Beasant), 5. FLEETWoop : ** Lydia IT.” (D. Roberts), 13 ; ‘‘ White Heather IT.” (W. Alexander), 12; ‘ Elphinette” (J. Winstanley), 10; ‘ Alpha” (W. Newton), 9; ‘‘ Sunset ”’ (J. Aspden), 5 The Fleetwood M.Y.C. invited the Ulster M.Y.C. to repeat its visit about midsummer in stronger numbers. (Above report taken from Treland’s Night and the Belfast Telegraph.) Saturday Wy ULSTER M.Y.C. The Club held its opening meeting of the season at the Waterworks, Antrim Road, Belfast, on March 28, as has been the custom since its inception nearly fifty years ago. Mr. R. Tregenna was Commodore and Mr. J. Magee Racing Secretary. Mr. Magee joined the Club some two or three years ago and was elected as Racing Secretary when Mr. W. Graham retired owing to pressure on his time after occupying this position for a number of years. There was a light 8.W. wind which was variable and died away late in the afternoon. Mr. John J. Beasant (whom English friends will remember as a competitor with the ‘Six Counties” at Gosport last summer) was unable to take an active part in the regatta owing to an accident. This is the first time for forty-four years that Mr. Beasant has missed the Club’s Easter Regatta, but he was able to be present to witness his models being sailed by his son, Mr. 8S. Beasant. Results :— 5-Ton Class.—\st, “John Wortley” (J. J. Beasant); 2nd, ‘ Florrie” (J. Campbell); 3rd, ‘“Edna”’ (R. Tregenna); also sailed ‘‘ Nannie” (C. Vincent), “Jane” (J. J. Beasant), ‘ Bessie” (W. Hudson). 18 Footers.—\st, “Pearl” (H. Gray); 2nd, “Rose II.” (H. Tregenna); 3rd, “Zoe” (W. Hudson); also sailed ‘“‘Opal” (C. M. Berry), “Teal? (W. Johnston), “‘ Crusader” (J. Smith), ** Peggy” (T. Carey). “ B” Class (20 lbs. weight).—\st, “* Shamrock ”’ (H. Wallace) ; 2nd, “‘ Miranda” (J. Stewart); 3rd, ‘* Bluebird ” (M. Crothers); also sailed, “‘ Hawk” (W. Johnston), “ Phyllis > (W. Graham), “ Sadie” (W. Millar), “Meg” (H. Atkinson), “ Fairy” ; (G. Howard). 28 The Model A-class International.—I\st, ‘‘Coral” (C. M. Berry) ; 2nd, “Imp” (J. Smith); 3rd, “ Varuna ” (J. Magee); also sailed ‘‘ Moyola”’ (H. Tregenna), “Six Counties” (J. J. Beasant), “‘ Redwing” (R. Tregenna), “‘ Emerald ” (T. Carey), “‘ Patience ”’ (Major J. B. Lees), “Olga” (H. Atkinson), * Piccolo ’’ (H. Tregenna), “‘ Hugh Charles” (J. J. Beasant), ““Spray ” (J. Reid). May 1982 Yachtsman The second race at Colwyn Bay was for the Seniors with yachts of 36 ins. l.o.a. There were twelve entries and the results were: Ist, W. T. Williams (Colwyn Bay); 2nd, H. C. Nelson (Colwyn Bay); 3rd, John Evand (Llandudno). The winner made 18 points, and the second and third each making 15 raced for second and third places. W. O. A-Class (30 Ibs. weight)—There were seven entries, but the first heat had to be postponed for lack of wind. The Club’s weekly race on April 2 was preceded by the settlement of the 30 lbs. Class race that had to be abandoned owing to lack of wind at the Easter Regatta. Result: Ist, “White Heather” (J. M’Cormick); 2nd, “Ivy” (J. Stewart); 3rd, ** Nellie” (J. J. Beasant); SCILLY ISLES. GUERNSEY M.Y.C. also sailed ‘‘ Ranger ” (Capt. J. M’Ilwaine), ‘ Mayflower” (E. Withers), * Zara”’ (J. Tregenna), *‘ Doris” (K. Donaghy). Five-Ton Class. \st, *‘ Edna” (R. Tregenna) ; 2nd, ‘“‘Jane” (J. J. Beasant); 3rd, ‘ Florrie ” (J. Campbell); also sailed “‘ Nannie” (C. Vincent), ** Bessie > (W. Hudson), “John Wortley” (J. J. Beasant). 18 Footers. Ist, “Peggy” (T. Carey); 2nd, ** Zoe”? (W. Hudson); 3rd, “ Pearl’ (H. Gray) ; also sailed “Rose II.” (H. Tregenna), “Joan” (W. Saunders) , ‘‘ Prudence ” (J. Magee). 20 lbs. Class. 1st, “ Bluebird’? (M. Crothers); 2nd, “‘ Sadie’ (S. Millar); 3rd, “* Meg” (H. Atkinson); also sailed ‘Miranda’ (J. Stewart), ‘“* Shamrock ” (H. Wallace), “‘ Hawk ” (T. Ramsey). (Above report from Ireland’s Saturday Night and the Belfast Telegraph.) At a well attended general meeting of the Club, Mr. J. Parsons, Hon. Fin.-Secretary, gave a splen- did report of the past season’s sailings, commenting on the keen competition in every event. The following officers were elected for 1932 : Messrs. F. Beckford, Commodore; W. McKay, Vice-Commodore ; J. Parsons, Hon. Fin.-Secretary ; R. Collivet, Asst. Secretary. It was decided to hold the following events : Commodore Cup, May 4, 7.30 p.m. Friends’ Cup, Whit Monday, 9.30 a.m. Boys’ Race (big boats), Club members, Tuesday May 31, 7.30 p.m. Boys’ Race (small boats), Club members, Tuesday June 14, 7.30 p.m. W.G.McK. IMPORTANT. WALES. EIRAS PARK M.Y.C. (COLWYN BAY). The first race of the season was sailed on March 28 and was for the Juniors with yachts of 18 ins. lo.a. or under. It was run under the supervision of the Parks Supervisor, Mr. J. E. Neal, the first prize being a model yacht presented by Mr. Nelson. Result: Ist, Glyn Thomas (Colwyn Bay); 2nd, Hubert Heather (Manchester) ; 3rd, Joyce Williams (Colwyn Bay). Mr. J. Roberts, a well-known local model yachtsman, was unable to compete in the races at Llandudno on March 28 owing to an accident to his model during tuning-up. As the race was for a Cup which Mr. Roberts had won twice and only required another win to gain outright, his accident was very unfortunate, especially as the model in question was a new craft purchased specially for the race in question. Owing to increasing demands on our space, we must request Hon. Secretaries sending in reports of Club events to keep these as short as possible and strictly to the point. We may add that the amount of matter sent this month for inclusion in our ‘‘News of the Little Ships” column has obliged us to suspend publication of several important articles. THANK YOU! On average our editorial postage bill is over 10s. a week, and about nine-tenths of these letters are replies to correspondents. Just a few (and they are not included in the figure quoted) are kind enough to send a STAMPED ADDRESSED ENVELOPE for reply. If they all did, the magazine would save quite a useful sum per annum. We have always answered all queries whether accompanied by stamped addressed envelope or not, but we would esteem it a great favour if correspondents who wish replies by post will observe our regulation on this point as contained in editorial announcements on another page. THank You! May 1932 And Marine Model Magazine. 29 THE SHETLAND SIXERN. By ARTHUR JOHNSTON. (Continued form page 12). “| See are one or two points that should be noted in connection with the sail plan shown on page 12. Fortunately or unfortunately, these things have not to be done now. Economic progress has placed at The sail shown is rather a late type as the disposal of the fishermen bigger and better craft. it is more peaked than in earlier boats. In these the head of the sail was practically square. In the plan two shrouds are shown whereas in the earlier boats only a single shroud was carried on each side. with which to follow their calling, but the sixern The fourth and fifth men sat abaft the mast with “* ouskerries *’ (bailers) in their hands, scooping out the water that was every now and then coming in over the lee gunwale during a “flan” or flaw. “They luff her up, or keep away, And with the raging surges play ; Whilst o’er the gunwale pours the spray, But scares no man from Vaila. And when they run before the gale, They watch the gusts and dip the sail; And with a wooden shovel bail The boats that go from Vaila. Death on a billow top may stand, With dart in his uplifted hand ; But cannot daunt the hardy band That work the boats of Vaila.” * is still the paramount general utility and pleasure: boat. There are now many energetic boating and sailing clubs in Shetland. Most of them patronize this type of Shetland boat, but of a slightly smaller size (called fourern, with four oars), to the exclusion of all others, for Shetlanders are proud of their boats as they are of their pure Norse descent. These boats,. when used for racing, are converted into more modern type of sail, using the standing lug and jib, the mainsail having a single halyerd. Peaking the sail is done by means of the tack, which has a double fall. Those boats. considering their comparative shallow draft (the depth of the keel rarely exceeds six inches) are remarkably good on windward work, but perhaps the best point is off the wind. sea story ? The square sail, though dying out, is still much in vogue at some regattas, and calls for the most interesting and seamanship race of all. The boats are usually drawn up to a line, and sails lying in the the bottom of the boat. At the sound of the stand by gun ZIP! go the yards to the mast head in a twinkling, and the boats are off. It is a most wonderful and interesting sight seeing the weather boards, owing to the necessity of having to change over and rehoist the sail each time the boats break tack, and especially in a long, narrow voe, which “On the wild coast of Shetland, so beaten and calls for many tacks. Think of this, ye gallant mariners, who sit at ease in your well-furnished cockpits and saloons, who mostly do your sailing in the summer months, not like these blood descendants of the Norsemen, who had of necessity to sail in the biting fury of the winter snowstorm as well as in the summer breeze. Are not these worthy of a saga in the annals of battered, By billows that roll o’er the ocean afar, Where the foam-covered headlands all riven and shattered Sustain through the winter a terrible war. A squaresail behold, with her mast near the centre, Afloat on the waves like a seamew or tern: Still dodging the seas when they threaten to enter And swamp the light hull of the deckless sixern. ** When the fish on the coast assemble in numbers, All other pursuits must to fishing give place ; And hard are the labours and short are the slumbers Of the crews who must daily look Death in the face. Oh! judge not in haste, you who live by their labours, In comfort and ease, but endeavour to learn, Ere you censure or smile at the ways of your neighbours, The hard-working crews of the Shetland Sixern.’’* * Quotation from ‘‘ King James’ Wedding and Other Rhymes,” by J. Sands. One very curious feature of the square sails used on these boats is the reef across the head of the sail. The points will be noticed in the sail plan shown. The details and fittings of one of these boats all have their old Norse names. The “ thwarts” are called “ tafts ’’; the flooring boards “ tilfers ” ; the “nile *’ is the plug at the bottom of the boat; the chocks at the meeting of the gunwales at the stem and stern are ‘“hinney spots”; thole pins are called “‘kabes”?; and the strap round the oar “humblibaands.”’ Chafing slabs of wood on the loom of the oars are called “skletts,” and those on the gunwale “rowths.” ‘* Fastibaands”’ are stiffening pieces set between the timbers under the thwarts, and many others of such interest that a list of the Shetlandic names of the boats, specification, and others, is appended hereto :— ‘* Da modder di,” or ‘“‘ midder di,” was the name given to a wave which always travelled towards the land, and by this means the old haaf men found their way in the fog without the aid of a compass. il 30 The Model A further selection of the commoner Norse ex- pressions is given below : Di … ‘+ @ wave. Guzzel “+ a dry wind. -+ light airs or gentle gusts. a sort of light air. … Da Daar … Rae… .. Stong –» Mast. Draw ..» halliards. Réd … a flaw or squall. small rain. Our next issue will contain the detail drawing of and plans of a Fourern. — We also hope to show the plans of the Norsefboat found at Gogstad, Norway in 1880. “Rditor THE M.Y. sei ‘the boat. moon. fish clip or gaff for pulling fish aboard. Kemp to race. Horm = 3 Warps’… __ strokes. aandoo_…_ to row easily, just holding one’s own. << a) a which is the parral keeping the yard to the mast. 6 * © + ie minal o Nee AN, nee 8 It has already been mentioned that the smaller sister of the Sixern (six-oared boat) is the Fourern (four-oared boat), but there are several other types of boat used in the Shetland. These are, however all variants of the Sixern and closely related to it in type. These divergencies are purely local and found in the different parishes from which they take their names. Thus one of the best known of these varities is the ‘“‘Ness Yoal’ (or Yole). This boat hails from Dunrossness, the most Southerly part of Shetland. Photographs of a capital model of a Ness Yoal will appear in the next issue of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE. In connection with these, it should be noted that at the time when the photographs were taken there was no downhaul rigged to the model’s sail and the halliard was incorrectly belayed to the gunwale instead of being brought to a cleat at the foot of the mast. Otherwise she is correct in every detail. It will be noticed that the Ness Yoal like the Sixern is a six-oared boat. If any reader of this should be so tempted, he cannot do better than make a cruise to Shetland. There, in the atmosphere of the sagas, in the very waters sailed by their forefathers, he will find life in a new sense—the real old-time life on the ocean wave. It is no little wonder that the Thule Model Yacht Club adopted such a craft as this to adorn their Burgee. PORES XY In olden times the rakki was made of an actual horn, but latterly it was made of a curved piece of hard wood. The rakki can be clearly seen in the drawing showing further details which appears in the next number of this magazine. It should also be mentioned that the sail is bent to the yard with rovings and not with a continuous lacing. + a iin And so on. One word not mentioned above is the **Rakki” ‘eck and Ree ot yard. Gloamer ... Huggistaff... ... May 1982 the Sixern (which includes a diagram showing the lay of the planking), photographs of the Ness Yoal model Pirr... Laar Flan Yachtsman ee comeass) ‘Gump ! -'.- May 1932 dl And Marine Model Magazine. CONSTRUCTION PLANS OF A SHETLAND SIXERN. Drawn by ARTHUR JOHNSTON. HORN \ tack KARES 2 OPEL ———— - AusrRoorl ox owse | + es | i| FORE We: EAD | SF: AaisasT Room || es 7| | {—— 1TLine | MA fed TURE Ra - \ TAMERING a “at“to ae KNEE Zite os sa be Se ER \ St aeeriwe Ke, /sv/ ‘ LN Li, \,a“ iff’ / _ THRER RL. ican f NEE NEAO TAFT ia 2 - - Ti oo £ HEL | iL ! Seance censaicwiyelees I cureR—— | L ‘ e Lada Hl) Le i t ead BLAAN | Keg | ‘! ice mii ANNI i TAFT \\ Whit\romet- HE Gree (Gok = oF ~ 2.) vm ny \ \ \ = \ F Ste | BG tare | fenton «- \ C oa \Gineeace sunggy PEP 32 The Model Yachtsman May 1952 =see HERE was a Special Council Meeting on April 1. The main business transacted consisted of the election of the Emergency Council and various committees. These resulted as follows :—Hmer- gency Council : Messrs. A. J. Hugo, A. W. Littlejohn, A. Littlejohn, and W. J. E. Pike. Haxhibition Committee : Messrs. C. Adams, W. J. E. Pike, H. C. Whetstone, W. J. Daniels, A. J. Child, and J. E. Cooper. Gosport Regatta (A-class) Committee : Messrs. H. Fereday, C. Adams, Alderman E. W. Lapthorn, J.P., Messrs. W. J. Daniels, H. C. Whetstone, W. J. E. Pike, A. J. Hugo, and C. N. Forge. General Regatta (Other Classes) Committee : Messrs. F. C. Tansley, F. T. Clements, H. G. Howard, A.W. Littlejohn. A. J. Hugo, W. J. Daniels, W. J. E. Pike (Hon. Secretary). Gosport Regatta Sailing Committee: Whetstone, Ald. E. W. Lapthorn, Messrs. H. C. H. B. Tucker, C. Adams, and A. W. Littlejohn. Representatives to International Council of the I.M.Y.R.A.: A. E. Foster. In connection Messrs. with the W. above J. Daniels and Committees, it should be noted that the General Regatta Committee is a new one formed this year to push the other regattas and increase their popularity. The Gosport Sailing Committee consists of gentlemen who will not be either sailing or acting as officials at the Regatta, who will be available to settle cases of protests or any other matter of a like nature. This Committee has powers to co-opt any person or persons they may see fit. Probably the most important appointment is that of the International Delegates, and it will be noted that Mr. H. B. Tucker, who has represented Britain from the foundation of this International Association, has not stood for re-election. He was the founder of the I.M.Y.R.A. Certain suggestions having emanated from a meeting of model yachtsmen held in Birmingham, the clubs concerned were requested by the Council to formulate their schemes more exactly with a view to their careful consideration. A meeting of representatives of certain of the Midland and North of England M.Y. Clubs accordingly met in Manchester on February 20 and formulated their proposals. These may be briefly summarised as follows :— That the English Clubs affiliated to the M.Y.A. should be divided into five Divisions (Northern, Midland, London, Southern and Western), the Scottish clubs grouped into another division, with Ulster and Wales as other divisions, and a separate division for the Colonial clubs if required. Fach of these divisions to be responsible for its own finances, racing, and administration, and to have the power of nominating a representative to the Central Council which would sit in London, thus filling nine of the twelve Council seats in addition to officers. The remaining seats on the Central Council would be filled from the individual memkers. The Central Council would be responsible for the election of officers and the general policy of the Association. Mr. W. M. Carpenter explained the suggestions to the Council and the matter was thoroughly discussed in all its aspects. It was pointed out that the present constitution of the M.Y.A. was based on that of the Y.R.A., and that under this the M.Y.A. had since its reconstitution grown to its present position and worked reasonably well. Moreover, the suggestions now put forward were those that had formed the Constitution of the old M.Y.R.A. before the War and been found very unsatisfactory in practice. One of the Hove members present criticised the A. E. Foster, of Birkenhead, who has been elected in his stead, is a skilled designer, particularly interested proposed Divisional Scheme on the ground that it was far easier to come to London than to make the cross-country journeys that would be entailed, say, from Hove to Weymouth or Whitstable to Ports- in the A-class, and if elected by the International mouth. Delegates would make a very capable Hon. Secretary to this important Association. It was pointed out that under the present Constitution there was nothing to prevent the formation of Divisions, and if these divisions wanted to be represented on the Council all that is required is that the selected candidate should be nominated in accordance with rules, and if he has the backing of his division, he should stand every chance of election. The greatest difficulty of getting provincial clubs represented on the Council is the fact that men cannot spare the money or time to make the journey to town for meetings. As regards the time, this must be for the individual to arrange, but as regards th expense, there is nothing to prevent the district and has acted as Hon. Secretary throughout. * x Mr. * Another Special Council Meeting was held on April 8 to consider proposals to alter the Constitution of the M.Y.A. that had been put forward by Mr. William M. Carpenter on behalf of a group of Midland and Northern England Clubs. In order that readers of THE MODEL Y ACHTSMAN AND fully MARINE MODEL MAGAZINE may understand what occurred at this Council Meeting, it will be best to briefly summarise the circumstances that led to it being held. May 1932 And Marine Model Magazine. divisions paying the fares and expenses of their representatives. Finally the following resolution was carried : “ That this Meeting of the Council has carefully and sympathetically considered the proposals submitted by the Manchester Conference of Northern and Midland Clubs, and agrees that at present these | 33 ments have already been tried and found unsatisfactory. The Council are, however, strongly in favour of the creation of Northern, Midland and other district divisions and suggest that these divisions arrange to nominate candidates for electicn to the Council next year in accordance with the present Constitution. clubs are inadequately represented on the Council. The Council, however, are not in favour of the proposed changes in the constitution as these arrange- WE regret the passing of another well-known and esteemed confrere in the person of Captain F. J. Healy, of Queen’s Park and the Scottish A-Class Clubs, plucked from our midst with tragic suddenness. Captain Healy was a keen and true sportsman, always full of the breeziness traditional in his profession. An adequate obituary notice from another and better informed source appeared in our last issue and for our part we only desire to record our deep sorrow at the thought of another “ voice that is still.” Report of Statutory Council Meeting will appear in the June issue of this magazine. the race for 12-m. models proceeded. Sixteen competitors were forward, of which eleven made their first official essay, being new products of the winter activities. Unfortunately, while the day was brilliant with sunshine, making the scene an exceptionally pleasant one, wind was light and consequently only three double boards were possible. A. McConnachie’s ** Lady Alice ” and H. McGonicle’s “Favourite,” the latter one of the new craft, both returned a card of 15 points. In the ensuing double run the older model secured the winning flag, leaving ‘“‘ Favourite’ with second prize. Third ce Familiar faces passing on, passing on eternally, Leave us waiting—wondering—listening as the place was taken by the new ~*~ musical” model, breeze Stirs our thoughts of loved ones vanished from our ken, Passed—but not forgotten—as is the fate of men. Still we sense their voices, faint maybe but clearly, Like the whisper of the Ages in the trees. First of the season comes notification from Greenock of a successful opening ceremony. Cowdenknowes Dam presented an attractive prospect on Saturday, April 2, when, in accord with the longestablished custom of the Club, the 147-year-old “Royal Sovereign ” took the water as first keel of the year. Proudly carrying her armament she slid gracefully out from the hands of Miss Christie and, excellently timed, her brass cannon reverberated among the neighbouring heights with her salute to the past and promise for the future. Chief Constable James Christie had previously declared the waters open and Miss Christie unfurled the Club Flag amid hearty cheers from the numerous audience. Captain Christie, in addressing the assemblage, remarked on the outstanding incentive to moral and intellectual recreation contained in the constitution of the Club and voiced a recommendation to young men to come and join in the sport. Dean of Guild Davey proposed the vote of thanks to Captain and Miss Christie, which was enthusiastically endorsed by the gathering. Immediately after the formal opening Photo; J, A, Stewart Mr. A. W. K. Roderick (Hon. Secretary West of Scotland M.Y.C.), with his 6-m. Model. 34 The Model Yachtsman “© Sharp” with 13 points, so that on the whole the new introductions gave a very good initial account of themselves. Tea was served and prizes presented in the Clubhouse of the Rockcliffe Social Club, kindly placed at the disposal of the Greenock Club for the day, and under the genial chairmanship of Commodore James Morrison the afternoon was brought to a happy conclusion. Mr. A. W. Weir, technical adviser of the 8.M.Y.A., recently gave an instructive lecture to the members of the Dumbarton Club on the subject of Model Construction. He traced the developments of yachting from 1881 to 1928, and gave explanations of how and why the present measurement formulas were evolved. Practica! demonstration was given with a model in a tank. The cause and effect of streamline and the differing speed of vessels was exhaustively dealt with and the lecturer stated that at the local shipyard which produced only high speed craft for cross-Channe] and similar services, the lines even down to the casting of brackets for the propeller shafts were designed to reduce to the utmost the streamline passing along the vessel. The members thoroughly enjoyed the exposition given and heartily thanked Mr. Weir for his interesting address. The West of Scotland Club have arranged the important open race for the Robertson Cup for 6-metre 1%-in. models to take place at Alexandra Park, Glasgow, on Saturday 28th May, at 3 p.m. As the waters are the home of the famous “* Adapta,”’ the present holder, a strenuous competition is The race is open to all comers from any organized M.Y. Club, whether constituents of any Association or not. Entries from Clubs in districts outwith Scotland are particularly invited and a hearty welcome, accompanied, we hope, by pleasurable racing, will be extended to any visitors who may come forward. May we hope for an invasion from the south ? We understand that the Kilmarnock Club have several new models ready for the season and trust to see at least some of them in open competitions as the summer progresses. By the time and circumstances may delay her construction for some time. We much regret having given publicity to this incorrect statement and wish to tender our apologies to all concerned. While doing so may we hope that truth may yet prove stronger than fiction and the offending par. eventually emerge as an intelligent anticipation ? The Victoria Cup opened their season on April 2 The Thule Club is busy with preperations for the new season and anticipate interesting racing with tl.e advent of new A-class models. expected. with a race for 12-metre models and an enjoyable afternoon’s racing resulted in Mr. J. McFall’s ** Blue Sea” securing the honours. The West of Scotland Club unfurled their Burgee for the season on April 9. Racing was for the 12-metre class and despite the somewhat unpleasant weather conditions an interesting afternoon was spent. A good weight of wind prevailed and under reaching conditions some very fast and close boards resulted, so much so that up to the last round there were four competitors standing with an equal number of points. The last round, however, altered the complexion of affairs and Mr. J. A. Stewart’s “ Ellora ” gained the winning flag with 12 points. His last board against Mr. A. W. K. Rodrick was only won by a very narrow margin and the interest therefore was fully maintained until the last moment. We hear a rumour to the effect that we may be a visit from Messrs. Daniels and favoured with Gosnell this season. May we suggest they bring a 6-metre and enter for the Robertson Cup on May 28 ? From our personal point of view it would be to the advantage of the sport if they came and conquered and we would not be at all downhearted to see the cup go south for a season. Of course the inference is that international interest would be enhanced and efforts to retain and regain the trophy give stimulation all round. Perhaps even it might be arranged to sail the event somewhere in England later on, although the fixing of the sailing waters for the Cup is the prerogative of the West of Scotland Club. Someone whispers that the Yachtsman Cup for the British 12-m, Championship may also bring an invasion from over the border. Surely the Land of the Thistle is not impregnable, and if our Southern friends are unhappy about the recent monopoly we shall be delighted to see them come and get it— or try to. these notes appear the racing saturnalia will be in full swing and what appears to us to be the busiest season within our recollection well on its way. we shall be May we remind secretaries that pleased to programmes and will receive appreciate a copy of their reports of out- standing events at which our personal attendance may not be possible ? We are extremely sorry to state that our par, in the March issue relating to a new A-class model attributed to the board of ‘ Fife of Fairlie” has been based on an entire misconception. In fact, the model in question is from the design of the prospective owner, Mr. May 1982 P. J. MacGregor himself, TEST GLUE. lt sometimes happens that bread-and-butter boats, particularly older boats built before the days of casein glue, open on a seam. The best way to effect a repair is to open the seam with a thin knife blade and force Test glue into the crack. The edges are then forced back together and left to set. We can recommend Test glue for every purpose that glue is used for. It is waterproof and heatproof, and in addition holds more strongly than any ordinary glue. 35 And Marine Model Magazine. May 1932 THE KEEL ROW. ba view of the long (and in some cases rather acrimonious) correspondence that has taken place about this vexed question, we are glad to be able to publish pictures of the 12-metres “* Regulus ” and the 6-metres “‘ Uranus.” Both of these models were designed by Mr. D. Weir and certainly prove that this type of boat can do as well as any other. In 1931, besides a number of minor prizes, ““Regulus” won three important trophies, including the British 12-metres Championship and “ Uranus” four, including the British 6-metres Championship. We hope to see the latter come to Fleetwood for the Championship this year. lently. Undoubtedly the finest boat cannot win unless she is well handled. Likewise though a good skipper will get more out of a boat than a less expert man, he stands no chance when pitted against an equally good man if his opponent has a better craft. And in a hot class when men and boats are more or less equal, sails and equipment play their part in securing victory. The standard of sailing and finish seen during the Gosport Regatta is as high as any that exists, and we should be interested to see this event carried off by a full-keel model as it would undoubtedly stimulate their design and lend an additional interest On the other hand, it must not be forgotten that neither the British Empire Championship (A-class) nor the World Championship (A-class) has ever been won by anything except a fin-and-skeg boat. In our opinion neither the success of “‘ Regulus ” and ‘‘ Uranus,” nor the failure of this type of keel in the British Empire and World Championships really signifies anything much as to the merits of the respective forms of keel, as it would not at all surprise us to see a fin-and-skeg boat carry off the 12-m. and 6-m races, or a full keel boat the Gosport events. Pus tJ Undoubtedly Mr. Weir deserves every credit for these two successful boats, as does his skipper, Mr. Jack Livingston, who handled them most excel- ‘*URANUS,” (6-metres). to the event. The publication of these pictures of Mr. Weir's boats will give our readers a chance to see for themselves the type which has figured so largely in these pages during the Keel Row correspondence. We now have pleasure in declaring this subject irrevocably closed. 36 The May Model Yachtsman 1932 CALCUTTA MODEL YACHT CLUB. HILE we cannot boast of anything like the membership that some of the home clubs possess, we have a few very keen model yachtsmen who have been mainly responsible for improving the design of our vessels during the past couple of years. Perhaps no one has done more in this direction than Mr. J. T. McWilliams, who started the ball rolling in 1930 by importing a beautiful 6-metres craft built by Daniels. It did not take long for this vessel to indicate to the other members of the Club that they would have to build something immeasurably superior to the old-fashioned type of craft if they wanted to have a “look in”; this led the way to the laying down of a few A-class models, of which the club now possesses five. Perhaps the smartest of them is the ‘‘ Maharani,” recently launched by Mr. T. C. L. Rogers. Built to the design of “* Chloe,” this craft is exceptionally fast and true, and there is little doubt but that her owner will reap a rich harvest in trophies. We have not yet had an opportunity of testing ‘‘ Maharani ”’ against ‘‘ Shamrock ” (the Daniels 6-metre boat); a race between these two vessels should be worth seeing. Meanwhile the C.M.Y.C., which is affiliated to the M.Y.A., would be grateful to other clubs at home for any assistance they could give Mr. Waller, whose address is c/o Lloyd’s Bank, 6, Pall Mall, or c/o Mr. C. N. Forge, Honorary Secretary of the M.Y.A. F. R. GRENYER, Hon. Secretary, C.M.Y.C. | We feel sure that the Home clubs will give Mr. Waller a hearty welcome, and that he will have plenty of chance to try out “ Kohinoor’s” paces against the models over here.—Editor, M.Y. & M.M.M.] WINNER OF NATIONAL 10-RATER CHAMPIONSHIP. Mr. G. D. Waller, who has been Honorary Secretary of our club for several years, has recently gone home, and should arrive at Liverpool about the middle of April. He has taken with him a new A-class only just completed before he sailed, the ** Kohinoor.”’ Mr. McWilliams, not content with possessing ** Shamrock,”’ built an A-class ‘‘ Star of India,’® some time ago, which was for many months the only A-class vessel on the pond. It is only recently that we have had winds of sufficient strength to give these A-class vessels a chance of showing what they can do, and on the few occasions on which ** Maharani’ and “ Star of India” have raced each other there has been little or nothing to choose between them as regards speed. The two other A-class boats at present in the club are ‘ Lotus ” and * Arno,” both designed and built by Captain A. 8S. Hardy, Commodore and President of the club ; both these vessels are still in the experimental stage as regards trim, and they have both shown that they are not “lame ducks.” Several more A-class boats are either actually building or contemplated, and we anticipate that by the end of this year we ought to have a round dozen of them on the pond, The next arrival should be the ‘* Kolar,” being built by Mr. F. J. Rishworth, of the Kolar Gold Fields, for Mr. Fred. R. Grenyer, the present Secretary of the club; built to one of Hobbs’ designs, “ Kolar,’ a full keel model, promises to be ultra smart when she takes the water. The club is,at present engaged in sailing for the Secretary's Cup, for which nine vessels are competing, each vessel to sail each other competitor twice over each of two boards. We hope to send an account of this race next month. Photo: H. Spurr ‘**GOLDEN VANITIE,” (Mr. F. C. Tansley, Commodore, Hove and Brighton M.Y.C.) May 19382 And Marine Model 37 Magazine. BENDING AND STRETCHING NEW SAILS. By Cuas. Drown. In this article, Mr. Chas. Drown, the well-l-nown model yacht sail-maker, gives many useful hints on spars and sails. Many a good suit of sails is ruined by improper handling during stretching, and the tyro will be well advised to read this article carefully. Wes the advent of spring a large number of the model yachting fraternity are busy renovating straight side comes to the top to meet the edge of and fitting out for the season’s racing. With spars marked and varnished we can now turn to bending our sails. The jib is a comparatively easy sail to bend, but one or two points should be observed. The deck-hook should be placed about 3” in from the tack of the sail, so that the luff takes the greater strain, more than this and there will be excessive leverage and unless your jib is well Many have been active during the long winter months in the workshop building to a new design, and are now at the interesting and fascinating stage of fitting out. Many anxious hours have been spent in an endeavour to produce a hull correct in detail to the design. Many amateurs (from the assistance obtained through the medium of this magazine and other sources) are capable of producing work of a very high standard ; in fact, often equal in every respect to the best professional building. For some reason which I am unable to explain, the care and precision with many ceases when the stage of fitting out is reached. Spars, sails, and gear do not do justice to the carefully and well-finished hull, and in consequence results are very mediocre. Obviously the sails are really the engine of the boat, the motive power, if you like. Surely particular attention to these important points is obvious if perfect results are desired, and this should be our aim. I have often been asked before a race, who do I think is likely to win, and my answer is, speaking generally, the best combination of design, building, sails, gear, skipper and mate. In a classic event like the British Championship and International for A-class models sailed at Gosport annually, it is not luck alone that will bring you through a winner. Everything must be right and nothing neglected. For this reason the writer has been asked to explain in simple language for the beginner the correct method for bending and stretching new sails. Before any attempt is made to bend your sails, _ careful preparation of spars is necessary. In the modern racing sloop there are only three spars which have any direct bearing on my subject (the spinnaker boom we can leave out). The mast, jib-boom, and mainboom. Whether vour mast is solid or hollow, see that it is stiff enough for the jobh—to keep straight. Your jib and main-boom must also bear the same characteristic, and any curve in the main-boom must be on the underside. For an A-class model the jib-boom should be about 3” to *%” at the tack, tapering down to a }” or };”. In preparing your main-boom, square up a suitable piece of wellseasoned pine or spruce 1” to 14”, shoot one side straight and then lay off the necessary taper. When finished your spar should be about 2” to 4%”, at the tack end, 14” at the point where the greatest strain comes, tapering off to about 3” at the clew end. When setting up, it is important to see that the the sail. battened at the leach there will be a nasty curl at this part of the sail. A forestay should be used for the luff to take the strain, and a jib uphaul for the purpose of setting the sail. MArnSaIL. The usual method of fixing the tack of this sail is with an 8 hook through the eyelet at the corner and passed round the main-boom ferrule. A very important point is to see that after fixing, the foot of the sail just lays close to the top of the spar. Often we see a gap of }” or more at this point, the sail is lashed down hard on the boom and the result is a slack leach, and the sailmaker is blamed for making a bad sail. To make quite sure the beginner is on the right track, I would suggest fixing the sail at three points only first—the tack, the clew and hoist. Your sail is now fixed at three points. By this method you will soon see how tight your jack stays or lacing should be. If your sail is fitted with hooks, your jack stay should be adjustable and by careful manipulation your sail can be made to set perfectly ; that is, assuming they have been correctly made. From the moment a mainsail comes into use stretching gradually develops. Your sail will have a tendency to develop a concave curve at the foot and a parabolic curve at the luff, so that it is obvious with adjustable jack stays your sail can be always set correctly. We now come to the method of stretching sails. New sails must on no account be forced into shape. You should, if possible, select a sunny day and just a nice wholesome breeze. Don’t hurry the job; give yourself plenty of time. For the first board or two just have your outhauls easy, never mind if there are slight creases in your sails after an hour’s sailing, you will be able to slightly pull up your sail on the bowsies. The sun and wind will now be found to have produced the desired effect and a day’s good sailing should be sufficient to stretch your sails. Your sails are now ready for their first wetting, and here I should like to stress one point. Should you be compelled to commence a race in the rain, hoist 38 : The Model Yachtsman your sails to their limit and then just ease away slightly at the hoist and outhauls at the clew ends. To allow for shrinking during the race, eep a watchful eye on the sails and battens and if necessary ease away still more. After sailing, many make the mistake of easing sails too much. This practice is almost as’ bad as not easing them at all, your sails being wet‘and hanging in folds, they will dry and set like this. All that is necessary is just ease away sufficiently to take any strain off. Your sails have now been through their most critical stage and the attention you have given them will bring its reward not only in having perfectly setting sails, but they will last, and be effective throughout their service. May 1932 This attention should never cease as it must be remembered that with the changing atmosphere sails are continually shrinking and stretching, and require constant attention. In putting into practice the simple advice I have given, you will probably be thought fussy and perhaps too particular, but I am certain that if beginners will only pay more attention to this very important item, the standard of sailing will be much higher—more pleasurable and interesting. Even though we just sail for the sport and exercise, there is satisfaction in knowing that a thing which is worth doing, is worth doing well. Efficiency is the path to success. THE WAY THE WIND BLOWS! ANON. gowns yacht skippers, and those of full-sized craft, can be classed as superlative, average, and duffers. Now what is it constitutes the difference between the superlative and average skipper, or between the average and the duffer? If we were asked to define it, we should say that the real wind will not draw efficiently. The vessel will then lose way, and if the skipper pinched her up further till she came head to wind, would spill the wind from the sails, which would flap. The motive power being withdrawn, the vessel would stop and if she remained head to wind would get into irons and difference was founded on the ability to judge the probably blow astern, way the wind blows. as far as this and the vessel was merely pinched up Up to a point almost anyone can learn to handle a sailing yacht, whether she be a full-sized craft or those miniature yachts we style models. To the seafaring man the circle of the compass is divided into 32 points, so that each point represents an angle of 11} degrees. Now, as everyone knows, a sailing vessel cannot sail dead against the wind (or as the sailor phrases it, ‘into the wind’s eye’). In order to work her way to a point dead to windward, her course is accordingly laid as close to the wind as possible and she proceeds with the wind first on one bow and then on the other in a zigzag fashion until she reaches her objective. This process is called “ tacking” (or “ beating to windward ”’) and each leg of the zigzag is known as a “ tack.’”” When the vessel is proceeding to the left with the wind on the starboard (or right hand) bow, she is on the starboard tack. When she is proceeding to the right with the wind on the port (or left hand) bow, she is on the port tack. Now the question that the skipper has to decide is just how near to the wind’s eye his vessel can advantageously point. For the moment let us call this unknown angle x degrees. It is obvious that if the vessel’s course is more than # degrees, the craft is not progressing up to windward as she should. For instance, if the course made good was eight points (90 degrees) off the direction of the wind, it would be at right angles to it and no progress to windward would be made. On the other hand, if the skipper pinches his craft up too close to the wind, she may point higher than if she is at her correct angle of x degrees, but her sails being too near the Even if matters did not go a few degrees beyond the angle x, the driving power of the sails would be impaired and her way through the water decreased accordingly. Now if there was nothing else to consider, the position would be that the vessel was sailing closer to the wind but travelling more slowly. However, there is the additional question of lateral resistance to consider. Now the theory of lateral resistance largely governs the problem of the angle at which it is advisable to sail to the wind to get the best results. A very simple illustration will serve to explain this matter. Turn on an ordinary bathroom tap and one can easily push one’s hand sideways through the water stream. Try the same thing with a powerful hydrant and one finds the jet practically solid water through which it is difficult or impossible to push one’s hand. If one considers the lateral plane as being motionless whilst a stream of water flows past it, one gets exactly the same effect, but it is possibly simpler to grasp. Now like our illustration of the tap and the hydrant, the faster the water flows past, the greater resistance will it present to sideways motion by the vessel. From this it follows that it is the water that presents the resistance to the boat’s sideways motion and the faster she travels the greater is the resistance presented to her sideways motion. The corollary to this is obviously that if one pinches a boat to the point she loses her speed, although her head may be pointing high, she will make so much leeway that she loses more than she would gain by sailing somewhat broader. In a full-size craft if she starts to crab, the cure is not to haul the sheets in May 1932 4h se And Marine Model Advertisements 1 500 MORE MEN WANTED. i Title Page and Index, Vols. I, II or III, Price 6d.. Magazine. 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, Il, ILI or IV, (including Case. Title Page and Index), 6 -, post free Bound Volumes. Stocks of Vols. I and II have been exhausted. Last two copies of Vol. II, 15/6 each, post free. Vol. IV, 12'6 each, post free. Back Numbers. Vol. I, Nos. 1 and 2, 1-; No. 4, 1/6; Nos. 5and6, 1'-; No. 9, 1/-: No. 10, 2’-: Nos. 11 and 12, 1/-. Vol. Il, No. 1, 1/-; Nos. 2—-5, 6d; No. 6. 2/6; Nos. 7—11, 6d,; No. 12,16. Vol. III, Nos. 1—3, 6d.; No. 6, 9d.; Nos. 7—12, 6d. Vol. IV, Nos. 1—12, 6d. Postage 14d. each. 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 eight weeks from date of issue. In order to encourage direct subscribers and at the same time increase the size of the magazine, we propose raising the price to 7d. per copy, but maintaining the subscription rate at 7s., so that subscribers will get their magazines post free without extra cost, including our Special September Number. We have under consideration considerably enlarging the size of our Special September Number and making it a full double number priced at ls. (instead of 9d. as in former years). This magazine is by Appointment the Official Organ of the Model Yachting Association. We, therefore, confidently ask for the coritinued support of Associated Clubs. In subscribing you not only secure a monthly copy of the only magazine that caters for Model Yachtsmen, but actively help the progress of the All contributions and léditorial communications should be addressed to The Editor, and must contain name and address of sender. \When a nom de plume is adopted, the correct name and address faction. In order to enable this magazine to maintain and extend its present work for the sport of Model Yachting, 500 additional subscribers are wanted from Recognised Clubs associated to the Model Yachting Association during-the next few months. If you buy the magazine you can help by becoming a direct subscriber. If you already subscribe, you can help by getting a new subscriber. must be enclosed for our satis- All queries requiring an answer by post must be accompanied by stamped addressed envelope. Contributions for publication must reach us not later than 10th of month previous. sport. Subscriptions 7s. per Annum (including September Special Number) Post free. THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE. Golden House, Gt. Pulteney Street, London, W.1. All advertisements must be addressed to The Advertisement Editor, and should reach 10th of month previous to publication. him by All orders for the Magazine should be accompanied by remittance and sliould 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 THE MODEL YACHTSMAN, In order to save time, all letters should be clearly marked in the corner with the name of Department and addressed: MODEL, SAILING CRAFT, By W. J. DANIELS and H. B. TUCKER. Price 25/- Ready the middle of May. Delay in publication (as also the fact that Publishers were obliged to make price 25s. instead of 21s. as originally intended) is due to the immense amount of additional matter included in the Appendices. THE MODEL YACHTSMAN, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1, Well worth many times its price to Model Yachtsmen. Please order through this Magazine Advertisements 11 The Model Yachtsman OUR LIBRARY BOOKSHELF Model Sailing Craft he wos May 1982 BLUE PRINTS OF DESIGNS Model Yachts. ae- by W. J. Daniels and I. B. ‘Tucker. Book a copy now—will be ready in next few weeks. Elements of Yacht Design, (Skene) 17/6* Barlow’s Tables of Square and Cube Roots. es = 7/6 Model Sailing Yachts. - 1/6 ... Model Power Boats. (New Edition). By Mdward W. Hobbs, aan.a. ... Ship Model-making. A-Class. “Courtesy,” by A. W. Littlejohn. “Mussolini,” by Sam O. Berge, (Norway). *Onward,” by Reg W. Lance. *“Mavis,’’ by Herbert Almond. “Chloe,” (Modei Yachtsman Design). 6-Metres. **Kalulu,” by John Morton James. “Gudrun Elvira,” by Sam O. Berge. “Progress,” by Reg. W. Lance. 6/- 10-Rater. “Flying Spray,” by A. W. Littlejohn. (McCann). Vol. I. 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 Note. “Onward,” “Progress,” “Chloe” and “Flying Spray’’ are fin-and-skeg and the others full-keel boats. Half-size Blue Prints of any of the above, 12/6 post free. 36" Restricted Class. Clipper Ship Modeller). Vol.ILI. U.S. Frigate “Constitution.” (Contains a mine of information for Ship-of-War Modellers). “Babette.” by W.J. Daniels. Full keel. Specially designed for us. Full-size Plans, 7/6 post free. 12/- per volume.* Ship Model Builder’s Assistant. 30" L.O.A. Model. By Chas. G. Davis. bake . wale* By Robt. Kipping. vee a 5/- (Reprint). core vias 6/- Masting and Rigging. festdeak Sails and Sailmaking. By Robt. Kipping. The above are reprints of contemporary books Mounts Bay (Penzance) Lugger. Plans 12/6 (Contains a splendid collection of photographs of Models of all periods). in accordance with Scale lin. = Ift. the rate of ment Plans, post free. Please add 3d. postage to all books not over 6/- in price, and 6d. postage for larger books. l’oreign Postages extra. Books not on above list obtained to order. THE MODEL YACHTSMAN, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON. W.1. Design and eg a Full-size for 1-metre model, 8/6 1-Metre Racing Hydroplane. ‘Flying Fish.” exchange. 6/6 post free. Cross-Channel Steamer. “Maid of Rutland.” *Prices of American publications liable to fluctuation “Lightning.” (Clipper Ship - Donald McKay), by Dick Deadeye. Scale lin. = 8ft. 8/6 post free. of typical boat. .. J. G. Feltwell’s Full-size Plans, Prototype Scale Models. and invaluable to Square Rig Modellers. From Carrack to Clipper. By F. C. Bowen. cs ‘Atalanta,” adapted from well-known ‘‘Frolic’’ design. 6/6 post free. Hull design by Reg. W. a Half-size, Sections full-size, 4/6 post rec Petrol Racing Engine. Under 30c.c. for metre hydroplanes by J. Skingley. Full-size design, 3/6 post free. THE MODEL YACHTSMAN, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. B. And Marine Model Magazine. May 1932 more, but to check them out until the boat gathers weigh, pays off a little and really commences to sail. It is necessary to appreciate these facts before one can really determine what this elusive angle x really is, and possibly it might also be helpful to consider the action of a model that is trimmed just right in order to absolutely determine what we are aiming at. If a model is correctly trimmed for windward work, she sails with her sails full and drawing on the edge of the wind. Occasionally, in fact one may almost say periodically, the luff of the mainsail gives a slight flicker and settles down again to its work without ever really spilling, whilst the boat keeps travelling well. This assumes that there is a moderate wind that keeps steady and that the water is smooth. If the surface is choppy, especially if there is a short sea that disturbs the boat’s rhythm, it is necessary to sail her more freely and keep her hard at it. In a hard wind a boat will point up higher than in a light wind, and this must be partly ascribed to the fact that she travels faster and thereby increases her lateral resistance. Also as the speed increases the centre of lateral resistance moves forward. This in itself is quite enough to make a boat luff up in a slam, and in a well-designed boat as the wind falls away again to its normal strength, the centre of lateral resistance resumes its normal position and the boat pays off to her former angle to the wind. One further point that the novice must bear in mind is the difference between the true wind and the apparent wind. If one considers a steam vessel that is firing up and making a good smoke, with the wind dead abeam, it will be found that the smoke is blowing out not at right angles to the course, but abaft the beam. This fact explains why the burgee of a close-winded yacht shows an apparent wind from dead ahead whereas a burgee on the stationary vessel she is passing shows the wind.to be several points on the bow. Finally we come to the actual consideration of what this important angle x is. Well, it all depends on the boat, but as a guidance it can be assumed that a good specimen of a modern racing yacht will sail at an angle of 45 degrees to the wind (or four points off). to get the correct trim for windward work, and once found this should be carefully noted so that it can always be repeated by means of the calibrations on the booms. Now it should be possible for any model sailer to attain this degree of skill, in the same way as it should be possible for every skipper of a real yacht to become reasonably proficient at sailing his boat to windward. But unless one has a real flair for sailing, one is not likely to pass this point, and it is at this point that the line of demarcation between the average and the superlative sailor can be drawn. In a real yacht the superlative skipper anticipates the gusts, he knows when a puff is coming, whether it will be exactly the same in direction as the normal wind, or whether it will head or come free, and he sails his boat accordingly. All the time he is coaxing his boat up to windward yet getting the utmost pace out of her. He is never caught a little too close so that he loses speed and time paying off, or a little too free so that he loses a yard or two that he might have won up to windward. When the weather mark is reached, he has somehow put his boat into the best position and rounds it ahead of his less skilful competitors. He does not consciously analyse the wind all the time, but some innate instinct makes him do the right thing. Occasionally one finds a comparatively new hand that has’ this quality, but generally it comes with long experience coupled with a flair for sailing. Some men gradually acquire it, but others can never attain to it in a lifetime. To a good skipper the boat is a live thing that talks to him by the feel of the tiller, by its motion through the water. The model yacht skipper is not so favourably placed in that he is not aboard his miniature craft, and therefore he has to anticipate things more than the skipper of a full-sized yacht, since he has to make his decision and adjust his trims before the craft leaves his hands. Many an excellent skipper of a real yacht finds himself adrift when he comes to sail a model because he lacks the feel of the boat herself to tell him what she wants. He may know quite well what he should have done after the board has started, but by then it is too late. The correct sail trim will be with the (Te be concluded). boom about an angle of 12 degrees to the centre-line. In very light weather it may be desirable to slack out slightly in order to give the sail a chance to lift a little more and induce flow in the sail. If the mast is in the correct position and the sails balanced correctly, the headsails should make the same angle as the aftersails. Obviously if the headsails have to be unduly pulled in or the mainsail slacked out the mast must go forward, but if the jib has to be eased out or the mainsail hard sheeted to keep her pointing the mast must be moved aft. With a well-designed boat that has no hull vices, it should be perfectly simple with a little experiment 39 Mr. GEORGE BRAINE. Just as we are going to press, we hear with much regret of the death of Mr. George Braine, inventor of the Steering Gear that bears his name. Mr. Braine was taken suddenly ill with bronchitis on 19th April and later pneumonia set in. He pased away on April 26th at 1 a.m. We hope to publish further particulars in our June issue. 40 May 19382 The Model Yachtsman CORRESPONDENCE. Mr. JOHN G. STEVENS AND DISPLACEMENT AND THE DROPPING MODEL YACHTING. OF BRICKS. Sir, When a schoolboy perpetrates a howler nowadays I understand that he is said to have dropped a brick, and should Simple Simon care to drop a few into his measuring tank he should be able to float his model. A paradox generally takes the form of an assertion which is seemingly absurd but really correct, and the instances of the lamp floating in a small amount of mercury and the ship filling up the dock are variants of a well-known “hydraulic paradox.” As long ¢s the model is floating, the amount of water it floats in is immaterial as far as Yardstick’s statement is concerned. His rather clumsy reference to Professor Einstein. who deals in highly scientific matters that few indeed can understand him, shews that Simple Simon is, not one of the few, and it is a pity that he dropped that one so unnecessarily. However, may I ask another ? An enormous barge laden with petrol is towed up a river by a very small tug and they come to a lock. The barge is so big that when inside the lock, it practically fills it and therefore, there is no room for the tug which proceeds through the lock separately. Smoking, however, is not allowed on board either the barge or the tug, and the man in the barge and the man in the tug are simply dying for a smoke. After the gates are closed each man in his turn steps ashore the moment the sluices are opened wide and commences to smoke. The moment the lock is filled they put out their pipes and return on board. Which man had the longer smoke ? K. Sir, I was most interested to read Mr. J. A. Stewart's account of the experimental work carried out by Mr. J. G. Stevens preparatory to building his new 6-metres. It is indeed good to see that designers of real yachts are finding the worth of models. Many a problem can undoubtedly be solved by their use far more cheaply and expeditiously than with real craft. Mr. Stevens is one of our foremost helmsmen and designers, and we shall all follow with particular interest the prowess of his new yacht. Other most interesting articles that have appeared in THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE recently are those by Lieut.Col. Mocre Brabazon and Dr. Harrison Butler. The very fact that both these gentlemen are so prominent in the world of full-sized yachting makes their contribution to our magazine doubly interesting. I may add that I was most disappointed to observe that none of these three excellent articles drew replies from some of our model yachting cognoscentt. All of these articles were worthy of discussion, and I can assure the writers were most heartily appreciated. Yours faithfully, CyMRo. We ourselves must confess that we heartily agree with Cymro in his regret that none of our readers replied to any of the articles to which he refers. A recent technical article in a yachting contempory drew half a dozen vnteresting replies from readers. Editor The M.Y. and M.M.M. Photo: R L. Whitworth. Cambridge M.Y.C. versus Bedford M.Y.C. at Bedford, 6th March, 1932 Printed and Published for the Proprietors by H. G. STONE, Town Green. Wymondham, Norfolk May 1932 And {TO THE OF MODEL Marine Model RESCUE \ YACHT SALES BUILDERS. TEST WATERPROOF GLUE Breaking Strain in Wooden Joints over 1,100 lbs. PER SQUARE INCH. Sample Tin (contents 20z.) 8d., or 41b. 21 post free. 30, Red Lion Street, Holborn, W.C.1. f é First-class Advertisments for these columns must be accom- invited. panied bya remittance, either by Postal Order or stamps, and addressed to the Advertisement Manager, “The Model Yachtsman,” Golden House, Gt. Pulteney St., London, W.1. Announcements must reach these offices not later than the 10th of the month preceding the month of issue, In advert- Y Vancouver WANEY ising Boate for Sule or Wanted advertisers should state, where possible, ‘*Class of Boat.’ These will be classified under their separate headings; wncelassed Models, and articles other than Bouts, under Miscellaneous. PINE Trade Advertisements are not For Model Yacht Building. inserted in this column. sin. for Decks, and any thickness up to 24ins. wide. This wood is without a blemish. T. FOR MARCHANT, LTD., A-CLASS MODEL. Timber Merchants and Importers, SALE. ‘“Dauntless.’’ Built by W. J. Daniels. Excellent condition. Three suits sails. Two spinnakers. Consistently high record in racing. Second to “Albion” Bradford Verney Road, Rotherhithe New Road, LONDON, S.E.16 \. WANTS. A charge of 6d, extra to cover postages is made for **Box" Replies, care of these offices, T'he following words must appear at the end of advertisement; ‘“Box——, ‘‘Model Yachtsman’"’ Offices, for which usual rate per word will be charged. (Advertisers need not include our full address). When replying to a “Box No.’ Advt., address your envelope: Advertiser, Box——, ‘‘I'he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1. Dept. M. enquiries AND Advertisements are inserted in these columns at the rate of One Penny per word; minimum charge for advertisement One Shilling. Single letiers or figures are charged as words, and a compound word as two words, The advertiser's name and address are charged for. No more sewing joints. A perfectly waterproof Craft. Permanent and solid. Trade Magazine. Cup, 1929. See MODEL YACHTSMAN, May—July, 1929. “Will hold her own in any Company.” £12 12s. 0d. 35, Stanmore Road, yy Burley, Leeds. A-CLASS. PLAIN DISTINGUISHING FLAGS FOR MODEL YACHTS, Lying fee ths Mik feeauthiotiory wenn ake condition, Tiley, 10s. TYPEWRITER. MAKER, writing. STAR 2-volt ACCUMU- Remington No. 7. Not visible Box 214, Standard 4-bank Keyboard. “The Reliable. 30/- quick sale. Similar machines priced by dealers at £3 10s. Od. Apply by letter to Offices as machine is inspectable at Editor’s private address. W. Cains, A TRADE ADVERTISER WRITES: Sailmaker, “We have received quite a number of enquiries from several places, including America, since advertising in your paper, and we wish to thank uses ONE QUALITY ONLY, THE BEST UNION SILK you.” ADVERTISE IN ESTIMATES FREE. 7, Kings’ Rd., Gosport, Hants. | To be Box 215, 22s. 6d. postfree. PAIR BOOTS, 8's. Decent Used*by Editor this magazine. y Yacht Boathouse. LATOR. Good order, 6s. Model Yaclitsman” Offices. 79, Morley Avenue, Wood Green, N.22 | Model Y.M. 6-m. O.A BOUND VOLUME 1. RUBBER THIGH G. COLMAN GREEN, Hon Sec., London County Council Boys’ Model Yacht Club. FLAG at sold for benefit of his dependants. “Model Yachtsman” Offices. various Clubs I am associated with.” Winifred Well- A-CLASS. “Spider,” (property of late Captain Healey), in good order, complete with all gear. TESTIMONIAL. os can prcmmend _Miss Tiley to any model Miss Two models from £3 10s. 0d. built, splendid models, also 30-inch, £1 15s. Od. Judge, 42, Denmark Road, Beccles, Suffolk. THE \S MODEL MARINE YACHTSMAN AND MODEL MAGAZINE. In replying to Advertisers, please mention THE MODEL YACHTSMAN. y, May 1932 The Model Yachtsman. — &é PD ' SAILS Finest Union Bobbin, etc. :: 'W.H. BAUER S.TMM.M.C. Model Silk and Sail Cloth. Repair Service. for all Classes. any size and design. To order only. Decorative, Water-Line & old-time Ship Models Drown, Built 8, Ullswater Rd., West Fit-out Spars, Sails, Fittings and Accessories Bunting Flags and Pennants Chas. Yacht and Restored. Workshops: Norwood, 10, Celbridge Mews, Porchester Road, S.E.27. W.2 LONDON, \. = \. 2 “RYLARD,”... The World’s Best Marine Varnish and Enamel Protected ‘““MISS ENGLAND” and “MISS ENGLAND IT,” and has been chosen for “MISS ENGLAND a . Experience proves that “RYLARD”’ does give the best protective finish and reduces surface fricton to a minimum. ; . * ; = S453 ‘ ie bry :- 3 Pies : site z ee FOR MODEL a ia > ; * IDEAL oS ~*~ < EG ALL CRAFT Sole Manufacturers: LLEWELLYN RYLAND LIMITED, F ec BIRMINGHAM, ENGLAND. AGENTS ALL OVER THE WORLD. In replying to Advertisers, please mention THE MODEL YACHTSMAN., 3 $ Supplement to The Model Yachtsman May 1932 DESIGN FOR A-CLASS MODEL YACHT. By “K.” se — Ol Zz é SS Sy awe |Underside of Deck : yoap arogre-sg ‘Op wf ARaS for 7%. Planking The design published on this page is that of a well-known and highly successful boat. This design is particularly interesting as an example of lines produced by the system of balance on the metacentric shelf advocated by “K.” This system was also used in designing the full-sized cruising yacht “Fidelis,” lines of which appeared in our last issue. In practice this model has proved speedy and reliable. She points remarkably high and runs very steadily. She is a boat well worth building and properly handled can hold her own in any company. There are several interesting features about this design. Her V-sections fore and aft are due to the Q.B. buttock being raised at the ends in order to avoid penalty. The blobbed keel is rather unusual and when she came out was the subject of many May 1932 And Marine Model Magazine. To face page 20 Scale: One-Sixth of Full-size. fi 18 4 N H H a Ta 1A v AYs : S ’ ‘ eee ae |a MLL = | AS cs \ AM Tes _\ a! ] Spats a m 1 ee ae a ip | Jif | ill vet N 13/2! 4 x 18 as ee Gia cl 3 : “ L| a =a i; z =P =2 ieee et || : vi ‘eulaw E Sa 2 Length Overal/ Livia. (Salt Water) Forward Overhahg Aft o. Rates Sat Area (5) Jims Volumet* Displace’ (b) FO + Ha» ° JF 96 + YD 15-2 « Rated Length (L) Quarter Beam Lerglis @BL) 4T-4> 16:9 Beam (tax) (vet) 1-0” Draught Frecboard £(495+38543°55) 4) * Lead Kee/ 39° Displacement 50°3 hs. Max” /D for Rating 1826 $9g.ins 1360 cubs. s ss ins. 42-75 1-08 0° Max” @.B.L, without penalty 47:5 ” Minimum Freeboard Rating 47 50 L+vS 4 £ xe S Hrs 4 SOAS — BLRT = 23/8 + 164 = 32:36 (not fo exceed 39-37 ins) remarks owing to its great thickness in proportion to the length, but it evidently tows very easily. Any readers building to these lines should attend to the following points. Owing to the height of the sail plan, it is essentail that the mast should be efficiently stayed to avoid dismasting. The fore-top mast stay is to prevent the back-stay pulling the mast aft. The masthead stays are for safety purposes only and should not be set up hard. The backstay is, of course, necessary for running. It may be added that it is advisable to adhere strictly to the designer’s instructions as to the sheeting of sails, and the mainsail should be cut dead flat as it will have sufficient flow owing to its proportions.